JP2023073300A - vehicle seat - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle seat which performs appropriate fatigue recovery measures according to a degree of fatigue of an occupant.

SOLUTION: A seat S on which an occupant can be seated comprises: a detection part 100 for detecting biological information of an occupant; a degree of fatigue estimation part 110 for estimating a degree of fatigue of the occupant on the basis of the biological information detected by the detection part 100; and a control part 120 for switching between a first processing of assisting the occupant in breathing and a second processing of assisting the occupant in sleeping according to the degree of fatigue. The control part 120 performs the first processing when the degree of fatigue is not smaller than a first threshold value and is not larger than a second threshold value that is larger than the first threshold value and performs the second processing when the degree of fatigue is not smaller than the second threshold value.

SELECTED DRAWING: Figure 8

COPYRIGHT: (C)2023,JPO&INPIT

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle seat having a fatigue recovery function for an occupant.

2. Description of the Related Art In order to recover from passenger fatigue in a vehicle such as an automobile, for example, as in the invention described in Patent Document 1 below, a massage machine is mounted on a seat to relieve physical fatigue of the passenger.

Japanese translation of PCT publication No. 2013-518632

Passenger fatigue is not limited to physical fatigue, but includes mental fatigue such as stress caused by driving.
In addition, while the appropriate fatigue recovery measures differ depending on the degree of fatigue of the occupant, the conventional technology has not been able to take fatigue recovery measures according to the occupant's degree of fatigue.

SUMMARY OF THE INVENTION The present invention has been made in view of the above problems, and an object of the present invention is to provide a vehicle seat capable of taking appropriate fatigue recovery measures according to the degree of fatigue of the passenger.

According to the vehicle seat of the present invention, a vehicle seat on which an occupant can sit has a detection unit for detecting the biological information of the occupant, and based on the biological information detected by the detection unit. a fatigue level estimating unit for estimating the fatigue level of the occupant; and a control unit for switching between a first process for assisting the occupant's breathing and a second process for assisting the occupant's sleep according to the fatigue level. , is resolved by having
According to the vehicle seat described above, it is possible to take appropriate fatigue recovery measures for the occupant according to the degree of fatigue of the occupant. As a result, fatigue of the passenger can be effectively reduced.

In the vehicle seat described above, the detection unit includes a heartbeat detection unit that detects a heartbeat of the occupant, and the fatigue level estimation unit detects the fatigue level based on the heartbeat of the occupant detected by the heartbeat detection unit. may be estimated.
By doing so, the passenger's fatigue level can be estimated based on the passenger's heartbeat.

In the vehicle seat described above, the control unit executes the first process when the fatigue level is equal to or greater than a first threshold and is equal to or smaller than a second threshold that is greater than the first threshold. , the second process may be executed when the degree of fatigue is equal to or greater than the second threshold.
By doing this, if the occupant's degree of fatigue is low, the occupant's breathing is supported, and if the occupant's degree of fatigue is high, the occupant's sleep is supported. can be taken.

In the vehicle seat described above, the detection unit includes a breathing detection unit that detects breathing of the occupant, and a pressing unit capable of pressing a portion of the back of the occupant to a portion of the seat back that supports the back of the occupant. and in the first process, the control unit presses the part of the back with the pressing unit in time with the occupant taking a breath based on the detection result of the breathing detection unit. may be
By doing so, it is possible to open the occupant's chest by pushing the back in time with the timing of the occupant's inhalation, making it easier for the occupant to take a deep breath. As a result, the occupant's breathing can be stabilized and relaxed.

In the vehicle seat described above, in the first process, the control section may release the pressing by the pressing section at the timing when the occupant exhales.
This makes it easier for the occupant to exhale by relieving the pressure on the back at the timing when the occupant exhales. As a result, obstruction of the occupant's breathing can be suppressed, and the occupant's breathing can be stabilized and relaxed.

In the above-described vehicle seat, the second processing includes sleep assistance processing for assisting the occupant in transitioning to a sleep state, and awakening support processing for supporting the transition to the awakening state.
In this way, the occupant can be woken up before entering deep sleep if the occupant's sleep is to be assisted. As a result, it is possible to take a nap for a short period of time and enhance the effect of recovering from fatigue.

In the vehicle seat described above, the sleep state may be determined based on the heartbeat of the occupant detected by the heartbeat detector.
By doing so, it is possible to detect the timing at which the passenger falls asleep.

The above-described vehicle seat may further include a head support section that supports the head of the occupant from both sides after the occupant transitions to the sleep state.
In this way, while the occupant is asleep, the movement of the occupant's head can be suppressed so that sleep is not disturbed. As a result, the fatigue recovery effect of the occupant can be enhanced.

According to the present invention, appropriate fatigue recovery measures can be taken for the occupant according to the degree of fatigue of the occupant.
ADVANTAGE OF THE INVENTION According to this invention, a passenger|crew's fatigue degree can be estimated based on a passenger|crew's heartbeat.
According to the present invention, when the degree of fatigue of the occupant is low, the occupant's breathing is supported, and when the degree of fatigue of the occupant is high, the occupant's sleep is supported, so that the occupant recovers from fatigue according to the degree of fatigue. can provide measures.
According to the present invention, the occupant can be encouraged to take a deep breath and relax.
ADVANTAGE OF THE INVENTION According to this invention, obstruction of a passenger|crew's breathing can be suppressed and a passenger|crew's breathing can be stabilized.
ADVANTAGE OF THE INVENTION According to this invention, a short nap can be implement|achieved and the fatigue recovery effect can be improved.
ADVANTAGE OF THE INVENTION According to this invention, the timing which a passenger|crew fell asleep can be detected.
ADVANTAGE OF THE INVENTION According to this invention, while a passenger|crew sleeps, movement of a passenger|crew's head can be suppressed and sleep can be prevented from being disturbed.

It is a figure explaining the structure of the sheet|seat which concerns on this embodiment. FIG. 4 is a diagram schematically showing a state in which an occupant is seated on a seat; FIG. 10 is a diagram showing a state in which the head is supported by the headrest when the head support does not protrude forward; FIG. 10 is a diagram showing how the head is supported by the headrest when the head support protrudes forward; FIG. 10 is a diagram for explaining the motion of the seat in the first fatigue recovery process; FIG. 11 is a diagram for explaining the motion of the seat in the falling asleep assistance process related to the second fatigue recovery process; FIG. 10 is a diagram for explaining the operation of the seat when the occupant is in a sleeping state; FIG. 10 is a diagram for explaining the operation of the seat in the awakening support process related to the second fatigue recovery process; It is a figure explaining the function with which ECU is equipped. It is a figure explaining the flow of the process performed by ECU.

A sheet S according to an embodiment of the present invention (hereinafter referred to as the present embodiment) will be described below with reference to FIGS. 1 to 9. FIG. The seat S according to this embodiment is an example in which the present invention is applied to a vehicle seat, but the seat S is merely an example for facilitating understanding of the present invention, and limits the present invention. isn't it. That is, the shape, size, arrangement, etc. of the members described below can be changed and improved without departing from the scope of the present invention, and the present invention naturally includes equivalents thereof.
Further, in the following description, the directions of front and back, left and right, and up and down are the same as those viewed from the person sitting on the seat S. As shown in FIG.

[1. Configuration of Sheet S]
First, the configuration of the seat S will be described with reference to FIGS. 1 and 2. FIG.
FIG. 1 is a diagram showing the overall configuration of the seat S, and FIG.

As shown in FIGS. 1 and 2, the seat S includes a seat back S1 that supports the back of the occupant 20, a seat cushion S2 that supports the buttocks and thighs of the occupant 20, and a head of the occupant 20. A headrest S3 is provided.

Also, the seat S is provided with a heart rate sensor 1, a breathing sensor 2, a pressing portion 3, a reclining mechanism 4, a speaker 5, a heater 6, a head support portion 7, a vibration motor 8, and an ECU 10.

The ECU 10 is a control device (computer) that includes a CPU 11, a memory 12, and an input/output interface 13 (input/output interface) and controls fatigue recovery functions of the passenger sitting on the seat S. The ECU 10 may be built in the seat S, or may be provided as an external device of the seat S.

The CPU 11 is a central processing unit that executes various arithmetic processes based on programs and data stored in the memory 12 . The CPU 11 controls the pressing unit 3 connected via the input/output IF 13 (input/output interface) according to the processing result based on the physical signals of the occupant 20 input from the heart rate sensor 1 and the respiratory sensor 2. , the reclining mechanism 4 , the speaker 5 , the heater 6 , the head support 7 and the vibration motor 8 .
The memory 12 stores various programs and data, and also functions as a work memory for the CPU 11 .
The input/output IF 13 is connected to the heart rate sensor 1, respiratory sensor 2, pressing portion 3, reclining mechanism 4, speaker 5, heater 6, head support portion 7, and vibration motor 8, and communicates with each device.

The heartbeat sensor 1 is a sensing device that measures the electrocardiographic signal of a seated person in a non-contact manner using capacitively coupled electrodes. Here, the electrocardiogram signal means an action potential signal generated with the heartbeat of the seated person.
An electrocardiogram signal detected by the heartbeat sensor 1 is input to the ECU 10 via the input/output IF 13 .
In this embodiment, the heartbeat sensor 1 is provided on the seat back S1, but the heartbeat sensor 1 may be provided on the seat cushion S2.

The breathing sensor 2 has electrodes on the upper and lower sides and is provided on the seat cushion S2. be.
Here, when pressure applied to the electrodes on the upper surface of the respiratory sensor 2 causes the electrodes on the upper surface to deform downward, the contact resistance increases, and the electrical resistance value between the electrodes decreases. An electrical signal related to this electrical resistance value is input from the respiratory sensor 2 to the ECU 10 via the input/output IF 13 . The ECU 10 calculates pressure based on the electrical signal related to the electrical resistance value, and obtains respiration data based on the calculated pressure.

The pressing portion 3 is provided on the seat cushion S2 and is a mechanism that partially presses the back of the occupant 20 by protruding (overhanging) toward the occupant 20 . For example, the pressing portion 3 may be provided at a position facing the fourth thoracic vertebrae of the occupant 20 in the seatback S1, and may press the fourth thoracic vertebrae of the occupant 20 when projected toward the occupant 20 side.
As an example, the pressing part 3 may be realized by an air pump and an air cell connected to the air pump via a tube. In this case, the air pump injects air into the air cell in response to a drive signal from the ECU 10, and the air cell bulges toward the occupant 20 to press the back of the occupant 20. FIG. On the other hand, the ECU 10 causes the air pump to stop injecting air, so that the load from the passenger 20 causes the air in the air cell to escape, and the pressure on the back of the passenger 20 is released.
As another example, the pressing portion 3 may be realized by a lumbar support mechanism. In this case, by increasing the amount of protrusion of the lumbar support mechanism toward the front side of the seat, the lumbar support mechanism projects toward the occupant 20 to press the back of the occupant 20 . Further, by reducing the amount of protrusion of the lumbar support mechanism toward the seat front side, the pressure on the back of the occupant 20 is released. Note that the operation of the lumbar support mechanism may be controlled based on a control signal from the ECU 10 input via the input/output IF 13 .

The reclining mechanism 4 is a mechanism that rotatably connects the seat back S1 and the seat cushion S2. The angle of the seatback S1 with respect to the seat cushion S2 is variable by the reclining mechanism 4. As shown in FIG.
The reclining mechanism 4 may be an electric mechanism, and the angle (reclining angle) of the seat back S1 with respect to the seat cushion S2 is controlled based on a control signal from the ECU 10 input via the input/output IF 13.

The speaker 5 outputs sound based on an audio signal input from the ECU 10 via the input/output IF 13 .
In this embodiment, the speaker 5 is provided above the seat back S1, but is not limited to this, and may be provided on the seat cushion S2 and the headrest S3. Further, the speaker 5 may not be mounted on the seat S, but may be a speaker mounted on the vehicle.

The heater 6 is a device that heats the legs 20</b>C of the passenger 20 by generating heat based on a control signal input from the ECU 10 via the input/output IF 13 .
In this embodiment, the heater 6 is provided on the seat S at a position facing the legs 20C of the occupant 20 . The heater 6 may not be mounted on the seat S, and the function of warming the legs 20C of the occupant 20 may be realized by an air conditioner installed in the vehicle.

The head support portions 7 are provided on both sides of the headrest S3 and bulge forward based on a control signal input from the ECU 10 via the input/output IF 13 to support both sides of the head portion 20A of the occupant 20. be.
For example, the head support part 7 may be realized using an air cell like the pressing part 3, or may be realized using a mechanism that projects forward by a motor.

FIGS. 3A and 3B are diagrams for explaining the support state of the head 20A by the headrest S3 according to the state of the head support portion 7. FIG.
FIG. 3A shows a state in which the head 20A is supported by the headrest S3 when the head support portion 7 does not protrude forward.
Further, FIG. 3B shows a state in which the head 20A is supported by the headrest S3 when the head support portion 7 protrudes forward.

As shown in FIG. 3A, when the head support portion 7 does not protrude forward, the rear portion of the head 20A is supported by the headrest S3, but the side portions of the head 20A are not supported. . In this case, it is not possible to prevent the head 20A from wobbling from side to side.
On the other hand, as shown in FIG. 3B, when the head support portion 7 protrudes forward, the side portions of the head portion 20A are clamped by the head support portion 7, so that the head portion 20A is pushed forward. It will be supported on three sides, side and rear. As a result, the head 20A can be prevented from wobbling from side to side, and the stability of holding the head 20A by the headrest S3 can be improved.

The vibration motor 8 is a device that gives a vibration stimulus to the passenger 20 and is switched between driving and stopping based on a control signal received from the ECU 10 . For example, the vibration motor 8 may be an unbalanced mass type motor.
In this embodiment, when the passenger 20 is awakened from sleep, the vibration motor 8 is operated to give the passenger 20 a vibration stimulus.
Further, in the present embodiment, the vibration motor 8 is provided on the headrest S3, but may be provided on the seat back S1 or the seat cushion S2.

[2. Operation of sheet S]
Next, the operation of the sheet S will be specifically described with reference to FIGS. 2 and 4 to 7. FIG.
In this embodiment, the ECU 10 estimates the degree of fatigue of the occupant 20 based on the physical signals of the occupant 20 acquired from the heart rate sensor 1 and the respiratory sensor 2, and executes fatigue recovery processing of the occupant 20 based on the estimated degree of fatigue. . Specifically, the ECU 10 executes a first fatigue recovery process when the degree of fatigue of the occupant 20 is equal to or higher than a first level and less than a second level (>first level). , the second fatigue recovery process is executed when the level is equal to or higher than the second level.

[2.1. First fatigue recovery treatment]
First, the operation of the seat S in the first fatigue recovery process will be described with reference to FIGS. 2 and 4. FIG. The first fatigue recovery process is a process of assisting the crew member 20 in taking a deep breath.

The ECU 10 determines the degree of fatigue of the occupant 20 based on heartbeat information detected by the heartbeat sensor 1 and breathing information detected by the breathing sensor 2 . Then, the ECU 10 determines to execute the first fatigue recovery process when the degree of fatigue of the occupant 20 is greater than or equal to the first threshold (L1) and less than the second threshold (L2>L1).

When determining to execute the first fatigue recovery process, the ECU 10 operates the pressing portion 3 in accordance with the breathing timing of the passenger 20 detected by the breathing sensor 2 .
Specifically, as shown in FIG. 4, the pressing portion 3 presses the back 20B of the occupant 20 at the same time as the occupant 20 inhales to open the chest and make it easier to take a deep breath.
On the other hand, when the occupant 20 exhales, as shown in FIG. 2, the pressing portion 3 releases the pressure on the back 20B of the occupant 20 to facilitate exhalation.
In this manner, the ECU 10 repeats pressing of the pressing portion 3 in accordance with the breathing timing of the crew member 20 to facilitate deep breathing of the crew member 20 , thereby relaxing the crew member 20 . Thereby, the mental fatigue of the passenger 20 can be removed.

[2.2. Second fatigue recovery process]
Next, the operation of the seat S in the second fatigue recovery process will be described with reference to FIGS. 5 to 7. FIG. The second fatigue recovery process is a process of assisting the crew member 20 to take a nap. A nap here means a sleep of about 20 minutes.
As described above, the ECU 10 determines to execute the second fatigue recovery process when the degree of fatigue of the occupant 20 is the second threshold value (L2).

[2.2.1. Falling asleep support processing]
When determining to execute the second fatigue recovery process, the ECU 10 first executes the falling asleep support process described below. The falling asleep assistance process is a process that is executed before the crew member 20 enters a sleeping state. The falling asleep support processing will be described with reference to FIG.

As shown in FIG. 5, the ECU 10 operates the reclining mechanism 4 to tilt the seatback S1 backward to a predetermined angle. The rearward tilt angle may be set in advance for the occupant 20 .
At this time, the ECU 10 operates the heater 6 to warm the legs 20C of the occupant 20 . The operation of the heater 6 may be controlled so that the temperature of a thermometer (not shown) for measuring the temperature in the vicinity of the leg 20C reaches a predetermined temperature.
Further, the ECU 10 causes the speaker 5 to output a sound that informs the passenger 20 of the breathing timing suitable for falling asleep. For example, the ECU 10 alternately outputs a first sound indicating the timing of inhaling and a second sound indicating the timing of exhaling from the speaker 5 .
Then, the ECU 10 operates the pressing portion 3 in accordance with the breathing timing suitable for falling asleep. That is, the ECU 10 presses the back 20B of the occupant 20 with the pressing portion 3 to open the chest of the occupant 20 at the timing when the occupant 20 takes a deep breath, thereby making it easier to take a deep breath. Moreover, at the timing when the passenger 20 exhales, the pressing portion 3 releases the pressure on the back 20B of the passenger 20 to facilitate exhalation.

The ECU 10 continues the sleep assistance process described above until the occupant 20 falls asleep. Whether or not the occupant 20 has fallen asleep may be determined based on information on the heartbeat detected by the heartbeat sensor 1 and the respiration detected by the respiration sensor 2 .

[2.2.2. Sleep support processing]
Next, referring to FIG. 6, processing (sleep support processing) performed after the occupant 20 enters a sleep state will be described. Note that the sleep support process is a process for maintaining the sleeping state of the crew member 20 .

As shown in FIG. 6, after it is determined that the occupant 20 has entered the sleep state, the ECU 10 moves the left and right head support portions 7 provided on the sides of the headrest S3 forward as shown in FIG. 3B. to support the left and right sides and the rear portion of the head 20A of the occupant 20.
Further, the ECU 10 operates the heater 6 so that the temperature in the vicinity of the leg 20C is maintained at a predetermined temperature.

The ECU 10 continues the sleep support process described above until a predetermined time (for example, 20 minutes) has passed after the passenger 20 fell asleep, and then starts the awakening support process described below.

[2.2.3. Awakening Support Processing]
Next, referring to FIG. 7, processing for awakening the occupant 20 from sleep (awakening support processing) will be described.

As shown in FIG. 7, the ECU 10 operates the reclining mechanism 4 to return the seatback S1 to its original position (the position shown in FIG. 2).
Here, the ECU 10 causes the speaker 5 to output a sound suitable for awakening (music, alarm sound, etc.), and vibrates the vibration motor 8 inside the headrest S3 to apply vibration stimulation to the head 20A.

The ECU 10 continues the awakening support process described above until the occupant 20 returns to the awakened state. It should be noted that whether the occupant 20 has returned to an awake state may be determined based on information on heartbeats detected by the heartbeat sensor 1 and respiration detected by the respiration sensor 2 .

[3. Function of ECU 10]
Next, functions provided in the seat S (especially the ECU 10) for realizing the above-described processing will be described with reference to FIG.

As shown in FIG. 8, the ECU 10 includes a detection unit 100, a fatigue level estimation unit 110, and a control unit 120 as functions.
The functions of the above units provided in the ECU 10 are realized by the CPU 11 of the ECU 10 executing processes based on programs and data stored in the memory 12 . The program stored in the memory 12 may be read from an information storage medium, or may be acquired from another device via the input/output IF 13 or communication unit.

[3.1. detection unit 100]
The detection unit 100 is mainly implemented by the CPU 11 , the memory 12 and the input/output IF 13 .
The detection unit 100 has a function of detecting biological information of the occupant 20 seated on the seat S. As shown in FIG. Biological information is physiological and anatomical information emitted by a living body, and includes information such as heartbeat, respiration, electroencephalogram, and body temperature.
In this embodiment, heartbeat and respiration information of the occupant 20 are handled as biological information.

The heartbeat detection unit 101 detects information on the heartbeat of the occupant 20 . Specifically, the heartbeat detector 101 acquires an electrocardiographic signal detected by the heartbeat sensor 1 .
Based on the electrocardiogram signal acquired from the heartbeat sensor 1, the heartbeat detection unit 101 calculates various data such as waveform data of the electrocardiogram signal and intervals (RRI) between peaks (R waves) in the waveform data. may be

The breathing detector 102 detects information on the breathing of the occupant 20 . Specifically, the respiration detector 102 acquires a pressure signal (electrical resistance value) detected by the respiration sensor 2 .
Note that the respiration detection unit 102 detects various data such as waveform data of the pressure signal acquired from the respiration sensor 2, a respiration interval (RI) based on the waveform data, and RrMSSD (Respiration Root Mean Square Successive Difference) indicating variations in RI. It may be calculated.

In the present embodiment, the detection unit 100 detects heartbeat and respiration information as examples of biological information, but may detect other information such as electroencephalograms.

[3.2. Fatigue estimation unit 110]
The fatigue level estimation unit 110 is mainly implemented by the CPU 11 and the memory 12 .
The fatigue level estimation unit 110 estimates the fatigue level of the occupant 20 based on the biological information detected by the detection unit 100 . For example, the fatigue level estimation unit 110 may estimate the fatigue level of the crew member 20 based on the heartbeat information of the crew member 20 detected by the heartbeat detection unit 101 .

As an example, the fatigue level estimation unit 110 measures the activity level of the sympathetic nerves of the crew member 20 based on the heartbeat information detected by the heartbeat detection unit 101 . Specifically, the fatigue level estimating unit 110 obtains the ratio (LF/HF) of the low-frequency fluctuation wave (LF) and the high-frequency fluctuation wave (HF) in the heart rate fluctuation as the activity level of the sympathetic nerve. . Then, the fatigue level estimation unit 110 uses the above sympathetic nerve activation level (LF/HF) as the fatigue level.
That is, according to the above index, it is estimated that the more active the sympathetic nerves are than the parasympathetic nerves, the higher the degree of fatigue of the occupant 20 is.

The method of estimating the degree of fatigue of the occupant 20 by the degree-of-fatigue estimation unit 110 is not limited to the above example. For example, the fatigue level estimating unit 110 determines whether the occupant 20 is in a state of alertness based on the breathing interval detected by the breathing detection unit 102 or the alertness level determined based on the breathing (at least the level indicating whether the alertness state or the low alertness state). Fatigue may be determined. Specifically, the shorter the breath interval of the occupant 20, the higher the fatigue level may be determined, or the higher the fatigue level may be determined when the occupant 20 is in a low arousal state.

In addition, the fatigue level estimation unit 110 may use the sum of individual fatigue levels determined based on the heartbeat-based sympathetic nerve activity, breathing interval, and arousal level as the overall fatigue level of the occupant 20. good.

[3.3. control unit 120]
The control unit 120 is mainly implemented by the CPU 11 , the memory 12 and the input/output IF 13 .
The control unit 120 performs a first fatigue recovery process (corresponding to the first process) that assists the breathing of the crew member 20 and a second fatigue recovery process (corresponds to the second process) that assists the crew member 20 in sleeping. , according to the fatigue level estimated by the fatigue level estimation unit 110.
For example, the control unit 120 performs the first fatigue recovery process when the degree of fatigue of the occupant 20 is equal to or greater than a first threshold (L1) and equal to or less than a second threshold (L2) that is greater than the first threshold. to run.
Moreover, the control part 120 performs a 2nd fatigue recovery process, when the passenger|crew's 20 fatigue degree is more than a 2nd threshold value (L2).
Note that the first threshold and the second threshold may be set for each crew member 20, and may be set based on the result of machine learning based on input from the crew member 20, for example. For example, the first threshold value and the second threshold value are set and updated based on the value of the degree of fatigue when the passenger 20 required the first fatigue recovery process and the second fatigue recovery process in the past. may be

[3.3.1. First fatigue recovery treatment]
In the first fatigue recovery process, the control unit 120 assists the crew member 20 in taking a deep breath to alleviate the mental fatigue of the crew member 20 .
For example, the control unit 120 operates the pressing unit 3 in accordance with the breathing timing of the passenger 20 detected by the breathing sensor 2 .
Specifically, the control unit 120 presses the back of the occupant 20 with the pressing unit 3 at the timing when the occupant 20 inhales to open the chest and make it easier to take a deep breath.
Further, at the timing when the passenger 20 exhales, the control unit 120 releases the pressing part 3 from pressing the back 20B of the passenger 20 to facilitate exhalation.

In this way, the control unit 120 repeats the pressing of the pressing unit 3 in accordance with the breathing timing of the crew member 20, thereby making it easier for the crew member 20 to take a deep breath, thereby relaxing the crew member 20.
As described above, when the degree of fatigue of the occupant 20 is greater than or equal to the first level and less than the second level, the occupant 20 recovers from fatigue by adjusting breathing of the occupant 20 and relaxing by the first fatigue recovery processing. can be done.

[3.3.2. Second fatigue recovery process]
In the second fatigue recovery process, the control unit 120 assists the crew member 20 in taking a nap, and increases the fatigue recovery amount compared to the first fatigue recovery process. As will be described later, the second fatigue recovery processing includes sleep assistance processing, sleep assistance processing, and awakening assistance processing. Details of each process will be described below.

[3.3.2 (1) Falling asleep support process]
First, the control unit 120 executes a process for assisting the passenger 20 to easily fall asleep (falling asleep support process).
Specifically, the control unit 120 operates the reclining mechanism 4 to tilt the seatback S1 backward to a predetermined angle. The rearward tilt angle may be set in advance according to the occupant 20 .
At this time, the controller 120 operates the heater 6 to warm the legs 20C of the occupant 20 . The operation of the heater 6 may be controlled so that the temperature of a thermometer (not shown) for measuring the temperature in the vicinity of the leg 20C reaches a predetermined temperature.
Furthermore, the control unit 120 causes the speaker 5 to output a sound that informs the passenger 20 of the breathing timing suitable for falling asleep. For example, the ECU 10 alternately outputs a first sound indicating the timing of inhaling and a second sound indicating the timing of exhaling from the speaker 5 .
Then, the control unit 120 operates the pressing unit 3 in accordance with the breathing timing suitable for falling asleep. That is, the control unit 120 presses the back 20B of the occupant 20 with the pressing unit 3 to open the chest of the occupant 20 at the timing when the occupant 20 takes a deep breath, thereby making it easier to take a deep breath. Moreover, at the timing when the passenger 20 exhales, the pressing portion 3 releases the pressure on the back 20B of the passenger 20 to facilitate exhalation.

The control unit 120 continues the sleep assistance process described above until the occupant 20 falls asleep. It should be noted that whether or not the passenger 20 has fallen asleep may be determined based on the biological information of the passenger 20 detected by the detection unit 100 .
As an example, the control unit 120 determines that the occupant 20 is in a sleep state based on the heart rate variability of the occupant 20 when the parasympathetic nerve activity is dominant over the sympathetic nerve activity and the relaxed state continues. It may be determined that there is
As another example, the control unit 120 may determine whether or not the occupant 20 is in a sleeping state based on the occupant's 20 breathing state.

[3.3.2 (2) Sleep support processing]
After the occupant 20 enters the sleep state, the control unit 120 executes processing (sleep support processing) for maintaining the sleep of the occupant 20 .

Specifically, the control unit 120 bulges forward the left and right head support portions 7 provided on the side portions of the headrest S3 to support the left, right, and rear portions of the head 20A of the occupant 20, thereby Stabilize the support of 20A.
Further, the controller 120 operates the heater 6 so that the temperature in the vicinity of the leg 20C is maintained at a predetermined temperature.

The control unit 120 continues the above sleep support processing until a predetermined time (for example, 20 minutes) elapses after the passenger 20 falls asleep.

[3.3.2 (3) Awakening Support Processing]
After a predetermined period of time (for example, 20 minutes) has passed since the passenger 20 fell asleep, the control unit 120 executes a process (awakening support process) for awakening the sleeping passenger 20 .

Specifically, the control unit 120 operates the reclining mechanism 4 to raise the seat back S1. The standing angle of the seat back S1 may be determined in advance for each occupant 20 .
Further, the control unit 120 causes the speaker 5 to output a sound (music, alarm sound, etc.) suitable for awakening, and vibrates the vibration motor 8 inside the headrest S3 to apply vibration stimulation to the head 20A. By doing so, the passenger 20 is easily awakened from sleep.

The control unit 120 continues the awakening support process described above until the passenger 20 returns to the awakened state. Whether or not the occupant 20 has returned to the wakeful state may be determined based on the biometric information of the occupant 20 detected by the detection unit 100 .

As described above, when the degree of fatigue of the crew member 20 is equal to or higher than the second level, the second fatigue recovery processing allows the crew member 20 to take a nap, thereby recovering from fatigue. Also, by waking up after a predetermined time (about 20 minutes) after falling asleep, it is possible to prevent the occupant 20 from entering a deep sleep and prevent the subsequent activities of the occupant 20 from being hindered.

[4. Description of processing executed by ECU 10]
Next, the flow of fatigue recovery processing executed by the ECU 10 will be described with reference to FIG.

As shown in FIG. 9, the ECU 10 detects the heartbeat of the passenger 20 seated on the seat S with the heartbeat sensor 1 (S11). In addition, the ECU 10 detects the breathing of the passenger 20 with the breathing sensor 2 (S21). The processes of S11 and S12 are executed by the detection unit 100. FIG.

Next, the ECU 10 estimates the degree of fatigue of the occupant 20 based on at least one of heartbeat and breathing of the occupant 20 (S13). It should be noted that the process of S<b>13 is executed by the fatigue level estimation unit 110 .

If the degree of fatigue of the occupant 20 estimated in S13 is greater than or equal to the first threshold (L1) and less than the second threshold (L2>L1) (S14: Y), the ECU 10 proceeds to S15; If so (S14:N), proceed to S16.

In S15, the ECU 10 executes a breathing assistance process for assisting the crew member 20 in taking a deep breath as a first fatigue recovery process (S15).
Specifically, the ECU 10 operates the pressing portion 3 in accordance with the breathing timing of the occupant 20 detected by the breathing sensor 2 .
That is, the ECU 10 presses the back of the occupant 20 with the pressing portion 3 in time with the timing at which the occupant 20 inhales to open the chest and make it easier for the occupant 20 to take a deep breath.
Further, the ECU 10 releases the pressing portion 3 from pressing the back portion 20B of the occupant 20 at the timing when the occupant 20 exhales, thereby making it easier for the occupant 20 to exhale.

In S16, if the degree of fatigue of the occupant 20 is greater than or equal to the second threshold (S16: Y), proceed to S17; otherwise (S16: N), proceed to S22.

Here, in S17 to S21, the ECU 10 executes a second fatigue recovery process.
First, the ECU 10 executes sleep assistance processing as the second fatigue recovery processing (S17).
Specifically, the ECU 10 operates the reclining mechanism 4 to tilt the seatback S1 backward to a predetermined angle.
At this time, the ECU 10 operates the heater 6 to warm the legs 20C of the occupant 20 .
Further, the ECU 10 causes the speaker 5 to output a sound that informs the passenger 20 of the breathing timing suitable for falling asleep. For example, the ECU 10 alternately outputs a first sound indicating the timing of inhaling and a second sound indicating the timing of exhaling from the speaker 5 .
Then, the ECU 10 operates the pressing portion 3 in accordance with the breathing timing suitable for falling asleep. That is, the ECU 10 presses the back 20B of the occupant 20 with the pressing portion 3 to open the chest of the occupant 20 at the timing when the occupant 20 takes a deep breath, thereby making it easier to take a deep breath. Moreover, at the timing when the passenger 20 exhales, the pressing portion 3 releases the pressure on the back 20B of the passenger 20 to facilitate exhalation.

Next, the ECU 10 determines whether or not the occupant 20 has fallen asleep (S18). If not (S18: N), the process returns to S17. (S18: Y), and proceed to S19.

In S19, the ECU 10 executes sleep assistance processing for assisting the maintenance of the sleeping state of the crew member 20 (S19).
Specifically, the ECU 10 causes the left and right head support portions 7 provided on the side portions of the headrest S3 to protrude forward to support the left, right, and rear portions of the head 20A of the occupant 20 .
Further, the ECU 10 operates the heater 6 so that the temperature in the vicinity of the leg 20C is maintained at a predetermined temperature.

The ECU 10 determines whether or not a predetermined time (for example, 20 minutes) has passed since the passenger 20 fell asleep (S20), and if the predetermined time has not passed (S20: N), the process of S19 is continued. Then, when the predetermined time has passed (S20: Y), the process proceeds to S21.

In S21, the ECU 10 executes awakening support processing for awakening the passenger 20 who is sleeping (S21).
Specifically, the ECU 10 operates the reclining mechanism 4 to tilt the seat back S1, which has been tilted backward, to the original position.
Furthermore, the ECU 10 outputs a sound (music, alarm sound, etc.) for awakening the passenger 20 from the speaker 5, and vibrates the vibration motor 8 inside the headrest S3 to apply vibration stimulation to the head 20A of the passenger 20. Give.

After S15, if the fatigue level of the occupant 20 is less than L1, and after S21, if the process is not finished (S22: N), the process returns to S11, and if the process is finished (S22: Y ) to end the process.

According to the seat S according to the present embodiment described above, it is possible to provide the occupant 20 with appropriate fatigue recovery measures according to the degree of fatigue of the occupant 20 . As a result, it is possible to provide the occupant 20 with adequate fatigue recovery measures, and to enhance the fatigue recovery effect.
Further, according to the seat S according to the present embodiment, the degree of fatigue of the passenger 20 can be estimated based on the heartbeat of the passenger 20 .
Further, according to the seat S according to the present embodiment, when the fatigue level of the crew member 20 is low, the crew member 20 can take a deep breath. , it is possible to provide the occupant 20 with fatigue recovery measures suitable for the degree of fatigue.
Further, according to the seat S according to the present embodiment, in the first fatigue recovery process, it is possible to open the chest of the occupant 20 by pushing the back 20B of the occupant 20 at the timing when the occupant 20 takes a breath. This makes it easier for the occupant 20 to take a deep breath. This stabilizes the occupant's breathing and makes it easier for them to relax.
Further, according to the seat S according to the present embodiment, in the first fatigue recovery process, the pressure on the back 20B of the occupant 20 is released in time with the timing at which the occupant 20 exhales, so that the occupant 20 exhales. easier. As a result, breathing of the crew member 20 is not hindered, and the breathing of the crew member 20 is stabilized, making it easier to relax.
Further, according to the seat S according to the present embodiment, in the second fatigue recovery process, by preventing the occupant 20 from entering a deep sleep, the fatigue recovery effect of the nap can be enhanced.
Further, according to the seat S according to the present embodiment, it is possible to detect the timing when the passenger 20 falls asleep.
Further, according to the seat S according to the present embodiment, by stably holding the head 20A of the occupant 20 while the occupant 20 is asleep, the swaying of the head 20A is prevented and the sleep of the occupant 20 is improved. can be unhindered. As a result, the sleep quality of the crew member 20 can be improved, and the fatigue recovery effect of the nap can be enhanced.

The invention is not limited to the embodiments described above.
For example, the vehicle seat according to the present invention is not limited to vehicles, and can be applied to vehicles such as aircraft, vehicles, and ships.
Further, for example, in the above embodiment, the cushion hardness of the seat S may be variable, and the cushion hardness may be changed between the first fatigue recovery process and the second fatigue recovery process.

S seat S1 seat back S2 seat cushion S3 headrest 1 heart rate sensor 2 respiration sensor 3 pressing part 4 reclining mechanism 5 speaker 6 heater 7 head support part 8 vibration motor 10 ECU
11 CPUs
12 memory 13 input/output IF
20 occupant 20A head 20B back 20C leg 100 detection unit 101 heart rate detection unit 102 breathing detection unit 110 fatigue level estimation unit 120 control unit

Claims (8)

A vehicle seat on which an occupant can sit,
a detection unit that detects the biological information of the occupant;
a fatigue level estimation unit that estimates the fatigue level of the occupant based on the biological information detected by the detection unit;
a control unit that switches between a first process for assisting breathing of the occupant and a second process for assisting sleep of the occupant according to the degree of fatigue;
A vehicle seat characterized by comprising: The detection unit includes a heartbeat detection unit that detects the heartbeat of the occupant,
The vehicle seat according to claim 1, wherein the fatigue level estimating section estimates the fatigue level based on the heartbeat of the occupant detected by the heartbeat detecting section. The control unit executes the first process when the fatigue level is equal to or greater than a first threshold and is equal to or smaller than a second threshold larger than the first threshold, and the fatigue level is equal to or greater than the first 3. The vehicle seat according to claim 1 or 2, wherein the second process is executed when it is equal to or greater than a threshold value of 2. The detection unit includes a breathing detection unit that detects breathing of the occupant,
A part of the seat back that supports the back of the occupant has a pressing part capable of pressing a part of the back,
In the first processing, the control unit presses the part of the back with the pressing unit in time with the occupant taking a breath based on the result of detection by the breathing detection unit. A vehicle seat according to any one of claims 1 to 3. 5. The vehicle seat according to claim 4, wherein in the first process, the control section releases the pressing by the pressing section at the timing when the occupant exhales. The second processing includes sleep assistance processing for assisting the occupant in transitioning to a sleeping state, and assisting the occupant in transitioning to an awake state after a predetermined time has elapsed since the occupant transitioned to a sleeping state. 3. The vehicle seat according to claim 2, further comprising: a wake-up support process that 7. The vehicle seat according to claim 6, wherein the sleeping state is determined based on the heartbeat of the occupant detected by the heartbeat detector. 8. The vehicle seat according to claim 6, further comprising a head supporting portion for supporting the head of the occupant from both sides after the occupant transitions to the sleeping state.

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