JP5854378B2 - Riding comfort evaluation method and riding comfort evaluation apparatus - Google Patents
Riding comfort evaluation method and riding comfort evaluation apparatus Download PDFInfo
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本発明は、自動車、航空機、列車などに設置される乗物用シート、ベッド、救急車用防振架台など、各種人体支持構造により支持されている人の乗り心地を評価する乗り心地評価方法及び乗り心地評価装置に関する。 The present invention relates to a ride comfort evaluation method and ride comfort for evaluating the ride comfort of a person supported by various human body support structures such as a vehicle seat, bed, and ambulance anti-vibration stand installed in an automobile, aircraft, train, etc. It relates to an evaluation device.
乗物に関する振動評価基準は、国際標準化機構の規格（ＩＳＯ２６３１−１）で報告されているように、人体の共振点回りの４Ｈｚ〜１０Ｈｚを中心とした振動感受性の高い周波数帯域での評価となっており、４Ｈｚ〜１０Ｈｚの振動伝達率を低減することが乗り心地の向上のために必要と考えられている（非特許文献１参照）。一方、１Ｈｚ以下の振動伝達特性が動揺病の発症に大きく関連することが知られている（特許文献１、非特許文献２、ＩＳＯ２６３１−３）。 The vibration evaluation standard for vehicles is an evaluation in a frequency band with high vibration sensitivity centering around 4 Hz to 10 Hz around the resonance point of the human body, as reported in the International Organization for Standardization (ISO2633-1). In addition, it is considered necessary to improve the ride comfort to reduce the vibration transmissibility of 4 Hz to 10 Hz (see Non-Patent Document 1). On the other hand, it is known that vibration transmission characteristics of 1 Hz or less are greatly related to the onset of motion sickness (Patent Document 1, Non-Patent Document 2, ISO2631-3).
動揺病の発症は、乗車時における快適性を大きく損なうものである。従って、乗り心地の評価には振動に対する快適性だけでなく、動揺病の発症要件が加味されることが望ましい。また、従来、乗物用シートでは、上下方向振動入力に対する加速度応答に関する研究が多くなされている。例えば、上下方向振動入力対する頭部動揺、骨格の上下動、内蔵共振といった人が不快と知覚する領域に直結するファクターに関する評価はなされているが、その評価は、官能評価に依存するところが多い。また、加減速やステアリング操作からの反力による前後方向の人の状態の挙動の安定性やコーナリング時の左右方向の人の状態の挙動の安定性は、背部、座部のサポート性やホールド性で担保されるが、その良し悪しについても官能評価に依存するところが多く、動力学的な解析あるいはそれに生理学的な解析を加味したアプローチはあまりなされていない。 The onset of motion sickness greatly impairs comfort when riding. Therefore, it is desirable for the evaluation of ride comfort to take into account not only the comfort against vibration but also the onset requirements of motion sickness. Conventionally, many researches on acceleration response to vertical vibration input have been made on vehicle seats. For example, evaluations have been made on factors directly connected to a region that a person perceives as unpleasant, such as head movement, vertical movement of a skeleton, and built-in resonance with respect to vertical vibration input, but the evaluation often depends on sensory evaluation. In addition, the stability of the human behavior in the front-rear direction due to acceleration / deceleration and the reaction force from the steering operation, and the stability of the human behavior in the left-right direction during cornering are determined by the support and holdability of the back and seat. However, there are many places that depend on sensory evaluations for good or bad, and there are not many approaches that take into account kinetic analysis or physiological analysis.
本発明は上記に鑑みなされたものであり、乗物用シートなどの人体支持構造において生じる加減速やステアリング操作からの反力による人の挙動の良し悪し、コーナリング時の挙動の良し悪し、動揺病に対する快適性などを含む総合的な乗り心地評価を動力学的に解析すると共に、好ましくは、それに生理指標を加味し、乗り心地の評価を行う乗り心地評価方法及び乗り心地評価装置を提供することを課題とする。 The present invention has been made in view of the above, and the human behavior by the reaction force from acceleration / deceleration and steering operation generated in a human body support structure such as a vehicle seat, the behavior at the time of cornering is good and bad, and against motion sickness To provide a ride comfort evaluation method and a ride comfort evaluation apparatus that dynamically analyze overall ride comfort evaluation including comfort and the like, and preferably evaluate a ride comfort by adding a physiological index thereto. Let it be an issue.
上記課題を解決するため、本発明では、乗り心地評価を行う乗り心地評価方法であって、頭部加速度応答のデータから、前記乗り心地を評価する乗り心地評価方法を提供する。 In order to solve the above-described problems, the present invention provides a riding comfort evaluation method for evaluating riding comfort, which evaluates the riding comfort from head acceleration response data.
振動感受性の高い周波数帯域における頭部加速度応答のデータと、前記振動感受性の高い周波数帯域よりも低い周波数帯域における頭部加速度応答のデータとを用いて前記乗り心地を評価することが好ましい。前記振動感受性の高い周波数帯域よりも低い周波数帯域における頭部加速度応答のデータとして、動揺病発症の関連性の高い周波数帯域の頭部加速度応答のデータを用い、前記乗り心地を評価することが好ましい。前記振動感受性の高い周波数帯域が４Ｈｚ〜１０Ｈｚであることが好ましい。前記動揺病発症の関連性の高い周波数帯域が１Ｈｚ以下であることが好ましい。 It is preferable to evaluate the riding comfort using head acceleration response data in a frequency band with high vibration sensitivity and head acceleration response data in a frequency band lower than the frequency band with high vibration sensitivity. It is preferable to evaluate the riding comfort by using the head acceleration response data in the frequency band having a high relevance to the onset of motion sickness as the data of the head acceleration response in the frequency band lower than the frequency band having high vibration sensitivity. . The frequency band with high vibration sensitivity is preferably 4 Hz to 10 Hz. It is preferable that the frequency band highly relevant to the onset of motion sickness is 1 Hz or less.
前後振動及び上下振動に関する頭部加速度応答のデータを用い、
前後方向の乗り心地評価値を、次式：
前後乗り心地評価値＝ｃ１／（ｆ１×ｐ１×ｆ２×ｐ２×ｆ３×ｐ３）、
（但し、ｃ１＝調整用の定数、ｆ１＝前記前後振動の頭部加速度応答のデータにおける１次次共振点の周波数、ｆ２＝前記前後振動の頭部加速度応答のデータにおける２次共振点の周波数、ｆ３＝前記前後振動の頭部加速度応答のデータにおける３次共振点の周波数、ｐ１＝前記前後振動の頭部加速度応答のデータにおける１次共振点のゲイン、ｐ２＝前記前後振動の頭部加速度応答のデータにおける２次共振点のゲイン、ｐ３＝前記前後振動の頭部加速度応答のデータにおける３次共振点のゲイン、である）
により求め、
上下方向の乗り心地評価値を、次式：
上下乗り心地評価値＝ｃ１０×ｐ１０／（ｆ１１×ｐ１１）、
（但し、ｃ１０＝調整用の定数、ｐ１０＝前記上下振動の頭部加速度応答のデータにおける１Ｈｚ以下の特定周波数のゲイン、ｆ１１＝前記上下振動の頭部加速度応答のデータにおける１次共振点の周波数、ｐ１１＝前記上下振動の頭部加速度応答のデータにおける１次共振点のゲイン、である）
により求め、
前記前後乗り心地評価値と前記上下乗り心地評価値とを組み合わせて乗り心地点数を求め、この乗り心地点数の大小により、前記乗り心地評価を行うことが好ましい。
Using head acceleration response data for longitudinal vibration and vertical vibration,
The evaluation value for ride comfort in the front-rear direction is as follows:
Front / rear ride comfort evaluation value = c1 / (f1 × p1 × f2 × p2 × f3 × p3),
(However, c1 = constant for adjustment, f1 = frequency of the primary order resonance points in the longitudinal vibrations of the head acceleration response data, f2 = frequency of the secondary resonance point in the longitudinal vibrations of the head acceleration response data F3 = frequency of the third resonance point in the head acceleration response data of the longitudinal vibration , p1 = gain of the primary resonance point in the head acceleration response data of the longitudinal vibration , p2 = head acceleration of the longitudinal vibration ( The gain of the secondary resonance point in the response data , p3 = the gain of the tertiary resonance point in the head acceleration response data of the longitudinal vibration )
Sought by
The evaluation value for ride comfort in the vertical direction is as follows:
Vertical ride comfort evaluation value = c10 × p10 / (f11 × p11),
(However, c10 = constant for adjustment, p10 = gain of 1 Hz or less in the head acceleration response data of the vertical vibration , f11 = frequency of the primary resonance point in the head acceleration response data of the vertical vibration) P11 = the gain of the primary resonance point in the head acceleration response data of the vertical vibration )
Sought by
It is preferable that a ride comfort score is obtained by combining the front and rear ride comfort evaluation values and the vertical ride comfort evaluation value, and the ride comfort evaluation is performed based on the magnitude of the ride comfort scores.
前記乗り心地点数を、次式：
乗り心地点数＝ｌｏｇ（前後乗り心地評価値＋上下乗り心地評価値）
により求めることが好ましい。
The riding comfort score is expressed by the following formula:
Ride comfort score = log (front and rear ride comfort evaluation value + vertical ride comfort evaluation value)
It is preferable to obtain by:
また、本発明は、乗り心地評価を行う乗り心地評価装置であって、頭部加速度応答のデータを用いて、前記乗り心地を評価する手段を有する乗り心地評価装置を提供する。 In addition, the present invention provides a riding comfort evaluation apparatus that performs a riding comfort evaluation, and has a means for evaluating the riding comfort using head acceleration response data.
前記乗り心地を評価する手段が、振動感受性の高い周波数帯域における頭部加速度応答のデータと、前記振動感受性の高い周波数帯域よりも低い周波数帯域における頭部加速度応答のデータとを用いて前記乗り心地を評価する手段であることが好ましい。前記乗り心地を評価する手段が、前記振動感受性の高い周波数帯域よりも低い周波数帯域における頭部加速度応答のデータとして、動揺病発症の関連性の高い周波数帯域の頭部加速度応答のデータを用いて前記乗り心地を評価する手段であることが好ましい。前記乗り心地評価を行う手段が、前記振動感受性の高い周波数帯域として４Ｈｚ〜１０Ｈｚの頭部加速度応答のデータを用いる手段であることが好ましい。前記乗り心地評価を行う手段が、前記動揺病発症の関連性の高い周波数帯域として１Ｈｚ以下の頭部加速度応答のデータを用いる手段であることが好ましい。 The means for evaluating the ride comfort uses the head acceleration response data in a frequency band with high vibration sensitivity and the head acceleration response data in a frequency band lower than the frequency band with high vibration sensitivity. It is preferable that it is a means to evaluate. The means for evaluating the ride comfort uses the data of the head acceleration response in the frequency band having a high relevance to the onset of motion sickness as the data of the head acceleration response in the frequency band lower than the frequency band having a high vibration sensitivity. It is preferable that it is a means for evaluating the riding comfort. It is preferable that the means for evaluating the riding comfort is means for using head acceleration response data of 4 Hz to 10 Hz as the frequency band having high vibration sensitivity. It is preferable that the means for evaluating the ride comfort is a means for using head acceleration response data of 1 Hz or less as a frequency band highly relevant to the onset of motion sickness.
前記乗り心地評価を行う手段が、
前後振動及び上下振動に関する頭部加速度応答のデータを用い、
前後方向の乗り心地評価値を、次式：
前後乗り心地評価値＝ｃ１／（ｆ１×ｐ１×ｆ２×ｐ２×ｆ３×ｐ３）、
（但し、ｃ１＝調整用の定数、ｆ１＝前記前後振動の頭部加速度応答のデータにおける１次次共振点の周波数、ｆ２＝前記前後振動の頭部加速度応答のデータにおける２次共振点の周波数、ｆ３＝前記前後振動の頭部加速度応答のデータにおける３次共振点の周波数、ｐ１＝前記前後振動の頭部加速度応答のデータにおける１次共振点のゲイン、ｐ２＝前記前後振動の頭部加速度応答のデータにおける２次共振点のゲイン、ｐ３＝前記前後振動の頭部加速度応答のデータにおける３次共振点のゲイン、である）
により求め、
上下方向の乗り心地評価値を、次式：
上下乗り心地評価値＝ｃ１０×ｐ１０／（ｆ１１×ｐ１１）、
（但し、ｃ１０＝調整用の定数、ｐ１０＝前記上下振動の頭部加速度応答のデータにおける１Ｈｚ以下の特定周波数のゲイン、ｆ１１＝前記上下振動の頭部加速度応答のデータにおける１次共振点の周波数、ｐ１１＝前記上下振動の頭部加速度応答のデータにおける１次共振点のゲイン、である）
により求め、
前記前後乗り心地評価値と前記上下乗り心地評価値とを組み合わせて乗り心地点数を求め、この乗り心地点数の大小により、前記乗り心地評価を行う手段であることが好ましい。
The means for evaluating the riding comfort is
Using head acceleration response data for longitudinal vibration and vertical vibration,
The evaluation value for ride comfort in the front-rear direction is as follows:
Front / rear ride comfort evaluation value = c1 / (f1 × p1 × f2 × p2 × f3 × p3),
(However, c1 = constant for adjustment, f1 = frequency of the primary order resonance points in the longitudinal vibrations of the head acceleration response data, f2 = frequency of the secondary resonance point in the longitudinal vibrations of the head acceleration response data F3 = frequency of the third resonance point in the head acceleration response data of the longitudinal vibration , p1 = gain of the primary resonance point in the head acceleration response data of the longitudinal vibration , p2 = head acceleration of the longitudinal vibration ( The gain of the secondary resonance point in the response data , p3 = the gain of the tertiary resonance point in the head acceleration response data of the longitudinal vibration )
Sought by
The evaluation value for ride comfort in the vertical direction is as follows:
Vertical ride comfort evaluation value = c10 × p10 / (f11 × p11),
(However, c10 = constant for adjustment, p10 = gain of 1 Hz or less in the head acceleration response data of the vertical vibration , f11 = frequency of the primary resonance point in the head acceleration response data of the vertical vibration) P11 = the gain of the primary resonance point in the head acceleration response data of the vertical vibration )
Sought by
It is preferable that the ride comfort score is obtained by combining the front / rear ride comfort evaluation value and the vertical ride comfort evaluation value, and the ride comfort evaluation is performed based on the magnitude of the ride comfort score.
前記乗り心地評価を行う手段が、
前記乗り心地点数を、次式：
乗り心地点数＝ｌｏｇ（前後乗り心地評価値＋上下乗り心地評価値）
により求める手段を有していることが好ましい。
The means for evaluating the riding comfort is
The riding comfort score is expressed by the following formula:
Ride comfort score = log (front and rear ride comfort evaluation value + vertical ride comfort evaluation value)
It is preferable to have a means for obtaining by
本発明では、頭部加速度応答のデータを用いて乗り心地を評価する。頭部加速度応答のデータは、人体支持構造において生じる加減速やステアリング操作時、コーナリング時における種々の人の挙動に対応するため、それらの良し悪しを評価するのに適している。また、振動感受性の高い周波数帯域だけでなく、それよりも低い周波数帯域の加速度応答データを併せて評価することにより、種々の挙動要因を含んだ人の状態（すなわち、総合的な乗り心地）を評価することができる。特に、動揺病発症の関連性が高い周波数帯域の振動伝達特性を加味して乗り心地評価を行うことにより、本発明により乗り心地評価が高くなる場合には、乗り心地に関する快適性が高いというだけでなく、動揺病の発症の可能性が低いことも示し、乗り物酔いを発症しやすい人にとって快適に乗車できる人体支持構造（乗物自体、乗物に設置されたシート、ベッド、救急車用防振架台など）であるか否かの評価を容易に行うことに寄与する。 In the present invention, riding comfort is evaluated using head acceleration response data. Since the head acceleration response data corresponds to various human behaviors during acceleration / deceleration, steering operation, and cornering that occur in the human body support structure, it is suitable for evaluating the quality. Moreover, by evaluating not only the frequency band with high vibration sensitivity but also the acceleration response data in the lower frequency band, the human condition including various behavior factors (ie, overall riding comfort) can be evaluated. Can be evaluated. In particular, when the ride comfort evaluation is enhanced by performing the ride comfort evaluation in consideration of the vibration transmission characteristics in the frequency band with high relevance to the onset of motion sickness, the comfort related to the ride comfort is only high. In addition, it also indicates that the possibility of motion sickness is low, and a human body support structure that can ride comfortably for people who are prone to motion sickness (vehicle itself, seats installed in the vehicle, beds, anti-vibration racks for ambulances, etc.) ) Contributes to easy evaluation.
以下、図面に示した本発明の実施形態に基づき、本発明をさらに詳細に説明する。図１は、本発明の一の実施形態に係る乗り心地評価装置に設定された乗り心地評価を行う手段（乗り心地評価手段１０）の構成を示したものである。すなわち、この乗り心地評価を行う手段は、人体の振動感受性の高い周波数帯域における前後方向及び上下方向の頭部加速度応答のデータに、動揺病発症の関連性の高い周波数帯域の頭部加速度応答のデータを加味して、乗り心地評価を行う。 Hereinafter, the present invention will be described in more detail based on the embodiments of the present invention shown in the drawings. FIG. 1 shows a configuration of a ride comfort evaluation means (ride comfort evaluation means 10) set in a ride comfort evaluation apparatus according to an embodiment of the present invention. That is, the means for evaluating the riding comfort is that the head acceleration response in the frequency band highly related to the onset of motion sickness is included in the longitudinal and vertical head acceleration response data in the frequency band where the vibration sensitivity of the human body is high. Riding comfort is evaluated by taking the data into account.
具体的には、前後方向の乗り心地評価値を、次式：
「前後乗り心地評価値」＝ｃ１／（ｆ１×ｐ１×ｆ２×ｐ２×ｆ３×ｐ３）、
（但し、ｃ１＝調整用の定数、ｆ１＝前記前後振動の頭部加速度応答のデータにおける１次共振点の周波数、ｆ２＝前記前後振動の頭部加速度応答のデータにおける２次共振点の周波数、ｆ３＝前記前後振動の頭部加速度応答のデータにおける３次共振点の周波数、ｐ１＝前記前後振動の頭部加速度応答のデータにおける１次共振点のゲイン、ｐ２＝前記前後振動の頭部加速度応答のデータにおける２次共振点のゲイン、ｐ３＝前記前後振動の頭部加速度応答のデータにおける３次共振点のゲイン、である）・・・式１
により求め、
前記上下方向の乗り心地評価値を、次式：
「上下乗り心地評価値」＝ｃ１０×ｐ１０／（ｆ１１×ｐ１１）、
（但し、ｃ１０＝調整用の定数、ｐ１０＝前記上下振動の頭部加速度応答のデータにおける１Ｈｚ以下の特定周波数のゲイン、ｆ１１＝前記上下振動の頭部加速度応答のデータにおける１次共振点の周波数、ｐ１１＝前記上下振動の頭部加速度応答のデータにおける１次共振点のゲイン、である）・・・式２
により求め、
前後乗り心地評価値と上下乗り心地評価値とを組み合わせて乗り心地点数を求め、この乗り心地点数の大小により、乗り心地評価を行う。
Specifically, the evaluation value for the ride comfort in the front-rear direction is given by the following formula:
“Rear-comfort ride evaluation value” = c1 / (f1 × p1 × f2 × p2 × f3 × p3),
(However, c1 = constant for adjustment, f1 = frequency of the primary resonance point in the longitudinal vibrations of the head acceleration response data, f2 = frequency of the secondary resonance point in the data of the longitudinal vibrations of the head acceleration response, f3 = frequency of the third resonance point in the head acceleration response data of the longitudinal vibration , p1 = gain of the primary resonance point in the head acceleration response data of the longitudinal vibration , p2 = head acceleration response of the longitudinal vibration The gain of the secondary resonance point in the data of ( 3), p3 = the gain of the third resonance point in the head acceleration response data of the longitudinal vibration )
Sought by
The riding comfort evaluation value of the up-and-down direction, the following formula:
“Vertical ride comfort evaluation value” = c10 × p10 / (f11 × p11),
(However, c10 = constant for adjustment, p10 = gain of 1 Hz or less in the head acceleration response data of the vertical vibration , f11 = frequency of the primary resonance point in the head acceleration response data of the vertical vibration) P11 = the gain of the primary resonance point in the head acceleration response data of the vertical vibration ) Equation 2
Sought by
A ride comfort score is obtained by combining the front and rear ride comfort evaluation values and the upper and lower ride comfort evaluation values, and the ride comfort is evaluated based on the magnitude of the ride comfort scores.
上記した人体の振動感受性の高い周波数帯域としては、人体の共振点回りである４Ｈｚ〜１０Ｈｚの周波数帯域を含むことが好ましい。動揺病発症の関連性の高い周波数帯域は１Ｈｚ以下の周波数帯域を含むことが好ましく、さらには０．１Ｈｚ〜１Ｈｚの周波数帯域を含むことが好ましい。 The frequency band with high vibration sensitivity of the human body described above preferably includes a frequency band of 4 Hz to 10 Hz that is around the resonance point of the human body. The frequency band highly relevant to the onset of motion sickness preferably includes a frequency band of 1 Hz or less, and more preferably includes a frequency band of 0.1 Hz to 1 Hz.
「前後乗り心地評価値」の算出式の中で、前後振動の１次共振点は１Ｈｚ以下又は１Ｈｚ付近で生じ、前後振動の２次共振点は４Ｈｚ〜１０Ｈｚの範囲の中の４Ｈｚ寄りの範囲あるいはそれよりも若干低い周波数帯域（２Ｈｚ〜３Ｈｚ前後）で生じ、前後振動の３次共振点は４Ｈｚ〜１０Ｈｚの範囲の中で特に１０Ｈｚ寄りの範囲で生じる。よって、前後振動の１次共振点、２次共振点、３次共振点の各周波数及び振動伝達率のゲインを考慮することは、動揺病発症との関連性の高い周波数帯域と振動感受性の高い周波数帯域の双方を考慮した指標となる。 In the calculation formula of “front-rear ride comfort evaluation value”, the primary resonance point of front-rear vibration occurs at 1 Hz or less or near 1 Hz, and the secondary resonance point of front-rear vibration is a range close to 4 Hz in the range of 4 Hz to 10 Hz. Or it occurs in a slightly lower frequency band (around 2 Hz to 3 Hz), and the third resonance point of the longitudinal vibration occurs in the range of 4 Hz to 10 Hz, particularly in the range of 10 Hz. Therefore, considering the frequency of the primary resonance point, the secondary resonance point, the third resonance point of the longitudinal vibration and the gain of the vibration transmissibility, the frequency band highly related to the onset of motion sickness and the vibration sensitivity are high. It is an index that considers both frequency bands.
「上下乗り心地評価値」の算出式の中では、上下振動の１Ｈｚ以下の特定周波数の振動伝達率のゲインを用いると共に、４Ｈｚ〜１０Ｈｚの範囲で生じる上下振動の１次共振点の周波数及び振動伝達率のゲインを用いており、「上下乗り心地評価値」も、動揺病発症との関連性の高い周波数帯域と振動感受性の高い周波数帯域の双方を考慮した指標となっている。なお、上下振動の１Ｈｚ以下の特定周波数は、好ましくは、０．１Ｈｚ〜１Ｈｚの中で、動揺病を生じさせるふわふわ感の感度の高い周波数が選択される。 In the “vertical ride comfort evaluation value” calculation formula, a gain of vibration transmissibility of a specific frequency of 1 Hz or less of vertical vibration is used, and the frequency and vibration of the primary resonance point of vertical vibration generated in the range of 4 Hz to 10 Hz. The gain of transmissibility is used, and the “upper and lower ride comfort evaluation value” is an index that considers both the frequency band highly related to the onset of motion sickness and the frequency band highly sensitive to vibration. The specific frequency of 1 Hz or less of the vertical vibration is preferably selected from 0.1 Hz to 1 Hz, and a frequency with a high fluffy sensitivity that causes motion sickness is selected.
「前後乗り心地評価値」及び「上下乗り心地評価値」を求めたならば、それらを用いて総合的な乗り心地点数を求める。この場合、両評価値を掛け合わせればよいが、人は加速度をｌｏｇスケールで感じていると言われていることから、次式：
「乗り心地点数」＝ｌｏｇ（前後乗り心地評価値＋上下乗り心地評価値）・・・式３
により対数で求めることが好ましい。
Once the “front-rear ride comfort evaluation value” and the “vertical ride comfort evaluation value” are obtained, the total ride comfort score is obtained using them. In this case, it is sufficient to multiply both evaluation values, but since it is said that a person feels acceleration on a log scale, the following formula:
"Ride comfort score" = log (front and rear ride comfort evaluation value + vertical ride comfort evaluation value) ... Formula 3
It is preferable to obtain by logarithm.
図２は、上記の乗り心地評価手段１０により求めた乗り心地点数の一例を示した図である。これは、救急車用防振架台を６軸加振機に設置し、被験者を仰臥させて測定した際に加速度センサにより測定した６軸加振機上のフロアの加速度と被験者の頭部の加速度の振動伝達率を求めたものである。 FIG. 2 is a diagram showing an example of the ride comfort score obtained by the ride comfort evaluation means 10 described above. This is because the acceleration of the floor on the 6-axis shaker measured by the acceleration sensor and the acceleration of the head of the subject when the ambulance anti-vibration stand is installed on the 6-axis shaker and the subject is placed on his / her back. The vibration transmissibility is obtained.
図２（ａ）に示したように、前後方向振動に関しては、１次共振点における共振周波数が１Ｈｚで、その振動伝達率のゲインが１．７であり、２次共振点における共振周波数が２．７Ｈｚで、その振動伝達率のゲインが１．７であり、３次共振点における共振周波数が９．４Ｈｚで、その振動伝達率のゲインが１．１であった。 As shown in FIG. 2A, with respect to the longitudinal vibration, the resonance frequency at the primary resonance point is 1 Hz, the gain of the vibration transmissibility is 1.7, and the resonance frequency at the secondary resonance point is 2 The gain of the vibration transmissibility was 1.7 Hz, the resonance frequency at the tertiary resonance point was 9.4 Hz, and the gain of the vibration transmissibility was 1.1.
一方、図２（ｂ）に示したように、上下方向振動に関しては、１次共振点における共振周波数が３．７Ｈｚで、その振動伝達率のゲインが２．７であり、１Ｈｚ以下でふわふわ感の感度が高い周波数が０．１Ｈｚで、その振動伝達率のゲインが２．９であった。 On the other hand, as shown in FIG. 2B, regarding the vertical vibration, the resonance frequency at the primary resonance point is 3.7 Hz, the gain of the vibration transmissibility is 2.7, and the fluffy feeling is below 1 Hz. The frequency with high sensitivity was 0.1 Hz, and the gain of vibration transmissibility was 2.9.
上記の条件より、「前後乗り心地評価値」は、定数ｃ１＝２０００として上記式１にあてはめると、２４．８となり、「上下乗り心地評価値」は、定数ｃ１０＝１００として上記式２にあてはめると、２９．０３となる。 From the above conditions, the “front and rear riding comfort evaluation value” is 24.8 when applied to the above expression 1 with the constant c1 = 2000, and the “upper and lower riding comfort evaluation value” is applied to the above expression 2 with the constant c10 = 100. And 29.03.
その結果、「乗り心地点数」は、上記式３から、ｌｏｇ（２４．８＋２９．０３）＝３．９８６という値が求められ、この点数が、振動感受性だけでなく、動揺病発症との関連性をも考慮した乗り心地に関する評価指標となる。 As a result, the value “log (24.8 + 29.03) = 3.986” is obtained as the “riding comfort score” from the above-mentioned formula 3, and this score is related not only to vibration sensitivity but also to the onset of motion sickness. It is an evaluation index for ride comfort that also takes into account.
次に、上記の乗り心地評価方法の妥当性を検証するために行った実験結果について説明する。 Next, the results of experiments conducted to verify the validity of the above riding comfort evaluation method will be described.
（実験内容）
６軸加振機のフロアに救急車用防振架台を取り付け、被験者を仰臥させて６軸加振機のフロアの振動加速度と被験者の頭部の加速度を加速度センサにより測定した。被験者は２０歳代〜４０歳代の健康な男性４名である。
救急車用防振架台としては、次の３つの条件のものを準備し、それぞれを６軸加振機に取り付けて各被験者について実施した。
(Experiment contents)
An anti-vibration stand for ambulances was attached to the floor of the 6-axis shaker, the subject was placed on his back, and the vibration acceleration on the floor of the 6-axis shaker and the acceleration of the subject's head were measured with an acceleration sensor. The test subjects were four healthy men in their 20s to 40s.
As the vibration isolator for ambulances, the following three conditions were prepared, and each was attached to a 6-axis shaker and carried out for each subject.
第１条件：上下方向に機能するサスペンション（上下サス）と前後方向に機能するサスペンション（前後サス）との両方を備えると共に、磁気ダンパによる減衰機構を有するサスペンションシステムを備えたもの。
第２条件：第１条件の全ての機能を使用できなくしたもの。
第３条件：前後方向の振動及び上下方向の振動に対して、回転動作して減衰する機構を備えたもの。
First condition: A suspension system having both a suspension functioning in the vertical direction (up and down suspension) and a suspension functioning in the front and rear direction (front and rear suspension) and having a damping mechanism using a magnetic damper.
Second condition: All functions of the first condition cannot be used.
Third condition: A mechanism for rotating and attenuating vibrations in the front-rear direction and the vertical direction.
（実験結果）
（本発明による乗り心地点数の算出）
図３は、入力加速度が１Ｈｚ以下の場合の被験者の頭部に発生した加速度応答をリサージュ図形で示したものであり、図４は入力加速度が４Ｈｚ〜１０Ｈｚの場合の被験者の頭部に発生した加速度応答をリサージュ図形に示したものである。図中、前後方向の加速度を横軸に示し、上下方向の加速度を縦軸に示している。なお、（ａ）は第１条件、（ｂ）は第２条件、（ｃ）は第３条件での実験結果である。
(Experimental result)
(Calculation of riding comfort score according to the present invention)
FIG. 3 is a Lissajous figure showing an acceleration response generated in the subject's head when the input acceleration is 1 Hz or less, and FIG. 4 is generated in the subject's head when the input acceleration is 4 Hz to 10 Hz. The acceleration response is shown in a Lissajous figure. In the drawing, the longitudinal acceleration is shown on the horizontal axis, and the vertical acceleration is shown on the vertical axis. In addition, (a) is the first condition, (b) is the second condition, and (c) is the experimental result under the third condition.
これらの結果から、入力が１Ｈ以下の場合で、前後サスの影響が出ているのが第２条件の場合であり、上下方向加速度が低減されているのが第１条件の場合であり、さらに上下方向加速度が低減されたものが第３条件の場合であることがわかる。入力が４Ｈｚ〜１０Ｈｚの場合には、加速度が絶対的に小さいのは第１条件の場合であった。第２条件の場合は、加速度の低減がなされないままの状態なので加速度の絶対値が大きい。これに対し、第３条件の場合は前後方向への分散が相対的に大きいことがわかる。 From these results, when the input is 1H or less, the influence of the front / rear suspension is in the second condition, and the vertical acceleration is reduced in the first condition. It can be seen that the third condition is one in which the vertical acceleration is reduced. When the input is 4 Hz to 10 Hz, the acceleration is absolutely small in the case of the first condition. In the case of the second condition, since the acceleration is not reduced, the absolute value of the acceleration is large. On the other hand, in the case of the third condition, it can be seen that the dispersion in the front-rear direction is relatively large.
図３及び図４の結果を用い、上記各式１〜３により求めた乗り心地点数を示したものが図５である。図５は、被験者４名分の算出した乗り心地点数の平均値を示す。 FIG. 5 shows the riding comfort points obtained by the above formulas 1 to 3 using the results of FIGS. 3 and 4. FIG. 5 shows the average value of riding comfort points calculated for four subjects.
図５から、乗り心地点数の平均値は、第３条件の救急車用防振架台が最も高く、次いで、第１条件の救急車用防振架台であり、第２条件の救急車防振架台が最も低かった。従って、第３条件、第１条件及び第２条件の順で乗り心地（動揺病の発症しにくさと通常の乗り心地とを合わせた指標）が優れていると判定できる。 From FIG. 5, the average value of the number of ride points is highest for the ambulance anti-vibration stand for the third condition, followed by the anti-vibration stand for the ambulance for the first condition, and the lowest for the ambulance anti-vibration stand for the second condition. It was. Therefore, it can be determined that the riding comfort (an index combining the difficulty of developing motion sickness and normal riding comfort) is excellent in the order of the third condition, the first condition, and the second condition.
（検証指標１：生理指標（心部揺動波（ＡＰＷ））を用いた評価）
本出願人が、特願２０１１−１０８９０９号において提案した生体状態の推定方法を応用して乗り心地点数を求めるものである。生体状態の推定方法では、算出した得点により生体状態を判定するものであるが、ここでは、その得点を乗り心地点数として、点数の高いほど被験者が快適な乗り心地と感じていることを示す。
(Verification index 1: Evaluation using physiological index (heart rocking wave (APW))
The present applicant applies the biological state estimation method proposed in Japanese Patent Application No. 2011-108909 to obtain the ride comfort score. In the biological state estimation method, the biological state is determined based on the calculated score. Here, the score is used as a riding comfort score, and the higher the score, the more the subject feels comfortable riding comfort.
具体的には、背部に当接した生体信号測定手段としてのエアパックセンサにより心部揺動波（ＡＰＷ）を採取し、このＡＰＷの時系列波形のゼロクロスの時間間間隔から周波数傾き時系列波形を求め、さらに、この周波数傾き時系列波形を周波数解析し、得られたゆらぎ波形を両軸対数表示する。このゆらぎ波形を、ＵＬＦ、ＶＬＦと言われる周波数帯域に着目し、長周期領域（０．００３Ｈｚ周辺の領域）、中周期領域（０．０１Ｈｚ周辺の領域）及び短周期領域（０．０１５Ｈｚ〜０．０３Ｈｚの領域）の３つに分け、それぞれについて近似線の傾きの変化を単位時間毎に求め、その変化の度合いを乗り心地点数としたものである。変化の度合いは、近似線の傾きの符号と、３つの近似線間における折れ点いわゆる分岐現象の数で決定する。 Specifically, a heart swing wave (APW) is sampled by an air pack sensor as a biological signal measuring means in contact with the back, and a time series waveform of a frequency gradient is calculated from a zero-cross time interval of the APW time series waveform. Furthermore, the frequency gradient time series waveform is subjected to frequency analysis, and the obtained fluctuation waveform is logarithmically displayed on both axes. Focusing on this fluctuation waveform in frequency bands called ULF and VLF, a long period region (region around 0.003 Hz), a medium period region (region around 0.01 Hz), and a short period region (0.015 Hz to 0). .03 Hz area), the change of the slope of the approximate line is obtained for each unit time, and the degree of the change is defined as the number of riding comfort points. The degree of change is determined by the sign of the slope of the approximate line and the number of so-called branching phenomena between the three approximate lines.
図６は、実験の前半部分の結果と後半部分の結果に対して、上記解析を行って得られたゆらぎ波形に近似線を表示した具体例であり、図７は、乗り心地点数として点数化するための基準の一例を示した図である。図７の点数化基準により、図６の前半部分は５点（＝形状得点：１点＋長周期領域の得点：０点＋中周期領域の得点：２点＋短周期領域の得点：２点）となる。同様に、図６の後半部分は２点（＝形状得点：０点＋長周期領域の得点：０点＋中周期領域の得点：０点＋短周期領域の得点：２点）となる。得られた前半部分の得点と後半部分の得点を、図７に示した算出式：「乗り心地点数＝後半の点数＋（後半−前半）×３」に当てはめると、乗り心地点数は７点となる。 FIG. 6 is a specific example in which approximate lines are displayed on the fluctuation waveform obtained by performing the above analysis on the results of the first half and the latter half of the experiment, and FIG. 7 is scored as riding comfort scores. It is the figure which showed an example of the reference | standard for doing. According to the scoring criteria of FIG. 7, the first half of FIG. 6 is 5 points (= shape score: 1 point + long cycle region score: 0 point + medium cycle region score: 2 points + short cycle region score: 2 points ) Similarly, the latter half of FIG. 6 has 2 points (= shape score: 0 point + long period region score: 0 point + medium period region score: 0 point + short period region score: 2 points). If the score of the first half and the score of the second half obtained are applied to the calculation formula shown in FIG. 7: “Ride comfort score = second half score + (second half−first half) × 3”, the ride comfort score is 7 points. Become.
図８は、ＡＰＷにより求めた乗り心地点数の被験者４名分の平均値を示す。この結果から、第３条件の平均値が最も高く、次いで第１条件の平均値であり、第２条件の平均値が最も低かった。 FIG. 8 shows the average value of the ride comfort points obtained by APW for four subjects. From this result, the average value of the third condition was the highest, followed by the average value of the first condition, and the average value of the second condition was the lowest.
（検証指標２：官能評価（Ｂｏｒｇ）による乗り心地の評価）
各被験者について、５分ごとに、図９に示したＢｏｒｇスケールによる官能評価を行った。被験者４名分の官能評価の平均値を示したのが図１０であり、第３条件の平均値が最も高く、次いで第１条件の平均値が高く、第２条件の平均値が最も低かった。
(Verification index 2: Evaluation of riding comfort by sensory evaluation (Borg))
For each subject, sensory evaluation was performed every 5 minutes using the Borg scale shown in FIG. FIG. 10 shows the average value of sensory evaluation for four subjects, the average value of the third condition was the highest, the average value of the first condition was then high, and the average value of the second condition was the lowest .
（検証指標３：官能評価（許容度）による乗り心地の評価）
Ｂｏｒｇスケールによる官能評価を基に得られる振動に対する許容度の各被験者の平均値を示したのが図１１である。第３条件が最も振動に対して許容でき、第２条件が最も許容できないという結果になった。
(Verification index 3: Evaluation of riding comfort by sensory evaluation (tolerance))
FIG. 11 shows the average value of each subject's tolerance for vibration obtained based on the sensory evaluation based on the Borg scale. The result was that the third condition was the most acceptable for vibration and the second condition was the least acceptable.
（乗り心地点数による評価とＡＰＷによる乗り心地の評価（検証指標１）と相関）
上記の説明から、本発明により得られる乗り心地点数は、検証指標１，２，３のいずれとも相関があると言える。しかし、ＡＰＷによる乗り心地点数（検証指標１）は、図８のように分散が大きく、被験者毎に値がばらついていた。そこで、被験者毎に、ＡＰＷによる乗り心地点数と本発明の振動伝達率による乗り心地点数との相関をとった。その結果が図１２である。
この結果から、被験者４名の傾向は全て同じであり、相関係数の平均値Ｒ＝０．６５５±０．２６２であり、分散より平均値が大きいことから、両指標には相関関係がある可能性が示唆された。
(Evaluation based on ride comfort score and evaluation of ride comfort using APW (Verification index 1))
From the above description, it can be said that the riding comfort score obtained by the present invention has a correlation with any of the verification indices 1, 2, and 3. However, the number of ride comfort points (verification index 1) by APW has a large variance as shown in FIG. 8, and the values vary from subject to subject. Therefore, for each subject, a correlation between the number of ride comfort points by APW and the number of ride comfort points by the vibration transmission rate of the present invention was taken. The result is shown in FIG.
From this result, the tendency of all the four subjects is the same, the average value of the correlation coefficient R = 0.655 ± 0.262, and the average value is larger than the variance, so there is a correlation between both indicators. The possibility was suggested.
（ＡＰＷによる乗り心地の評価（検証指標１）と官能評価（検証指標２，３）との相関）
次に、ＡＰＷによる乗り心地点数と上記２つの官能評価による乗り心地点数との比較を行う。まず、Ｂｏｒｇスケールによる官能評価（検証指標２）との関係では、図１３のように被験者４名全てに同じ傾向がみられ、相関係数Ｒの平均値と分散は、Ｒ＝０．８０２±０．２８４と相関関係がある可能性が示唆された。次に、振動に対する許容度（検証指標３）とＡＰＷによる乗り心地点数の関係について同様に相関を見てみると、図１４に示すように、Ｒ＝０．８８±０．１５６と相関関係がある可能性が示唆された。
(Correlation between evaluation of riding comfort by APW (Verification index 1) and sensory evaluation (Verification index 2, 3))
Next, a comparison is made between the riding comfort score by APW and the riding comfort score by the above two sensory evaluations. First, in relation to sensory evaluation (verification index 2) based on the Borg scale, the same tendency is observed in all four subjects as shown in FIG. 13, and the average value and variance of the correlation coefficient R are R = 0.802 ± It was suggested that there is a correlation with 0.284. Next, when the correlation is similarly observed with respect to the relationship between the tolerance for vibration (verification index 3) and the number of riding comfort points by APW, as shown in FIG. 14, the correlation is R = 0.88 ± 0.156. One possibility was suggested.
（乗り心地点数による評価と官能評価（検証指標２）と相関）
次に、本発明による乗り心地点数とＢｏｒｇスケールによる官能評価（検証指標２）から得られた乗り心地点数の比較を行う。この結果、図１５のようにＢｏｒｇスケールを用いた官能評価では、被験者４名全てで同じ傾向が得られ、Ｒ＝０．９２８±０．０８８と同様の結果となり、相関関係がある可能性が示唆された。
(Evaluation based on ride comfort score and sensory evaluation (verification index 2) and correlation)
Next, a comparison is made between the riding comfort score according to the present invention and the riding comfort score obtained from the sensory evaluation (verification index 2) based on the Borg scale. As a result, in the sensory evaluation using the Borg scale as shown in FIG. 15, the same tendency is obtained for all four subjects, and the same result as R = 0.828 ± 0.088 is obtained, and there is a possibility that there is a correlation. It was suggested.
（相対加速度を用いた検証）
図１６に頭部における前後方向の加速度に対する上下方向の加速度の１Ｈｚ以下の図形を、図１７に４Ｈｚ〜１０Ｈｚの図形を示す。いずれも（ａ）は第１条件、（ｂ）は第２条件、及び（ｃ）は第３条件に関する図形である。
(Verification using relative acceleration)
FIG. 16 shows a figure of 1 Hz or less of the vertical acceleration relative to the longitudinal acceleration in the head, and FIG. 17 shows a figure of 4 Hz to 10 Hz. In either case, (a) is a graphic relating to the first condition, (b) is a second condition, and (c) is a graphic relating to the third condition.
図１６の１Ｈｚ以下の場合は、第１条件の上下サス・前後サスを有するサスペンションシステムと第３条件の振り子型のサスペンションシステムとは、ほぼ同等の振動吸収性を示し、その絶対値においては、振り子型のサスペンションシステムが若干の高吸収性能を示し、縦軸を上下にし、横軸を前後方向にして加速度応答はほぼ円運動を示し、頭部に発生する加速度の変化も小さかった。一方、サスペンションシステムをロックした第２条件は、加速度の絶対値の変化も大きく、運動の方向も上下方向に大きくシフトしている。図１７の４Ｈｚ〜１０Ｈｚの加速度応答の場合は、第１条件及び第３条件は、サスペンションをロックした第２条件とは異なる特性を示し、第１条件と第３条件との間では、サスペンション機構に差はあるものの、ほぼ同様の特性を示した。これらの結果より、１Ｈｚ以下では前後方向と上下方向の加速度の合力が滑らかな円運動を示し、そして加速度の絶対値の変化の小さいことが望ましいものであることがわかった。また、４Ｈｚ〜１０Ｈｚでも同様で、前後サスの機能が上下方向の加速度応答に対する軽減に果たす役割が大きいと考えられる。つまり、２方向に分けて加速度を分担し合うことの有効性が示唆された。 In the case of 1 Hz or less in FIG. 16, the suspension system having the first condition upper / lower suspension / front / rear suspension and the third condition pendulum type suspension system show substantially the same vibration absorption, and in absolute value thereof, The pendulum type suspension system showed a slightly high absorption performance, the vertical axis was up and down, the horizontal axis was the front-back direction, the acceleration response showed almost circular motion, and the change in acceleration generated in the head was also small. On the other hand, in the second condition in which the suspension system is locked, the change in the absolute value of the acceleration is large, and the direction of motion is greatly shifted in the vertical direction. In the case of the acceleration response of 4 Hz to 10 Hz in FIG. 17, the first condition and the third condition show different characteristics from the second condition in which the suspension is locked, and the suspension mechanism is between the first condition and the third condition. Although there was a difference, almost the same characteristics were shown. From these results, it was found that it is desirable that the resultant force of acceleration in the longitudinal direction and the vertical direction shows a smooth circular motion at 1 Hz or less and that the change in the absolute value of the acceleration is small. The same applies to 4 Hz to 10 Hz, and the function of the front / rear suspension is considered to play a significant role in reducing the acceleration response in the vertical direction. In other words, the effectiveness of sharing acceleration in two directions was suggested.
（除振性能に関する検証）
動揺病は、１Ｈｚ以下の振動加速度が低いことが原因とされるが、図１６から、第３条件にかかる振り子式の機構では、上下方向加速度が他の条件のものよりも大幅に低減し、前後方向加速度が増加している。図１７に示した４Ｈｚ〜１０Ｈｚの結果も同様であり、上下方向加速度が振り子機能によって減衰され、前後方向へと分散させていることがわかる。この点は、特に、図１７に示した第１条件の傾きＡ、第２条件の傾きＢ、第３条件の傾きＣの違いからも見て取れ、除振性能は第３条件が最も良いと考えられる。以上のことから、剛体構造による上下方向の加速度の減衰・振り子機構による前後方向への加速度の分散により、乗り心地の向上と動揺病の軽減効果が図られることが示された。従って、本発明による求められる乗り心地点数は、除振性能から見た場合の乗り心地評価と同様の結果が得られることがわかる。
(Verification of vibration isolation performance)
The motion sickness is caused by a low vibration acceleration of 1 Hz or less, but from FIG. 16, in the pendulum type mechanism according to the third condition, the vertical acceleration is significantly reduced compared to the other conditions, The longitudinal acceleration is increasing. The results of 4 Hz to 10 Hz shown in FIG. 17 are the same, and it can be seen that the vertical acceleration is attenuated by the pendulum function and dispersed in the front-rear direction. This point can be seen especially from the difference between the slope A of the first condition, the slope B of the second condition, and the slope C of the third condition shown in FIG. 17, and the third condition is considered to be the best in the vibration isolation performance. . From the above, it was shown that the acceleration of the vertical direction by the rigid body structure and the dispersion of the acceleration in the front-rear direction by the pendulum mechanism can improve riding comfort and reduce the motion sickness. Therefore, it can be seen that the riding comfort score required by the present invention provides the same results as the riding comfort evaluation as seen from the vibration isolation performance.
以上のことから、人体の振動感受性の高い周波数帯域である４Ｈｚ〜１０Ｈｚの振動伝達特性と、動揺病発症の関連性の高い周波数帯域である１Ｈｚ以下の振動伝達特性を用いた本発明により算出される乗り心地点数は、生理指標による評価、官能評価、相対加速度による評価、除振性能による評価の各結果と一致しており、乗り心地の評価として妥当であると言える。また、本発明により算出される乗り心地点数に、上記した生理指標（検証指標１）による評価を加味して評価することもできる。 From the above, it is calculated by the present invention using the vibration transmission characteristics of 4 Hz to 10 Hz, which is a frequency band with high vibration sensitivity of the human body, and the vibration transmission characteristics of 1 Hz or less, which is a frequency band highly relevant to the onset of motion sickness. The number of ride comfort points is consistent with the results of evaluation by physiological indices, sensory evaluation, evaluation by relative acceleration, and evaluation by vibration isolation performance, and can be said to be appropriate as an evaluation of ride comfort. In addition, the ride comfort score calculated according to the present invention can be evaluated by taking into account the evaluation using the physiological index (verification index 1).
上記した実施形態では、救急車用防振架台に被験者を仰臥させて乗り心地の評価をしているが、自動車、航空機などの乗物用シートあるいはベッドなどの他の人体支持構造における乗り心地評価に本発明を適用可能であることはもちろんである。 In the above-described embodiment, the subject is placed on the ambulance anti-vibration stand and the ride comfort is evaluated. However, the present embodiment is used for ride comfort evaluation in other human body support structures such as a vehicle seat or a bed for an automobile or an aircraft. Of course, the invention is applicable.
（座位姿勢における実験）
そこで次に、自動車の運転席における被験者の頭部加速度応答データを測定し、座位姿勢における被験者の挙動から運転席のシートの特性を評価した実験結果について説明する。
(Experiment in sitting position)
Then, the experimental result which measured the test subject's head acceleration response data in the driver's seat of a motor vehicle, and evaluated the characteristic of the seat of the driver's seat from the behavior of the subject in the sitting position is explained.
３種類の実験用車両、外国産車Ａ、国産車Ｂ及び開発シート車Ｃを準備した。外国産車Ａは、市場やジャーナリストの評判で、運転して「楽しい車」と評価されている車種であり、国産車Ｂは、同じく市場やジャーナリストの評判で、運転しても「面白くない車」と言われている。開発シート車Ｃは、「面白くない車」と言われている国産車Ｂの標準シートに替えて、よりリラックスできるように設計したシートを搭載した車両である。走行条件はワインディング路の通常走行状態とした。そこで計測したものは運転している被験者の頭部加速度（前後左右上下３軸方向加速度計を使用）、フロアの入力加速度及び背部から入力される心部揺動波(ＡＰＷ）を計測した。走行路面には速度規制の異なる区間が複数含まれており、加減速による前後振動も発生するコース設定で行った。外国産車Ａと国産車Ｂの被験者は健康な成人男性３名の被験者（Subject)１〜３(３０歳代から５０歳代の健康な被験者)で、開発シート車Ｃの被験者は健康な成人男性２名の被験者（Subject)４〜５(２０歳代から３０歳代の健康な被験者)で行った。 Three types of experimental vehicles were prepared: a foreign vehicle A, a domestic vehicle B, and a development seat vehicle C. The foreign-produced car A is a car model that is rated as a “fun car” by driving with the reputation of the market and journalists, and the domestic car B is also a market and journalist with a reputation as “uninteresting car” Is said. The development seat car C is a vehicle equipped with a seat designed to be more relaxed in place of the standard seat of the domestic car B, which is said to be an “uninteresting car”. The driving conditions were normal driving conditions on the winding road. What was measured was the head acceleration (using front / rear / left / right / up / down 3-axis accelerometers) of the driving subject, the input acceleration on the floor, and the heart swing wave (APW) input from the back. The traveling road surface includes a plurality of sections with different speed restrictions, and the course setting is such that longitudinal vibration due to acceleration / deceleration also occurs. The subjects of foreign car A and domestic car B are three healthy adult male subjects (Subjects) 1-3 (healthy subjects in their 30s to 50s), and those of development seat car C are healthy adults. The test was conducted with 2 male subjects (Subjects) 4 to 5 (healthy subjects in their 20s to 30s).
図１８、図１９は外国産車(Imported car)Ａ、国産車(Domestic car)Ｂを運転するドライバーの頭部加速度応答の４Ｈｚ〜１０Ｈｚ成分の左右(Y axis)−前後(X axis)、及び、上下(Z axis)−前後(X axis)の挙動を示す。図２０、図２１は開発シート車Ｃをドライバーの頭部加速度応答の４Ｈｚ〜１０Ｈｚ成分の左右−前後、及び、上下−前後の挙動を示す。外国産車Ａの各ドライバーは国産車Ｂの各ドライバーと比較し、上下動が小さく、前後動もスムーズな円運動を示し、ステアリングからの反力が小さいことがわかる。逆に国産車Ｂは頭部に直線的な動きが生じやすくなっており、ステアリング操作のマッチングが悪く、前後動を誘発しやすいものであることがわかる。 FIGS. 18 and 19 are the left and right (Y axis) -front and back (X axis) of the 4 Hz to 10 Hz component of the head acceleration response of the driver driving the imported car A, domestic car B, and , Up and down (Z axis)-Before and after (X axis) behavior. 20 and 21 show the left-to-back and front-to-back and back-to-back behaviors of the 4 Hz to 10 Hz component of the driver's head acceleration response of the developed seat car C. Compared with each driver of the domestic car B, each driver of the foreign car A shows a smooth circular motion with small vertical movement, and it can be seen that the reaction force from the steering is small. On the other hand, it can be seen that the domestic car B is likely to cause a linear movement in the head, the steering operation is poorly matched, and it is easy to induce a forward / backward movement.
図２０のドライバーは国産車Ｂのステアリング操作による反力の特徴が表れているが、開発シート車(The development seat)Ｃに設置されたシートの上下方向・前後方向の高い振動吸収性により上体の挙動はスムーズで高い制振効果が見て取れる。一方、図２１のドライバーはステアリングからの反力を上体の動きとシートの特性でよく吸収し、３つの条件下の中では最も良い制振性能を示す。 The driver in FIG. 20 shows the characteristics of the reaction force due to the steering operation of the domestic car B, but the upper body is enhanced by the high vibration absorption of the seat installed in the development seat car C in the vertical and longitudinal directions. The behavior is smooth and high damping effect can be seen. On the other hand, the driver in FIG. 21 absorbs the reaction force from the steering well with the upper body movement and the seat characteristics, and exhibits the best vibration damping performance among the three conditions.
図２２、図２３は外国産車Ａと国産車Ｂのドライバーの頭部加速度応答の０．０５Ｈｚ〜３Ｈｚ成分の左右−前後及び上下−前後の挙動を示す。図２４、図２５は開発シート車Ｃをドライバーの頭部加速度応答の０．０５Ｈｚ〜３Ｈｚ成分の左右−前後及び上下−前後の挙動を示す。図２２、図２３より、外国産車Ａのドライバー(被験者１，３)は、ステアリング操作のダイレクト感により、頭部の動きにリズムが生じていることがわかる。被験者２のドライバーは逆に動きが少ない中で車を運転している。これらの差は車の制振機能の高さを示している。一方、国産車Ｂは、ステアリングからの反力により、無駄な動きが生じていることがわかる。その無駄な動きは、前後の挙動に表れている。 22 and 23 show the left-right-front-back and top-back-front-back behaviors of the 0.05 Hz to 3 Hz component of the head acceleration response of the drivers of the foreign-produced car A and the domestic-made car B. FIG. 24 and 25 show the left-right-front-back and top-back-front-back behavior of 0.05 Hz to 3 Hz components of the driver's head acceleration response of the developed seat car C. FIG. 22 and 23, it can be seen that the driver (subjects 1 and 3) of the foreign vehicle A has a rhythm in the movement of the head due to the direct feeling of the steering operation. On the contrary, the driver of subject 2 is driving a car with little movement. These differences indicate the height of the vehicle's damping function. On the other hand, it can be seen that the domestic car B has a useless movement due to the reaction force from the steering. The useless movement appears in the front and back behavior.
ところが、図２４、図２５の開発シート車Ｃになると上下−前後の挙動は国産車Ｂのドライバーと同一の挙動を示すが、左右−前後の動きは、国産車Ｂと外国産車Ａの中間の挙動となっている。これはステアリングからの反力をシートの背部でしっかり受け止めて、リズムを作りかけている可能性が示唆される。
図２６、図２７、図２８は、外国産車Ａ、国産車Ｂ、開発シート車Ｃを運転するドライバーの頭部の前後・左右・上下動の１Ｈｚ以下のパワースペクトルを示す。ここに外国産車Ａと開発シート車Ｃは同じ傾向を示し、相対的に国産車Ｂはゆらぎ、リズムの少ない様子を示す。これが車両操作上、あまり面白くないという感覚を人に抱かせる要因が見て取れる。つまり、人がリズムを作りにくい、その多くはシートを介して人がステアリングの操作する際の反力の処理の仕方に原因があると考えられる。
However, in the development seat car C shown in FIGS. 24 and 25, the up-and-down and back-and-forth behavior is the same as that of the driver of the domestic car B. It is the behavior of. This suggests that the reaction force from the steering wheel is firmly received by the back of the seat and the rhythm is about to be created.
FIGS. 26, 27, and 28 show power spectra of 1 Hz or less of the head of the driver who drives the foreign-produced car A, the domestic-made car B, and the development seat car C in front and rear, left and right, and up and down. Here, the foreign-produced car A and the development seat car C show the same tendency, while the domestic-made car B relatively shows fluctuation and less rhythm. You can see the factor that makes people feel that this is not very interesting for vehicle operation. In other words, it is difficult for a person to create a rhythm, many of which are thought to be caused by the way the reaction force is processed when a person operates the steering wheel via the seat.
図２９、図３０、図３１は前後方向、左右方向、上下方向のドライバーの頭部体フロアの加速度応答、振動伝達率を示す。外国産車Ａは上下方向の振動吸収性がサスペンションで担保され、シートは人を支え、かつステアリング、ペダルを操作するときに必要なしっかりとした支持感を創出することが役目となっている。そして、的確に人の力は、ステアリング、ペダルに伝わっていると考えられる。さらに、その挙動のばらつきが少なく、ドライバーの熟練度に左右されないものになっている。一方、国産車Ｂは前後の挙動に問題を提起している。ドライバーの熟練度により、その操作感が変化し、引きハンドルと送りハンドルで、その挙動に差が生じていると考えられる。開発シート車Ｃは、ばね特性が高いが故にその効果を助長するが、左右方向の支持性が上体回転と面剛性、そして、高い面剛性の下にあるばね特性により、力をいなして、それら上体の動きをキャンセルしているものと考えられる。 29, 30, and 31 show the acceleration response and vibration transmission rate of the head body floor of the driver in the front-rear direction, the left-right direction, and the up-down direction. The foreign-produced car A has a suspension that guarantees vibration absorption in the vertical direction, and the seat supports the person and creates a firm feeling of support necessary when operating the steering and pedals. And it is thought that human power is accurately transmitted to the steering and pedals. In addition, there is little variation in the behavior, and it does not depend on the skill level of the driver. On the other hand, the domestic car B raises a problem in the front-rear behavior. The feeling of operation changes depending on the skill level of the driver, and it is considered that there is a difference in behavior between the pull handle and the feed handle. The development seat wheel C promotes its effect because of its high spring characteristics. However, the lateral support is superior to the body rotation and surface rigidity, and the spring characteristics under the high surface rigidity are used to apply force. It is considered that those upper body movements are cancelled.
図３２は国産車Ｂと開発シート車Ｃに用いられている各シートの腰部の減衰比を示す。開発シート車Ｃのシート(Development seat)は国産車Ｂに使われている従来のシート(Conventional seat)に比べて、ばね感が強いことを示す。 FIG. 32 shows the damping ratio of the waist of each seat used in the domestic car B and the developed seat car C. The seat (Development seat) of the development seat car C shows a stronger spring feeling than the conventional seat (Conventional seat) used in the domestic car B.
図３３は、加圧板直径３０ｍｍ、直径９８ｍｍ、直径２００ｍｍを用いた腰部の荷重−たわみ特性を示す。開発シートの背部は従来のシートに比べて、硬めのシートになっている。接触面積が増すにしたがって、ばね定数は大きくなり、高い面剛性を示していることがわかる。この高い背部の面剛性が、ステアリング、ペダルのダイレクトな操作感を生んでいる。この直径９８ｍｍと直径２００ｍｍのばね定数の差が背部の回転運動を生じさせていることもわかる。 FIG. 33 shows the load-deflection characteristics of the waist using a pressure plate diameter of 30 mm, a diameter of 98 mm, and a diameter of 200 mm. The back of the developed seat is stiffer than the conventional seat. It can be seen that as the contact area increases, the spring constant increases and shows high surface rigidity. This high back surface rigidity creates a direct feeling of steering and pedal operation. It can also be seen that the difference in spring constant between the diameter of 98 mm and the diameter of 200 mm causes a rotational movement of the back.
図３４は、ＡＰＷを用いた外国産車Ａ(Car A)、国産車Ｂ(Car B)、開発シート車Ｃ(Car C)の感覚応答マップを示す。外国産車Ａはこれまでの解析に良く従い、非常に満足興奮度の高いものになっている。一方、国産車Ｂは鎮静効果が高いもので、静かな走行をする車となっている。開発シート車Ｃはベース車両の不満点を解消しつつ、外国産車Ａとの中間のポジションにその面白さがあることがわかる。 FIG. 34 shows sensory response maps of a foreign car A (Car A), a domestic car B (Car B), and a development seat car C (Car C) using the APW. The foreign-produced car A follows the analysis so far and has a very high level of excitement. On the other hand, the domestic car B has a high sedative effect and is a car that runs quietly. It can be seen that the development seat car C has an interesting position in the middle of the foreign car A while solving the dissatisfaction of the base vehicle.
なお、図３４は、本出願人が、特願２０１１−１０８９０９号において提案した生体状態の推定方法に用いた技術である。具体的には、上記したように、まず、背部に当接した生体信号測定手段としてのエアパックセンサにより心部揺動波（ＡＰＷ）を採取し、このＡＰＷの時系列波形のゼロクロス及びピークの時間間間隔から周波数傾き時系列波形をそれぞれ求め、さらに、それぞれについて周波数傾き時系列波形を周波数解析し、得られたゆらぎ波形を両軸対数表示する。各ゆらぎ波形を、ＵＬＦ、ＶＬＦと言われる周波数帯域に着目し、長周期領域、中周期領域及び短周期領域の３つに分け、それぞれについて近似線の傾きの変化を単位時間毎に求め、その変化の度合いを点数化としたものである。変化の度合いは、近似線の傾きの符号と、３つの近似線間における折れ点いわゆる分岐現象の数で決定する。例えば、図７に示した点数化基準に基づき、ゼロクロスの時間間隔を用いた場合とピークの時間間隔を用いた場合のそれぞれについて点数を算出する。そして、ゼロクロスの時間間隔を用いた場合の点数を横軸に、ピークの時間間隔を用いた場合の点数を縦軸にとった座標系に、算出された各点数を時系列にプロットし、そのプロット点同士を結んで得られたものである。横軸のプラス側ほど満足度が高く、縦軸のプラス側ほど活性度が高い状態を意味する。 FIG. 34 shows a technique used by the applicant of the biological state estimation method proposed in Japanese Patent Application No. 2011-108909. Specifically, as described above, first, a heart sway wave (APW) is collected by an air pack sensor as a biological signal measuring means in contact with the back, and zero crossings and peaks of this APW time-series waveform are collected. A frequency gradient time series waveform is obtained from the time interval, and the frequency gradient time series waveform is subjected to frequency analysis for each, and the obtained fluctuation waveform is logarithmically displayed on both axes. Focusing on the frequency bands called ULF and VLF, each fluctuation waveform is divided into a long-period region, a medium-period region, and a short-period region. The degree of change is scored. The degree of change is determined by the sign of the slope of the approximate line and the number of so-called branching phenomena between the three approximate lines. For example, on the basis of the scoring standard shown in FIG. 7, the score is calculated for each of the case of using the zero-cross time interval and the case of using the peak time interval. Then, the calculated points are plotted in time series in the coordinate system with the horizontal axis indicating the score when using the zero-cross time interval and the vertical axis indicating the score when using the peak time interval. It was obtained by connecting plot points. The positive side of the horizontal axis indicates higher satisfaction, and the positive side of the vertical axis indicates higher activity.
上記実験から明らかなように、本発明の頭部加速度応答のデータを用いた手法によれば、座位姿勢における人の挙動を正確に把握することができる。また、振動感受性の高い４Ｈｚ〜１０Ｈｚの領域のデータを用いた制振性能に関する評価だけでなく、それよりも低い領域についても分析することで、ステアリング操作に対する反応なども把握することができ、それらも含めた総合的な乗り心地評価の手法として有用である。 As is clear from the above experiment, according to the method using the head acceleration response data of the present invention, it is possible to accurately grasp the human behavior in the sitting posture. In addition to evaluating vibration suppression performance using data in the 4 Hz to 10 Hz region with high vibration sensitivity, it is also possible to grasp the response to steering operation by analyzing the lower region. It is useful as a method for comprehensive ride comfort evaluation.
１０ 乗り心地評価手段 10 Riding comfort evaluation means
Claims (4)
前後振動及び上下振動に関する頭部加速度応答のデータを用い、
前後方向の乗り心地評価値を、次式：
前後乗り心地評価値＝ｃ１／（ｆ１×ｐ１×ｆ２×ｐ２×ｆ３×ｐ３）、
（但し、ｃ１＝調整用の定数、ｆ１＝前記前後振動の頭部加速度応答のデータにおける１次次共振点の周波数、ｆ２＝前記前後振動の頭部加速度応答のデータにおける２次共振点の周波数、ｆ３＝前記前後振動の頭部加速度応答のデータにおける３次共振点の周波数、ｐ１＝前記前後振動の頭部加速度応答のデータにおける１次共振点のゲイン、ｐ２＝前記前後振動の頭部加速度応答のデータにおける２次共振点のゲイン、ｐ３＝前記前後振動の頭部加速度応答のデータにおける３次共振点のゲイン、である）
により求め、
上下方向の乗り心地評価値を、次式：
上下乗り心地評価値＝ｃ１０×ｐ１０／（ｆ１１×ｐ１１）、
（但し、ｃ１０＝調整用の定数、ｐ１０＝前記上下振動の頭部加速度応答のデータにおける１Ｈｚ以下の特定周波数のゲイン、ｆ１１＝前記上下振動の頭部加速度応答のデータにおける１次共振点の周波数、ｐ１１＝前記上下振動の頭部加速度応答のデータにおける１次共振点のゲイン、である）
により求め、
前記前後乗り心地評価値と前記上下乗り心地評価値とを組み合わせて乗り心地点数を求め、この乗り心地点数の大小により、前記乗り心地評価を行うことを特徴とする乗り心地評価方法。 A ride comfort evaluation method for evaluating ride comfort,
Using head acceleration response data for longitudinal vibration and vertical vibration,
The evaluation value for ride comfort in the front-rear direction is as follows:
Front / rear ride comfort evaluation value = c1 / (f1 × p1 × f2 × p2 × f3 × p3),
(Where c1 = constant for adjustment, f1 = frequency of the primary resonance point in the head acceleration response data of the longitudinal vibration, f2 = frequency of the secondary resonance point in the head acceleration response data of the longitudinal vibration) F3 = frequency of the third resonance point in the head acceleration response data of the longitudinal vibration, p1 = gain of the primary resonance point in the head acceleration response data of the longitudinal vibration, p2 = head acceleration of the longitudinal vibration (The gain of the secondary resonance point in the response data, p3 = the gain of the tertiary resonance point in the head acceleration response data of the longitudinal vibration)
Sought by
The evaluation value for ride comfort in the vertical direction is as follows:
Vertical ride comfort evaluation value = c10 × p10 / (f11 × p11),
(However, c10 = constant for adjustment, p10 = gain of 1 Hz or less in the head acceleration response data of the vertical vibration, f11 = frequency of the primary resonance point in the head acceleration response data of the vertical vibration) P11 = the gain of the primary resonance point in the head acceleration response data of the vertical vibration)
Sought by
A riding comfort evaluation method, wherein a ride comfort score is obtained by combining the front and rear ride comfort evaluation values and the vertical ride comfort evaluation value, and the ride comfort evaluation is performed based on the magnitude of the ride comfort scores .
乗り心地点数＝ｌｏｇ（前後乗り心地評価値＋上下乗り心地評価値）
により求める請求項１記載の乗り心地評価方法。 The riding comfort score is expressed by the following formula:
Ride comfort score = log (front and rear ride comfort evaluation value + vertical ride comfort evaluation value)
The ride comfort evaluation method according to claim 1, which is obtained by :
前後振動及び上下振動に関する頭部加速度応答のデータを用いて、前記乗り心地を評価する手段を有し、
前記乗り心地評価を行う手段が、
前後方向の乗り心地評価値を、次式：
前後乗り心地評価値＝ｃ１／（ｆ１×ｐ１×ｆ２×ｐ２×ｆ３×ｐ３）、
（但し、ｃ１＝調整用の定数、ｆ１＝前記前後振動の頭部加速度応答のデータにおける１次次共振点の周波数、ｆ２＝前記前後振動の頭部加速度応答のデータにおける２次共振点の周波数、ｆ３＝前記前後振動の頭部加速度応答のデータにおける３次共振点の周波数、ｐ１＝前記前後振動の頭部加速度応答のデータにおける１次共振点のゲイン、ｐ２＝前記前後振動の頭部加速度応答のデータにおける２次共振点のゲイン、ｐ３＝前記前後振動の頭部加速度応答のデータにおける３次共振点のゲイン、である）
により求め、
上下方向の乗り心地評価値を、次式：
上下乗り心地評価値＝ｃ１０×ｐ１０／（ｆ１１×ｐ１１）、
（但し、ｃ１０＝調整用の定数、ｐ１０＝前記上下振動の頭部加速度応答のデータにおける１Ｈｚ以下の特定周波数のゲイン、ｆ１１＝前記上下振動の頭部加速度応答のデータにおける１次共振点の周波数、ｐ１１＝前記上下振動の頭部加速度応答のデータにおける１次共振点のゲイン、である）
により求め、
前記前後乗り心地評価値と前記上下乗り心地評価値とを組み合わせて乗り心地点数を求め、この乗り心地点数の大小により、前記乗り心地評価を行う手段であることを特徴とする乗り心地評価装置。 A ride comfort evaluation device for evaluating ride comfort,
Using data of head acceleration response regarding longitudinal vibration and vertical vibration, and having means for evaluating the riding comfort,
The means for evaluating the riding comfort is
The evaluation value for ride comfort in the front-rear direction is as follows:
Front / rear ride comfort evaluation value = c1 / (f1 × p1 × f2 × p2 × f3 × p3),
(Where c1 = constant for adjustment, f1 = frequency of the primary resonance point in the head acceleration response data of the longitudinal vibration, f2 = frequency of the secondary resonance point in the head acceleration response data of the longitudinal vibration) F3 = frequency of the third resonance point in the head acceleration response data of the longitudinal vibration, p1 = gain of the primary resonance point in the head acceleration response data of the longitudinal vibration, p2 = head acceleration of the longitudinal vibration (The gain of the secondary resonance point in the response data, p3 = the gain of the tertiary resonance point in the head acceleration response data of the longitudinal vibration)
Sought by
The evaluation value for ride comfort in the vertical direction is as follows:
Vertical ride comfort evaluation value = c10 × p10 / (f11 × p11),
(However, c10 = constant for adjustment, p10 = gain of 1 Hz or less in the head acceleration response data of the vertical vibration, f11 = frequency of the primary resonance point in the head acceleration response data of the vertical vibration) P11 = the gain of the primary resonance point in the head acceleration response data of the vertical vibration)
Sought by
A riding comfort evaluation apparatus, comprising: a means for determining a riding comfort score by combining the front and rear riding comfort evaluation values and the vertical riding comfort evaluation value, and performing the riding comfort evaluation according to the magnitude of the riding comfort scores .
前記乗り心地点数を、次式：The riding comfort score is expressed by the following formula:
乗り心地点数＝ｌｏｇ（前後乗り心地評価値＋上下乗り心地評価値）Ride comfort score = log (front and rear ride comfort evaluation value + vertical ride comfort evaluation value)
により求める手段を有している請求項３記載の乗り心地評価装置。The ride comfort evaluation device according to claim 3, further comprising means for obtaining from the above.
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