JP5924212B2 - Vehicle planning support system - Google Patents

Description

  The present invention relates to a vehicle planning support system.

  In automobiles, the interior space is easily made compact in order to reduce the weight of the vehicle, improve the aerodynamics, and realize an original design. Along with this, the feeling of pressure in the interior of the vehicle interior that is given to passengers becomes a problem. . Therefore, it is desired to form a vehicle interior space that feels spacious even in a region where the occupant feels even if the absolute space is narrow. In particular, the front pillar (also called A-pillar) forms an obstruction angle with respect to the field of view from the driver and is close to the driver. Therefore, when the front pillar including the pillar trim is viewed, visual space perception It is important not to disturb the spaciousness of the interior space.

  In addition to the spaciousness, the view is also important. This feeling of view is visual space perception not only for the passenger compartment space but also for the field of view when looking at the scenery through the window, and it is important that this feeling of view is not hindered. Patent Document 1 proposes a system for evaluating a feeling of pressure of a front pillar using a simulator.

JP 2005-242463 A

  In the device described in Patent Document 1, sensory evaluation is performed after setting the front pillar to be evaluated, and it takes a lot of time for the evaluation, and the evaluation accuracy tends to vary. In addition, the front pillar to be evaluated is set from the viewpoint of, for example, the design and the size of the cross-sectional area, and is not set from the viewpoint of the feeling of pressure given to the occupant. It was necessary to set a large number of front pillars to be evaluated by trial and error before determining the final shape and position of the front pillar so that a feeling could be obtained.

  The present invention has been made in consideration of the above-described circumstances, and an object of the present invention is to facilitate a vehicle that can satisfy both a sense of spaciousness and a great view in a vehicle in which a front pillar is disposed in the vicinity of the driver. It is to provide a vehicle planning support system that can be planned.

  In order to achieve the above object, according to the present invention, basically, a sense of spaciousness and a feeling of sight are respectively determined by the distance from the driver's eye point to the front pillar and the spread angle of the front pillar with respect to the front viewing direction. In consideration of the great influence, the relative sensitivity evaluation values for the spaciousness and the look-off are stored in advance using both of these as parameters, and the distance and spread angle in the planned vehicle are stored. By collating with the means, a relative evaluation value about the feeling of spaciousness and the view of the planned vehicle is obtained. A vehicle planner can easily plan and design a vehicle that relatively satisfies the sense of spaciousness and look-ahead based on the obtained evaluation value.

Specifically, the following solution is adopted in the present invention. That is, as described in claim 1,
A vehicle planning support system that supports planning of a vehicle in which a front pillar is disposed near a driver's seat,
A first storage means for setting a distance from the driver's eye point to the front pillar and a spread angle of the front pillar with respect to the front view direction as parameters, and storing a relative sensitivity evaluation value for spaciousness;
A second storage means for setting a distance from the driver's eye point to the front pillar and a spread angle of the front pillar with respect to the front viewing direction as parameters, and storing a relative sensitivity evaluation value for the feeling of looking down;
Planning vehicle information input means for inputting the distance from the driver's eye point to the front pillar in the planned vehicle and the spread angle of the front pillar with respect to the front view direction;
By comparing the distance from the driver's eye point to the front pillar and the spread angle of the front pillar with respect to the front view direction in the planned vehicle input by the planned vehicle information input means to the first storage means, a sense of spaciousness First evaluation value determining means for determining a first evaluation value to be a sensitive evaluation value for
The distance from the driver's eye point to the front pillar in the planned vehicle input by the planned vehicle information input means and the spread angle of the front pillar with respect to the front viewing direction are collated with the second storage means, and the feeling of looking out Second evaluation value determining means for determining a second evaluation value to be a sensitive evaluation value for
An informing means for informing the first evaluation value and the second evaluation value;
It is equipped with. According to the above solution, the first evaluation value relating to the spaciousness notified by the notifying means and the look-out feeling can be obtained simply by inputting the distance from the passenger's eye point to the front pillar and the spread angle in the planned vehicle. 2 evaluation values can be obtained. As a result, the planning and design of the front pillar portion that provides the desired spaciousness and look-ahead can be performed very easily.

A preferred mode based on the above solution is as described in claim 2 and the following. That is,
The first storage means stores a sensitivity evaluation value relative to the reference evaluation value, using the spacious evaluation sensitivity value of the reference vehicle as a reference evaluation value,
The second storage means stores a sensitivity evaluation value relative to the reference evaluation value, with the sensitivity evaluation value of the view feeling of the reference vehicle as a reference evaluation value.
(Corresponding to claim 2). In this case, the evaluation value in the direction of good or bad can be obtained from the reference evaluation value by using the reference vehicle as the reference evaluation value for the evaluation value of the spaciousness and the evaluation value of the view. In addition, using the reference evaluation value as a reference is preferable for intuitively grasping how good or bad the spaciousness and the look-off of the planned vehicle are.

The at least one of the distance from the driver's eye point to the front pillar in the planned vehicle and the spread angle of the front pillar with respect to the front view direction is improved based on the stored contents of the first storage means. First change direction determining means for determining a change direction for
The at least one of the distance from the driver's eye point to the front pillar in the planned vehicle and the spread angle of the front pillar with respect to the front view direction is improved based on the stored contents of the second storage means. Second change direction determining means for determining a change direction for
The notification means also notifies the change direction determined by the angle change direction determination means.
(Corresponding to claim 3). In this case, it is possible to know the change direction to improve the feeling of spaciousness and the view, which is preferable for easier planning of the vehicle.

  The standard occupant and the larger physique occupant and the standard physique for the distance from the driver's eye point to the front pillar in the planned vehicle and the front pillar spread angle with respect to the front view direction, respectively. The first evaluation value and the second evaluation value are determined for at least three types of physiques, such as a small petite physique (corresponding to claim 4). In this case, it is possible to obtain an evaluation value according to the difference in the physique for each of the evaluation value of the spaciousness and the evaluation value of the view, and to plan and design a more ideal vehicle considering the difference in the physique. This is preferable in terms of performance. In particular, for each of the sense of spaciousness and the view, at least three types of evaluation values corresponding to the differences in the physique can be obtained, so planning and design of the vehicle including the inclination angle and direction of the front pillar can be performed by the passenger. In view of the difference in physique, it is preferable for making it more versatile.

  According to the present invention, it is possible to easily plan a vehicle that can satisfy both the spaciousness and the view.

The principal part side view which shows an example of the vehicle to which this invention was applied. The principal part top view of FIG. The principal part front view of FIG. Explanatory drawing for demonstrating a feeling of view. 1 is a block diagram showing an example of a vehicle planning support system. The flowchart which shows the example of control of the plan support of a vehicle. The figure which shows the memory content regarding the spaciousness memorize | stored in the 1st memory | storage means. The figure which shows the memory content regarding the feeling of view memorize | stored in the 2nd memory | storage means. The simplified side view which shows the experiment system used in order to analyze the visual space perception characteristic of the angle according to distance. The simplified top view which shows the principal part of FIG. The figure which shows the relationship between the real angle obtained by experiment, and the perceived angle. The figure which shows the relationship between the real angle obtained by experiment, and the perceived angle. The figure which shows the relationship between the real angle obtained by experiment, and the perceived angle. The figure which shows the relationship between the real angle obtained by experiment, and the perceived angle. The figure which shows the experimental result which showed the difference in the perceptual characteristic of right direction and an upward direction from the head and eyeball movement immediately after the parameter | index was shown. The figure which shows the experimental result which showed the difference in the perceptual characteristic of right direction and an upward direction from the head and eyeball movement immediately after the parameter | index was shown. The figure which shows the experimental result about the difference in the angle perception of the right direction according to distance. The figure which shows the experimental result about the difference in the angle perception of the right direction according to distance. Schematic which shows the experimental system used in order to analyze the sensitivity of the space in a motor vehicle interior. The figure which shows the inclination-angle of a front pillar. The figure which shows the spread angle of a front pillar. The figure which shows the example of an experiment combination. The figure which shows the experimental result about the spaciousness obtained by the example of a combination of FIG. The figure which shows the experimental result about the feeling of view obtained by the example of a combination of FIG.

  In FIG. 1, V shows the front part of a motor vehicle (vehicle), and is the front part of a passenger car or a wagon car in the embodiment. The front pillar (A-pillar) of the vehicle V is indicated by reference numeral 1, the roof is indicated by reference numeral 2, the front window glass is indicated by reference numeral 3, the front side door is indicated by reference numeral 4, and the front side door 4 is equipped. The finished side window glass is indicated by reference numeral 5. The front pillar 1 is largely inclined so as to be positioned rearward as it goes upward (refer to FIG. 1, the inclination is set to be lowered forward or backward). Further, the front pillar 1 is slightly inclined so as to gradually go inward in the vehicle width direction as it goes upward (see FIG. 3).

  A driver as an occupant is indicated by a symbol H, and the eye point (center position of both left and right eyes) is indicated by a symbol E. The position of the eye point E is set assuming that the occupant H has a standard physique (so-called AM50 standard physique).

  As shown in FIG. 3, when the line of sight when viewed from the eye point E is γ, and the angle when viewed from the front is 0 degree, the angle until the line of sight begins to be blocked by the front end of the front pillar 1 is It becomes a spread angle. In FIG. 2, two types of front pillars 1 are indicated by a solid line and an alternate long and short dash line, and the spread angle increases as the front pillar 1 moves outward in the vehicle width direction. When the vehicle width direction outer side position is the same, the spread angle becomes larger as the front pillar 1 is positioned rearward.

  FIG. 4 shows a situation when the outside scenery is seen through the window of the front window glass 4 or the side window glass 5, and it looks good. The feeling of looking down is perception of the visual space when viewing the scenery through the window, and the spread angle is a major dimensional factor. In the present invention, in relation to the front pillar 1, a desired spaciousness and a feeling of looking down are obtained to give a sense of depth in the passenger compartment.

  In order to determine a relative evaluation value regarding the spaciousness, a three-dimensional map as shown in FIG. 7 is stored. In FIG. 7, the distance from the eye point E to the front pillar 1 is set on the X axis, and this distance is at the same height position as the eye point E of the standard occupant (driver). Further, a spread angle is set on the Y axis, and this spread angle is also at the same height position as the eye point E of the occupant (driver) of the standard physique. An evaluation value indicating relative spaciousness is set on the Z axis. As the evaluation value, the evaluation value of the reference vehicle is set to 0, a positive value is set in a direction where the spaciousness is good, and a negative evaluation value is set in a direction where the spaciousness is bad. The distance in the reference vehicle is 470 mm, and the spread angle is 27 degrees.

  Similarly, a three-dimensional map as shown in FIG. 8 is stored in order to determine a relative evaluation value related to the view feeling. In FIG. 8, the distance from the eye point E to the front pillar 1 is set on the X axis, and this distance is at the same height position as the eye point E of the occupant (driver) of the standard physique. Further, a spread angle is set on the Y axis, and this spread angle is also at the same height position as the eye point E of the occupant (driver) of the standard physique. An evaluation value indicating a relative look-ahead is set on the Z axis. With respect to the evaluation value, the evaluation value of the reference vehicle is set to 0, a positive value is set in a direction with a good view, and a negative evaluation value is set in a direction with a bad view. The distance in the reference vehicle is 470 mm, and the spread angle is 27 degrees.

  7 and 8 are modeled by the two-dimensional sigmoid function that can express the characteristic of the visual space perception characteristic, reflecting the special characteristics of the sensitivity characteristic for the space obtained in the experiment described later. The kernel density estimation method was used to derive the response surface. The space sensitivity kernel function K (x) is expressed by the following equation (1). X in the formula (1) is expressed by the formula (2), x0 in the formula (2) is the evaluation standard passenger compartment dimension, and xn (i = 1, 2,... N) is the evaluation. It is the vehicle interior dimensions of the n conditions.

Here, the measured subjective evaluation value Z is expressed by Equation (3). In equation (3), αi (i = 1, 2,... N) is a coefficient representing the weight.

Expression (3) is expanded to obtain Expression (4).

  The coefficient is calculated using Equation (4), the response surface of each sensitivity evaluation value is derived, and the derivation result (response surface result) for the sense of spaciousness is shown in FIG. ) Is shown in FIG. In FIG. 7, the line indicated by T1 is a curve connecting points that have the same evaluation value as the reference evaluation value (contour lines). Similarly, in FIG. 8, the line indicated by T <b> 2 is a curve connecting points that have the same evaluation value as the reference evaluation value (contour lines).

7 and 8, the correlation coefficient R between the subjective evaluation value measured separately and the response surface is shown. Here, the bandwidth of the sensitivity kernel function of Equation (1) was estimated by giving (0.15 m, 15 deg). It can be seen that the correlation coefficient with the subjective evaluation measured separately is somewhat high and can be expressed to some extent by a sigmoid function. 7 and FIG. 8 are considered, in order to perform a design that equalizes the evaluation of “spacious”, the distance from the eye point E to the front pillar 1 and the spread angle of the front pillar 1 are represented by the T1 line. Although it is necessary to change along the line, it can be confirmed that there is a range where the evaluation of “good view” deteriorates if the change is made as it is. As described above, it is possible to design in consideration of sensibility characteristics by deriving the response surfaces shown in FIGS.
FIG. 5 schematically shows a system for obtaining the degree of spaciousness and view of a planned vehicle by simulation. In FIG. 5, U is a controller configured using a microcomputer, and has a first storage means M1 that stores the map of FIG. 7 and a second storage means M2 that stores the map of FIG. Yes.

  The controller U is inputted with information inputted by the input means 20 for inputting information of the planned vehicle, and in particular, information concerning the front pillar 1 is inputted from the input means 20. This input means 20 may be used for numerically inputting information regarding the distance from the eye point E to the front pillar 1 and information regarding the spread angle of the front pillar 1 for the planned vehicle, or on a computer. Information regarding the distance and spread angle regarding the front pillar 1 may be extracted and input from a huge amount of electronic data information regarding the planned vehicle separately assumed. Also. The controller U controls the display 30 as a notification means.

  Next, an example of control of the controller U will be described with reference to FIG. 6. In the following description, Q indicates a step. First, in Q1, the distance from the eye point E to the front pillar 1 and the spread angle of the front pillar 1 are input for the planned vehicle.

  After Q1, in Q2, the inputted distance and the spread angle are collated with the first storage means M1 (that is, the map shown in FIG. 7), and a first evaluation is obtained as a relative sensitivity evaluation value related to the spaciousness. Values (numeric values from -10 to +10) are determined. Next, in Q3, the input distance and the spread angle are compared with the second storage means M2 (that is, the map shown in FIG. 8), and the second evaluation value (relative sensitivity evaluation value regarding the feeling of sight) ( The numerical value from −5 to +5) is determined. Thereafter, in Q4, the first evaluation value determined in Q2 and the second evaluation value determined in Q3 are notified to the display 30.

  After Q4, in Q5, it is determined whether or not the notified first evaluation value is OK (satisfied) for the vehicle planner. This determination is based on the result of the vehicle planner who has obtained the first evaluation value notified on the display 30 performing an instruction operation to determine whether or not the input means 20 is OK. If NO in Q5, the direction in Q6 is to improve the sense of spaciousness, for example, to increase or decrease the distance to the front pillar 1, and to decrease or increase the spread angle. The degree of change (for example, the distance is increased in the range of ○ mm, or the spread angle is increased in the range of Δ degrees).

  After Q6 or when the determination in Q5 is YES, in Q7, it is determined whether or not the second evaluation value reported in Q4 is OK (satisfied) for the vehicle planner. . This determination is based on the result of the vehicle planner who has obtained the second evaluation value notified on the display 30 performing an instruction operation to determine whether or not the input means 20 is OK. If NO in Q7, the direction in Q8 is to improve the feeling of looking out, for example, to increase or decrease the distance to the front pillar 1, to decrease or increase the spread angle, and to determine the distance or spread angle. The degree of change (for example, the distance is increased in the range of ○ mm, or the spread angle is increased in the range of Δ degrees).

  After Q8, the display 30 is notified of the change direction to improve the sense of spaciousness or the view determined in Q6 or Q9. After Q9, return to Q1. By repeating the steps of Q1 to Q9, a vehicle planner can easily and quickly obtain a feeling of spaciousness and a great view. That is, based on the notification information in Q4 and Q9, the first evaluation value that will eventually satisfy the vehicle planner in Q4 by inputting the corrected information (distance and spread angle) of the planned vehicle in Q1. The second evaluation value is obtained. Depending on the vehicle planning, the first evaluation value or the second evaluation value satisfied by the planner may not be obtained (in this case, at least one of a feeling of spaciousness and a feeling of view must be sacrificed). It will be a vehicle plan that can not be obtained).

Here, in FIG. 6, the first evaluation value and the second evaluation value are obtained for one occupant (driver) having a standard physique, but from the occupant having a larger physique than the standard physique and the standard physique. By performing the same process for at least three passengers with a small physique, it is possible to set up front pillars that satisfy a sense of spaciousness and a wide range of physiques. , You can also make a notification). In particular, the processing as shown in FIG. 6 for passengers having different physiques differs in the height position of the eye point E depending on the physique and the distance from the eye point E to the front pillar 1 and the spread angle. Information on preferable distance from eye point E and spread angle can be obtained for at least three locations in the longitudinal direction of the pillar, so that both the spaciousness and the view of the front pillar can be satisfied with respect to the inclination angle and inclination direction of the front pillar. Vehicles that can be planned can be easily planned. Note that the evaluation values for the spaciousness and the view are relative, and the preferred evaluation values may differ depending on the type of vehicle. It is not necessarily a specification. For example, in the case of a general passenger car, it is desired that both a sense of spaciousness and a feeling of view are satisfied at a high level. On the other hand, in the case of a sports car, for example, a tight feeling in the passenger compartment is also required, so there may be a vehicle plan that gives priority to a feeling of view while suppressing a sense of spaciousness. Conversely, there may be a case where the vehicle plan gives priority to a spacious feeling while sacrificing some of the view. In any case, since the setting shown in FIGS. 7 and 8 is a relative evaluation of a sense of spaciousness and a view from a certain reference vehicle, the evaluation value obtained naturally when the reference vehicle is changed. Will also be different.

  Next, the grounds for obtaining the maps as shown in FIGS. 7 and 8 will be described with reference to the drawings from FIG.

  First of all, in the development of automobile cabins, while it is necessary to secure a spacious space, it is necessary to reduce the weight of the vehicle body and to realize an original design, so a design that feels wide in a narrow space is required. In order to achieve this, it is necessary to clarify the relationship between the visual space perception of the cabin dimensions such as distance and angle and the sensibility characteristics of the space such as size and obstruction. Many researches have been reported to elucidate the mechanism of human emotional characteristics in fields such as automobiles and architecture. Descriptive statistical analysis has been conducted on the subjective evaluation of automobile interiors conducted both at home and abroad, and it has been reported that the sense of size and size of the passenger compartment is not monotonically proportional. In addition, the size of the building occupying the retina of the eyeball is used as a physical measure to evaluate the sensibility characteristics of the entire residential area. Difficult to do.

  On the other hand, many researches focusing on the role of both eyes related to visuospatial perception have been made for a long time in the fields of visual psychology and exercise physiology. Despite the fact that the visual target is on the same coordinate on the retina of the left and right eyeballs, it was discovered that it cannot be perceived psychologically as the same direction and position, and the range that can be perceived as the same direction and position is defined as a psychophysical horopter. ing. It has also been experimentally estimated that the outside of the scientific horopter is curved toward the front and the upper side is a curved surface inclined far away. Further, depth perception in visual space perception is quantitatively shown to have a range in which the retinal image difference amount and the perception amount of both eyes are kept linear, and an upper limit of the perceptible retinal image difference amount. In addition, it is experimentally shown that the sharing ratio of eyeball and head movement changes depending on the position of the gazing point and the sitting posture, and the coordinated movement of the head and eyeball affects visual space perception and spatial sensitivity characteristics. I know.

  As described above, the mechanism of the spatial sensitivity characteristic and the visual space perception characteristic with respect to the distance and the angle has been clarified, but it is not intended to evaluate and analyze the influence of the visual space perception on the sensitivity characteristic. For this reason, it is difficult for a car designer to determine the vehicle dimensions that satisfy the limit design by examining the layout and shape of the passenger compartment on the desk in consideration of the priority order with respect to other performances.

Therefore, we investigated the relationship between visual space perception and spatial sensitivity of vehicle dimensions and applied it to the design. In the following explanation, (1) An experiment is performed in which the target is presented to the subject in the direction assumed for the A-pillar (front pillar), front header, and instrument panel of the car, and the angle is perceived through sensory receptors. The characteristics of the visual space perception of vehicle dimensions are analyzed using a physical scale. (2) Next, the vehicle interior on the driver's seat side is presented to the subject and subjected to subjective evaluation, and the change in the sensitivity characteristics of the space according to the vehicle dimensions is analyzed. (3) Then, based on the results of (1) and (2), we propose a method to model changes in the spatial sensitivity characteristics based on the characteristics of the visual space perception of the vehicle dimensions. Apparatus: FIG. 9 shows an outline of an experimental system used for analyzing visual space perception characteristics of an angle according to a human distance. This system includes a line-of-sight measurement unit that measures the line of sight of a subject and a display unit that presents a 2D image. In the eye gaze measurement unit, eye mark recorder EMR-9 (manufactured by NAC Image Technology, cap eye camera, measurement range: horizontal ± 40deg, vertical ± 20deg, eye movement resolution: horizontal 0.1deg, vertical 0.4deg, pupil diameter measurement resolution 0.02 mm, sampling: 240 Hz), and simultaneously record the subject's utterance. The trunk and head are tracked by an optical motion capture camera (MotionAnalysis, sampling: 60 Hz), and the head posture is measured. In the 2D image presentation by the display unit, the image on which the cross target shown in FIG. 9 is displayed is continuously displayed from the PC by the projector.

Experimental method: The experiment was in the form of an oral consultation that dictated the perceived angle of the presented image. As shown in Fig. 9, the subject is presented with a cross target with a size of 0.67 deg from the front and images with the horizontal and vertical angles (θa, φa) changed randomly, about 200-400 times. Analyze perceptual ability. In addition, before the image presentation, an image in which a cross serving as the answer criterion θini is displayed while the crosses are randomly distributed is presented, and the angle change from the standard is dictated. The experimental conditions assumed the distance and direction of the A-pillar, front header, and instrument panel from a human perspective.
Condition A: la = 0.45 m, (θa, φa) = (12-34.0) deg,
Condition B: la = 0.35 m, (θa, φa) = (0, 6-34) deg,
Condition C: la = 0.60 m, (θa, φa) = (0, -24 to -10) deg,
Condition D: la = 0,80 m, (θa, φa) = (12-34.0) deg,
These four conditions were used. Make the subject feel the sense of (θa, φa) before the experiment. In addition, we practiced not to know the upper limit of the angle used in this experiment. During the experiment, the actual angle presented was not taught to the subject.

Angle perception ability characteristics As an example of measurement results, we show the results of experiments on the perception ability of horizontal and vertical angles (θa, φa) for one subject. FIGS. 11-16 shows an example of the time perception of the angle perception in the upper right direction and the eyeball / head movements under the conditions A to C. FIG. At this time, the subjects were allowed to perceive the angle under two types of restraint motion conditions: (a) eye movement only, and (b) head-eye coordinated motion. In FIGS. 11 to 14, the vertical axis represents the angle perceived by the subject, and the horizontal axis represents the presented angle (actual angle), along with the correlation coefficient R with the sigmoid function. In addition, it means that it perceives correctly by approaching a broken line.

  11 and 12, it can be seen that as the angle presented to the right increases, the perception error of the angle increases and the perception error increases due to the coordinated motion with the head motion. 13 and 14, the downward perception error tends to be the same as that in the right direction, but the upward perception ability is hardly affected by the head movement. Furthermore, it can be seen that the correlation coefficient R is high and the sensor has an angle perception characteristic like a sigmoid function.

  FIG. 15 and FIG. 16 show the results of the difference in perceptual characteristics between the right direction and the upward direction from the head and eyeball movement immediately after the index is presented. The left vertical axis is the head rotation angle in the right and down directions from the initial posture, the right vertical axis is the viewpoint position measured from the eye mark recorder, the horizontal axis is time, the black line is the head rotation angle, and the gray line is It is the time history of the viewpoint position. All subjects responded with an angle in the vicinity of 2 [sec]. The figure shows that after the target is first tracked with only the eyeball, a coordinated movement with the head then occurs, and the eyeball position is stable in a steady state. In addition, when answering the angle in the right direction, the answer is made with the displacement of the head angle, while in the upward direction, the answer is made with the displacement of the angle between the head and the eyeball. From the results of perception accuracy and head / eye movement, it was found that this subject perceives the right angle perception only by eye movement, but perceives the upper direction by both head / eye movement. Similar to the curved surface of a psychological horopter that feels the same distance, the angle perception in the right and up direction has a tendency to bend, and it is assumed that it changes with head movement.

  FIG. 17 shows the result of the difference in the right angle perception according to the distance in conditions A and D. The vertical axis represents the angle perceived by the subject, and the horizontal axis represents the presented angle, along with the correlation coefficient R with the sigmoid function. From the figure, it can be seen that the shape of the sigmoid function does not change greatly even if the distance is different, and the angle at which the perceptual error is small varies depending on the distance. Fig. 18 shows the difference in perceptual characteristics under the condition A under the two answer criteria θini = 0.16 deg. From the figure, it was experimentally found that the tendency of change in perceptual error differs depending on the comparison criteria.

The above results show that the angle perception characteristics vary with distance, direction, response criteria, and head / eye movements, but have a high correlation coefficient R and a sigmoid function perception characteristic.
Analysis of Kansei Characteristics of Human Vehicle Interior Space Experimental Environment: FIG. 19 shows an outline of an experimental system used for analyzing the sensibility of the space in the automobile interior. This system consists of a motion measurement unit that measures the movement of the subject and a display unit that presents a 3D image. Here, in the motion measurement unit, the head is tracked by an optical motion capture camera (Sampling: 60 Hz, manufactured by MotionAnalysis), and a stereoscopic image is presented to the subject through the shutter glasses without distortion according to the viewpoint. For the 3D image presentation in the display unit, the CAVE multi-surface stereoscopic display system (SCSK, immersive VR, screen: 2.1 m square 5 screens) shown in FIG. 19 is used.

  Experimental method: In the experiment, subjective evaluation was performed on 3D images using the VAS (Visual-Analog-Scale) method. In addition, the evaluation word of the space sensitivity used the evaluation word extracted by conducting the interview using the evaluation grid method in the vehicle beforehand. The 3D vehicle interior has a distance La = 0.45 to 0.60 m from the eye point shown in FIG. 20 to the A-A cross section of the A pillar, a spread angle θHa = 17 to 27 deg of the A pillar, and an inclination angle θVa of the A pillar ( Set in the range of any two types. The vehicle interior used for the experiment is a combination of L16 orthogonal tables with control factors (La: 4 levels, θHa: 4 levels, θVa: 2 levels) based on the experimental design method shown in Fig. 22, each about 10 minutes. Measure the kansei characteristics of the space from the subjective evaluation.

  Sensitivity characteristics of vehicle interior area by A pillar: As an example of the measurement results, the sensitivity characteristics of the space due to the difference in the vehicle interior space in the combination shown in FIG. Figures 23 and 24 show the items "extensive" and "good view" in the extracted evaluation words, using the VAS (Visual-Analog-Scale) method based on La = 0.45 m and θHa = 27 deg. This is a result of subjective evaluation. The horizontal axis represents the distance La from the eye point to the A-A cross section of the A pillar, the control factor composed of the spread angle θHa of the A pillar, the inclination angle θVa of the A pillar, and the interaction term. The vertical axis is the measured value of VAS for each evaluation word. The numbers on the horizontal axis are associated with the L16 orthogonal table in FIG.

  23 and 24, the change between “spacious” and “good view” shows that the effect of the distance La from the eye point to the A-A cross section of the A pillar, and the spread angle θH a of the A pillar is large. (A pillar tilt angle θVa, interaction term and P <0.05, there is a significant difference), and VAS was used to measure the subjective evaluation value by the control factor, and as a result, the sigmoid function similar to the visual space perception characteristic of the angle It can be seen that the shape of the change is as follows.

  From the above results, the above-described equations (1) to (4) were obtained by trying to express the characteristics of the space sensitivity characteristics with the sigmoid sensitivity that can express the characteristics of the visual space perception characteristics of the vehicle dimensions. 9 is a three-dimensional map shown in FIG. 7 and FIG.

  Although the embodiments have been described above, the present invention is not limited to the embodiments, and appropriate modifications can be made within the scope of the claims. For example, each evaluation value related to a desired feeling of spaciousness and look-ahead is input by the input means 20 to obtain a distance and a spread angle when the evaluation value related to the spaciousness input based on the map shown in FIG. 7 is obtained. Similarly, the distance and the spread angle when the evaluation value related to the feeling of sight input based on the map shown in FIG. 8 is obtained and the spread angle are obtained, and the obtained distance and the spread angle are respectively spacious. Alternatively, it may be displayed on the display 30 in association with the view. In this case, the distance and the spread angle that satisfy both of the input evaluation values can be notified. Of course, the informed distance and the spread angle are not only displayed as a certain numerical value, but can also be indicated by a numerical value range. Of course, the object of the present invention is not limited to what is explicitly stated, but also implicitly includes providing what is substantially preferred or expressed as an advantage.

  The present invention can easily plan a vehicle that can achieve a sense of spaciousness and a great view.

V: Vehicle E: Eye point γ: Gaze direction T1, T2 in front view: Contour lines with the same evaluation value 1: Front pillar 2: Roof 3: Front window glass 4: Front side door 5: Side window glass

Claims (4)

A vehicle planning support system that supports planning of a vehicle in which a front pillar is disposed near a driver's seat,
A first storage means for setting a distance from the driver's eye point to the front pillar and a spread angle of the front pillar with respect to the front view direction as parameters, and storing a relative sensitivity evaluation value for spaciousness;
A second storage means for setting a distance from the driver's eye point to the front pillar and a spread angle of the front pillar with respect to the front viewing direction as parameters, and storing a relative sensitivity evaluation value for the feeling of looking down;
Planning vehicle information input means for inputting the distance from the driver's eye point to the front pillar in the planned vehicle and the spread angle of the front pillar with respect to the front view direction;
By comparing the distance from the driver's eye point to the front pillar and the spread angle of the front pillar with respect to the front view direction in the planned vehicle input by the planned vehicle information input means to the first storage means, a sense of spaciousness First evaluation value determining means for determining a first evaluation value to be a sensitive evaluation value for
The distance from the driver's eye point to the front pillar in the planned vehicle input by the planned vehicle information input means and the spread angle of the front pillar with respect to the front viewing direction are collated with the second storage means, and the feeling of looking out Second evaluation value determining means for determining a second evaluation value to be a sensitive evaluation value for
An informing means for informing the first evaluation value and the second evaluation value;
A vehicle planning support system characterized by comprising: In claim 1,
The first storage means stores a sensitivity evaluation value relative to the reference evaluation value, using the spacious evaluation sensitivity value of the reference vehicle as a reference evaluation value,
The second storage means stores a sensitivity evaluation value relative to the reference evaluation value, with the sensitivity evaluation value of the view feeling of the reference vehicle as a reference evaluation value.
A vehicle planning support system characterized by this. In claim 1 or claim 2,
The at least one of the distance from the driver's eye point to the front pillar in the planned vehicle and the spread angle of the front pillar with respect to the front view direction is improved based on the stored contents of the first storage means. First change direction determining means for determining a change direction for
The at least one of the distance from the driver's eye point to the front pillar in the planned vehicle and the spread angle of the front pillar with respect to the front view direction is improved based on the stored contents of the second storage means. Second change direction determining means for determining a change direction for
The notification means also notifies the change direction determined by the angle change direction determination means.
A vehicle planning support system characterized by this. In any one of Claims 1 thru | or 3,
The standard occupant and the larger physique occupant and the standard physique for the distance from the driver's eye point to the front pillar in the planned vehicle and the front pillar spread angle with respect to the front view direction, respectively. A vehicle planning support system, wherein the first evaluation value and the second evaluation value are determined for at least three types of physiques, including a small petite physique.

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