JP6303681B2 - Crew attitude control device - Google Patents

Description

  The present invention relates to an occupant posture control device.

  2. Description of the Related Art Conventionally, there has been known a technique for teaching a traveling direction of a vehicle by detecting the traveling direction of the vehicle with a navigation device and giving a sense of touch to an occupant using an actuator (see, for example, Patent Document 1).

JP 2009-115553 A

  At the time of getting on the vehicle, an inertial force generated based on the acceleration is added to the body of the occupant along with the vehicle motion such as acceleration / deceleration and turning motion, and the posture of the occupant is disturbed. In particular, a non-driving occupant tends to have an excessive change in posture as compared with a driving occupant, and the posture of the occupant tends to be disturbed.

  In the method described in Patent Document 1, the information taught to the occupant is the traveling direction of the vehicle and feedforward control. For this reason, the technique described in Patent Document 1 has a problem that it is not possible to easily correct the disturbance of the posture of the occupant accompanying the vehicle motion.

  In view of the above problems, an object of the present invention is to provide an occupant posture control device that can easily correct turbulence of an occupant posture associated with vehicle motion.

An occupant posture control apparatus according to an aspect of the present invention detects a vehicle acceleration and a change amount of the occupant posture, and the detected change amount of the occupant posture with respect to the detected change in acceleration is greater than a predetermined change amount. Whether or not the occupant's posture control is necessary is determined depending on whether or not it is excessive. Occupant attitude control apparatus, when it is determined that the required occupant attitude control, so as to correct the disturbance of the occupant's posture due to changes in the detected acceleration, to grant tactile to the occupant.

  ADVANTAGE OF THE INVENTION According to this invention, the passenger | crew attitude | position control apparatus which can correct | amend easily the disturbance of the passenger | crew's attitude | position accompanying a vehicle motion can be provided.

FIG. 1 is a block diagram showing an example of the configuration of an occupant posture control apparatus according to an embodiment of the present invention. FIG. 2A to FIG. 2C are schematic diagrams for explaining posture changes of the driving occupant and the non-driving occupant accompanying the vehicle motion. FIG. 3 is a schematic diagram showing an example of the posture detection means according to the embodiment of the present invention. FIG. 4A is a schematic diagram showing changes in the pitch angle of the upper part of the occupant's body, and FIG. 4B is a graph showing the relationship between the pitch angle of the occupant's upper part of the body and the vehicle longitudinal acceleration. FIG. 5A is a schematic diagram showing changes in the roll angle of the upper part of the occupant's body, and FIG. 5B is a graph showing the relationship between the roll angle of the upper part of the occupant's body and the vehicle lateral acceleration. FIG. 6A to FIG. 6C are schematic diagrams respectively showing examples of tactile sensation providing means according to the embodiment of the present invention. FIG. 7 is a flowchart for explaining an example of the occupant posture control method according to the embodiment of the present invention. FIG. 8 is a schematic diagram illustrating an example of a configuration according to a first modification of the embodiment of the present invention. FIG. 9A is a schematic diagram showing an example of a configuration according to a second modification of the embodiment of the present invention, and FIG. 9B is a second modification of the embodiment of the present invention. It is the schematic for demonstrating the attitude | position detection method which concerns on. FIG. 10 is a schematic diagram illustrating an example of a configuration according to a third modification of the embodiment of the present invention. FIG. 11A to FIG. 11C are schematic diagrams respectively showing another example of the configuration according to the third modification of the embodiment of the present invention. FIG. 12 is a schematic diagram illustrating an example of a configuration according to a fourth modification example of the embodiment of the present invention. FIG. 13A and FIG. 13B are schematic diagrams for explaining an intermediate object according to a fourth modification of the embodiment of the present invention. FIG. 14 is a block diagram illustrating an example of a configuration of an occupant posture control apparatus according to a fifth modification of the embodiment of the present invention. FIG. 15 is a flowchart for explaining an example of an occupant posture control method according to the fifth modification of the embodiment of the present invention. FIG. 16 is a graph for explaining the body control logic according to the sixth modification of the embodiment of the present invention. FIG. 17 is a flowchart for explaining an example of an occupant posture control method according to a sixth modification of the embodiment of the present invention.

  Next, embodiments of the present invention will be described with reference to the drawings. In the following description of the drawings, the same or similar parts are denoted by the same or similar reference numerals.

  The occupant posture control device according to the embodiment of the present invention can be mounted on a general vehicle. As shown in FIG. 1, an occupant posture control device according to an embodiment of the present invention includes an acceleration detection means (acceleration detection sensor) 2 for detecting acceleration accompanying vehicle motion, and an attitude detection means for detecting the occupant posture ( (Attitude detection sensor) 3, tactile sense imparting means (actuator) 4 capable of imparting a tactile sensation to the occupant, and the actuator 4 based on the acceleration detected by the acceleration detection sensor 2 and the posture of the occupant detected by the posture detection sensor 3. An electronic control unit (ECU) 1 for controlling is provided.

  Here, the problem to be solved by the occupant posture control device according to the embodiment of the present invention will be described more specifically. FIG. 2A shows a state in which the driving occupant 21 and the non-driving occupant 22 are seated on the seats 31 and 32 in the passenger compartment, respectively. The posture change accompanying the vehicle motion differs between the driving occupant 21 and the non-driving occupant 22. This is because the driving occupant 21 can predict the inertial force on the body accompanying the vehicle motion in advance, and can easily control the posture by holding the operation system, particularly the steering device.

  For example, during braking / driving, acceleration occurs in the vehicle front-rear direction, and inertia force is applied to the driving occupant 21 and the non-driving occupant 22 in the direction opposite to the direction in which the acceleration is generated. At this time, the forward or backward tilt angle of the upper part of the body of the non-driving occupant 22 changes more greatly than the driving occupant 21. FIG. 2B shows a state during braking, and an inertial force F1 is applied to the driving occupant 21 and the non-driving occupant 22 in front of the vehicle. At this time, the forward tilt angle Φ2 of the upper body of the non-driving occupant 22 changes more greatly than the forward tilt angle Φ1 of the upper body of the driving occupant 21.

  Further, a lateral acceleration is generated during turning, and an inertial force corresponding to the lateral acceleration is applied to the driving occupant 21 and the non-driving occupant 22. The driver's occupant 21 changes the posture in advance in a direction that resists the direction in which the inertial force is applied, usually using gripping of the steering device or the like. On the other hand, since the non-driving occupant 22 cannot accurately know the timing of the turning motion, passive body motion occurs due to the addition of inertial force. Furthermore, once the body motion is generated, the steering device is not gripped, so that the posture change tends to be excessive. FIG. 2C shows a state when turning right, and an inertial force F2 is applied in the left direction of the vehicle. At this time, the inclination angle Φ4 of the upper body of the non-driving occupant 22 is more likely to change than the inclination angle Φ3 of the upper body of the driving occupant 21.

  As described above, when the vehicle rides, an inertial force is constantly applied to the occupant's body along with the vehicle motion such as acceleration / deceleration and turning motion, and the posture of the non-driving occupant is particularly disturbed. For this reason, the longer the boarding time, the greater the load on the posture control of the occupant accumulates as a physical and mental fatigue load, and generates negative effects such as fatigue, discomfort and anxiety with respect to vehicle movement. . In addition, it is known that the difference between the vehicle motion and the body posture motion causes a mismatch in perception among sight, motion sensation, somatic sensation, and the like, and causes car sickness. In order to suppress such adverse effects caused by the occupant's posture disturbance, the embodiment of the present invention provides a sense of touch to the occupant so that the occupant's posture disturbance accompanying the vehicle motion can be easily corrected. By giving it, information for posture control is presented.

  The acceleration detection sensor 2 shown in FIG. 1 detects the longitudinal acceleration and lateral acceleration of the vehicle. The posture detection sensor 3 detects the posture of the occupant in a direction that matches the direction of acceleration detected by the acceleration detection sensor 2. The occupant's posture detected by the posture detection sensor 3 includes, for example, an angle (hereinafter also referred to as “pitch angle”) formed by the occupant's upper body (head) in the vertical direction in the vehicle longitudinal direction, and the occupant's upper body. Either or both of an angle (hereinafter also referred to as “roll angle”) formed by the (head) and the vertical direction in the vehicle width direction are included. As the posture detection sensor 3, an optical camera, an ultrasonic sensor, or the like can be used. As shown in FIG. 3, the posture detection sensor 3 is fixed near the ceiling of the vehicle interior of the vehicle 10 so that the heads or chests of the occupants 22 and 23 that are subject to posture control are within the imaging region 3 a.

  The ECU 1 shown in FIG. 1 includes a central processing unit (CPU), a memory, and a microcontroller having an input / output unit. The ECU 1 executes a computer program installed in advance to thereby function as a plurality of pieces of information that function as an occupant posture control device. A processing unit is configured. The plurality of information processing units of the ECU 1 includes a determination unit 11, a correction unit 12, and a control unit 13.

  The determination unit 11 determines whether or not the occupant posture control is necessary based on the acceleration accompanying the vehicle motion detected by the acceleration detection sensor 2 and the occupant posture detected by the posture detection sensor 3.

  For example, as shown in FIG. 4A, consider a case where inertial forces F11 and F12 are applied in accordance with vehicle braking and driving, and the forward or backward tilt angle Φ11 of the upper part of the occupant 22 changes. Even if the occupant 22 is a non-driving occupant whose posture change is likely to be excessive, the posture change occurs anyway, although the posture change is reduced by the three-dimensional posture support mechanism such as the seat 32.

  When the rigidity of the posture support mechanism (seat) 32 is considered to be a constant value, the posture change amount that can be absorbed by the posture support mechanism 32 has a substantially linear relationship with the magnitude of the inertial force (acceleration). When this linear relationship is established between the posture change amount and the inertial force (acceleration), or when the posture change amount is smaller than the linear relationship with respect to the inertial force (acceleration), the body posture of the occupant 22 is It is considered that the vehicle movement is substantially synchronized. On the other hand, if the posture change amount is excessive and deviates from this linear relationship with the magnitude of the inertial force (acceleration), the posture of the body is disturbed that cannot be absorbed by the posture support mechanism 32. I can judge.

  Therefore, from the seat characteristics including the rigidity of the posture support mechanism 32, the magnitude of the inertial force (acceleration) when the occupant 22 is riding in a general posture and the posture change amount that can be absorbed by the posture support mechanism 32. The relational expression is obtained in advance and stored in the storage means of the ECU 1. The determination unit 11 reads out this relational expression from the storage unit of the ECU 1 and uses it to determine whether or not the body posture control of the occupant 22 is necessary.

  FIG. 4B shows the relationship between the vehicle longitudinal acceleration during braking and driving and the pitch angle of the upper part of the occupant's body. The acceleration on the horizontal axis in FIG. 4B is positive in the front of the vehicle, and the pitch angle on the vertical axis is in the positive direction on the front of the vehicle. The straight lines L11 and L12 shown in FIG. 4B are expressed by a relational expression between the posture change amount that can be absorbed by the posture support mechanism 32 and the magnitude of the inertial force (acceleration), and indicate a proportional relationship. .

  Since the body posture is supported on the back surface of the seat 32 during driving, the posture change amount that can be absorbed by the seat 32 is larger than that during braking. For this reason, as shown in FIG. 4B, the straight lines L11 and L12 have different slopes, although they are common in terms of linear characteristics during braking and during driving.

  In FIG. 4B, when the amount of change in the pitch angle of the upper part of the occupant 22 is on the straight lines L11 and L12 or in a region (non-control region) smaller than the straight lines L11 and L12, the body posture itself is the vehicle. It can be determined that the movement is substantially synchronized. On the other hand, when the amount of change in the pitch angle of the upper part of the occupant 22 is in an excessive region (control region) beyond the straight lines L11 and L12, the posture of the body cannot be absorbed by the posture support mechanism 32. It can be judged that it has occurred.

  Therefore, the determination unit 11 sets a control region and a non-control region using a relational expression between the acceleration and the posture change amount, and is detected by the posture detection sensor 3 with respect to the acceleration detected by the acceleration detection sensor 2. It is determined whether or not the pitch angle of the upper part of the occupant 22 is in the control region (is in the non-control region). For example, as shown in FIG. 4B, when the pitch angle Φ11 and the acceleration a1 are detected during braking, the position P11 corresponding to the pitch angle Φ11 and the acceleration a1 is in the control region and is absorbed by the posture support mechanism 32. It is thought that the posture of the body that cannot be solved is generated. Therefore, the determination unit 11 determines that the posture control of the occupant 22 is necessary.

  Further, with respect to the vehicle turning motion, as shown in FIG. 5A, a case where inertia forces F21 and F22 are applied in the vehicle lateral direction and the roll angle Φ21 of the upper body of the occupant 22 changes is considered. FIG.5 (b) shows the relationship between the lateral acceleration at the time of turning exercise | movement, and the roll angle of a passenger | crew's upper body. The acceleration on the horizontal axis in FIG. 5B is the positive direction in the vehicle right direction, and the roll angle on the vertical axis is the positive direction in the vehicle left direction. The straight lines L21 and L22 shown in FIG. 5B are expressed by a relational expression between the posture change amount that can be absorbed by the posture support mechanism 32 and the magnitude of the inertial force (acceleration), and show a proportional relationship. Yes. As shown in FIG. 5B, the change in the roll angle caused by the lateral acceleration can be considered as being substantially symmetrical in the left-right direction.

  The determination unit 11 determines whether or not the roll angle detected by the attitude detection sensor 3 is in the control region (whether it is in the non-control region) with respect to the acceleration detected by the acceleration detection sensor 2. For example, as shown in FIG. 5B, when the roll angle Φ21 and the acceleration a2 are detected, the position P21 corresponding to the pitch angle Φ21 and the acceleration F21 is in the control region and cannot be absorbed by the posture support mechanism 32. It is thought that the posture of the body is disturbed. Therefore, the determination unit 11 determines that control of the posture of the occupant 22 is necessary.

  In FIGS. 4B and 5B, the relationship between the inertial force (acceleration) and the posture change is shown as a linear relationship, but the relationship is not necessarily a linear relationship depending on the seat characteristics and the like. In that case, a control area and a non-control area may be set using a polynomial or a functional expression.

  The correction unit 12 illustrated in FIG. 1 calculates a correction direction and a correction amount for controlling (correcting) the posture of the occupant 22. For example, as illustrated in FIG. 4B, the correction unit 12 calculates a direction (vehicle rear) in which the pitch angle Φ11 of the upper part of the occupant 22 is returned to the straight line L11 as the correction direction. The correction unit 12 further calculates a difference between the pitch angle Φ11 and the pitch angle Φ12 on the straight line L11 as a correction amount. Note that the correction amount may be larger than the difference between the pitch angles Φ11 and Φ12 because the pitch angle Φ11 of the upper part of the occupant 22 only needs to be in the non-control region.

  Moreover, the correction | amendment part 12 calculates the direction (vehicle right direction) which returns roll angle (PHI) 21 of the body upper part of the passenger | crew 22 on the straight line L21 as a correction direction, as shown in FIG.5 (b). The correction unit 12 further determines a difference between the pitch angle Φ21 and the pitch angle Φ22 on the straight line L21 as a correction amount. Since the roll angle Φ21 of the upper part of the occupant 22 only needs to be in the non-control region, the correction amount may be larger than the difference between the pitch angles Φ21 and Φ22.

  The control unit 13 illustrated in FIG. 1 outputs a control signal for controlling the actuator 4 based on the acceleration detected by the acceleration detection sensor 2 and the correction direction and correction amount calculated by the correction unit 12.

  The actuator 4 gives the occupant a tactile sensation so as to correct the disturbance of the occupant's posture due to the change in acceleration detected by the acceleration detection sensor 2. For example, the actuator 4 generates vibration according to a control signal from the control unit 13 and presents the posture correction direction and the correction amount calculated by the correction unit 12 to the occupant 22. In addition, the actuator 4 generates vibration according to a control signal from the control unit 13, and presents the direction and magnitude of the inertial force generated based on the acceleration detected by the acceleration detection sensor 2 to the occupant 22. Also good. The type of information presented by the actuator 4 can be set in advance by the occupant 22 or the like.

  For example, as shown in FIG. 6A, the actuator 4 includes a pair of vibrators 4 a and 4 b that are built symmetrically on the back of the seat 32. When turning the vehicle, one of the vibrators 4a and 4b is vibrated to present the vehicle left direction or the right direction as the correction direction to the back of the occupant 22. It can be set in advance by the occupant 22 or the like whether the occupant 22 understands which of the left or right direction of the vehicle is presented when any of the vibrators 4a and 4b is vibrated. For example, when turning right, by vibrating the right vibrator 4a toward the front of the vehicle, the right direction of the vehicle can be presented to the occupant 22 as the correction direction. In the case of presenting the direction of the inertial force generated based on the acceleration detected by the acceleration detection sensor 2, the left side vibrator 4b is vibrated toward the front of the vehicle when turning right, thereby The vehicle left direction can be presented to the occupant 22 as the direction.

  Further, at the time of acceleration / deceleration, the vibrators 4a and 4b are vibrated with a vibration pattern different from the vibration pattern at the time of vehicle turning so as to be distinguished from the time of vehicle turning, and the vehicle front or rear as the direction of correction or inertia force. Is presented to the occupant 22. For example, the front of the vehicle is presented to the occupant 22 by simultaneously operating both the vibrators 4a and 4b, and the rear of the vehicle is presented to the occupant by alternately operating the vibrators 4a and 4b.

  Further, the vibrators 4a and 4b can present the correction amount to the occupant 22 by changing the magnitude of the vibration intensity (amplitude or vibration period) according to the correction amount calculated by the correction unit 12. . For example, the vibrators 4a and 4b increase the vibration intensity as the correction amount increases. It should be noted that the vibrators 4a and 4b have a large inertia force by changing the magnitude of the vibration intensity (amplitude or vibration cycle) according to the magnitude of the inertia force generated based on the acceleration detected by the acceleration detection sensor 2. This can be presented to the occupant 22.

  Further, as shown in FIG. 6B, a pair of vibrators 4 a and 4 b may be built in the buttocks of the seat 32 and vibration may be applied to the buttocks of the occupant 22. Further, as shown in FIG. 6C, the vibrators 4 a and 4 b may be built in the armrest portions 32 a and 32 b attached to the seat 32, and vibration may be applied to the hand portion of the occupant 22. The configurations shown in FIGS. 6B and 6C also have the same operational effects as the configuration shown in FIG.

  The vibrators 4a and 4b may be simply vibrated, or may be quasi-statically moved to give tactile stimulation to the body contact portion as displacement instead of vibration. The vibrators 4a and 4b may have a drive system such as an electric motor or air pressure, and a temperature change using a heating element may be given as a tactile sense. Moreover, you may give the skin irritation | stimulation by ventilation to skin exposed parts, such as a limb, a neck, a face, and a head, adding a ventilation function. In addition, the type, number, and arrangement position of the tactile sense imparting means 4 such as the vibrators 4a and 4b are not particularly limited as long as they can be presented separately in the vehicle front-rear direction or the vehicle left-right direction.

  Next, an example of the occupant posture control method according to the embodiment of the present invention will be described with reference to the flowchart of FIG.

  In step S10, the acceleration detection sensor 2 detects the acceleration of the current vehicle motion. In step S11, the posture detection sensor 3 detects the current posture of the occupant.

  In step S12, the determination unit 11 determines whether or not the posture of the occupant detected by the posture detection sensor 3 is within a preset control region with respect to the acceleration of the vehicle motion detected by the acceleration detection sensor 2 (non- Whether or not it is necessary to control the posture of the occupant is determined. If it is determined in step S12 that the vehicle is in the non-control region, the process proceeds to step S13, the operation of the actuator 4 is not operated, that is, the occupant posture control is not performed, and the process returns to step S10.

  On the other hand, if it is determined in step S12 that it is in the control region, the process proceeds to step S14. In step S14, the correction unit 12 determines the posture correction direction and the correction amount. In step S <b> 15, the control unit 13 operates the actuator 4 based on the correction direction and correction amount of the occupant posture determined by the correction unit 12 to present the correction direction and correction amount of the posture to the occupant.

  According to the embodiment of the present invention, the occupant can detect the acceleration of the vehicle and correct the occupant's posture disturbance due to the detected change in acceleration, thereby giving the occupant a sense of body posture disorder. Can be easily corrected. Therefore, it is possible to constantly promote posture stability with respect to vehicle motion, particularly for non-driving passengers, and this can lead to a reduction in tiredness and vehicle sickness during riding. Furthermore, when a plurality of occupants are on board, the posture of each occupant is detected, and when the posture should be controlled for each occupant, information is individually given to each occupant. Can communicate.

  In addition, the actuator 4 presents the direction of the inertial force generated based on the acceleration accompanying the vehicle motion to the occupant 22 by tactile sense, so that the occupant 22 can easily determine which direction the body can move to correct the posture disorder. I can grasp it.

  Further, the determination unit 11 determines whether or not the occupant posture control is necessary based on the acceleration accompanying the vehicle motion and the occupant posture, and when it is determined that the occupant posture control is necessary, the actuator 4 By providing tactile sensations, it is possible to allow a certain degree of occupant posture change and avoid troublesomeness in which tactile presentations occur continuously.

  Also, by detecting the posture and acceleration of the occupant in the vehicle left-right direction and the vehicle front-rear direction, any direction in the road surface plane including the vehicle left-right posture change due to turning and the vehicle front-rear direction change due to braking / driving Attitude control can be performed for any attitude change.

  Further, the determination unit 11 sets a control region and a non-control region using a relational expression between the acceleration and the occupant posture, and the occupant posture with respect to the detected acceleration is in the control region or in the non-control region. By determining whether or not, the occupant posture control logic can be realized.

  Further, when the determination unit 11 determines whether or not the occupant's posture deviates from a preset proportional relationship with respect to acceleration and becomes excessive, and when it is determined that the occupant posture deviates from the proportional relationship and becomes excessive, The actuator 4 presents a direction to return the occupant's posture to the proportional relationship to the occupant by tactile sensation, allowing a certain level of posture change, and correcting only when an excessive posture change occurs. Can do. Therefore, even when the posture change of the occupant is small, it is possible to avoid the annoyance in which tactile sensation is continuously generated.

(First modification)
In the first modification of the embodiment of the present invention, instead of using sensors as the acceleration detection means 2 and the posture detection means 3 shown in FIG. 1, as shown in FIG. A case where the function of the electronic device 41 is used will be described. The electronic device 41 can detect the direction and magnitude of the acceleration of the vehicle 10 by an acceleration detection sensor built in the electronic device 41. Further, the posture of the occupants 22 and 23 can be detected using the camera function built in the electronic device 41. The electronic device 41 is arranged so that the heads or upper body parts of the occupants 22 and 23 that are posture control targets are within the imaging range 42.

  According to the first modification of the embodiment of the present invention, the acceleration detection means 2 and the attitude detection means 3 can be easily realized by the general-purpose electronic device 41 without using the sensor fixed to the vehicle 10. . The electronic device 41 can further realize the function of the ECU 1 shown in FIG.

(Second modification)
In the second modification of the embodiment of the present invention, instead of directly measuring the posture change of the occupant as the posture detection means 3, the posture of the occupant is measured by measuring an amount indirectly indicating the pose change of the occupant. A case where the change is estimated will be described. The posture detection means according to the second modification of the embodiment of the present invention is configured by a surface pressure sensor 4c inserted into the seating surface of the seat 31, for example, as shown in FIG. The surface pressure sensor 4c measures the surface pressure center of gravity when the occupant 22 is seated. The surface pressure center of gravity moves as the posture of the occupant 22 changes. Therefore, the posture change amount of the occupant 22 can be estimated from the movement amount of the surface pressure gravity center.

  FIG. 9B schematically shows a method for measuring the center of gravity of the surface pressure by the surface pressure sensor 4c. The rectangular frame in FIG. 9B indicates the range of the surface pressure sensor 4c, and the position P30 indicates the position of the surface pressure center of gravity when there is no posture change of the upper body of the occupant 22. When the upper body of the occupant 22 tilts forward by the pitch angle Φ11, the surface pressure gravity center moves to the position P31. In addition, when the upper body of the occupant 22 is tilted to the left by the roll angle Φ21, the surface pressure gravity center moves to the position P32.

  According to the third modification of the embodiment of the present invention, the posture detecting means 3 is not only directly measured by using an optical means such as a displacement sensor or a camera, but also by using a surface pressure sensor 4c or the like. It is also possible to estimate the posture change of the occupant 22 from the indirect amount change caused by the change.

(Third Modification)
In the third modification of the embodiment of the present invention, as in the first modification, the functions as the acceleration detection means 2, the attitude detection means 3, and the ECU 1 shown in FIG. This is realized by a general-purpose electronic device 51 such as a smartphone or a mobile phone. The electronic device 51 is arranged so that the heads or upper body parts of the occupants 22 and 23 that are posture control targets are within the imaging range 52.

  In the third modification of the embodiment of the present invention, it is further realized by using another electronic device 53 instead of using the actuator fixed to the sheet as the tactile sense imparting means 4. As the electronic device 53, a smart phone, a mobile phone, a controller with a built-in vibration device of a game machine, or the like can be used. The electronic device 51 and the electronic device 53 may be connected by wire, or a non-contact transmission method such as Bluetooth, infrared, or wireless LAN may be used.

  In addition, instead of using an actuator fixed to the seat, a device having a vibration function or a tactile sensation generating function that can be worn by the occupants 22 and 23 may be used as the tactile sense imparting means 4. For example, a face-mounted device 61 such as glasses as shown in FIG. 11A, a head-mounted device 62 such as a hat or wig as shown in FIG. 11B, and FIG. It may be an arm-mounted device 63 as shown. In each of the devices 61, 62, and 63, vibrators 61a, 62a, and 63a are incorporated.

(Fourth modification)
In the fourth modified example of the embodiment of the present invention, as in the first modified example, the functions of the acceleration detecting means 2, the posture detecting means 3 and the ECU 1 shown in FIG. This is realized by an electronic device 71 such as a smartphone or a mobile phone. The electronic device 71 is arranged so that the heads or upper body parts of the occupants 22 and 23 that are posture control targets are within the imaging range 72.

  Further, in the fourth modification of the embodiment of the present invention, it is assumed that the occupant 22 has a toy 73 such as a stuffed toy when the occupant 22 is a small child. Therefore, as shown in FIG. 13A, an actuator 74 as a tactile sensation providing unit may be included in a toy 73, and a tactile sensation may be imparted to the occupant 22 using the toy 73 as a mediating object. The occupant 22 can obtain a tactile sensation due to vibration or fluctuation from the actuator 4 via a mediating object such as a toy 73. The electronic device 71 and the actuator 74 may be connected by wire, or a non-contact transmission method such as Bluetooth, infrared rays, and wireless LAN may be used.

  According to the fourth modification of the embodiment of the present invention, when a tactile sensation is imparted to the occupant 22, an intermediary object such as a toy 73 is used so that the affinity as an interface with the occupant 22 is increased. Can be improved. As shown in FIG. 13 (b), an occupant is provided by moving a movable part 75 via a movable mechanism that can be driven in conjunction with or independently from the actuator 74 by providing a movable object 75 such as a toy 73 with a movable part 75. 22 may present the posture change direction.

(Fifth modification)
As shown in FIG. 14, the occupant posture control apparatus according to the fifth modification of the embodiment of the present invention is further provided with vehicle motion information acquisition means 5 for acquiring schedule information of vehicle motion, as shown in FIG. Different from the configuration of the occupant posture control device shown. As the vehicle movement information acquisition means 5, for example, a steering device, a navigation device, or a vehicle control device can be used. Further, the vehicle motion schedule information acquired by the vehicle motion information acquisition means 5 includes vehicle operation information from the steering device, route and speed information from the navigation device, and vehicle if the vehicle is in an automatic driving or driving support state. This is vehicle operation schedule information from the control device.

  In the fifth modification of the embodiment of the present invention, the determination unit 11 is generated between the present time and a certain time later, based on the schedule information of the vehicle motion acquired by the vehicle motion information acquisition means 5. Predict future vehicle acceleration. Further, the determination unit 11 determines whether or not the current occupant posture detected by the posture detection sensor 3 is in the control region with respect to the future acceleration of the vehicle. As a result, if it is determined that the current occupant's posture is in the control region with respect to the future acceleration of the vehicle, it is presumed that the occupant's posture will be greatly disturbed in the future. It is determined that the occupant's posture needs to be controlled.

  Since the other configuration of the occupant posture control device according to the fifth modification of the embodiment of the present invention is substantially the same as the configuration of the occupant posture control device according to the embodiment of the present invention, a duplicate description Is omitted.

  Next, an example of a method according to a fifth modification of the embodiment of the present invention will be described with reference to the flowchart of FIG.

  In step S20, the vehicle motion information acquisition means 5 acquires schedule information of the vehicle motion. In step S21, the posture detection means 3 detects the current posture of the occupant.

  In step S <b> 22, the determination unit 11 predicts a future acceleration associated with the vehicle motion that occurs between the present time and a certain time later, based on the vehicle motion schedule information acquired by the vehicle motion information acquisition unit 5. Further, the determination unit 11 determines whether or not the current occupant posture detected by the posture detection means 3 is in the control region with respect to the predicted future acceleration. If it is determined in step S22 that it is in the control region, the process proceeds to step S23.

  In step S <b> 23, the correction unit 12 calculates the posture correction direction and the correction amount. In step S24, the control unit 13 operates the actuator 4 to transmit the correction direction and the correction amount to the occupant.

  On the other hand, when it determines with it being in a non-control area | region in step S22, it transfers to step S26. The procedure of steps S26 to S29 is substantially the same as the procedure of steps S12 to S15 in the flowchart of FIG.

  According to the fifth modification of the embodiment of the present invention, the determination unit 11 predicts the future acceleration of the vehicle, and needs to control the occupant posture based on the correlation between the predicted acceleration and the current occupant posture. By determining the presence or absence of the vehicle, direction presentation for future occupant posture control can be started earlier, and the occupant posture control capability can be enhanced.

(Sixth Modification)
In the sixth modification of the embodiment of the present invention, a case will be described in which the posture change speed of the occupant is taken into consideration. If you look only at the current posture of the occupant, even if you are in an area where it is not necessary to return the posture by control (non-control area), if the posture change speed is excessive, the time to adjust your posture Due to the delay, an excessive posture change may occur as a result, and the control region may be reached.

を以下の式（１）に示すように算出する。

Therefore, in the sixth modification of the embodiment of the present invention, the speed of the occupant's posture change is measured or estimated. For example, the determination unit 11 illustrated in FIG. 14 estimates the posture change speed dΦ of the occupant 22 based on the temporal change in the posture of the occupant 22 detected by the posture detection sensor 3. Determining unit 11 further uses the current posture change amount [Phi ₀ and posture change speed d?, Future posture change at the time after just corrected delay time T _[Phi amount

Is calculated as shown in the following equation (1).

The correction delay time _TΦ may be set in advance in consideration of the reaction time delay of human posture control and stored in the storage unit of the ECU 1.

と、加速度検出センサ２により検出された現在の加速度ａ３との対応位置Ｐ４２は制御領域にあるため、判定部１１は乗員姿勢制御が必要と判定する。補正部１２は、将来の姿勢変化量

を直線Ｌ２１上の位置Ｐ４３又は位置Ｐ４３よりも小さく戻すように補正量及び補正方向を算出する。 For example, as shown in FIG. 16, a corresponding position P41 between the current acceleration a3 detected by the acceleration detection sensor 2 and the current posture amount Φ ₀ detected by the posture detection sensor 3 is in the non-control region. On the other hand, the amount of future posture change calculated by the determination unit 11

Since the corresponding position P42 with the current acceleration a3 detected by the acceleration detection sensor 2 is in the control region, the determination unit 11 determines that occupant posture control is necessary. The correction unit 12 calculates the future posture change amount.

The correction amount and the correction direction are calculated so as to return smaller than the position P43 or the position P43 on the straight line L21.

  Next, an example of an occupant posture control method according to a sixth modification of the embodiment of the present invention will be described with reference to the flowchart of FIG.

  Step S30 is the same as step S20, and acquires schedule information of vehicle motion. In step S31, in addition to detecting the occupant posture, the posture detection sensor 3 further detects the change rate of the occupant posture, which is different from the procedure of step S21 shown in FIG. Steps S32 to S38 are substantially the same as steps S22 to S26, S28, and S29 shown in FIG.

In step S36, the processing when it is determined to fall under the non-control region is different from the flowchart shown in FIG. That is, in step S39, the determination unit 11 calculates a future posture change prediction amount after the correction delay time _TΦ using the equation (1). In step S <b> 40, the determination unit 11 determines whether the future posture change prediction amount is in the control region with respect to the current acceleration. When it is determined in step S40 that it is in the control region, the process proceeds to step S33. In step S33, the correction unit 12 calculates the posture correction direction and the correction amount. In step S34, the control unit 13 operates the actuator 4 to present the posture correction direction and the correction amount to the occupant.

  According to the sixth modification of the embodiment of the present invention, the direction presentation for the occupant posture control is started early by determining whether or not the occupant posture control is necessary using the future posture change amount. Can do. As a result, the ability of occupant posture control can be enhanced.

1. Electronic control unit (ECU)
DESCRIPTION OF SYMBOLS 2 ... Acceleration detection means 3 ... Attitude detection means 4 ... Tactile sense provision means 5 ... Vehicle motion information acquisition means 11 ... Determination part 12 ... Correction | amendment part 13 ... Control part

Claims (8)

Acceleration detecting means for detecting the acceleration of the vehicle;
Posture detection means for detecting a change in the posture of the occupant;
A determination unit that determines whether or not the occupant posture control is necessary based on whether or not the detected change amount of the occupant posture relative to the detected change in acceleration is greater than a predetermined change amount;
When said determined necessary attitude control of the occupant by the determining section, to correct the disturbance of the occupant posture due to a change in the detected acceleration, and a tactile addition means for imparting a tactile to the occupant An occupant posture control device comprising:   The occupant posture control device according to claim 1, wherein the tactile sensation providing unit presents the direction of inertia force generated based on the detected acceleration to the occupant by tactile sensation. The occupant posture control device according to claim 1 or 2 , wherein the posture detection means detects the occupant posture by indirectly estimating the occupant posture. The acceleration detecting means detects at least one of a lateral acceleration and a longitudinal acceleration of the vehicle;
The occupant posture control apparatus according to any one of claims 1 to 3, wherein the posture detection unit detects the posture of the occupant in a direction that coincides with the acceleration detected by the acceleration detection unit. The determination unit, by using the relational expression between the acceleration and the occupant attitude, according to any one of claims 1 to 4, characterized in that to determine the presence or absence of need for the occupant attitude control Crew attitude control device. The determination unit determines whether or not the occupant's posture is excessive and deviates from a preset proportional relationship with respect to the acceleration;
The tactile sensation providing means presents a direction to return the occupant's posture to the proportional relationship to the occupant by tactile sensation when it is determined that the tactile sensation deviating from the proportional relationship becomes excessive. Item 6. The occupant posture control device according to any one of items 1 to 5 . The determination unit is
Estimating the future posture of the occupant from the detected rate of change of the posture of the occupant;
Based on the correlation of the detected acceleration and future orientation of the estimated occupant, according to any one of claims 1 to 6, wherein the determining whether it is necessary for the occupant attitude control Occupant posture control device. The determination unit is
Predicting the future acceleration of the vehicle,
The occupant according to any one of claims 1 to 6 , wherein it is determined whether or not posture control of the occupant is necessary based on a correlation between the predicted acceleration and the detected posture of the occupant. Attitude control device.

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