JP6455384B2 - Vehicle information presentation device - Google Patents

Description

  The present invention relates to a vehicle information presentation device that presents the behavior of a vehicle to an occupant in advance.

  2. Description of the Related Art Conventionally, there has been known a method of detecting a traveling direction of a vehicle with a navigation device and presenting the traveling direction of the vehicle by giving a sense of touch to an occupant with an actuator provided on a seat (see Patent Document 1).

JP 2009-115553 A

  However, with the technology of Patent Document 1, a driver who easily coordinates his / her attitude with respect to the behavior of the vehicle is presented with known information, which is annoying.

  An object of the present invention is to accurately present information on the behavior of a vehicle and suppress annoyance to an occupant.

  In the present invention, based on the posture cooperation degree of the occupant calculated by the cooperation degree calculation unit, the posture support control unit determines the advance support start time by the posture support unit.

  According to the present invention, since the support start time by the attitude support unit is determined in advance according to the attitude coordination degree of the occupant with respect to the behavior of the vehicle, the behavior of the vehicle is more accurately presented to the occupant. An annoyance is suppressed.

(A) is a top view which shows the example which a vehicle provided with the information presentation apparatus for vehicles concerning the 1st Embodiment of this invention turns right, (b) is a case where posture cooperation degree is low at the time of the right turn of (a) (C) is an operation state diagram showing an operation state of the posture support unit when the degree of posture cooperation is high at the time of the right turn of (a). (A) is a front view showing the posture of the occupant when the posture coordination degree is low at the time of right turn in FIG. 1 (a), and (b) is a case where the posture coordination degree is high at the time of right turn of FIG. 1 (a). It is a front view which shows a passenger | crew's attitude | position. It is a block diagram of the information presentation device for vehicles concerning a 1st embodiment. It is a flowchart which shows the control method of the vehicle information presentation apparatus concerning 1st Embodiment. It is a correlation diagram of posture cooperation degree and prior support start time. (A) is a correlation diagram between the vehicle state feature (steering angle) and the support operating amount, and (b) is a correlation diagram between the vehicle state feature (turning path size) and the support operating time. It is a flowchart in case the driving | running | working state feature-value of a vehicle is the inertial force containing the lateral G at the time of vehicle turning, and the front-back G at the time of acceleration / deceleration. (A) is a correlation diagram between the maximum vehicle G and the support operation amount, and (b) is a correlation diagram between the vehicle G duration and the support operation time. This relates to the case where the vehicle performs a brake operation when turning right. (A) is a plan view corresponding to FIG. 1 (a), (b) is an operational state diagram corresponding to FIG. 1 (b), and (c) is a diagram. It is an operation state figure corresponding to 1 (c). This relates to the case where the vehicle performs a brake operation when turning right, (a) is a front view corresponding to FIG. 2 (a), and (b) is a front view corresponding to FIG. 2 (b). This relates to a case where the vehicle performs a brake operation when turning right. (A) is a side view showing the posture of the occupant when the degree of emphasis is low, and (b) is a side view showing the posture of the occupant when the degree of emphasis is high. is there. This relates to the case where the vehicle accelerates in the intersection after decelerating. (A) is a plan view corresponding to FIG. 1 (a), and (b) is an operational state diagram corresponding to FIG. 1 (b) or (c). It is. It is a block diagram of the information presentation apparatus for vehicles concerning a 2nd embodiment of the present invention. It is a flowchart which shows the control method of the vehicle information presentation apparatus concerning 2nd Embodiment. A graph showing an example in which weighting for the posture support amount is performed in accordance with a difference between a start timing of a prior posture support for a change in the posture of the occupant in the left-right direction and a start timing of the previous posture support for a posture change of the occupant in the front-rear direction. It is.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

  The vehicle information presentation apparatus according to the first embodiment of the present invention is mounted on an autonomous driving vehicle that automatically performs acceleration / deceleration and steering of the vehicle. The vehicle information presentation apparatus according to the first embodiment is applied, for example, when the vehicle 1 during automatic driving makes a right turn at an intersection 5 on a road 3 as shown in FIG. FIG. 1A shows a state in which the vehicle 1 travels on a route in the order of 1A, 1B, and 1C.

  As the vehicle 1 approaches the intersection 5, the brake is operated, and the steering is steered in the intersection 5. At this time, the occupant moves to the front of the vehicle when the brake is operated, and moves to the left when the steering is steered, for example, with respect to the posture seated on the seat of the stopped vehicle. The posture seated on the seat of the vehicle in a stopped state is a state in which the center axis in the vertical direction of the occupant is in the vertical direction and is not tilted left and right.

  FIG. 2 is a view of the posture of the occupant 9 seated on the seat 7 as seen from the front of the vehicle. FIG. 2A shows a comparison of the occupant 9 to the left (right in FIG. 2) in the direction of travel when the vehicle 1 turns to the right, as shown by the solid line position with respect to the one-dot chain line (vertical line) position. It shows a state of being inclined greatly. FIG. 2B shows a state where the occupant 9 is slightly tilted with respect to the one-dot chain line (vertical line) position as shown by the solid line position when the vehicle 1 turns right.

  FIG. 2A shows a case where the occupant 9 does not fully grasp the state in which the vehicle 1 during automatic driving turns right. In this case, the occupant 9 determines the degree of cooperation of the driving posture with respect to the behavior of the vehicle 1 (hereinafter referred to as the following). , Mainly referred to as attitude coordination). On the other hand, FIG. 2 (b) shows a case where the occupant 9 is well aware of the state in which the vehicle 1 during automatic driving turns right. In this case, the occupant 9 has a high degree of posture cooperation with respect to the behavior of the vehicle 1. It will be.

  The seat 7 includes a seat cushion 11 and a seat back 13, and posture support portions 15 and 17 are built in the left and right sides of the seat back 13. The posture support parts 15 and 17 are comprised by the bag body like an airbag, for example, a sheet | seat surface rises by supplying air to the said bag body, and gives the passenger | crew 9 a tactile sense by the raised part. The posture support units 15 and 17 apply a pressing force to the occupant 9 so as to counter the posture change of the occupant 9 due to the behavior of the vehicle 1 when giving a sense of touch to the occupant 9.

  In the present embodiment, the operation start timing of the posture support units 15 and 17 is controlled in accordance with the posture cooperation degree with respect to the vehicle behavior of the occupant 9.

  FIG. 2 shows the left and right posture support portions 15 and 17 with respect to the right and left posture movement during steering. For posture movement in the front-rear direction during deceleration and acceleration of the vehicle 1, as shown in FIG. 11 to be described later, the posture support portion 39 provided in the front portion of the seat cushion 11 and the width direction of the seat back 13 ( This corresponds to the posture support unit 41 located in the center (in the direction orthogonal to the paper surface in FIG. 11).

  The vehicle information presentation device according to the first embodiment has a configuration as shown in the block diagram of FIG. The traveling state detection unit 21 detects the traveling state of the vehicle 1 such as the speed and steering angle of the vehicle 1. The speed of the vehicle 1 is detected by a speed sensor, and the steering angle is detected by a steering angle sensor. The surrounding situation detection unit 23 detects, for example, a road situation on a route on which the vehicle 1 travels from a navigation device. Furthermore, the surrounding state detection unit 23 detects an obstacle on the travel route on which the vehicle 1 travels from a detector such as an infrared sensor.

  The vehicle behavior calculation unit 25 calculates the future behavior of the vehicle 1 from the traveling state detected by the traveling state detection unit 21 and the surrounding state detected by the surrounding state detection unit 23. The future behavior of the vehicle 1 includes an acceleration / deceleration state or a turning state. In the acceleration / deceleration state, an inertial force in the front-rear direction (front-rear G) is applied to the occupant 9. In the turning state, an inertial force (lateral G) in the left-right direction is applied to the occupant 9.

  The posture detection unit 27 detects the posture of the occupant 9 seated on the seat 7 of the vehicle 1. For example, the posture of the occupant 9 is detected by taking an image of the occupant 9 seated by a camera installed in the front part of the passenger compartment. At that time, a change in the position of the head of the occupant 9 is detected. The cooperation degree calculation unit 29 determines the cooperation degree of the current posture of the occupant 9 with respect to the behavior of the vehicle 1 from the posture of the occupant 9 detected by the posture detection unit 27 and the future behavior of the vehicle 1 calculated by the vehicle behavior calculation unit 25. Is calculated.

  The calculation of the degree of cooperation of the current posture of the occupant 9 with respect to the behavior of the vehicle 1 includes the current posture of the occupant 9 corresponding to the future behavior of the vehicle 1 and the ideal posture of the occupant 9 corresponding to the future behavior of the vehicle 1. And based on. The ideal posture of the occupant 9 is given to the left side when the occupant turns the steering wheel in the normal operation mode (manual operation) instead of the automatic operation and turns right, for example, as shown in FIG. This is the natural driving posture when the posture is moved to the right against the inertial force, that is, the posture that the driver will take during manual driving. In such an ideal driving posture, it becomes easy to cope with a shift from automatic driving to manual driving.

  Data of the ideal posture of the occupant 9 corresponding to the behavior of the vehicle 1 described above is stored in advance in a memory (not shown) of the electronic control unit (ECU) 35 shown in FIG. The electronic control unit (ECU) 35 includes a vehicle behavior calculation unit 25, a cooperation degree calculation unit 29, a running state feature amount calculation unit 31, and an attitude support control unit 33.

  The traveling state feature amount calculating unit 31 calculates the traveling state feature amount of the vehicle 1 from the future behavior of the vehicle 1 calculated by the vehicle behavior calculating unit 25. The traveling state feature amount includes an inertial force generated in the vehicle 1 during traveling, a steering angle of the steering, the speed of the vehicle 1, and the length of the turning route.

  The posture support control unit 33 determines the support start time by the posture support units 15 and 17 from the posture cooperation degree calculated by the cooperation degree calculation unit 29.

  Next, the operation of the vehicle information presentation apparatus according to the present embodiment will be described with reference to the flowchart of FIG. The traveling state detection unit 21 detects the traveling state of the vehicle (step S1), and the surrounding state detection unit 23 detects a road state or an obstacle on the route on which the vehicle travels (step S2). Further, the posture detection unit 27 detects the posture of the occupant 9 seated on the seat 7 of the vehicle 1 (step S3).

  Subsequently, the vehicle behavior calculation unit 25 calculates the future behavior of the vehicle 1 from the driving state detected by the driving state detection unit 21 and the peripheral state detected by the peripheral state detection unit 23 (step S4). It is determined whether the behavior is large (step S5). For example, when the inertial force (lateral G) generated when the vehicle 1 turns to the right as shown in FIG. 1A is 0.1 G or more, it is determined that the behavior of the vehicle 1 is large.

  When the behavior of the vehicle 1 is not large in step S5 described above, the posture support control unit 33 does not operate the posture support units 15 and 17 and does not perform posture support for the occupant 9 (step S6). That is, when the vehicle 1 turns right as shown in FIG. 1A and the lateral G acting on the occupant 9 is a small value less than 0.1 G, the occupant 9 is in a case where the degree of posture cooperation is low. Even if it exists, since a posture change may be small, posture support becomes unnecessary.

  On the other hand, when the behavior of the vehicle 1 is large in step S5, that is, when the vehicle 1 turns to the right as shown in FIG. 1A, the lateral G acting on the occupant 9 is a large value that is 0.1 G or more. In this case, the posture support control unit 33 supports the posture of the occupant 9 by operating the posture support unit 15.

  When the posture support control unit 33 operates the posture support unit 15, the cooperation degree calculation unit 29 calculates the posture of the occupant 9 detected by the posture detection unit 27 and the future behavior of the vehicle 1 calculated by the vehicle behavior calculation unit 25. The current attitude coordination degree of the occupant 9 with respect to the behavior of the vehicle 1 is calculated (step S7). In addition, the traveling state feature amount calculation unit 31 calculates the traveling state feature amount of the vehicle 1 from the future behavior of the vehicle 1 calculated by the vehicle behavior calculation unit 25 (step S8).

  The attitude support control unit 33 is configured such that the cooperation degree calculation unit 29 has the current attitude of the occupant 9 corresponding to the future behavior of the vehicle 1 (corresponding to the solid line position in FIG. 2) and the occupant corresponding to the future behavior of the vehicle 1. The support start time by the posture support unit 15 is determined from the posture cooperation degree calculated based on the ideal posture of 9 (step S9). The support start time here is a prior support start time before the attitude support unit supports when the behavior of the vehicle 1 occurs. In this case, the greater the amount of difference between the current posture and the ideal posture, the earlier the support start time.

  As shown in FIG. 5, the advance support start time by the posture support unit 15 is earlier as the posture cooperation degree is lower and later as it is higher. As shown in FIG. 2 (a), when the degree of posture cooperation is low, the posture support unit 15 is activated early, so that the occupant 9 can make the vehicle turn right even if it was not initially predicted. Information can be presented and predicted. Thereby, the passenger | crew 9 can suppress the attitude | position movement to the left side by the right turn of the vehicle 1, and can take the stable attitude | position.

  Conversely, when the degree of posture cooperation is high as shown in FIG. 2B, it can be said that the occupant 9 predicts to some extent that the vehicle turns to the right. For this reason, even if the operation start timing of the posture support unit 15 is delayed later than when the posture cooperation degree is low, the posture movement of the occupant 9 to the left side due to the right turn of the vehicle 1 can be suppressed small, and thus a stable posture is taken. be able to. If the posture support unit 15 is activated early when the degree of posture cooperation is high as in the case of low posture, the occupant 9 will be presented with known information in advance, and will feel annoyed. .

  FIGS. 1B and 1C show the operating state of the posture support unit 15 over time. FIG. 1B corresponds to FIG. 2A where the degree of posture cooperation is low, and prior support is started at time t1. FIG. 1C corresponds to FIG. 2B where the degree of attitude cooperation is high, and prior support is started at time t2 which is later by time T than time t1. The advance support start time is the start time of air supply to the bag body of the posture support unit 15 described above. Time t3 is the time for stopping the supply of air to the bag, and there is a prior support section from time t1 to time t3. The time t4 is the time when the supplied air starts to be released, and the actual support that the posture support unit 15 supports when the behavior of the vehicle 1 (right turn) occurs at least before the time t3 reaches the time t4. There is a section. Thereafter, the release of air is continued until time t5 and t6.

  Further, the cooperation degree calculation unit 29 of the present embodiment is stored in advance in a memory serving as a storage unit corresponding to the current posture of the occupant 9 corresponding to the future behavior of the vehicle 1 and the future behavior of the vehicle 1. It calculates based on the ideal attitude | position of the passenger | crew 9 who exists. Based on the posture cooperation degree calculated in this way, the posture support control unit 33 increases the advance support start time as the difference amount between the current posture and the ideal posture is larger. Thereby, accurate information presentation can be performed and annoyance can be suppressed more reliably.

  In this way, the posture support control unit 33 determines the advance support start time by the posture support unit 15 from the posture cooperation degree calculated by the cooperation degree calculation unit 29. Further, as shown in the flowchart of FIG. 4, the posture support control unit 33 controls the posture support amount by the posture support unit 15 from the running state feature amount of the vehicle 1 calculated by the driving state feature amount calculating unit 31 (step). S10).

  The posture support amount includes the amount of air (operating amount) supplied to the above-described bag of the posture support unit 15 and the time during which air is supplied (operating time). As shown in FIG. 6A, the operation amount corresponds to a case where the running state feature amount is, for example, a steering angle. As the steering angle becomes larger, the operation amount (air supply amount) is increased. The steering angle may be replaced with the curvature of the curve in the turning path.

  As shown in FIG. 6B, the operation time corresponds to a case where the running state feature amount is, for example, the length of a curve in the turning route of the vehicle 1. The operation time (air supply time) is lengthened as the length of the turning path becomes larger.

  When the support start time is advanced as shown in FIG. 1B, the air supply stop time to the bag body is the same time t3 as when the support start time is delayed. The operating time is increased by time T compared to the case where the operation is delayed. Further, when the support start time is advanced as shown in FIG. 1B, air is supplied for a time T longer than when the support start time is delayed, so the air supply amount per unit time is the same. As a result, the amount of operation increases as compared with the case of slowing down.

  Thus, when the future running state feature amount of the vehicle 1 is large, the operation amount of the posture support unit 15 is increased and the operation time is lengthened to increase the posture support amount. As a result, the information on the future behavior of the vehicle 1 is more accurately presented to the occupant 9.

  In the present embodiment, the posture detection unit 27 detects the posture of the occupant 9 based on the position change of the head of the occupant 9 seated on the seat 7. Such a change in the position of the passenger's head can be easily detected by installing a camera in the front part of the passenger compartment, for example.

  In addition, the posture detection unit 27 can detect the posture of the occupant 9 based on a change in pressure applied to the seat 7 on which the occupant 9 is seated. In this case, a plurality of pressure sensors are embedded in the seat cushion 11 of the seat 7. For example, when the vehicle 1 turns to the right as shown in FIG. 1A, the weight of the occupant 9 is greater on the left side, so the detection value of the pressure sensor installed on the left side in the vehicle width direction of the seat cushion 11 is the vehicle width direction. It becomes larger than the detection value of the pressure sensor installed on the right side.

  When the vehicle 1 accelerates or decelerates, the weight of the occupant 9 is increased rearward or forward. Therefore, the detection value of the pressure sensor installed on the rear side or the front side of the seat cushion 11 is installed on the front side or the rear side. It becomes larger than the detection value of the pressure sensor. Therefore, the posture of the occupant 9 can be easily detected by a change in pressure applied to the seat 7 on which the occupant 9 is seated.

  In the case of the inertial force including the lateral G at the time of turning of the vehicle and the front and rear G at the time of acceleration / deceleration as the running state feature amount of the vehicle 1 calculated by the running state feature amount calculation unit 31, the processing of the flowchart shown in FIG. 7 is performed. The That is, in the calculation of the running state feature amount in step S8 of FIG. 4, as shown in FIG. 7, the calculation of the maximum G (inertial force) applied to the vehicle 1 (step S71), and Calculation of the duration time of G given to the vehicle 1 is performed (step S72).

  From the maximum vehicle G calculated by the running state feature amount calculation unit 31, the posture support control unit 33 determines the operation amount of the posture support amount by the posture support unit 15 (step S73). As shown in FIG. 8A, the operating amount of the posture support unit 15 increases as the maximum vehicle G increases.

  Further, from the G duration calculated by the running state feature amount calculation unit 31, the posture support control unit 33 determines an operation time out of the posture support amount by the posture support unit 15 (step S74). As shown in FIG. 8B, the operation time of the posture support unit 15 increases as the G duration time increases.

  In this way, by increasing the amount of operation as the maximum G applied to the vehicle 1 increases, it is possible to suppress a change in posture due to the large G being applied to the occupant 9 and ensure a stable posture, and the information presentation device As more reliable. Further, by increasing the operating time as the G duration time applied to the vehicle 1 is increased, it is possible to suppress a change in posture due to the G being applied to the occupant 9 for a long time, and to ensure a stable posture. As more reliable.

  In the present embodiment, the running state feature amount is at least one of an inertial force generated in the vehicle 1 during traveling, a steering angle of a steering provided in the vehicle 1, and a speed of the vehicle 1. Therefore, the posture support control unit 33 can determine the amount of operation of the posture support unit 15 using any one of inertial force, steering angle, and vehicle speed as the running state feature amount.

  9 to 11 show a case where the oncoming vehicle 37 approaches from the opposite lane when turning right, and the vehicle 1 is temporarily stopped in the intersection 5 by a brake operation, as compared with FIGS. In this case, in addition to the posture support portion 15, a posture support portion 39 provided at the front portion of the seat cushion 11 is used.

  9 (b) and 9 (c), the movement of the posture support unit 15 shown in FIG. 10 is the same as that in FIGS. 1 (b) and 1 (c). That is, prior support is started at time t1 when the posture cooperation degree of FIG. 10A is low, and prior support is started at time t2 when the posture cooperation degree of FIG. 10B is high.

  With respect to the posture support unit 39, since the brake is operated in this example, the vehicle 1 is decelerated. Therefore, as shown in FIG. To move forward. FIG. 11A shows a state in which the upper body of the occupant 9 is tilted relatively large forward as indicated by the solid line position with respect to the one-dot chain line position when the vehicle 1 decelerates. FIG. 11B shows a state in which the upper body of the occupant 9 is slightly tilted forward as shown by the solid line position with respect to the one-dot chain line position when the vehicle 1 decelerates.

  FIG. 11A shows a case where the occupant 9 does not know the state in which the vehicle 1 is decelerating, and the occupant 9 has a low attitude coordination degree with respect to the behavior of the vehicle 1. On the other hand, FIG. 11B shows a case where the occupant 9 is well aware of a state in which the vehicle 1 is decelerating, and the occupant 9 has a high degree of posture cooperation with respect to the behavior of the vehicle 1.

  FIG. 9B corresponds to FIG. 11A where the degree of posture cooperation is low, and the posture support unit 39 starts prior support at time t11. FIG. 9C corresponds to FIG. 11B in which the degree of posture cooperation is high, and the posture support unit 39 starts prior support at time t12 which is later by time T2 than time t11. The advance support start time is the start time of air supply to the above-described bag body of the posture support unit 39 as in the posture support unit 15. Time t13 is the time for stopping the supply of air to the bag, and there is a prior support section from time t11 to time t13. The time t14 is the time when the supplied air starts to be released, and the actual support section supported by the posture support unit 39 when the behavior (deceleration) of the vehicle 1 occurs at least before the time t13 reaches the time t14. Exists. Thereafter, air is released until time t15, t16.

  Thus, even when the vehicle 1 is braked and the occupant 9 receives inertial force forward, when the degree of attitude coordination is low, the attitude support unit 39 is activated earlier than when it is high, thereby presenting information. Is made accurately, and the feeling of trouble for the occupant 9 is suppressed.

  Also, the posture support amount including the amount of air supplied to the bag of the posture support unit 39 (operating amount) and the time during which air is supplied (operating time) is high when the posture coordination degree is low. Than much. Thereby, the information on the future behavior of the vehicle 1 is more accurately presented to the occupant 9, and it becomes more difficult to feel bothered.

  FIG. 12 shows a case where the oncoming vehicle 37 passes the vehicle 1B after the vehicle 1 decelerates as shown in FIG. In this case, after time t4, which is the release timing of the air supplied by the posture support unit 15, air is supplied again to the bag body of the posture support unit 15 at time t7. Note that FIG. 12B does not consider the posture cooperation degree.

  Air is supplied to the bag body of the posture support unit 15 until time t8, and air is released at time t9. Time t9 is a point in time when the vehicle 1 finishes the turning operation at the intersection 5 and shifts to straight running. Air release ends at time t10.

  As described above, when the vehicle 1 stopped in the intersection 5 accelerates and further restarts the right turn operation, the posture support unit 15 is operated again, so that even after the movement in the intersection 5 starts. The information presentation becomes accurate and the posture of the occupant 9 is stabilized.

  Since the acceleration operation is performed at this time, the posture support portion 41 provided on the rear seat back 13 may be operated together with the posture support portion 15. Thereby, information presentation becomes more accurate and the posture of the occupant 9 becomes more stable.

  A vehicle information presentation apparatus according to a second embodiment of the present invention will be described with reference to FIGS. As shown in FIG. 13, in the vehicle information presentation device according to the second embodiment, the traveling state feature amount computing unit 31 </ b> A corresponding to the traveling state feature amount computing unit 31 in FIG. In addition, a front-rear direction feature amount calculation unit 45 is included.

  The left-right direction feature value calculation unit 43 calculates the left-right direction travel state feature value of the vehicle 1 from the future behavior of the vehicle 1 calculated by the vehicle behavior calculation unit 25. The left-right direction running state feature amount is an inertial force generated in the left-right direction (vehicle width direction) with respect to the vehicle 1, and is calculated from, for example, the steering angle of the steering and the curvature of the curve of the turning route.

  The front-rear direction feature amount calculation unit 45 calculates the front-rear direction travel state feature amount of the vehicle 1 from the future behavior of the vehicle 1 calculated by the vehicle behavior calculation unit 25. The front-rear direction running state feature amount is an inertial force generated in the front-rear direction with respect to the vehicle 1 and is calculated from, for example, the acceleration or deceleration of the vehicle 1.

  Furthermore, the vehicle information presentation device according to the second embodiment is provided with a feature amount determination unit 47 and a support amount weighting unit 49 in addition to the vehicle information presentation device of FIG. The feature amount determination unit 47 determines the occurrence timing of each behavior of the vehicle 1 in the left-right direction and the front-rear direction having the respective running state feature amounts in the left-right direction and the front-rear direction, and the size of each traveling state feature amount.

  The support amount weighting unit 49, when the feature amount determination unit 47 determines that the occurrence time of each of the left and right and front and rear behaviors is the same period, or the occurrence start due to the difference in the size of the right and left and front and rear feature amounts Depending on the timing, at least one of the left and right support amounts and the front and rear support amounts in the prior support section is weighted. The left and right support amounts are due to the posture support portions 15 and 17, and the front and rear support amounts are due to the posture support portions 39 and 41. If it is not the same time, weighting is not performed.

  When the generation timings of the left and right and front and rear behaviors are the same period, the vehicle 1 has a traveling path in which the left and right direction and the front and rear direction are generated simultaneously as the posture change of the occupant 9 due to the future behavior of the vehicle 1.

  When the behavior of the vehicle 1 in the left-right direction and the front-rear direction occurs at the same time, for example, the vehicle 1 as shown in FIG. It is a case where the time to do overlaps. When the generation times of the left and right and front and rear support overlap, it is difficult for the occupant 9 to understand what information is presented and it may be bothersome. Therefore, in the present embodiment, the amount of support in the prior support section is weighted to make the presented information easy to understand.

  Next, the operation of the vehicle information presentation apparatus according to the second embodiment will be described with reference to the flowchart of FIG.

  Steps S1 to S4 are substantially the same as those in the first embodiment shown in FIG. In step S4, the future behavior of the vehicle 1 is calculated. At this time, both the left and right and front and rear behaviors are calculated. In step S50, it is determined whether the left and right and front and rear vehicle behaviors are both large. For example, when the inertial force (lateral G and front and rear G) generated when the vehicle 1 decelerates while turning as shown in FIG. Is determined to be large.

  If at least one of the left and right and front and rear vehicle behaviors is not large, it is determined whether one of the left and right and front and rear vehicle behaviors is large (step S141). The determination of the magnitude of the vehicle behavior at this time is based on 0.1 G as described above.

  After the determination of the magnitude of the vehicle behavior in step S141, it is the same as that of the first embodiment shown in FIG. That is, when the vehicle behavior is not large, the posture support unit is not operated (step S6), and when the vehicle behavior is large, the posture support unit is operated (steps S7 to S10).

  If it is determined in step S50 that both the left and right and front and rear vehicle behaviors are large, the maximum lateral G1 and the maximum front and rear G2 in the travel route are calculated (step S142). Thereafter, according to the calculated values of maximum lateral G1 and maximum front and rear G2, at least one of the left and right and front and rear support amounts P1 and P2 in the previous support section is weighted (step S143).

  For example, if the maximum lateral G1 is larger than the maximum front and rear G2, the support amount of either of the left and right posture support units 15 and 17 in the previous support section is weighted. Thereby, the passenger | crew 9 will receive the information presentation that the lateral G is provided more than the front-back G in advance, and an annoyance feeling is suppressed.

  In FIG. 15, the weight of the posture support amount in the prior support section is weighted to the difference between the posture support start time for the posture change of the occupant 9 in the left-right direction and the posture support start time for the posture change of the occupant 9 in the front-rear direction. An example to be performed according to this will be shown.

  In the example of FIG. 15, prior front and back support is started at time t01, and prior left and right support is started at time t02 later than the front and back support. Here, with respect to the left and right support for which support is to be started later, the two-dot chain line indicating the support amount corresponding to the feature amount calculated by the feature amount determination unit 47 is negatively weighted so as to be the support amount indicated by the solid line. Yes.

  The weighting period is a section in which the left and right support and the front and rear support overlap from the time t01 to the time t03. The left and right support amount P1 is gradually increased from time t01 to time t03, and is substantially constant after time t03. The support amount P2 of the front and rear support is gradually increased from time t02 to time t04 including the weighting interval, and is substantially constant after time t04.

  Regarding the left and right support, the period from time t01 to t03 when the amount of support increases includes a section in which information is presented in advance to the occupant 9 that a lateral G will be generated. Similarly, with respect to the front and rear support, the period from time t02 to t04 when the support amount increases includes a section in which information is presented in advance to the occupant 9 that front and rear G will occur.

  Regarding the left and right support, the support section from time t03 to t05 when the support amount becomes substantially constant is pressed against the occupant 9 so as to oppose the lateral G with a larger support amount than the prior support section. Similarly, with respect to the front and rear support, the support section from time t04 when the support amount becomes substantially constant to t06 is pressed against the occupant 9 to oppose the front and rear G with a larger support amount than the prior support section.

  In the example of FIG. 15, by giving a negative weight to the left and right support that starts later, a relatively larger amount of support is given to the front and rear support that starts first in the overlapping portions of the prior support section. become. As a result, even when the left and right support and the front and back support occur at the same time, the passenger 9 can easily understand what information is presented, and it is difficult to feel bothered.

  As another example of weighting the support amount in the prior support section, the number of times that the vehicle 1 passes through a section (traveling route) in which a change in the left-right direction and a change in the front-rear direction of the occupant 9 occur simultaneously increases. The amount of weighting decreases.

  For example, for the route that turns right at the intersection 5 shown in FIG. 9A, the number of times the vehicle 1 passes is counted by the navigation device, and the weighting amount is increased each time the intersection 5 is turned right as the count number increases. Decrease. If the route that makes a right turn at the same intersection 5 is passed many times, the occupant 9 can grasp the prior support amount even if there is no relatively large difference between the left and right and front and rear. For this reason, about the path | route which passes a plurality of times, the information presentation with respect to the passenger | crew 9 becomes more accurate by reducing the amount of weighting every time it passes, and the passenger | crew 9 becomes difficult to feel bothersome.

  Note that the prior support section described with reference to FIG. 15 corresponds to a period until the vehicle 1 starts a steering operation or a brake operation. That is, the prior support section is a section in which the steering operation or the brake operation is not performed, and the steering operation or the brake operation is started in an actual support section in which each subsequent support amount is substantially constant. By the advance support section, the occupant 9 is presented with information in advance.

  As mentioned above, although embodiment of this invention was described, these embodiment is only the illustration described in order to make an understanding of this invention easy, and this invention is not limited to the said embodiment. The technical scope of the present invention is not limited to the specific technical matters disclosed in the above embodiment, but includes various modifications, changes, alternative techniques, and the like that can be easily derived therefrom.

  For example, in each of the above-described embodiments, the right turn of the vehicle 1 has been described, but the present invention can also be applied to the left turn. When the vehicle 1 turns left, the posture support portion 17 on the right side in the vehicle width direction shown on the left side in FIGS. 2 and 10 is operated.

  In each of the above-described embodiments, when a tactile sensation is given to the occupant 9 as the posture support unit, air is supplied to the bag body such as an airbag. However, the tactile sensation is given to the occupant 9 using an actuator. May be.

  A differential value of inertial force (G) may be used as the running state feature amount of the vehicle 1, and the control signal for operating the attitude support unit includes a pulse signal, an impulse signal, or a proportional signal.

DESCRIPTION OF SYMBOLS 1 Vehicle 7 Seat 9 Crew 15, 17, 39, 41 Posture support part 21 Running state detection part 23 Peripheral condition detection part 25 Vehicle behavior calculation part 27 Posture detection part 29 Cooperation degree calculation part 31, 31A Running state feature-value calculation part 33 Posture support controller

Claims (10)

A running state detection unit for detecting the running state of the vehicle;
A surrounding situation detection unit that detects a surrounding situation of a travel route on which the vehicle travels;
A vehicle behavior calculation unit that calculates a future behavior of the vehicle from a traveling state detected by the traveling state detection unit and a peripheral state detected by the peripheral state detection unit;
An attitude detection unit for detecting the attitude of an occupant seated on the seat of the vehicle;
A degree-of-cooperation calculating unit for calculating the degree of cooperation of the occupant with respect to the behavior of the vehicle from the attitude of the occupant detected by the posture detecting unit and the future behavior of the vehicle calculated by the vehicle behavior calculating unit;
A posture support unit that is provided in the seat and supports the posture of the occupant by applying a pressing force to the occupant so as to counter the posture change of the occupant due to the behavior of the vehicle;
A posture support control unit that determines a prior support start time before the posture support unit supports when the behavior of the vehicle occurs, based on the posture cooperation level calculated by the cooperation level calculation unit. A vehicle information presentation device. From a future behavior of the vehicle calculated by the vehicle behavior calculation unit, a driving state feature amount calculation unit that calculates a driving state feature amount of the vehicle,
2. The vehicle information presentation according to claim 1, wherein the posture support control unit controls a support amount by the posture support unit based on a vehicle driving state feature amount calculated by the driving state feature amount calculating unit. apparatus.   The degree-of-cooperation calculating unit calculates the degree of attitude coordination based on a current occupant attitude corresponding to the future behavior of the vehicle and a pre-stored occupant attitude corresponding to the future behavior of the vehicle. The vehicle information presentation device according to claim 1, wherein the vehicle information presentation device is calculated.   In the case of having a travel route in which the left-right direction and the front-rear direction occur simultaneously as the posture change of the occupant due to the future behavior of the vehicle, with respect to the prior support by the posture support unit, 4. The vehicle information presentation device according to claim 1, wherein any one of the weights is weighted.   5. The vehicle information presentation according to claim 4, wherein the weighting for the support amount in advance is performed according to a difference in a size between the running state feature amount in the left-right direction and the running state feature amount in the front-rear direction. apparatus.   The weighting for the support amount in advance is performed according to a difference between a support start time for a change in posture of the occupant in the left-right direction and a start time of support for a change in posture of the occupant in the front-rear direction. 4. The vehicle information presentation device according to 4.   7. The amount of prior weighting is reduced as the number of times the vehicle passes through a route in which a change in posture of the occupant in the left-right direction and a change in posture in the front-rear direction occurs simultaneously. The vehicle information presentation device according to any one of the above.   The vehicle information presentation device according to claim 1, wherein the posture detection unit detects the posture of the occupant based on a change in position of a head of the occupant seated on the seat.   8. The vehicle information presentation device according to claim 1, wherein the posture detection unit detects the posture of an occupant based on a change in pressure applied to a seat on which the occupant is seated. 9. .   10. The travel state feature amount is at least one of an inertial force generated in the vehicle during travel, a steering angle of a steering wheel provided in the vehicle, and a vehicle speed. The vehicle information presentation device according to any one of the above.

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