Method and device for identifying the motion sickness critical state of a vehicle occupant

Abstract

The invention relates to a method and a device (10) for recognizing a motion sickness critical state (KS) of a vehicle occupant (30) in a vehicle (20), the recognition being carried out by means of at least one detection device (40) and at least one analysis device (50), wherein, in a first step (S1), at least one physiological characteristic parameter (EK) of the vehicle occupant (30) is detected by means of the detection device (40), wherein, by means of the analysis device (50), a susceptibility value (AF) of the vehicle occupant (30) with respect to the motion sickness critical state (KS) is determined on the basis of the detected characteristic parameter (EK), wherein, in a step (S2) following the first step (S1), at least one motion sickness critical measurement parameter (KM) is monitored by means of at least one monitoring device (80), and wherein, by means of the analysis device (50), the motion sickness critical state (KS) of the vehicle occupant (30) is recognized on the basis of the determined susceptibility value (AF) and the motion sickness critical measurement parameter (KM).

Description

Technical Field

[0001] The present invention relates to a method and a device for recognizing the kinetosekritisch state of a vehicle occupant in a vehicle. Background Art

[0002] A kinetosekritisch state of a vehicle occupant may exist when the vehicle occupant perceives the vehicle movement and this vehicle movement is unusual and / or unforeseeable for the vehicle occupant. In particular, a kinetosekritisch state may exist when the vehicle occupant performs an activity unrelated to driving in the vehicle, such as reading a book or watching a video.

[0003] Vehicle occupants generally have an individual, i.e., vehicle occupant-specific, susceptibility ( or susceptibility) to the occurrence of a kinetosekritisch state. This particularly means that measures for counteracting (Entgegenwirken, or counteracting) the kinetosekritisch state are only important or helpful for certain defined vehicle occupants.

[0004] Patent document WO 2020 / 07407A1 relates to a method and a system for combating motion sickness. In particular, a method for prophylactically recognizing motion sickness is disclosed, wherein the method aims to predict the occurrence of the initial symptoms of motion sickness of a vehicle occupant.

[0005] A method is known from patent document DE 10 2019 003 429A1 for predicting and reducing or avoiding the interference caused to an occupant by motion sickness during the driving operation of a vehicle, wherein the occupant is detected at least by a vehicle camera. Here, the susceptibility of the occupant to kinetosekritisch interference is pre-determined by a questionnaire answered by the occupant. Therefore, the active participation of the vehicle occupant is necessary. Summary of the Invention

[0006] The technical problem to be solved by the present invention is to provide a method and a device that can recognize the kinetosekritisch state of a vehicle occupant in a reliable and robust manner.

[0007] This technical problem is solved by a method and a device for recognizing the kinetosekritisch state of a vehicle occupant in a vehicle.

[0008] The basic idea of the present invention is to determine in a first step the individual (or unique) susceptibility of the vehicle occupant to the kinetosekritisch state, and in a further step, to monitor at least one kinetosekritisch measurement parameter such that the kinetosekritisch state can be recognized based on the determined susceptibility of the vehicle occupant and the kinetosekritisch measurement parameter.

[0009] Therefore, a method is proposed for identifying the motion sickness critical state of a vehicle occupant in a vehicle by means of at least one detection device and at least one analysis device (Detektieren, or detecting).

[0010] The vehicle is particularly used for transporting at least one vehicle occupant, for example, on land, on water, or in the air. The vehicle preferably enables the vehicle occupant to at least partially perceive the environment through a glass plate designed as a window. The vehicle can be designed such that the vehicle can move at least temporarily without a driver, i.e., the vehicle moves autonomously. In particular, the vehicle can be designed such that the at least one vehicle occupant can perform activities independent of driving. The vehicle can include vehicle seats, so that at least one vehicle occupant can sit on the vehicle seat and be strapped in with a seatbelt. The vehicle is preferably a motor vehicle or a car. However, it can also be other types of vehicles.

[0011] The vehicle can include a vehicle coordinate system that is particularly fixed relative to the vehicle. The vehicle coordinate system can include a longitudinal axis, a transverse axis, and a vertical axis (or height axis). The longitudinal axis can be the roll axis of the vehicle. The transverse axis can be the pitch axis of the vehicle. The vertical axis can be the yaw axis of the vehicle. Alternatively or cumulatively, the vertical axis can be parallel and oppositely oriented to the direction of gravity. Directional descriptions such as "up" and "down" and similar descriptions refer to the vertically upward oriented vertical axis. Directional descriptions such as "left" and "right" and similar descriptions refer to the horizontally oriented transverse axis from right to left. Directional descriptions such as "front" and "back" and similar descriptions refer to the longitudinal axis, which is oriented from the rear to the front. In particular, the driving direction of the vehicle can be oriented parallel to the longitudinal axis.

[0012] Furthermore, in order to describe the motion of the vehicle, i.e., the motion of the driving dynamics of the vehicle, a reference coordinate system fixed to the environmental position of the vehicle is used, which also includes a longitudinal axis, a transverse axis, and a vertical axis. When the vehicle moves, the vehicle or the vehicle coordinate system moves relative to the reference coordinate system. The vehicle motion can particularly represent the position, orientation, speed, acceleration, and / or jerk (Ruck, or the change in acceleration per unit time) of the vehicle relative to one or more axes of the reference coordinate system or the vehicle coordinate system. The method is preferably implemented during driving operation. Driving operation refers to the motion of the vehicle.

[0013] A vehicle occupant can be subject to various different movements or forces, which are caused in particular by the movement of the vehicle, for example due to the inertia of the vehicle occupant with respect to the acceleration of the vehicle. The vehicle passenger can perceive the described vehicle movement, for example, via the vestibular organ. In this case, the perception of the vehicle movement can be subjective and related to the individual condition of the vehicle occupant. In particular, this perception can be related to the activities of the vehicle occupant.

[0014] In addition, a vehicle occupant can perform an activity in the vehicle or, in particular, multiple activities simultaneously. Here, a distinction is made in particular between activities related to driving (fahrnah) and activities unrelated to driving (fahrfremd).

[0015] Activities related to driving are activities that enable the vehicle occupant to predict the vehicle movement, in particular with the eyes. For example, the driver of a vehicle can predict the vehicle movement when the driver anticipates an upcoming vehicle movement by means of the movement of the steering wheel used to steer the vehicle. However, if, for example, the co-driver visually perceives the course of the road on which the vehicle movement takes place and thus anticipates the upcoming vehicle movement, the co-driver can also predict the vehicle movement.

[0016] Accordingly, activities unrelated to driving are activities that make it difficult for the vehicle occupant to predict the vehicle movement, in particular with the eyes. In addition, activities unrelated to driving are in particular activities that make it difficult to perceive the vehicle environment, for example when the vehicle occupant reads a book, sleeps or operates operating elements, such as a laptop or an entertainment system.

[0017] If the perception of the environment and / or the prediction of the driving movement becomes difficult, in particular due to activities unrelated to driving, the perception of the driving movement can be rated by the vehicle occupant as unpleasant and can thus reduce the driving comfort of the vehicle occupant. In other words, the vehicle occupant or the human body perceives its movement in space or in the vehicle and analyzes during this process whether the predicted movement corresponds to the perceived movement. If there is a deviation between them, for example due to activities unrelated to driving, this can in particular lead to the occurrence of motion sickness. For the vehicle occupant, motion sickness can manifest itself through physical symptoms, such as drowsiness, lethargy, headache, dizziness or nausea.

[0018] According to the present invention, in a first step, at least one physiological characteristic parameter of a vehicle occupant is detected by a detection device. The first step of the method is preferably carried out when the vehicle occupant starts driving. For example, it is feasible that the vehicle occupant takes a seat in the vehicle and the vehicle starts running. Such a start of driving of the vehicle occupant can be detected by the detection device. The first step of the method is preferably carried out until a predetermined time period has elapsed or a susceptibility value has been determined.

[0019] The physiological characteristic parameter is a characteristic parameter specific to the vehicle occupant, such as the head movement and / or eye movement of the vehicle occupant. In this case, the eye movement can particularly also include the movement and / or size of the eye pupil. However, the body movement of the vehicle occupant, that is, in particular the upper body movement, arm movement and / or leg movement, can also be used as the physiological characteristic parameter. In this case, the described movement particularly refers to the position, orientation, speed, acceleration and / or jerk with respect to one or more axes of the vehicle coordinate system. In particular, the at least one physiological characteristic parameter can also refer to the heart rate or pulse, general body temperature, temperature at at least one specific body part (such as inner ear temperature), body weight, height and / or breathing rate.

[0020] The detection device includes a sensor system, in particular at least one sensor, for detecting at least one physiological characteristic parameter. The detection device preferably includes a plurality of sensors, which can detect various different types of the described physiological characteristic parameters. At least part of the detection device, in particular the sensor, can be arranged movably and / or statically in the vehicle. Here, being movable means that the described part of the detection device can move relative to the vehicle coordinate system. In particular, the movable part of the detection device can be arranged at the vehicle occupant or can be held by the vehicle occupant. Such a movable part of the detection device can be, for example, at least a part of a portable computer. Here, being static means that the described part of the detection device is fixed in position relative to the vehicle coordinate system, that is, cannot move.

[0021] The detection device is preferably designed as a camera and can include at least one optical sensor, such as a CCD or CMOS sensor. However, it is also feasible to use an infrared sensor for detecting heat or body temperature and / or a thermoelectric sensor for detecting heart rate, for example. Other possible sensors are particularly piezoelectric sensors, inductive sensors and / or capacitive sensors, for example for detecting the movement or body weight of the vehicle occupant.

[0022] Of course, the detection device can particularly detect the physiological characteristic parameters of a plurality of vehicle occupants simultaneously. The entire method and device are also applicable to particularly identifying the motion sickness critical states of a plurality of vehicle occupants simultaneously.

[0023] Furthermore, the detection device preferably detects non-physiological characteristic parameters, such as the speed and / or acceleration of a vehicle. In particular, the vehicle movement of the vehicle is detected. For this purpose, the detection device can include, for example, a gyro sensor and / or a piezoelectric sensor for detecting acceleration. The illumination conditions in the vehicle and / or the environment can also be detected by an optical sensor. Acoustic signals can also be detected by a microphone in order to detect, for example, the background noise in the vehicle and / or the environment.

[0024] The detection device or the sensor system is preferably designed to detect such characteristic parameters that allow inferences to be made that are important for the perception of vehicle movement and / or the classification of the activities of vehicle occupants. In particular, various different types of characteristic parameters can be detected by the described sensor system and transmitted to a central computing unit. The detection device can include such a computing unit. The computing unit can be designed as a microcontroller or can include such a microcontroller. In addition, the detection device can include means for signal transmission, in particular wireless signal transmission, of the detected characteristic parameters. In particular, the detection device can transmit the detected characteristic parameters to an analysis device for analysis.

[0025] Furthermore, an analysis device determines a susceptibility value of a vehicle occupant with respect to a motion sickness critical state based on the detected characteristic parameters. The analysis device can include a microcontroller or be designed as such a microcontroller. The analysis device can also include a storage module for storing data, in particular for storing the determined susceptibility value.

[0026] The susceptibility value can be determined from a pre-determined value range and can, for example, represent the individual tendency of a vehicle occupant to exhibit a motion sickness critical state. For example, the value range can include the values "not susceptible", "low susceptible", and "very susceptible". The value range can also be changeable, in particular expandable or contractible, so that the accuracy in determining the susceptibility value can be adjusted.

[0027] In particular, the susceptibility value is used as a value for describing the degree to which a vehicle occupant can predict the vehicle movement. If the analysis device, for example, analyzes that although driving-related activities are detected, the vehicle occupant can still only inadequately predict the vehicle movement, the susceptibility value can be determined as "very susceptible". For example, an inadequate prediction of the driving movement may exist in the following cases, that is, when the detection device detects that the head of the vehicle occupant tilts forward (nicken) during vehicle braking, wherein the detected head movement is greater than a predetermined value, preferably greater than a reference value from a database. In contrast, the susceptibility value can be determined as "insusceptible" in the following cases, that is, although activities unrelated to driving are detected, the vehicle occupant can still adequately predict the vehicle movement. For example, the detection device detects that the head of the vehicle occupant tilts forward during vehicle braking, wherein the detected head movement is less than a predetermined value.

[0028] In a step following the first step, at least one motion sickness critical measurement parameter is monitored by at least one monitoring device.

[0029] The at least one monitoring device is used to monitor the motion sickness critical measurement parameter. Preferably, the detection device and the monitoring device are the same device. However, the detection device and the monitoring device can also be different from each other. This can be beneficial for detecting or monitoring the vehicle occupant, for example, when the vehicle occupant performs various different activities. In particular, the monitoring device has at least a part of the characteristics described for the detection device at the beginning.

[0030] The at least one motion sickness critical measurement parameter is a measurement parameter specific to the vehicle occupant, such as the head movement and / or eye movement of the vehicle occupant. In particular, the at least one motion sickness critical measurement parameter has at least a part of the characteristics described for the at least one physiological characteristic parameter at the beginning. The motion sickness critical measurement parameter and the physiological characteristic parameter are preferably the same parameter, that is, the detection device and the monitoring device detect or monitor the same parameter specific to the vehicle occupant. However, the motion sickness critical measurement parameter and the physiological characteristic parameter can also be different from each other. This can be beneficial for detecting or monitoring the vehicle occupant, for example, when the vehicle occupant performs various different activities.

[0031] Furthermore, the analysis device identifies the motion sickness critical state of the vehicle occupant based on the determined susceptibility value and the motion sickness critical measurement parameter.

[0032] The motion sickness critical state refers to a state that may cause motion sickness in vehicle occupants. For example, such a state can be recognized in the following situations, that is, the susceptibility value of the vehicle occupant is determined to be "highly susceptible" as described in the first method step, and in a further step, when the vehicle brakes, the monitoring device detects that the head of the vehicle occupant tilts forward, wherein the monitored head movement is greater than a predetermined value, for example, greater than the head movement detected in the first step.

[0033] In contrast, for example, a non-motion sickness critical state can be recognized in the following situations, that is, the susceptibility value of the vehicle occupant is determined to be "not susceptible" as described in the first method step, and in a further step, when the vehicle brakes, the monitoring device detects that the head of the vehicle occupant tilts forward, wherein the monitored head movement is less than a predetermined value, for example, less than the head movement detected in the first step.

[0034] In particular, the causal relationship between these method steps is obtained through successive method steps, and this causal relationship advantageously improves the reliability and robustness of the method for identifying the motion sickness critical state.

[0035] There is also the following technical advantage, that is, due to the reliable and robust identification of the motion sickness critical state, it is possible to determine the necessity for enabling vehicle-side auxiliary measures to eliminate the motion sickness critical state based on the determined individual susceptibility of the vehicle occupant and the motion sickness critical measurement parameters.

[0036] In a further embodiment, in a subsequent additional step, a necessity value for enabling at least one vehicle-side auxiliary measure to counteract the motion sickness critical state is determined.

[0037] This necessity value can be determined by an analysis device. Preferably, this necessity value is determined based on the motion sickness critical state, and particularly preferably based on the determined susceptibility value or the detected characteristic parameters and / or the monitored measurement parameters.

[0038] The necessity value can be determined from a value range. This value range can also be changeable, especially expandable or contractible, so that the accuracy when determining the necessity value can be adjusted. Preferably, one or more suitable vehicle-side auxiliary measures are enabled according to the determined necessity value. For this purpose, the analysis device can, for example, transmit a signal to the vehicle, and this signal has information about which suitable vehicle-side auxiliary measure(s) should be enabled. In particular, the value range of the necessity value also includes the possibility of not enabling the auxiliary measure.

[0039] Auxiliary measures on the side of the suitable vehicle can be measures implemented by the vehicle to counteract the motion sickness critical state. For example, the vehicle can include a display device that visually alerts the vehicle occupants to the motion sickness critical state, where preferably the vehicle occupants are required to perform driving-related activities. The measures on the vehicle side can also be measures that tactually alert the vehicle occupants to the motion sickness critical state, such as tightening the seat belt used to secure the vehicle occupants. For this purpose, the vehicle can include an actuator, namely a seat belt motor.

[0040] Thereby, the necessity for enabling the auxiliary measures on the vehicle side can be determined in an advantageous manner. Preferably, unnecessary auxiliary measures can be avoided, thereby advantageously improving the driving comfort of the vehicle occupants.

[0041] In a further embodiment, the value range of the necessity value is binarized, where the value range of the necessity value includes the value "necessary", i.e., it is necessary to enable the auxiliary measures on the vehicle side, and includes the value "unnecessary", i.e., enabling is unnecessary.

[0042] Preferably, the threshold between the two possible values of the value range is determined based on the motion sickness critical state, particularly preferably based on the determined susceptibility value or the detected characteristic parameter and / or the monitored measurement parameter.

[0043] By binarizing the value range, the combinatorial analysis during the implementation of the method can be advantageously simplified because the value range only includes two possible values.

[0044] In a further embodiment, the value range of the susceptibility value is binarized, where the value range of the susceptibility value includes the value "susceptible", i.e., being easily in the motion sickness critical state, and includes the value "not susceptible", i.e., not being easily in the motion sickness critical state, based on the detected characteristic parameter.

[0045] Preferably, the threshold between the two possible values of the value range is determined based on the detected characteristic parameter.

[0046] By binarizing the value range, the combinatorial analysis when determining the susceptibility value can be advantageously reduced because the value range only includes two possible values. Thereby, the method can be simply implemented.

[0047] In a further embodiment, the motion sickness critical state is binarized, where the motion sickness critical state is either "present" or "absent" based on the susceptibility value and at least one motion sickness critical measurement parameter.

[0048] Preferably, the threshold between the two possible values of the value range is determined based on the determined susceptibility value or the detected characteristic parameter and / or the monitored measurement parameter.

[0049] The binarization of the value range can advantageously reduce the combinatorial analysis when identifying the critical state of motion sickness, since the value range only includes two possible values. Thereby, the method can be implemented simply.

[0050] Of course, it can also be considered that the value range of the motion sickness critical measurement parameter is binarized, wherein the value range of the motion sickness critical measurement parameter includes the value "critical", i.e., critical for the occurrence of the motion sickness critical state, and includes the value "non-critical", i.e., not critical for the occurrence of the motion sickness critical state.

[0051] Preferably, the threshold between the two possible values of the value range is determined according to the determined susceptibility value or the detected characteristic parameter.

[0052] The binarization of the value range can advantageously reduce the combinatorial analysis when monitoring the vehicle occupants, since the value range only includes two possible values. Thereby, the method can be implemented simply.

[0053] In a further embodiment, the at least one physiological characteristic parameter and the at least one motion sickness critical measurement parameter are, for example, the head movement and / or eye movement of the vehicle occupant.

[0054] The head movement and / or eye movement can in particular refer to the position, orientation, velocity, acceleration and / or jerk of the head or eyes relative to one or more axes of the vehicle coordinate system or the reference coordinate system.

[0055] The head movement and / or eye movement of the vehicle occupant allows, in particular, a visually perceptible inference of the vehicle occupant's perception of the vehicle movement. Here, the head movement and / or eye movement can also be, for example, at least one physical reaction to the vehicle movement due to inertia. The activity carried out by the vehicle occupant can also be inferred from the head movement and / or eye movement, for example whether the activity is related to driving.

[0056] Preferably, the angle of the detected eye orientation of the vehicle occupant, i.e., the viewing direction, is measured. This angle can be measured, for example, between the vertical axis of the vehicle coordinate system and the viewing direction, wherein the viewing direction lies in a plane perpendicular to the horizontal axis.

[0057] Whether the activity is related to driving can be determined by the analysis device. For this purpose, the analysis device can, for example, determine the angular range of the viewing direction associated with the driving-related activity. For example, this angular range can apply to angles between 70° and 110°. If the angle is less than 70° or greater than 110°, there is an activity unrelated to driving. However, other possibilities for distinguishing between driving-related activities and driving-unrelated activities are also feasible, for example, according to whether the vehicle is driving autonomously.

[0058] In a further embodiment, at least one non-physiological characteristic parameter for determining the susceptibility value and at least one motion sickness critical measurement parameter for monitoring are the vehicle motion of a vehicle.

[0059] The detection or monitoring of the vehicle motion enables, in particular in combination with physiological characteristic parameters or motion sickness critical measurement parameters, a particularly persuasive inference of the vehicle occupants' perception of the vehicle motion. Thus, in particular, the head motion of the vehicle occupants due to the acting vehicle acceleration can be correlated with the detected or monitored vehicle motion.

[0060] The detection or monitoring of the vehicle motion can also be achieved by a camera pointing in the driving direction. Thus, for example, the driving motion can be predicted by a detection device and / or a monitoring device in a learning method, in particular.

[0061] This results in the following technical advantage, that the reliability when implementing the method can be increased, because more information for identifying motion sickness critical states is available for the analysis.

[0062] In a further embodiment, at least one detection device and / or monitoring device comprises at least one movable sensor system.

[0063] Here, movable means that the movable sensor system is able to move relative to the vehicle coordinate system. In particular, the movable sensor system can be arranged at the vehicle occupant or held by the vehicle occupant. Thus, for example, it can be considered that the movable sensor system is part of an entertainment system and / or part of a portable computer. In particular, such an entertainment system and / or portable computer can be part of the vehicle. The movable sensor system is preferably designed as a movable camera.

[0064] Thus, the movable sensor system is able to detect or monitor the vehicle occupants in different ways, in particular from various different perspectives. For example, by means of the movable sensor system, the vehicle occupants can be detected or monitored during activities that cannot be detected or monitored by a stationary sensor system.

[0065] This can advantageously increase the robustness when implementing the method, because more information for identifying motion sickness critical states is available for the analysis.

[0066] In a further embodiment, the analysis device compares (matches, or checks) the detected characteristic parameters and / or motion sickness critical measurement parameters with a database, wherein the database has reference values for the detected characteristic parameters for determining the susceptibility value and / or reference values for the motion sickness critical measurement parameters for monitoring.

[0067] The analysis device can have a signal transmission device, such as an antenna, for communicating with a database.

[0068] The reference values of the database can also include reference ranges. In particular, the reference values can be based on or determined by scientific research. It is also conceivable that the analysis device transmits the detected or monitored characteristic parameters and / or measurement parameters to the database in order to, for example, expand the data set. The reference values can also be adjustable (or adaptable) in order to, for example, adjust the reference values according to the transmitted characteristic parameters and / or measurement parameters. This can in particular be a learning method.

[0069] If the detected or monitored characteristic parameter and / or measurement parameter is, for example, the viewing direction of a vehicle occupant, and the viewing direction is maintained for a certain determined period of time, the reference value can, for example, be a predetermined (reference) period of time. If the detected or monitored period of time is shorter or longer than the reference value, a susceptibility value or a motion sickness critical state is determined based on this comparison.

[0070] Thereby, the accuracy in identifying the motion sickness critical state can be advantageously improved. The adjustability of the method can also be advantageously improved because the reference values are not fixed, i.e., they are adjustable.

[0071] Furthermore, a device for identifying the motion sickness critical state of a vehicle occupant in a vehicle is proposed, which device includes at least one detection device and at least one analysis device.

[0072] According to the invention, the device is designed to detect at least one physiological characteristic parameter of the vehicle occupant by means of the detection device.

[0073] Furthermore, the analysis device determines a susceptibility value of the vehicle occupant for the motion sickness critical state based on the detected characteristic parameter.

[0074] Furthermore, at least one motion sickness critical measurement parameter is monitored by means of at least one monitoring device.

[0075] Subsequently, the analysis device identifies the motion sickness critical state of the vehicle occupant based on the determined susceptibility value and the motion sickness critical measurement parameter.

[0076] Regarding other advantageous design options of the device, full reference is made to the foregoing design options regarding the method. Description of the Drawings

[0077] The invention is explained in detail according to an embodiment. In the drawings:

[0078] Figure 1 A schematic block diagram showing an embodiment of the method according to the invention is shown;

[0079] Figure 2 A schematic side view of a vehicle occupant in a vehicle performing a driving-related activity and a device according to the present invention; and

[0080] Figure 3 A schematic side view of a vehicle occupant in a vehicle performing a non-driving-related activity and a device according to the present invention.

[0081] In the following, the same reference numerals denote elements having the same or similar technical features. Detailed Description

[0082] Figure 1 A schematic block diagram showing the implementation of the method according to the present invention. In a first step S1, a physiological characteristic parameter EK of a vehicle occupant 30 in a vehicle 20 is detected by a detection device 40 (see also Figure 2 ). Subsequently, a susceptibility value AF of the vehicle occupant 30 to a motion sickness critical state KS is determined by an analysis device 50 based on the detected characteristic parameter EK. The analysis device 50 stores the determined susceptibility value AF on a storage module, where the storage module (not shown) is part of the analysis device 50.

[0083] In Figure 1 the illustrated embodiment, the susceptibility value AF either takes the value "susceptible" or the value "not susceptible", i.e., it is binarized.

[0084] After the first step S1 is step S2. Subsequently, in step S2, a motion sickness critical measurement parameter KM is monitored by a monitoring device 80. In Figure 1 the illustrated embodiment, the motion sickness critical measurement parameter KM either takes the value "critical" or the value "non-critical".

[0085] For example, in the case where a driving-related activity is monitored by a forward-directed eye orientation 70 (see Figure 2 ), the motion sickness critical measurement parameter KM takes the value "non-critical". Or conversely, if, for example, it is monitored that the vehicle occupant 30 is in a situation where a non-driving-related activity is recognized by a partially downward-directed eye orientation 70 (see Figure 3 ), then the motion sickness critical measurement parameter KM takes the value "critical".

[0086] If the measurement parameter KM takes the value "critical" or if the monitoring is terminated for other reasons, for example because a preset time period has elapsed, then an analysis is subsequently started by the analysis device 50 based on the determined susceptibility value AF and the motion sickness critical measurement parameter KM.

[0087] If in step S1 the susceptibility value AF of the vehicle occupant 30 has been determined as "susceptible" and in step S2 the motion sickness critical measurement parameter KM has been evaluated as "critical", then a motion sickness critical state KS is thus identified. In contrast, if in step S1 the susceptibility value AF has been determined as "non - susceptible" and in step S2 the motion sickness critical measurement parameter KM is evaluated as "critical", then it is identified that there is no motion sickness critical state KS. Of course, if the measurement parameter KM is evaluated as "non - critical", it is also identified that there is no motion sickness critical state KS.

[0088] In other words, in the described embodiment, the susceptibility value AF must be evaluated as "susceptible" in a necessary manner and the motion sickness critical measurement parameter KM must be evaluated as "critical" in a sufficient manner in order to identify the motion sickness critical state KS in step S2. The analysis device 50 then stores the result of this analysis, i.e., the detected characteristic parameter EK, the susceptibility value AF, the motion sickness critical measurement parameter KM, and the identification of the motion sickness critical state KS on the above - mentioned storage module.

[0089] Therefore, due to the described binarization, the complexity of identifying the motion sickness critical state can be advantageously simplified. In particular, by successively implementing steps S1 and S2, the detected characteristic parameter can relate to a time period different from the monitored motion sickness critical measurement parameter, so that the characteristic parameter and the measurement parameter can be distinguished. In addition, as described above, a logical chain (necessary and sufficient conditions) is established between steps S1 and S2, thereby improving the robustness when identifying the motion sickness critical state KS.

[0090] In a subsequent further step S3, for example, the necessity value NW for enabling at least one vehicle - side auxiliary measure to counteract the motion sickness critical state KS is determined by the analysis device 50. The necessity value NW is determined by the analysis device 50. Based on the stored analysis results of steps S1 and S2, the necessity value NW is determined as "tactile auxiliary measure required", "visual auxiliary measure required", or "no auxiliary measure required".

[0091] If the analysis of steps S1 and S2 shows that the susceptibility value AF is "susceptible" and the measurement parameter KM is "critical", then the necessity value NW is determined as the value "tactile auxiliary measure required". The analysis device 50 can then notify the vehicle 20 to implement a tactile auxiliary measure, for example, by tightening the seat belt 210 of the vehicle seat 200 through an electric seat belt motor (not shown). Thereby, the vehicle occupant 30 sitting on the seat 200 can be tactually made aware of the identified motion sickness critical state KS (see Figure 3 ).

[0092] In contrast, if the analysis in steps S1 and S2 results in a susceptibility value AF of "not susceptible" and a measurement parameter KM of "critical", the necessity value NW can be determined as the value "tactile assistance measures are required". The analysis device 50 can then notify the vehicle 20 to implement visual assistance measures, such as requesting the vehicle occupant 30 to perform driving-related activities, which are displayed via the display device 90 (also see Figure 3 ).

[0093] Thus, the described assistance measures can advantageously counteract the motion sickness critical state KS tactilely or visually, for example when the vehicle occupant 30 performs driving-related activities due to the tactile or visual assistance measures and thus counteracts the motion sickness critical state KS.

[0094] In contrast, if the analysis in steps S1 and S2 results in a susceptibility value AF of "not susceptible" and a measurement parameter KM of "not critical", the necessity value NW can be determined as the value "no assistance measures are required". Thus, the results of steps S1 and S2 ensure that the vehicle occupant 30 is not disturbed by unnecessary assistance measures implemented by the vehicle 20 in step S3, thereby advantageously improving the driving comfort of the vehicle occupant 30.

[0095] Figure 2 Fig. 12 shows a schematic side view of a vehicle 20 having a device 10 for identifying the motion sickness critical state KS of a vehicle occupant 30 in the vehicle 20 according to the invention. The device 10 includes a detection device 40 and an analysis device 50. A vehicle coordinate system 300 fixed to the vehicle includes a longitudinal axis, a transverse axis, and a vertical axis 301, 302, 303. The longitudinal axis 301 points from the rear to the front, particularly in the driving direction of the vehicle 20. The side view of the vehicle 20 shown in Figure 2 is in a plane perpendicular to the transverse axis 302. The vertical axis 303 points from the bottom to the top, particularly in a direction opposite to the direction of gravity.

[0096] The vehicle occupant 30 is sitting on a vehicle seat 200 in the vehicle 20 and is strapped in with a seat belt 210. The orientation 60, 70 or movement of the head and eyes of the vehicle occupant 30 is such that the vehicle occupant 30 looks forward, i.e., in the driving direction.

[0097] The detection device 40 is arranged stationary in the vehicle 20, i.e., fixed in position relative to the vehicle coordinate system 300, in front of and above the vehicle occupant 30. In particular, the detection device 40 includes a camera 41. In addition, the camera 41 is arranged to detect the orientation 60, 70 or movement of the head and eyes of the vehicle occupant 30.

[0098] Through a glass plate designed as a windshield 22, a vehicle occupant 30 can visually perceive the environment 100 outside the vehicle 20. In particular, the vehicle occupant 30 can perceive the road alignment of the road (not shown) on which the vehicle 20 is moving. This enables the vehicle occupant 30 to predict the vehicle movement of the vehicle 20. For example, if the vehicle 20 is approaching a bend, the vehicle occupant 30 can predict the braking of the vehicle 20 and can start a head movement that in particular reduces the forward tilt of the head about the transverse axis 302. Therefore, Figure 2 The illustrated vehicle occupant 30 performs driving-related activities.

[0099] The detected head and eye orientations 60, 70 or head and eye movements are respectively physiological characteristic parameters EK in the Figure 1 method step S1 described, and the physiological characteristic parameters are detected by a camera 41. In particular, the detection device 40 detects the physiological characteristic parameter EK during the above-mentioned braking of the vehicle 20. The detected physiological characteristic parameter EK is transmitted to the analysis device 50 via a signal transmission connection 45. The analysis device 50 then determines a susceptibility value AF based on the detected characteristic parameter EK. For example, if the analysis device 50 determines that the eye movement 70 can achieve the perception of the environment as Figure 2 shown, the susceptibility value AF can be evaluated as "not susceptible". In addition, the analysis device 50 can in particular obtain an analysis that the vehicle occupant 30 is performing driving-related activities, for example because the detected eye movement 70 can achieve the prediction of the driving movement of the vehicle 20.

[0100] In a preferred embodiment, the detection device 40 further includes a gyro sensor (not shown). This sensor can detect the vehicle movement of the vehicle 20 along the axes of the vehicle coordinate system 300, in particular the vehicle acceleration. The detected vehicle acceleration is referred to as a non-physiological characteristic parameter EK and is transmitted to the analysis device 50 together with the physiological characteristic parameter EK via a signal transmission connection 45. Thereby, the analysis device 50 can, for example, associate the vehicle acceleration with the detected head movement 60 and incorporate them into the determination of the susceptibility value AF. In particular, the analysis device can determine to what extent, i.e., for example, by how many degrees relative to a predetermined angle, the vehicle occupant 30 can reduce the forward tilt of the head during the described braking.

[0101] In addition, the analysis device 50 can be connected to a database (not shown) via a wireless connection. The analysis device 50 can compare, for example, a predetermined reference value generated based on scientific research with the detected characteristic parameter EK via the database and thereby advantageously determine the susceptibility value AF with higher accuracy.

[0102] It is also conceivable that this involves a learning method, namely, repeatedly adjusting the susceptibility value AF of the vehicle occupant 30 according to the detected characteristic parameter EK and the reference value provided by the database. In particular, it is conceivable to transmit the detected characteristic parameter EK to the database in order to, for example, improve the accuracy of the reference value.

[0103] Figure 3 It shows that the vehicle occupant 30 in the vehicle 20 is performing an activity unrelated to driving. The vehicle is designed as described in Figure 2 and includes the device 10 according to the invention. The head and eye orientations 60, 70 are at least partially directed downward. In particular, the vehicle occupant 30 is looking at the portable computer 91. Due to this activity unrelated to driving, the vehicle occupant 30 can no longer predict the vehicle movement to the same extent as in the case of activities related to driving.

[0104] The vehicle occupant 30 can in particular perform an activity unrelated to driving after determining the susceptibility value AF. Figure 3 The situation shown in

[0105] In the shown embodiment, the detection device 40 then serves as the monitoring device 80, so that the step S2 described in Figure 1 can follow the first step S1 of the method. The monitoring device 80 includes a camera 41. The monitoring device 80 also includes a movable camera 81, which is part of the portable computer 91. The portable computer 91 can be part of the vehicle equipment of the vehicle 20. Both the stationary camera 41 and the movable camera 81 are arranged such that the orientations 60, 70 or movements of the head and eyes of the vehicle occupant 30 are monitored. When the vehicle occupant 30 looks at the portable computer 91 or the movable camera 81, the size of the eye pupils of the vehicle occupant 30 can preferably be monitored by the movable camera 81. Therefore, the robustness during the implementation of the method can be improved by additional information, especially the size of the eye pupils. In addition, the movable camera 81 is a redundant sensor, thus advantageously improving the reliability during the implementation of the method.

[0106] The detected head and eye orientations 60, 70 or head and eye movements are respectively the motion sickness critical measurement parameters KM in the Figure 1 method step S2 described. The monitored measurement parameters are transmitted to the analysis device 50 via the signal transmission connection 45. Subsequently, the motion sickness critical state KS is identified based on the determined susceptibility value AF and the monitored motion sickness critical measurement parameter KM.

[0107] As inFigure 1 As described in, in a further method step S3, a necessity value NW for implementing vehicle-side assistance measures to counteract the motion sickness critical state KS can be determined. In particular, for example, visual assistance measures can be enabled by a request to perform driving-related activities of the vehicle occupant 30 displayed on the display device 90. Tactile assistance measures can also be considered, which are generated, for example, by tightening the seat belt 210 of the vehicle seat 200 by means of an electric seat belt motor (not shown).

[0108] It should be noted that neither step S1 nor step S2 requires the vehicle occupant 30 to perform driving-related activities (step S1) or non-driving-related activities (step S2) as a prerequisite. In Figure 2 and Figure 3 The activities selected are examples and are used for illustration.

[0109] List of reference numerals

[0110] 10 Device

[0111] 20 Vehicle

[0112] 22 Windshield

[0113] 30 Vehicle occupant

[0114] 40 Detection device

[0115] 41 Camera

[0116] 45 Signal transmission connection

[0117] 50 Analysis device

[0118] 60 Head orientation or movement

[0119] 70 Eye orientation or movement

[0120] 80 Monitoring device

[0121] 81 Movable camera

[0122] 90 Display device

[0123] 91 Portable computer

[0124] 100 Environment

[0125] 200 Vehicle seat

[0126] 210 Seat belt

[0127] 300 Vehicle coordinate system

[0128] 301 Longitudinal axis of the vehicle coordinate system

[0129] 302 Transverse axis of the vehicle coordinate system

[0130] 303 Vertical axis of the vehicle coordinate system

[0131] AF Susceptibility value

[0132] EK Detected characteristic parameter

[0133] KM Motion sickness critical measurement parameter

[0134] KS Motion sickness critical state

[0135] NW Necessity value

[0136] S1 First step

[0137] S2 Another step

[0138] S3 Another step

Claims

1. A method for identifying a motion sickness critical state (KS) of a vehicle occupant (30) in a vehicle (20), said identification being carried out by means of at least one detection device (40) and at least one analysis device (50), characterized in that, in a first step (S1), at least one physiological characteristic parameter (EK) of the vehicle occupant (30) is detected by means of the detection device (40), wherein, based on the detected characteristic parameter (EK), the analysis device (50) determines a susceptibility value (AF) of the vehicle occupant (30) with respect to the motion sickness critical state (KS), wherein, in a step (S2) following the first step (S1), at least one motion sickness critical measurement parameter (KM) is monitored by means of at least one monitoring device (80), wherein, based on the determined susceptibility value (AF) and the motion sickness critical measurement parameter (KM), the analysis device (50) identifies the motion sickness critical state (KS) of the vehicle occupant (30), wherein the susceptibility value is used as a value describing to what extent the vehicle occupant can predict the vehicle motion, and wherein the first step is carried out for as long as a pre-determined period of time has elapsed or the susceptibility value has been determined.

2. The method according to claim 1, characterized in that, In a subsequent further step (S3), a necessity value (NW) for enabling at least one vehicle-side auxiliary measure to counteract the motion sickness critical state (KS) is determined.

3. The method according to claim 2, characterized in that, The value range of the necessity value (NW) is binarized.

4. The method according to any one of the preceding claims, characterized in that, The value range of the susceptibility value (AF) is binarized.

5. The method according to claim 1, wherein The motion sickness critical state (KS) is binarized.

6. The method according to claim 1, wherein The at least one physiological characteristic parameter (EK) and the at least one motion sickness critical measurement parameter (KM) are head movements (60) and / or eye movements (70) of the vehicle occupant (30).

7. The method according to claim 1, wherein At least one non-physiological characteristic parameter (EK) for determining the susceptibility value (AF) and at least one motion sickness critical measurement parameter (KM) for monitoring are vehicle movements of the vehicle (20).

8. The method according to claim 1, characterized in that, The at least one detection device and / or monitoring device (40, 80) comprises at least one movable sensor system (81).

9. The method according to claim 1, wherein The analysis device (50) compares the detected characteristic parameter (EK) and / or the motion sickness critical measurement parameter (KM) with a database, wherein the database has reference values for the detected characteristic parameter (EK) for determining the susceptibility value (AF) and / or reference values for the motion sickness critical measurement parameter (KM) for monitoring.

10. An apparatus (10) for recognizing a motion sickness critical state (KS) of a vehicle occupant (30) in a vehicle (20), comprising at least one detection device (40) and at least one analysis device (50), characterized in that, The device (10) is designed to detect at least one physiological characteristic parameter (EK) of a vehicle occupant (30) by means of the detection device (40), wherein a susceptibility value (AF) of the vehicle occupant (30) with respect to a motion sickness critical state (KS) is determined by an analysis device (50) on the basis of the detected characteristic parameter (EK), wherein at least one motion sickness critical measurement parameter (KM) is monitored by means of at least one monitoring device (80), wherein the analysis device (50) identifies the motion sickness critical state (KS) of the vehicle occupant (30) on the basis of the determined susceptibility value (AF) and the motion sickness critical measurement parameter (KM), wherein the susceptibility value is used as a value which describes to what extent the vehicle occupant is able to predict the vehicle motion, and wherein the first step is carried out for as long as a pre-determined period of time has elapsed or the susceptibility value has been determined.

Images