Vehicle passenger carsickness control method and electronic equipment

Abstract

The invention discloses a vehicle passenger carsickness control method and electronic equipment. The method comprises the steps that the carsickness degree of a passenger is determined according to vehicle parameters and one or more carsickness factors, and at least one carsickness factor is related to human organs; and when the carsickness degree of the passenger is larger than or equal to a carsickness threshold value, the vehicle is controlled to execute anti-carsickness treatment. According to the vehicle parameters and the carsickness factors related to the human organs, the carsickness degree of the passenger is determined, and when the carsickness degree of the passenger is larger than or equal to the carsickness threshold value, the vehicle is controlled to execute the anti-carsickness treatment, so that the carsickness degree of the passenger is comprehensively judged according to the vehicle parameters and the human body condition of the passenger, and the carsickness degree of the passenger is comprehensively judged through multiple dimensions. The accuracy of judging the carsickness degree of the passenger is improved, so that the carsickness degree of the passenger can be reduced by executing the anti-corona treatment, and the comfort of the passenger is improved.

Description

Technical Field

[0001] This invention relates to the field of vehicle-related technology, and in particular to a method for controlling motion sickness in vehicle occupants, electronic devices, storage media, and computer program products. Background Technology

[0002] Passengers in vehicles may experience motion sickness. Motion sickness, also known as kinetosis, is medically termed "motion sickness." Essentially, it arises from conflicting motor information transmitted from the passenger's sensory system to the brain, leading to cognitive confusion and a series of uncomfortable reactions. Its core cause is closely related to the passenger's vestibular system.

[0003] Existing technologies propose calculating occupant head movements based on vehicle status to assess the severity of motion sickness. However, motion sickness is not only related to vehicle status; the in-vehicle environment, human posture, body condition, and individual differences all contribute to it. Therefore, existing technologies that rely solely on vehicle status to determine the severity of motion sickness are inaccurate and cannot effectively control the vehicle to reduce the severity of motion sickness. Summary of the Invention

[0004] Therefore, it is necessary to address the technical problem of the lack of accurate measurement and calculation of occupant vestibular movement in existing technologies by providing a method for controlling motion sickness in vehicle occupants, an electronic device, a storage medium, and a computer program product.

[0005] This invention provides a method for controlling motion sickness among vehicle occupants, comprising: The degree of motion sickness of the occupants is determined based on vehicle parameters and one or more motion sickness factors, at least one of which is related to a human organ. When the degree of motion sickness of the passengers is greater than or equal to the motion sickness threshold, the vehicle is controlled to perform anti-motion sickness measures.

[0006] Furthermore, the control vehicle performs anti-motion sickness measures, including: Control the vehicle to perform vibration damping control, control the vehicle to perform comfort braking control, and / or control the vehicle to perform comfort driving control.

[0007] Furthermore, the controlled vehicle performs vibration damping control, including: Calculate the damping torque based on the wheel end speed and motor speed; The required torque is the sum of the requested torque and the damping torque.

[0008] Furthermore, the calculation of the vibration damping torque based on the wheel end speed and the motor speed includes: The vibration damping torque is calculated as follows: T curr P is the proportional gain, representing the vibration damping torque. For the transmission system torsion, and ,in, This refers to the motor speed. This refers to the transmission gear ratio. This represents the wheel end speed.

[0009] Furthermore, the calculation of the vibration damping torque based on the wheel end speed and the motor speed also includes: The proportional gain is determined using the following formula: K D This is the default gain value.

[0010] Furthermore, the control of the vehicle to perform comfort braking control includes: Reduce the braking force corresponding to the vehicle speed and brake opening.

[0011] Furthermore, the control of the vehicle to perform comfort driving control includes: The correction factor is determined based on the severity of motion sickness; the higher the severity of motion sickness, the larger the correction factor. Calculate the throttle coefficient and multiply it by the correction coefficient to obtain the updated throttle coefficient; The filter coefficients are calculated and divided by the correction coefficients to obtain the updated filter coefficients.

[0012] This invention provides an electronic device, comprising: At least one processor; and, A memory communicatively connected to at least one of the processors; wherein, The memory stores instructions that can be executed by at least one of the processors to enable at least one of the processors to perform the vehicle occupant motion sickness control method as described above.

[0013] The present invention provides a storage medium that stores computer instructions, which, when executed by a computer, are used to perform all the steps of the vehicle occupant motion sickness control method described above.

[0014] This invention provides a computer program product, including a computer program / instruction, which, when executed by a processor, implements the vehicle occupant motion sickness control method as described above.

[0015] This invention determines the degree of motion sickness of passengers based on vehicle parameters and motion sickness factors related to human organs. When the degree of motion sickness is greater than or equal to the motion sickness threshold, the invention controls the vehicle to perform anti-motion sickness measures. Therefore, this invention comprehensively judges the degree of motion sickness of passengers based on vehicle parameters and the physical condition of passengers. By making a comprehensive judgment from multiple dimensions, the accuracy of judging the degree of motion sickness of passengers is improved. Thus, by performing anti-motion sickness measures, the degree of motion sickness of passengers can be reduced and passenger comfort can be improved. Attached Figure Description

[0016] Figure 1 This is a flowchart illustrating a method for controlling motion sickness in vehicle occupants according to an embodiment of the present invention. Figure 2 This is a flowchart illustrating a method for controlling motion sickness in vehicle occupants according to another embodiment of the present invention. Figure 3 This is a schematic diagram illustrating the principle of vestibular movement calculation in the preferred embodiment of the present invention. Figure 4 This is a schematic diagram of vibration suppression control according to the preferred embodiment of the present invention; Figure 5 This is a schematic diagram of the torque curve before vibration suppression; Figure 6 This is a schematic diagram of the torque curve after vibration suppression; Figure 7 This is a schematic diagram of deceleration in one example of the present invention; Figure 8 This is a schematic diagram of the stroke deceleration curves for two modes in one example of the present invention; Figure 9 This is a schematic diagram illustrating the use of correction coefficients in the preferred embodiment of the present invention; Figure 10 This is a schematic diagram of the hardware structure of an electronic device according to the present invention. Detailed Implementation

[0017] The specific embodiments of the present invention will be further described below with reference to the accompanying drawings. Identical components are indicated by the same reference numerals. It should be noted that the terms "front," "rear," "left," "right," "up," and "down" used in the following description refer to directions in the accompanying drawings, while the terms "inner" and "outer" refer to directions toward or away from the geometric center of a specific component, respectively.

[0018] like Figure 1 The diagram shown is a flowchart of a vehicle occupant motion sickness control method according to an embodiment of the present invention, including: Step S101: Determine the degree of motion sickness of the passenger based on vehicle parameters and one or more motion sickness factors, wherein at least one of the motion sickness factors is related to a human organ. Step S102: When the degree of motion sickness of the passenger is greater than or equal to the motion sickness threshold, control the vehicle to perform anti-motion sickness treatment.

[0019] Specifically, this invention can be applied to electronic devices with processing capabilities, such as vehicle controllers. For example, the Electronic Control Unit (ECU) of a vehicle.

[0020] First, step S101 is performed to determine the degree of motion sickness of the occupants based on vehicle parameters and one or more motion sickness factors, wherein at least one of the motion sickness factors is related to a human organ.

[0021] Specifically, the amount of vestibular movement in passengers can be determined based on the vehicle's condition. Then, by combining this with the biological mechanisms of human movement, the degree of motion sickness in passengers can be determined.

[0022] In some embodiments, the degree of motion sickness of a passenger is determined based on vehicle parameters and one or more motion sickness factors, wherein at least one of the motion sickness factors is related to a human organ, including: Obtain vehicle parameters; Calculate the vestibular yaw angle, vestibular pitch angle, and vestibular roll angle based on the vehicle parameters; The vestibular yaw angle, the vestibular pitch angle, and the vestibular roll angle are taken as vestibular motion parameters; Identify one or more motion sickness factors, wherein at least one of the motion sickness factors is associated with a human organ; The degree of motion sickness in passengers is calculated based on vestibular activity and motion sickness factors.

[0023] Vehicle parameters can be obtained through various sensors on the vehicle, including but not limited to: steering angle, wheelbase, track width, vehicle speed, driving mode, and throttle opening. The rudder angle is the steering angle of the steering wheel; Wheelbase is the longitudinal dimension of a vehicle relative to its front and rear axles; The track width is the lateral dimension of the relative positions of the left and right wheels on the same axle of a vehicle; Vehicle speed refers to the speed at which the vehicle is traveling. Driving mode, a driving mode selected by the user. In different driving modes, the drive torque output at the same throttle opening is different; Throttle opening, in gasoline-powered cars it is the accelerator pedal opening, and in electric vehicles (new energy vehicles) it is the accelerator pedal opening.

[0024] Then, based on the vehicle parameters, the vestibular yaw angle (YAW) is calculated as the vestibular yaw angle, the vestibular pitch angle (PITCH) is calculated as the vestibular pitch angle, and the vestibular roll angle (ROLL) is calculated as the vestibular roll angle.

[0025] Vestibular motion includes three dimensions: vestibular yaw angle, vestibular pitch angle, and vestibular roll angle.

[0026] Specifically, based on vehicle parameters, the vehicle yaw angle, vehicle acceleration, and vibration damping factor are calculated. Obtain the occupant's sitting posture and determine the corresponding sitting posture condition factor based on the occupant's sitting posture. Calculate the vestibular yaw angle based on the vibration damping factor, the vehicle yaw angle, and the seating posture factor; Calculate the vestibular pitch angle based on the vibration damping factor, the sitting posture condition factor, and the vehicle acceleration. The vestibular roll angle is calculated based on the vibration damping factor and the sitting posture condition factor.

[0027] The vehicle yaw angle can be obtained using existing yaw angle calculation methods. For example, it can be calculated using IMU integration, kinematic modeling, multi-sensor fusion Kalman filtering, or vision / LiDAR-assisted calculation.

[0028] In some embodiments, calculating the vehicle yaw angle, vehicle acceleration, and vibration damping factor based on vehicle parameters includes: The overall vehicle yaw angle (YAW) is calculated based on the rudder angle, wheelbase, track width, vehicle speed, and driving mode. The braking opening is calculated based on the driving mode, the driving force is calculated based on the driving mode and the throttle opening, and the vehicle acceleration is calculated based on the braking opening and the driving force. The corresponding vibration damping factor is determined based on the driving mode and the occupant head roll angle. Obtain the occupant's sitting posture and determine the corresponding sitting posture condition factor based on the occupant's sitting posture.

[0029] Preferably, the sitting posture condition factors include a first sitting posture condition factor H1, a second sitting posture condition factor H2, a third sitting posture condition factor H3, and a fourth sitting posture condition factor H4. The following are also considered: rear-facing position + front row assignment H1, rear-facing position + back row assignment H2, other positions + front row assignment H3, and other positions + back row assignment H4.

[0030] Then, based on the vibration damping factor, the vehicle yaw angle, and the seating posture factor, the vestibular yaw angle is calculated, including: Determine the yaw angle product coefficient based on the aforementioned posture condition factors; The vestibular yaw angle is calculated as the product of the vibration damping factor, the overall vehicle yaw angle, and the yaw angle product coefficient.

[0031] Specifically, the vestibular yaw angle is calculated as follows: X1 = Y × K100 × R, where X1 is the vestibular yaw angle, Y is the overall vehicle yaw angle, R is the vibration damping factor, and K100 is the yaw angle product coefficient.

[0032] When the sitting posture condition factor is H1, the yaw angle product coefficient K100 is determined to be the product of the first yaw angle coefficient K101 and the second yaw angle coefficient K102, and the vestibular yaw angle is: X1=Y×K101×K102×R; When the sitting posture condition factor is H2, the yaw angle product coefficient K100 is determined as the first yaw angle coefficient K101, and the vestibular yaw angle is: X1=Y×K101×R; When the sitting posture condition factor is H3, the yaw angle product coefficient K100 is determined to be the second yaw angle coefficient K102, and the vestibular yaw angle is: X1=Y×K102×R; When the sitting posture condition factor is H4, the yaw angle product coefficient K100 is determined to be 1, and the vestibular yaw angle is: X1=Y×R.

[0033] The yaw angle product coefficient is determined based on different seating condition factors and can be a first yaw angle coefficient, a second yaw angle coefficient, the product of the two, or 1. The first and second yaw angle coefficients reflect the relationship between the head yaw angle and the vestibular yaw angle. They can be obtained through calibration. For example, when the seating condition factor is H2, the overall vehicle yaw angle, vibration damping factor, and vestibular yaw angle determined by a brain monitor are measured separately. After multiple measurements, the first yaw angle coefficient is calibrated. When the seating condition factor is H3, the overall vehicle yaw angle, vibration damping factor, and vestibular yaw angle determined by a brain monitor are measured separately. After multiple measurements, the second yaw angle coefficient is calibrated.

[0034] In addition, based on the vibration damping factor, the seating posture condition factor, and the vehicle acceleration, the vestibular pitch angle is calculated, including: Determine the pitch angle product coefficient based on the aforementioned sitting posture condition factors; The vestibular pitch angle is calculated as the product of the damping factor and the vehicle acceleration, multiplied by the pitch angle product coefficient.

[0035] Specifically, the vestibular pitch angle is calculated as: X2 = A × K200 × R, where X2 is the vestibular pitch angle, A is the vehicle acceleration, R is the vibration damping factor, and K200 is the pitch angle product coefficient.

[0036] When the sitting posture condition factor is H1, the pitch angle product coefficient K200 is determined to be the product of the first pitch angle coefficient K201 and the second pitch angle coefficient K202, and the vestibular pitch angle is: X2=A×K201×K202×R; When the sitting posture condition factor is H2, the pitch angle product coefficient K200 is determined as the first pitch angle coefficient K201, and the vestibular pitch angle is: X2=A×K201×R; When the sitting posture condition factor is H3, the pitch angle product coefficient K200 is determined as the second pitch angle coefficient K202, and the vestibular pitch angle is: X2=A×K202×R; When the sitting posture condition factor is H4, the pitch angle product coefficient is determined to be 1, and the vestibular pitch angle K200 is: X2=A×R.

[0037] The pitch angle product coefficient is determined based on different sitting posture condition factors and can be a first pitch angle coefficient, a second pitch angle coefficient, the product of the two, or 1. The first and second pitch angle coefficients reflect the relationship between head pitch angle and vestibular pitch angle. They can be obtained through calibration. For example, when the sitting posture condition factor is H2, the first pitch angle coefficient is obtained by measuring the vehicle acceleration, vibration damping factor, and determining the vestibular pitch angle using a brain monitor, after multiple measurements. Similarly, when the sitting posture condition factor is H3, the second pitch angle coefficient is obtained by measuring the vehicle acceleration, vibration damping factor, and determining the vestibular pitch angle using a brain monitor, after multiple measurements.

[0038] Simultaneously, based on the vibration damping factor and the sitting posture condition factor, the vestibular tumble angle is calculated, including: Determine the roll angle product coefficient based on the aforementioned sitting posture condition factor; Identify the head roll angle of the occupants inside the vehicle and determine the vibration damping factor corresponding to the head roll angle of the occupants inside the vehicle. The vestibular tumbling angle is calculated as the product of the head tumbling angle, the sitting condition factor, and the damping factor.

[0039] Specifically, the occupant's head roll angle M (ROLL state) is identified by the indoor camera, and the corresponding vibration damping factor is determined. Then, the vestibular roll angle is calculated as: X3 = M × K300 × R, where X3 is the vestibular roll angle, M is the head roll angle, R is the vibration damping factor, and K300 is the roll angle product coefficient.

[0040] The vibration suppression factor is obtained through calibration. Specifically, during calibration, the vestibular roll value of the occupant is measured by brain monitoring. Under the condition of locking all other motion sickness factors, the motion sickness state is tested by measuring the head roll state of different occupants. The proportional relationship between the head roll and vestibular roll of different occupants is obtained, and this proportional relationship value is the vibration suppression factor. The role of the vibration suppression factor is to clarify the correlation between head roll and vestibular roll motion sickness factors. Then, the above experiment is repeated by changing the vehicle speed, torque, and motor speed fluctuations to obtain the vibration suppression factor corresponding to different occupant head rolls under different vehicle speeds, torques, and motor speed fluctuations. Then, in actual use, since the driving mode determines the torque output corresponding to different accelerator pedal openings at different vehicle speeds, the current vehicle speed, current motor output torque, and current motor speed fluctuations are obtained according to the driving mode. The occupant's head roll angle is also obtained through the in-vehicle camera. Then, by means of, looking up a table, the corresponding vibration suppression factor is obtained for the current vehicle speed, current motor output torque, current motor speed fluctuations, and occupant's head roll angle. The motor speed fluctuation can be obtained by calculating the speed difference over multiple consecutive periods, and then calculating the corresponding speed fluctuation value. The speed fluctuation value can be the variance, standard deviation, or squared difference of the speed over multiple consecutive periods.

[0041] In some embodiments, determining the damping factor corresponding to the roll angle of the occupant's head includes: The corresponding vibration damping factor is obtained by determining the current vehicle speed, current motor output torque, current motor speed fluctuation, and occupant head roll angle.

[0042] When the sitting posture condition factor is H1, the roll angle product coefficient K300 is determined to be the product of the first roll angle coefficient K301 and the second roll angle coefficient K302, and the vestibular roll angle is: X3=M×K301×K302×R; When the sitting posture condition factor is H2, the roll angle product coefficient K300 is determined as the first roll angle coefficient K301, and the vestibular roll angle is: X3=M×K301×R; When the sitting posture condition factor is H3, the roll angle product coefficient K300 is determined to be the second roll angle coefficient K302, and the vestibular roll angle is: X3=M×K302×R; When the sitting posture condition factor is H4, the roll angle product coefficient K300 is determined to be 1, and the vestibular roll angle is: X3=M×R.

[0043] The roll angle product coefficient is determined based on different sitting posture condition factors and can be a first roll angle coefficient, a second roll angle coefficient, the product of the two, or 1. The first and second roll angle coefficients reflect the relationship between the head roll angle and the vestibular roll angle. They can be obtained through calibration. For example, when the sitting posture condition factor is H2, the occupant's head roll angle, vibration suppression factor, and vestibular roll angle determined by a brain monitor are measured separately. After multiple measurements, the first roll angle coefficient is calibrated. When the sitting posture condition factor is H3, the occupant's head roll angle, vibration suppression factor, and vestibular roll angle determined by a brain monitor are measured separately. After multiple measurements, the second roll angle coefficient is calibrated.

[0044] Finally, calculate the vestibular movement amount X = k41×X1 + k42×X2 + k43×X3, where X is the vestibular movement amount, K41 is the first movement amount coefficient, K42 is the second movement amount coefficient, and K43 is the third movement amount coefficient.

[0045] The vestibular system, part of the inner ear, is primarily responsible for sensing head position and movement, thus maintaining balance and coordinating the visual system. The vestibular system refers to the three semicircular canals, utricle, and saccule within the inner ear labyrinth, in addition to the cochlea. These three are collectively known as the vestibular system, which is the body's sensory organ for its own motion and head position in space. When the body rotates or undergoes linear acceleration, changes in velocity (including positive and negative acceleration) stimulate sensory cells in the three semicircular canals or utricle. Vestibular motion quantity, the comprehensive physical result of the vestibular system, includes the pitch angle (pit) from longitudinal movement, the yaw angle (yaw) from lateral movement, and the roll angle (roll) from tumbling movement. The weighted values ​​of these three angles are then calculated to obtain the vestibular motion quantity, representing the overall result of vestibular movement.

[0046] After obtaining the vestibular movement data, one or more motion sickness factors are identified, and at least one of the motion sickness factors is related to human organs and is determined based on the occupant's human biological mechanisms.

[0047] Motion sickness factors include one or more. In some embodiments, motion sickness factors include, but are not limited to: road surface condition factors, dietary condition factors, gender and race condition factors, age condition factors, odor condition factors, noise condition factors, fatigue condition factors, and sitting posture condition factors.

[0048] Then, the degree of motion sickness of the passengers is calculated based on the amount of vestibular movement and motion sickness factors.

[0049] In some embodiments, calculating the degree of motion sickness of a passenger based on vestibular activity and motion sickness factors includes: The vestibular organ factor, proprioceptor factor, and visual organ factor of the inner ear were calculated based on the amount of vestibular movement. Calculate brainstem vestibular factors based on inner ear vestibular organ factors, and calculate parabrachial nucleus factors based on brainstem vestibular factors. Visual cortex factors are calculated based on visual organ factors, and cerebellar factors are calculated based on inner ear vestibular organ factors, proprioceptive factors, brainstem vestibular factors, parabrachial nucleus factors, and visual cortex factors. Calculate cortical autonomic nervous system higher central factors and blood-derived mediator factors based on motion sickness factors, and calculate visceral motor factors based on vestibular movement and motion sickness factors. The solitary nucleus / dorsolateral motor nucleus factor is calculated based on brainstem vestibular factors, parabrachial nucleus factors, cerebellar factors, visceral motor factors, cortical autonomic higher central factors, and blood-derived mediator factors. The higher central factors of emotion are calculated based on parabrachial nucleus factors and solitary nucleus / dorsolateral motor nucleus factors. The degree of nausea is determined based on higher-level emotional factors; The degree of vomiting was determined based on the solitary nucleus / dorsolateral motor nucleus factor.

[0050] Motion sickness factors include: road surface conditions, diet, gender / race, age, odor, noise, fatigue, and posture.

[0051] Specifically, the formula for calculating the inner ear vestibular organ factor is: A = X × k1, where A is the inner ear vestibular organ factor, X is the vestibular motor quantity, and k1 is the first weighting coefficient. The formula for calculating the proprioceptor factor is: B = X × k2, where B is the proprioceptor factor and k2 is the second weighting coefficient; The formula for calculating the visual organ factor is C=X×k3, where C is the visual organ factor and k3 is the third weighting coefficient.

[0052] The formula for calculating the brainstem vestibular factor is D=A×k4, where D is the brainstem vestibular factor, A is the inner ear vestibular organ factor, and k4 is the fourth weighting coefficient. The formula for calculating the arm-side kernel factor is G=D×k12, where G is the arm-side kernel factor and k12 is the twelfth weight coefficient.

[0053] The formula for calculating the visual cortex factor is F=C×k11, where F is the visual cortex factor, C is the visual organ factor, and k11 is the eleventh weighting coefficient. The formula for calculating the cerebellar factor is E = A × k5 × (B × k6 + C × k7 + D × k8 + F × k9 + G × k10), where E is the cerebellar factor, A is the inner ear vestibular organ factor, B is the proprioceptor factor, C is the visual organ factor, D is the brainstem vestibular factor, F is the visual cortex factor, G is the parabrachial nucleus factor, k5 is the fifth weighting coefficient, k6 is the sixth weighting coefficient, k7 is the seventh weighting coefficient, k8 is the eighth weighting coefficient, k9 is the ninth weighting coefficient, and k10 is the tenth weighting coefficient.

[0054] The formula for calculating the visceral motility factor is: H = X × k13 × a1 × a2 × a8, where H is the visceral motility factor, X is the vestibular motor activity, a1 is the road surface condition factor, a2 is the dietary condition factor, and a8 is the sitting posture condition factor. The formula for calculating the higher central factors of the cortical autonomic nervous system is: I = a5 × a6 × a7, where I is the higher central factor of the cortical autonomic nervous system, a5 is the odor condition factor, a6 is the noise condition factor, and a7 is the fatigue condition factor. The formula for calculating the blood-derived mediator factor is: J = a3 × a4, where J is the blood-derived mediator factor, a3 is the sex-race condition factor, and a4 is the age condition factor.

[0055] The formula for calculating the solitary tract nuclear factor is: L = G × k14 + E × k15 + H × k16 + I × k17 + J × k18, where L is the solitary tract nuclear factor, G is the parabrachial nuclear factor, E is the cerebellar factor, H is the visceral motor factor, I is the cortical autonomic nerve higher center factor, J is the blood-derived mediator factor, k14 is the fourteenth weighting coefficient, k15 is the fifteenth weighting coefficient, k16 is the sixteenth weighting coefficient, k17 is the seventeenth weighting coefficient, and k18 is the eighteenth weighting coefficient. The formula for calculating the higher-level central factor of emotion is: O = G × k19 + L × k20, where O is the higher-level central factor of emotion, k19 is the nineteenth weight coefficient, and k20 is the twentieth weight coefficient.

[0056] The degree of nausea is determined based on the higher emotional central factor, including: calculating Z1=O×k21, where Z1 is the degree of nausea, O is the higher emotional central factor, and k21 is the twenty-first weight coefficient.

[0057] The degree of vomiting is determined based on the solitary tract nuclear factor, including: calculating Z2=L×k22, where Z2 is the degree of vomiting, L is the solitary tract nuclear factor, and k22 is the twenty-second weighting coefficient.

[0058] Then, the degree of nausea and / or vomiting is used as the degree of motion sickness. The weighting coefficients mentioned above are obtained through calibration, fixing the input and measuring the output, or determined through empirical values.

[0059] Motion sickness and nausea are indirectly influenced by these factors, which aim to quantify their impact on the final sensations of motion sickness and nausea, starting with vestibular motor activity. Specifically: The vestibular system of the inner ear refers to the three semicircular canals, utricle, and saccule located in the inner ear labyrinth, in addition to the cochlea. These three organs are collectively known as the vestibular system, which is the body's sensory organ for its own movement and head position in space. The vestibular system factor is used to indicate the degree to which the vestibular system is affected by vestibular movement.

[0060] Proprioceptors are sensory nerve endings located in motor organs such as muscles, tendons, joint capsules, and ligaments. Proprioceptors sense changes in muscle tension and pressure, and the degree of joint extension. They convert these sensory stimuli into nerve impulses that are transmitted to the somatic motor center in the cerebral cortex to regulate skeletal muscle movement, enabling individuals to perceive changes in their body's position, posture, and movement in space. Proprioceptor factors are used to represent the degree to which proprioceptors are influenced by vestibular motor activity.

[0061] The visual organ is the sensory organ through which humans perceive the external world using light. It consists of three parts: the eyeball, the visual pathway, and the ocular adnexa. The eyeball comprises the eyeball wall and its contents. The eyeball wall can be divided into three layers: the outer fibrous membrane, the middle uvea, and the inner retina. The ocular contents include the aqueous humor, the lens, and the vitreous humor. The visual pathway is the neural pathway from the optic nerve to the visual center in the occipital lobe of the brain. It includes the optic nerve, the optic chiasm, the optic tract, the lateral geniculate body, the optic radiation, and the visual center in the striatum of the occipital lobe of the cerebral cortex. The ocular adnexa are located around the eyeball and include the orbit, extraocular muscles, eyelids, conjunctiva, and lacrimal apparatus. Visual organ factors are used to indicate the degree to which the visual organ is affected by vestibular movement.

[0062] The brainstem vestibular system is a core component of the vestibular system and a neural processing center for the body's balance system. The brainstem consists of the midbrain, pons, and medulla oblongata, while the vestibular nuclei are located within the brainstem, specifically in the pons and medulla oblongata, including the superior vestibular nucleus, lateral vestibular nucleus, medial vestibular nucleus, and inferior vestibular nucleus. The vestibular nuclei are primarily responsible for receiving and relaying signals from the bipolar cells of the vestibular ganglia in the inner ear. Fibers from the lateral vestibular nucleus form the vestibulospinal tract, terminating in the anterior horn cells of the ipsilateral spinal cord, regulating body balance. Brainstem vestibular factors are used to indicate the degree to which the brainstem vestibular system is influenced by the vestibular organs of the inner ear.

[0063] Parabrachial nucleus factors are used to indicate the degree to which the parabrachial nucleus is influenced by the brainstem vestibular system. The parabrachial nucleus is a request nucleus located in the brainstem that receives dense projections from the vestibular nuclei and is involved in regulating symptoms associated with motion sickness. The visual cortex refers to multiple cortical areas in the occipital lobe of the brain that process visual information. The visual cortex itself is the part of the cerebral cortex primarily responsible for processing visual information, located in the occipital lobe at the back of the brain. It mainly includes the primary visual cortex (V1) and the extrastriate cortex (V2, V3, V4, V5, etc.). Visual cortical factors are used to represent the degree to which the visual cortex is influenced by the visual organs.

[0064] The cerebellum is a crucial center for motor regulation. Primarily composed of the cerebellar vermis and cerebellar hemispheres, its main functions are maintaining balance and regulating muscle tone. It receives information from the vestibular organs and, through efferent connections, alters the tension of muscles in different parts of the body, enabling postural balance during acceleration or rotational movements under gravity. Cerebellar factors are used to indicate the degree to which the cerebellum is influenced by the inner ear vestibular organs, proprioceptors, brainstem vestibule, parabrachial nucleus, and visual cortex.

[0065] The cortical autonomic nervous system is the part of the cerebral cortex that regulates the autonomic nervous system, with the hypothalamus being the highest center of the autonomic nervous system. Higher cortical autonomic nervous system factors are used to indicate the degree of influence on the cortical autonomic nervous system, particularly the hypothalamus.

[0066] Blood-derived mediators are substances transported through the blood that can affect bodily functions. Blood-derived mediator factors are used to indicate the degree to which blood-derived mediators are affected.

[0067] Visceral motility refers to the movement of the internal organs, regulated and controlled by the nervous system. Visceral motility factors are used to represent the degree to which visceral motility is affected by factors such as vehicle conditions, diet, and posture, ensuring that the degree of nausea and vomiting can be accurately calculated based on vestibular movement levels.

[0068] The nucleus of the solitary tract is a sensory nucleus located ventrolateral to the dorsal nucleus of the vagus nerve. It is the sensory nucleus of the facial, glossopharyngeal, and vagus nerves, responsible for taste and general visceral sensation. Nerve fibers of the solitary tract terminate in the nucleus of the solitary tract, from which fibers originate. Some ascend to the diencephalon, transmitting visceral impulses to higher centers; others terminate in the motor nuclei of the brainstem, completing various visceral reflexes. The solitary tract nucleus factor, also known as the solitary tract nucleus / dorsomotor nucleus factor, is used to indicate the degree of influence on the nucleus of the solitary tract.

[0069] The higher centers of emotion involve multiple brain regions, including the amygdala, prefrontal cortex, hippocampus, and anterior cingulate cortex. Factors related to these higher centers of emotion are used to indicate the degree to which they are influenced.

[0070] After determining the degree of motion sickness of the passengers, the degree of motion sickness is compared with the motion sickness threshold. If the degree of motion sickness of the passengers is greater than or equal to the motion sickness threshold, step S102 is executed to control the vehicle to perform anti-motion sickness treatment.

[0071] Specifically, the degree of nausea and / or vomiting is used as the degree of motion sickness, and the nausea threshold and / or vomiting threshold are used as the motion sickness threshold. When the degree of nausea is greater than or equal to the nausea threshold, and / or the degree of vomiting is greater than or equal to the vomiting threshold, the vehicle is controlled to perform anti-motion sickness measures.

[0072] Anti-motion sickness measures include, but are not limited to: vibration damping control, comfort braking control, and comfort driving control. This invention determines the degree of motion sickness of passengers based on vehicle parameters and motion sickness factors related to human organs. When the degree of motion sickness is greater than or equal to the motion sickness threshold, the invention controls the vehicle to perform anti-motion sickness measures. Therefore, this invention comprehensively judges the degree of motion sickness of passengers based on vehicle parameters and the physical condition of passengers. By making a comprehensive judgment from multiple dimensions, the accuracy of judging the degree of motion sickness of passengers is improved. Thus, by performing anti-motion sickness measures, the degree of motion sickness of passengers can be reduced and passenger comfort can be improved.

[0073] like Figure 2 The diagram shown is a flowchart of a vehicle occupant motion sickness control method according to another embodiment of the present invention, including: Step S201: Determine the degree of motion sickness of the occupants based on vehicle parameters and one or more motion sickness factors, wherein at least one of the motion sickness factors is related to a human organ.

[0074] Step S202: When the degree of motion sickness of the occupant is greater than or equal to the motion sickness threshold, control the vehicle to perform vibration suppression control, control the vehicle to perform comfort braking control, and / or control the vehicle to perform comfort driving control.

[0075] Specifically, first, step S201 is performed to determine the degree of motion sickness of the occupants based on vehicle parameters and one or more motion sickness factors, wherein at least one of the motion sickness factors is related to a human organ.

[0076] Specifically, the amount of vestibular movement of the occupants is calculated based on vehicle parameters. Then, the amount of vestibular movement of the occupants is combined with the biological mechanisms of human movement to determine the degree of motion sickness of the occupants.

[0077] Then, when the degree of motion sickness of the occupants is greater than or equal to the motion sickness threshold, step S202 is executed to control the vehicle to perform vibration suppression control, control the vehicle to perform comfort braking control, and / or control the vehicle to perform comfort driving control.

[0078] Specifically, when a passenger's motion sickness level is greater than or equal to the motion sickness threshold: Control the vehicle to perform vibration damping control; or Control the vehicle to perform comfort braking control; or Control the vehicle to perform comfort driving controls; or Control the vehicle to perform vibration damping control and comfort braking control; or Control the vehicle to perform vibration damping control and comfort driving control; or Control the vehicle to perform comfort braking control and comfort driving control; or Control the vehicle to perform vibration damping control, comfort braking control, and comfort driving control.

[0079] This embodiment comprehensively assesses the severity of motion sickness based on vehicle parameters and the passenger's physical condition. By using multiple dimensions for comprehensive judgment, it improves the accuracy of motion sickness assessment, thereby reducing the severity of motion sickness and improving passenger comfort through anti-motion sickness measures. Furthermore, various anti-motion sickness measures are employed to further enhance passenger comfort.

[0080] like Figure 3 The diagram shown is a flowchart of a vehicle occupant motion sickness control method according to a preferred embodiment of the present invention, comprising: The overall vehicle yaw angle 307 is calculated based on the rudder angle 301, wheelbase 302, track width 303, vehicle speed 304, and driving mode 305. Calculate the brake opening 308 based on driving mode 305, calculate the driving force 309 based on driving mode 305 and throttle opening 306, and calculate the vehicle acceleration 3010 based on brake opening 308 and driving force 309. The vibration damping factor 3011 is calculated based on driving mode 305; The sitting posture condition factor is determined to be 3012; The vestibular yaw angle 3013 (X1) is calculated based on the vibration damping factor 3011, the vehicle yaw angle 307, and the seating condition factor 3012. The vestibular pitch angle 3014 (X2) is calculated based on the vibration damping factor 3011, the sitting posture condition factor 3012, and the vehicle acceleration 3010. The vestibular tumble angle 3015 (X30) was calculated based on the inhibition factor 3011 and the sitting condition factor 3012. The vestibular yaw angle 3013, vestibular pitch angle 3014, and vestibular roll angle 3015 are taken as the occupant vestibular motion amount 311 (X). Based on the vestibular motor volume 311, calculate the inner ear vestibular organ factor 312, proprioceptor factor 313, and visual organ factor 314 respectively. Calculate brainstem vestibular factor 315 based on inner ear vestibular organ factor 312, and calculate parabrachial nucleus factor 316 based on brainstem vestibular factor 315. Visual cortex factor 317 was calculated based on visual organ factor 314, and cerebellar factor 318 was calculated based on inner ear vestibular organ factor 312, proprioceptor factor 313, brainstem vestibular factor 315, parabrachial nucleus factor 316, and visual cortex factor 317. Based on motion sickness factor 320, calculate the cortical vegetative nerve higher central factor 319 and blood-derived mediator factor 3110; based on vestibular movement amount 311 and motion sickness factor 320, calculate the visceral movement factor 3111. The solitary nucleus / dorsolateral motor nucleus factor 3112 was calculated based on brainstem vestibular factor 315, parabrachial nucleus factor 316, cerebellar factor 318, visceral motor factor 3111, cortical autonomic nerve higher center factor 319, and blood-derived mediator factor 3110. The solitary nucleus / dorsolateral motor nucleus factor 3112 was calculated based on parabrachial nucleus factor 316 and solitary nucleus / dorsolateral motor nucleus factor 3112. The higher center factor of emotion 3113 was calculated based on parabrachial nucleus factor 316 and solitary nucleus / dorsolateral motor nucleus factor 3112. The degree of nausea is determined based on the higher emotional center factor 3113; The degree of vomiting was determined based on the solitary tract nucleus / dorsolateral motor nucleus factor 3112; Threshold judgments are made on the nausea level 3114 and the vomiting level 3115. When the nausea level 3114 is greater than or equal to the nausea threshold, or the vomiting level 3115 is greater than or equal to the vomiting threshold, the vehicle is controlled to perform anti-sickness treatment and the driving mode is adjusted.

[0081] Motion sickness factor 320 includes: road surface condition factor 321, dietary condition factor 322, gender / race condition factor 323, age condition factor 324, odor condition factor 325, noise condition factor 326, fatigue condition factor 327, and sitting posture condition factor 3012.

[0082] In one embodiment, the control vehicle performs vibration damping control, including: Calculate the damping torque based on the wheel end speed and motor speed; The required torque is the sum of the requested torque and the damping torque.

[0083] like Figure 4 The diagram shown is a schematic representation of vibration suppression control according to the preferred embodiment of the present invention. Wherein, T ref =T setp +T curr , where T ref T is the torque required by the motor. setp To request torque, T curr To suppress vibration, the required torque is output to the feedforward control module 41 of the motor control system. The motor controller in the feedforward control module 41 of the motor control system controls the motor based on the required torque, thereby changing the motor speed. and wheel end speed Based on the wheel end speed and motor speed, the damping torque is recalculated, and the required torque is calculated based on the damping torque to complete the closed-loop control.

[0084] In one embodiment, calculating the vibration damping torque based on the wheel end speed and the motor speed includes: The vibration damping torque is calculated as follows: T curr P is the proportional gain, representing the vibration damping torque. For the transmission system torsion, and ,in, This refers to the motor speed. This refers to the transmission gear ratio. This represents the wheel end speed.

[0085] Specifically, the damping torque is calculated as the transmission system torsion. The product of the proportional gain P. The calculation of the transmission system torsion is as follows: ; in, This refers to the motor speed. This refers to the transmission gear ratio. This represents the wheel end speed.

[0086] At the same time, the proportional gain P can be changed by combining selection logic.

[0087] In one embodiment, calculating the vibration damping torque based on the wheel end speed and the motor speed further includes: The proportional gain is determined using the following formula: K D This is the default gain value.

[0088] Specifically, selection logic is incorporated into the calculation of the proportional gain, and the formula for calculating the proportional increase is as follows:

[0089] Among them, when Then the proportional gain P is set to the default gain value K. D In other cases, the proportional gain P is set to 0, then the corrected torque T... corr The default gain value is 0. It is based on experience or simulation and is adjusted through real vehicle calibration tests to assess the suppression effect.

[0090] like Figure 4 As shown, the selection logic module 42 selects the motor speed. and wheel end speed The system makes a judgment, and the judgment result is output to the proportional gain control module 43. The proportional gain control module 33 sets the proportional gain P according to the judgment result and uses it to calculate the correction torque T. corr .

[0091] The judgment method in this embodiment can still be effective when the wheel end speed is disturbed. If the disturbance causes the wheel end speed to increase and the motor speed to be less than the wheel end speed, the vibration damping control function will not be triggered, the correction torque will be 0, and the drive teeth will not be hindered by the increased torque. When the disturbance causes the wheel end speed to decrease, there will be a relative force exerted by the driven teeth on the drive teeth. At this time, the vibration damping control function will be triggered, reducing the requested torque, which can slow down the drive teeth, thereby reducing the mutual wear between the teeth and reducing vibration.

[0092] like Figure 5 The diagram shows the torque curves before vibration suppression, including the requested torque curve 51 and the output torque curve 52. It can be seen that the torque fluctuations are significant without vibration suppression. Figure 6 The diagram shows the torque curves after vibration suppression, including the requested torque curve 61 and the output torque curve 62. It can be seen that the vibration suppression effect is obvious, and the torque output of 0-25-0.3Hz has been changed to a certain extent.

[0093] In one embodiment, the control of the vehicle to perform comfort braking control includes: Reduce the braking force corresponding to the vehicle speed and brake opening.

[0094] Specifically, comfort braking control reduces the braking force corresponding to different vehicle speeds and different braking openings.

[0095] Under normal operating conditions, the braking force can be determined by looking up a table for different vehicle speeds and braking openings. When comfort braking control is activated, the braking force determined by looking up the table for the current vehicle speed and braking opening is reduced by a preset value or a preset percentage.

[0096] like Figure 7 The diagram shown is a deceleration schematic of an example of the present invention, including a deceleration G-value curve 71 without comfort braking control (CST) and a G-value curve 72 with CST.

[0097] For example, with an initial velocity of 10 kph, the pressure-driven threshold without CST is P1, and the deceleration G is G1. Then, the pressure-driven threshold with CST is P2, and the deceleration G is G2, where P1 is greater than P2 and G1 is less than G2. Figure 7 It can be seen that after anti-motion sickness control, the G-value curve 72 of CST shows less fluctuation in G-value and is less prone to motion sickness.

[0098] like Figure 8 The diagram shows the stroke deceleration curves for two modes in one example of the present invention, including a stroke deceleration curve 81 for normal mode and a stroke deceleration curve 82 for sport mode. Normal mode is easier to control, while sport mode enhances driver confidence.

[0099] In one embodiment, the control of the vehicle to perform comfort driving controls includes: The correction factor is determined based on the severity of motion sickness; the higher the severity of motion sickness, the larger the correction factor. Calculate the throttle coefficient and multiply it by the correction coefficient to obtain the updated throttle coefficient; The filter coefficients are calculated and divided by the correction coefficients to obtain the updated filter coefficients.

[0100] Specifically, driving characteristics are altered by setting a correction factor K. The setting of the correction factor K depends on the estimated level of nausea and vomiting. Generally speaking, the greater the severity, the larger the correction factor K.

[0101] In some embodiments, the degree of motion sickness is expressed as the degree of vomiting and nausea, and determining the correction factor based on the degree of motion sickness includes: The correction factor is determined based on the degree of vomiting and / or nausea.

[0102] A table showing the correspondence between correction coefficients and the degree of vomiting and nausea can be pre-defined. After determining the degree of vomiting and nausea, the corresponding correction coefficients can be determined by looking up the table.

[0103] Comfort driving controls will be triggered when the level of vomiting or nausea is greater than or equal to a threshold.

[0104] If only one of the vomiting or nausea levels is greater than or equal to the threshold, then the vomiting or nausea level greater than or equal to the threshold is used as the selected motion sickness level, and the corresponding nausea threshold or vomiting level is used as the motion sickness level threshold. If both the vomiting and nausea levels are greater than or equal to the corresponding thresholds, then the maximum value of the vomiting and nausea levels is used as the selected motion sickness level, and the corresponding nausea threshold or vomiting level is used as the motion sickness level threshold. Then, a correction factor is determined based on the severity of motion sickness.

[0105] The vehicle's ECU translates pedal opening into specific power output commands based on the throttle coefficient. For example, for a gasoline vehicle, the power output command is a throttle opening of 5% or 30%, while for an electric vehicle, the power output command is a requested torque of 20 N·m or 100 N·m. The larger the throttle coefficient, the greater the power output at the same accelerator pedal opening; the smaller the coefficient, the smoother the power output.

[0106] The typical throttle coefficient is determined based on the driving mode. However, in this embodiment, the already determined throttle coefficient is multiplied by a correction factor to obtain an updated throttle coefficient.

[0107] The correction coefficient table can be calibrated in the following way: First, calibrate the non-motion sickness acceleration at different speeds and accelerator pedal openings for different degrees of motion sickness; Then, the target acceleration corresponding to the vehicle speed and accelerator pedal opening is obtained as the lookup table acceleration. The correction factor for the vehicle speed and accelerator pedal opening is calculated by dividing the non-motion sickness acceleration by the acceleration from the table.

[0108] For example, if the degree of motion sickness is the same as the degree of vomiting, then the required acceleration at different vehicle speeds and throttle openings (accelerator pedal openings) at each degree of vomiting is determined to satisfy the requirement of not experiencing motion sickness. This acceleration is the non-motion sickness acceleration. Then, by comparing this acceleration with a lookup table, a correction coefficient is calculated for different vehicle speeds and throttle openings. For example, at a vomiting level V1, it is determined that an acceleration of less than 0.12G is needed at 0 speed and 30% throttle to satisfy the requirement of not experiencing motion sickness. The original target acceleration (G-value) obtained from the lookup table at 0 speed and 30% throttle is 0.2G. Therefore, to achieve the requirement of not experiencing motion sickness, the correction coefficient k = 0.6. Because different vehicle speeds and throttle openings result in different G-values ​​and different non-motion sickness targets, the k-value has different ranges.

[0109] The filtering coefficient is used to filter the torque demand of the motor. Generally, it follows the formula: Y n =M×X+(1-M)Y n-1 , where Y n Let X be the filtered motor torque output in the nth cycle, and Y be the original motor torque. n-1 M represents the filtered motor torque output in the (n-1)th cycle, where M is the filtering coefficient.

[0110] After multiplying the throttle coefficient by the correction factor to obtain the updated throttle coefficient, and dividing the filter coefficient by the correction factor to obtain the updated filter coefficient, if the degree of motion sickness increases, the correction factor increases. Therefore, the updated throttle coefficient increases, and the updated filter coefficient decreases, i.e., increasing the throttle coefficient and decreasing the filter coefficient. By decreasing the filter coefficient, minor fluctuations in the current input (such as foot tremors) are significantly suppressed, improving smoothness. At the same time, by increasing the throttle coefficient, slight adjustments to the throttle (accelerator pedal) are sufficient to stabilize the vehicle speed without frequent corrections, thus providing overall vehicle smoothness. For the same throttle operation, driving will be more relaxed. When the degree of motion sickness decreases, the correction factor decreases, and the throttle coefficient and filter coefficient will return to normal levels.

[0111] like Figure 9The diagram illustrates the use of correction coefficients in the preferred embodiment of the present invention. The correction coefficient K is multiplied by the throttle coefficient, and the filter coefficient is divided by the correction coefficient K. The updated throttle coefficient is sent to the Vehicle Control Module (VCM) 91 via the throttle coefficient setting restriction module 92, and the updated filter coefficient is sent to the VCM 91 via the filter coefficient setting restriction module 93. Furthermore, a restriction is set for the throttle coefficient, with the maximum updated throttle coefficient being 1. Similarly, a restriction is set for the filter coefficient, with the minimum updated filter coefficient being a threshold to prevent acceleration upon throttle release, and the maximum updated filter coefficient being a drivability acceptable threshold. To prevent motion sickness, the filter coefficient is adjusted to a smaller value. However, if the filter coefficient is set too small, the driver may experience a situation where, under high throttle and high torque acceleration, releasing the throttle to decelerate is insufficient due to the slow torque reduction caused by the small filter coefficient, resulting in insufficient deceleration after releasing the throttle. Therefore, a threshold to prevent acceleration upon throttle release is determined through calibration to avoid situations where the filter coefficient is too small, leading to insufficient deceleration after releasing the throttle.

[0112] It should be understood that the sequence number of each step in the above embodiments does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present invention.

[0113] like Figure 10 The diagram shown is a hardware structure schematic of an electronic device according to the present invention, comprising: At least one processor 1001; and, A memory 1002 is communicatively connected to at least one of the processors 1001; wherein, The memory 1002 stores instructions that can be executed by at least one of the processors to enable the at least one of the processors to perform the vehicle occupant motion sickness control method as described above.

[0114] Figure 10 Take processor 1001 as an example.

[0115] The electronic device may also include an input device 1003 and a display device 1004.

[0116] The processor 1001, memory 1002, input device 1003 and display device 1004 can be connected by a bus or other means. The figure shows an example of connection by a bus.

[0117] The memory 1002, as a non-volatile computer-readable storage medium, can be used to store non-volatile software programs, non-volatile computer-executable programs, and modules, such as the program instructions / modules corresponding to the vehicle occupant motion sickness control method in the embodiments of this application, for example, Figure 1 , Figure 2 The method flow is shown. The processor 1001 executes various functional applications and data processing by running non-volatile software programs, instructions, and modules stored in the memory 1002, thereby realizing the vehicle occupant motion sickness control method in the above embodiment.

[0118] The memory 1002 may include a program storage area and a data storage area. The program storage area may store the operating system and applications required for at least one function; the data storage area may store data created based on the use of the vehicle occupant motion sickness control method, etc. Furthermore, the memory 1002 may include high-speed random access memory and may also include non-volatile memory, such as at least one disk storage device, flash memory device, or other non-volatile solid-state storage device. In some embodiments, the memory 1002 may optionally include memory remotely located relative to the processor 1001, and these remote memories may be connected via a network to the apparatus performing the vehicle occupant motion sickness control method. Examples of such networks include, but are not limited to, the Internet, intranets, local area networks, mobile communication networks, and combinations thereof.

[0119] The input device 1003 can receive user clicks and generate signal inputs related to user settings and function controls for vehicle occupant motion sickness control methods. The display device 1004 may include a display screen or other display equipment.

[0120] When one or more modules are stored in the memory 1002 and are run by one or more processors 1001, the vehicle occupant motion sickness control method in any of the above method embodiments is executed.

[0121] This invention determines the degree of motion sickness of passengers based on vehicle parameters and motion sickness factors related to human organs. When the degree of motion sickness is greater than or equal to the motion sickness threshold, the invention controls the vehicle to perform anti-motion sickness measures. Therefore, this invention comprehensively judges the degree of motion sickness of passengers based on vehicle parameters and the physical condition of passengers. By making a comprehensive judgment from multiple dimensions, the accuracy of judging the degree of motion sickness of passengers is improved. Thus, by performing anti-motion sickness measures, the degree of motion sickness of passengers can be reduced and passenger comfort can be improved.

[0122] One embodiment of the present invention provides a storage medium that stores computer instructions, which, when executed by a computer, are used to perform all the steps of the vehicle occupant motion sickness control method described above.

[0123] In the context of this disclosure, a storage medium can be a tangible medium that may contain or store a program for use by or in conjunction with an instruction execution system, apparatus, or device. The storage medium can be a machine-readable signal medium or a machine-readable storage medium. Optionally, the storage medium can be a non-transitory computer-readable storage medium, such as a ROM, random access memory (RAM), compact disc ROM (CD-ROM), magnetic tape, floppy disk, and optical data storage device.

[0124] One embodiment of the present invention provides a computer program product, including a computer program / instruction, which, when executed by a processor, implements the vehicle occupant motion sickness control method as described above.

[0125] The embodiments described above are merely illustrative of several implementations of the present invention, and while the descriptions are specific and detailed, they should not be construed as limiting the scope of the present invention. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of the present invention, and these modifications and improvements all fall within the scope of protection of the present invention. Therefore, the scope of protection of this patent should be determined by the appended claims.

Claims

1. A method for controlling motion sickness in vehicle occupants, characterized in that, include: The degree of motion sickness of the occupants is determined based on vehicle parameters and one or more motion sickness factors, at least one of which is related to a human organ. When the degree of motion sickness of the passengers is greater than or equal to the motion sickness threshold, the vehicle is controlled to perform anti-motion sickness measures.

2. The method for controlling motion sickness in vehicle occupants according to claim 1, characterized in that, The control of the vehicle to perform anti-motion sickness measures includes: Control the vehicle to perform vibration damping control, control the vehicle to perform comfort braking control, and / or control the vehicle to perform comfort driving control.

3. The method for controlling motion sickness in vehicle occupants according to claim 2, characterized in that, The control of the vehicle to perform vibration damping control includes: Calculate the damping torque based on the wheel end speed and motor speed; The required torque is the sum of the requested torque and the damping torque.

4. The method for controlling motion sickness in vehicle occupants according to claim 3, characterized in that, The calculation of vibration damping torque based on wheel end speed and motor speed includes: The vibration damping torque is calculated as follows: T curr P is the proportional gain, representing the vibration damping torque. For the transmission system torsion, and ,in, This refers to the motor speed. This refers to the transmission gear ratio. This represents the wheel end speed.

5. The method for controlling motion sickness in vehicle occupants according to claim 4, characterized in that, The calculation of the vibration damping torque based on the wheel end speed and the motor speed also includes: The proportional gain is determined using the following formula: K D This is the default gain value.

6. The method for controlling motion sickness in vehicle occupants according to claim 1, characterized in that, The control of the vehicle to perform comfort braking control includes: Reduce the braking force corresponding to the vehicle speed and brake opening.

7. The method for controlling motion sickness in vehicle occupants according to claim 1, characterized in that, The control of the vehicle to perform comfort driving controls includes: The correction factor is determined based on the severity of motion sickness; the higher the severity of motion sickness, the larger the correction factor. Calculate the throttle coefficient and multiply it by the correction coefficient to obtain the updated throttle coefficient; The filter coefficients are calculated and divided by the correction coefficients to obtain the updated filter coefficients.

8. An electronic device, characterized in that, include: At least one processor; as well as, A memory communicatively connected to at least one of the processors; wherein, The memory stores instructions that can be executed by at least one of the processors to enable at least one of the processors to perform the vehicle occupant motion sickness control method as described in any one of claims 1 to 7.

9. A storage medium, characterized in that, The storage medium stores computer instructions, which, when executed by the computer, are used to perform all the steps of the vehicle occupant motion sickness control method as described in any one of claims 1 to 7.

10. A computer program product comprising a computer program / instructions, characterized in that, When the computer program / instruction is executed by the processor, it implements the vehicle occupant motion sickness control method as described in any one of claims 1 to 7.

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