Anti-motion sickness control system, anti-motion sickness control method and vehicle

Abstract

The application discloses a car sickness prevention control system, a car sickness prevention control method and a vehicle. The car sickness prevention control system comprises a posture sensor, a control unit and a holographic display unit. The posture sensor is configured to collect posture information of the vehicle in real time. The control unit is in communication connection with the posture sensor, and is configured to generate a control instruction according to the posture information. The holographic display unit is in communication connection with the control unit, is used for displaying a three-dimensional dynamic image, and is configured to dynamically adjust a spatial orientation of the three-dimensional dynamic image according to the control instruction, so that the three-dimensional dynamic image is kept synchronous with the real-time posture of the vehicle. The three-dimensional dynamic image is formed based on the visual persistence effect. In this way, the three-dimensional dynamic image is adjusted according to the posture information of the vehicle, so that the three-dimensional dynamic image is kept synchronous with the real-time posture of the vehicle, thereby effectively eliminating sensory conflict, avoiding car sickness caused by changes in the posture of the vehicle, and improving the comfort of riding.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to an anti-motion sickness control system, an anti-motion sickness control method, and a vehicle. Background Technology

[0002] Motion sickness, commonly known as car sickness, is a sensory conflict caused by a mismatch between the information perceived by the vestibular system as motion and the information received by the visual system. Inside a closed vehicle, passengers lack stable external visual references, leading to a conflict between the vestibular system's perception of acceleration changes and the visual input of stationary information, thus inducing dizziness, nausea, and other discomfort. Therefore, effectively improving motion sickness symptoms has become a pressing technical problem to be solved. Summary of the Invention

[0003] In view of the above problems, this application provides an anti-motion sickness control system, an anti-motion sickness control method, and a vehicle, which can effectively improve the problems in related technical solutions.

[0004] This application provides an anti-motion sickness control system, including: An attitude sensor is configured to collect the vehicle's attitude information in real time. A control unit, communicatively connected to the attitude sensor, is configured to generate control commands based on the attitude information; and A holographic display unit, communicatively connected to the control unit, is used to display three-dimensional dynamic images and is configured to adjust the pose and shape of the three-dimensional dynamic images according to the control commands so that the three-dimensional dynamic images are synchronized with the real-time posture of the vehicle, wherein the three-dimensional dynamic images are formed based on the persistence of vision effect.

[0005] Thus, in this embodiment, the vehicle posture information is collected in real time by a posture sensor, and the control unit generates corresponding control commands based on the posture information and sends them to the holographic display unit. This enables the three-dimensional dynamic image formed by the holographic display unit based on the persistence of vision to synchronously adjust its posture and shape, achieving precise matching between the image and the vehicle's real-time posture. This effectively unifies the motion state perceived by the passenger's visual perception and the vestibular system perception, eliminates sensory conflict, and alleviates or even avoids motion sickness symptoms such as dizziness and nausea caused by changes in vehicle posture, significantly improving ride comfort and safety.

[0006] In some embodiments, the holographic display unit includes: Rotary drive assembly; and An LED array is mounted on the rotation drive assembly, which is configured to drive the LED array to rotate so that the LED array forms the three-dimensional dynamic image based on the persistence of vision effect.

[0007] Thus, in this embodiment, the LED array is driven to rotate at high speed by a rotation drive component, enabling the LED array to form a clear and stable three-dimensional dynamic image by taking advantage of the persistence of vision in the human eye. The structure is simple and reliable, and the imaging response speed is fast. It can efficiently coordinate with changes in vehicle posture to achieve real-time adjustment of image pose and shape, providing a stable and reliable visual display basis for alleviating motion sickness symptoms.

[0008] In some embodiments, the control unit is further configured to: Obtain historical and current driving information; The vehicle's motion state changes are determined based on the historical driving information, the current driving information, and the attitude information. When the change in motion state exceeds a preset threshold, the control command is generated based on a preset synchronization control algorithm and the attitude information.

[0009] Thus, in this embodiment, by integrating historical driving information, current driving information, and posture information to comprehensively judge changes in vehicle motion state, when changes in motion state exceed a preset threshold, control commands are generated based on a preset synchronous control algorithm combined with posture information. This can predict and accurately respond to severe vehicle posture fluctuations in advance, improve the timeliness and accuracy of synchronous adjustment between holographic images and vehicle posture, further enhance the consistency between visual and vestibular perception, and better suppress the occurrence of motion sickness symptoms under severe driving conditions.

[0010] In some embodiments, the attitude sensor includes an inertial measurement unit (IMU) and a steering angle sensor, the IMU being configured to acquire angular velocity and linear acceleration, the steering angle sensor being configured to acquire steering wheel operation intention information, and the control unit being further configured to: The angular velocity, linear acceleration information and steering wheel operation intention information are fused and processed based on the preset synchronous control algorithm to calculate the six-degree-of-freedom motion state of the vehicle. The control command is generated based on the six-degree-of-freedom motion state, and the control command includes the spatial compensation vector of the three-dimensional dynamic image.

[0011] Thus, in this embodiment, by using a preset synchronous control algorithm to fuse and process multiple types of sensor information, the vehicle's six-degree-of-freedom motion state is accurately calculated, and control commands containing three-dimensional dynamic image spatial compensation vectors are generated accordingly. This enables high-precision synchronous compensation between the holographic image pose and the vehicle's all-around motion, further eliminating sensory conflicts between the visual and vestibular systems, and improving the accuracy and stability of anti-motion sickness control.

[0012] In some embodiments, the motion sickness control system further includes an ambient light sensor, which is communicatively connected to the control unit and configured to collect ambient light intensity in real time; the control unit is also configured to adjust the luminous intensity and / or contrast of the holographic display unit according to the ambient light intensity.

[0013] Thus, in this embodiment, by adding an ambient light sensor to collect the ambient light intensity inside the vehicle in real time, and the control unit adaptively adjusting the luminous intensity and contrast of the holographic display unit according to the ambient light intensity, the three-dimensional dynamic image can remain clear and visible under different lighting conditions, avoiding visual stimulation caused by excessive light or insufficient light, further optimizing the passenger's visual experience, and improving the system's adaptability and anti-motion sickness effect in complex lighting scenarios.

[0014] In some embodiments, the control unit is further configured to: The intensity of the vehicle's movement is assessed based on the posture information; The refresh rate and / or rotation speed of the holographic display unit are adjusted based on the evaluation results.

[0015] Thus, in this embodiment, the image update and imaging response speed can be improved when the vehicle's movement is large, ensuring the real-time performance and continuity of the three-dimensional dynamic images. When the movement is gentle, the operating parameters can be reasonably reduced to balance energy consumption and noise, so that the holographic display effect always matches the vehicle's driving state, further improving visual synchronization stability and overall ride comfort.

[0016] In some embodiments, the control unit is further configured to: The intensity of the vehicle's movement is assessed based on the posture information; Adjust the edge sharpness and / or contrast of the 3D dynamic image based on the evaluation results.

[0017] Thus, in this embodiment, the clarity of the image outline and visual recognition can be enhanced when the vehicle is moving at large speeds, avoiding the aggravation of sensory conflict due to blurry images. When the movement is gentle, the parameters can be displayed softly to reduce visual fatigue, thereby improving the visual adaptability under different driving conditions and further optimizing the anti-motion sickness effect.

[0018] In some embodiments, the motion sickness control system includes a plurality of holographic display units, which are respectively arranged in multiple locations inside the vehicle.

[0019] Thus, in this embodiment, the motion sickness control system is equipped with multiple holographic display units, each of which is located in a different position inside the vehicle. This allows for comprehensive coverage of the passengers' field of vision, eliminating blind spots caused by a single display unit. It ensures that passengers in different positions within the vehicle can obtain three-dimensional dynamic images that are synchronized with the vehicle's posture, thereby unifying the visual perception information of all passengers and further expanding the system's applicability. This comprehensively alleviates motion sickness symptoms in various riding positions.

[0020] In some embodiments, the three-dimensional dynamic imagery includes at least one of a horizon imagery, a sea level imagery, or a starry background imagery.

[0021] Thus, in this embodiment, the three-dimensional dynamic image adopts at least one of the horizon image, sea level image, or starry sky background image. Such natural and stable reference images can easily provide passengers with intuitive and comfortable visual references, effectively guide the visual system to keep in line with the vehicle's motion state, further alleviate sensory conflict, and improve the softness and comfort of visual perception while achieving the anti-motion sickness effect.

[0022] This application also provides a method for controlling motion sickness, including: Three-dimensional dynamic images are generated based on the persistence of vision effect, and the vehicle's attitude information is obtained. Control commands are generated based on the attitude information; The spatial orientation of the three-dimensional dynamic image is adjusted according to the control command so that the three-dimensional dynamic image is synchronized with the real-time attitude of the vehicle.

[0023] Thus, in the embodiments of this application, the three-dimensional dynamic images can be kept highly synchronized with the real-time posture of the vehicle, thereby unifying the motion perception information of the human visual system and vestibular system, eliminating sensory conflicts, alleviating various discomforts caused by motion sickness from the source, and ensuring the overall anti-motion sickness control effect.

[0024] This application provides a vehicle that includes the motion sickness control system described in any of the above embodiments.

[0025] Thus, in this embodiment of the application, by installing the aforementioned motion sickness control system in the vehicle, it is possible to achieve high-precision synchronization between three-dimensional dynamic images and the real-time posture of the vehicle, unify the visual and vestibular motion perception of the passengers, completely eliminate sensory conflict, alleviate motion sickness discomfort from the source, and greatly improve the overall vehicle ride comfort and driving experience.

[0026] Additional aspects and advantages of embodiments of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of embodiments of this application. Attached Figure Description

[0027] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, wherein: Figure 1-3 This is a schematic diagram of the anti-motion sickness control system modules in some embodiments of this application; Figure 4 This is a schematic diagram of the vehicle modules in some embodiments of this application; Figure 5 This is a flowchart illustrating the motion sickness control method in some embodiments of this application.

[0028] Explanation of icon numbers Vehicle 1000, motion sickness control system 100, attitude sensor 10, inertial measurement unit 11, steering angle sensor 21, control unit 20, holographic display unit 30, rotation drive assembly 31, LED array 32, ambient light sensor 40. Detailed Implementation

[0029] The embodiments of this application are described in detail below. Examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the embodiments of this application, and should not be construed as limiting the embodiments of this application.

[0030] Motion sickness, commonly known as car sickness, is a sensory conflict caused by a mismatch between the information perceived by the vestibular system and the information received by the visual system. In an enclosed vehicle, passengers have difficulty obtaining stable external visual references. The conflict between the changes in acceleration perceived by the vestibular system and the stationary information input by the visual system can induce dizziness, nausea, and other discomfort.

[0031] Among related technologies, the mainstream anti-motion sickness technologies mainly include three categories: First, using cameras to collect real external scenes and replaying the collected real external scenes to reconstruct a visual reference system; second, displaying abstract animations or simulated paths on in-vehicle screens to try to coordinate sensory input; and third, using head-mounted devices (such as VR devices) to dynamically adjust the virtual perspective according to the vehicle's movement.

[0032] However, in special scenarios (such as tunnels, nighttime, or other conditions without external visibility), the external field of vision is limited or the image quality deteriorates, which can easily lead to system failure. Furthermore, dynamic elements in real videos may introduce additional interference. The solution of displaying abstract animations or simulated paths on in-vehicle screens is a two-dimensional presentation that lacks a sense of spatial depth. Moreover, customers need to actively look at the screen and understand the meaning of the animation, which increases their attentional burden and exacerbates the vestibular-visual conflict. While the solution of using head-mounted devices can achieve visual-vestibular synchronization, it has problems such as wearing discomfort, hygiene risks, and high barriers to use, making it difficult to promote and apply in multi-person shared scenarios.

[0033] Based on the issues mentioned above, please refer to Figure 1 This application provides an anti-motion sickness control system 100, which includes an attitude sensor 10, a control unit 20, and a holographic display unit 30. The attitude sensor 10 is configured to collect vehicle attitude information in real time; the control unit 20 is communicatively connected to the attitude sensor 10 and is configured to generate control commands based on the attitude information; the holographic display unit 30 is communicatively connected to the control unit 20, used to display three-dimensional dynamic images, and is configured to adjust the pose and shape of the three-dimensional dynamic images according to the control commands to keep the three-dimensional dynamic images synchronized with the real-time attitude of the vehicle, wherein the three-dimensional dynamic images are formed based on the persistence of vision effect.

[0034] Thus, in this embodiment, the attitude sensor 10 collects vehicle attitude information in real time, and the control unit 20 calculates and generates corresponding control commands to control the holographic display unit 30 to adjust the three-dimensional dynamic image presented based on the persistence of vision effect, so that the output of a stable three-dimensional dynamic image can be highly matched with the real-time attitude of the vehicle. Therefore, on the one hand, it can avoid the failure of the image and additional visual interference caused by various restricted driving scenarios such as tunnels and night. On the other hand, the use of three-dimensional holographic imaging does not require passengers to actively concentrate, which significantly improves the spatial realism and physiological adaptability of visual cues, and makes the acceleration signal received by the vestibular system highly consistent with the visual input, thereby more effectively alleviating sensory conflict and reducing the incidence of motion sickness. In addition, it can directly provide stable and comfortable three-dimensional visual references for multiple passengers in the carriage at the same time, completely unify the motion perception information of the vestibular system and the visual system, effectively alleviate motion sickness discomfort such as dizziness and nausea, and improve the user experience.

[0035] It should be noted that the persistence of vision (POV) refers to the physiological phenomenon that when the human eye observes an object, after the light signal is transmitted to the brain to form a vision, even if the object is quickly moved away or disappears, the visual image will still remain in the retina and optic nerve for a short period of about 0.1 to 0.4 seconds. Relying on this effect, a rapidly changing static image will be perceived by the human eye as a continuous and smooth dynamic image.

[0036] Specifically, the motion sickness control system 100 is applied to a vehicle and can be installed inside the vehicle. For example, the motion sickness control system 100 can be installed in a distributed manner in corresponding locations inside the passenger compartment. The motion sickness control system 100 is used to reduce motion sickness in passengers.

[0037] The attitude sensor 10 is fixedly installed on the vehicle body. It can be a high-precision motion sensing device, which can accurately sense the vehicle body status throughout the entire driving process. It is configured to collect the vehicle's attitude information in real time. The attitude information includes, but is not limited to, pitch angle, roll angle, steering angle, acceleration and deceleration status and other all-round vehicle body attitude data during the vehicle's driving process. The acquisition frequency can be dynamically adjusted to adapt to the vehicle's driving conditions.

[0038] The control unit 20 and the attitude sensor 10 communicate bidirectionally via wired or wireless communication. The control unit 20 can be an automotive-grade control chip with high-speed computing capabilities, such as an onboard microcontroller or a single-chip microcomputer. The control unit 20 is configured to receive attitude information transmitted from the attitude sensor 10 in real time, process the received attitude information, remove interference data during driving, accurately extract the real-time attitude parameters of the vehicle, and generate corresponding control commands based on the processed attitude information. The control commands include adjustment information such as pose adjustment parameters and shape adjustment parameters of the three-dimensional dynamic image.

[0039] The holographic display unit 30 can be installed in areas such as the ceiling, A-pillar, seat headrest, side wall, or windshield inside the vehicle, so that peripheral passengers can receive continuous visual cue signals within their natural line of sight; the holographic display unit 30 can be configured to form a floating three-dimensional dynamic image based on the persistence of vision without the need for a physical display screen.

[0040] 3D dynamic images can be flat horizons, undulating sea surfaces, or static starry skies, simulating stable visual anchor points in nature. These images can be selected by passengers or automatically switched based on different scenarios. For example, when the vehicle is driving on city roads or highways, a horizon image can be selected, floating in front of the passenger's field of vision. The image adjusts slightly as the vehicle turns or tilts, always maintaining a stable core horizon level, providing passengers with a clear horizontal reference. When the vehicle is traveling long distances at night, a starry sky background image can be switched, with a soft starry sky scene paired with stable reference lines, ensuring both visual reference effectiveness and a soothing ride. The 3D dynamic images can be automatically activated after the vehicle starts or manually triggered by passengers, for example, through an in-vehicle app or a physical button on the side of the seat.

[0041] The holographic display unit 30 is also connected to the control unit 20, and can receive control commands sent by the control unit 20 in real time. It can also dynamically adjust the spatial orientation and deformation characteristics of the three-dimensional dynamic image in real time according to the control commands, so that the motion changes of the three-dimensional dynamic image are highly synchronized with the real-time posture of the vehicle, and ensure that the motion trajectory of the image completely matches the posture changes of the vehicle body.

[0042] Furthermore, the basic imaging parameters can be preset through the control unit 20 to adapt to the visual habits of different passengers. At the same time, the imaging height and angle of the holographic display unit 30 can be finely adjusted within a small range to ensure that passengers in different positions and of different heights in the vehicle can clearly observe the three-dimensional dynamic images, thus ensuring the effectiveness of the visual reference.

[0043] In one example, once the vehicle is powered on, the motion sickness control system 100 automatically starts, first performing an initialization process, including self-testing and parameter calibration of the attitude sensor 10 and the holographic display unit 30. Then, the holographic display unit 30 starts displaying a three-dimensional dynamic image (such as a flat horizon). Simultaneously, the attitude sensor 10 continuously collects the vehicle's attitude information at a millisecond-level sampling frequency and feeds it back to the control unit 20 in real time. The control unit 20 has built-in driving attitude calculation logic, quickly analyzing the attitude information and generating corresponding control commands. Upon receiving the control commands, the holographic display unit 30 synchronously adjusts the angle and position of the suspended three-dimensional dynamic image at millisecond levels. For example, when the vehicle tilts, the image synchronously fine-tunes the corresponding angle; when the vehicle accelerates or decelerates, the image synchronously adapts to the corresponding state, always providing passengers with a stable and consistent visual reference. Furthermore, if the vehicle is turned off or the system is shut down, it enters a power-off sleep state, completing one full work cycle.

[0044] Please see Figure 2In some embodiments, the holographic display unit 30 includes a rotation drive component 31 and an LED array 32, wherein the LED array 32 is mounted on the rotation drive component 31 and the rotation drive component 31 is configured to drive the LED array 32 to rotate so that the LED array 32 forms a three-dimensional dynamic image based on the persistence of vision effect.

[0045] Specifically, the rotation drive assembly 31 may include a drive motor and a bracket. The drive motor may be a high-precision brushless DC motor, which can be installed in the vehicle's roof interior, seat back, or other locations. It operates smoothly with low noise and can withstand complex conditions such as vehicle bumps and vibrations. The brushless DC motor is configured to rotate stably at a preset speed under the drive of the control unit 20. The speed of the brushless DC motor can be adaptively adjusted according to the imaging clarity and refresh rate requirements, thereby ensuring the continuity and stability of spatial imaging. The bracket may be a lightweight rigid bracket used to support the LED array 32 and ensure that it maintains structural rigidity and dynamic balance during high-speed rotation.

[0046] The LED array 32 consists of multiple high-brightness, high-response-speed micro-LEDs mounted on a bracket of the rotary drive assembly 31. The LEDs can be arranged in a ring or spiral array and are driven by a brushless motor in the rotary drive assembly 31, rotating uniformly at several thousand revolutions per minute in a vertical or horizontal plane. Utilizing the persistence of vision (POV) effect, the corresponding LED is precisely illuminated when it rotates to a specific spatial position, allowing the human eye to perceive discrete light points as a continuous three-dimensional light and shadow image during continuous rotation.

[0047] Furthermore, the on / off state, brightness, color, and emission timing of each LED in the LED array 32 are uniformly controlled by the control unit 20. By changing the rotation speed, angle, emission timing, color, brightness, and on / off logic of the LED array 32, the size, shape, and spatial position of the three-dimensional dynamic image can be flexibly adjusted, thereby achieving synchronous matching with the vehicle's posture. Moreover, various three-dimensional dynamic images can be generated by programming to control the emission timing, brightness, and color of the LEDs.

[0048] In one example, the rotary drive component 31 uses a micro brushless motor as a power source, with an adjustable speed ranging from hundreds to thousands of revolutions per minute. The LED array 32 is arranged radially along the motor shaft. When the motor drives the LED array 32 to rotate at a constant speed, the control unit 20 controls each LED to light up in real time according to the display unit, forming a suspended three-dimensional horizon or undulating sea surface in the space in front of the passenger. When the vehicle posture changes, the control unit 20 synchronously adjusts the light emission sequence and rotation phase of the LED array 32, so that the three-dimensional dynamic image is linked with the vehicle posture in real time, always providing a stable visual reference for the passenger.

[0049] Thus, in this embodiment, the LED array 32 is driven to rotate at high speed by the rotation drive component 31, enabling the LED array 32 to form a clear and stable three-dimensional dynamic image by means of the persistence of vision of the human eye. Since the image does not rely on screen projection or virtual reality rendering, but is physically generated in real space, it has a real sense of spatial depth and continuity. Passengers can observe it naturally with their naked eyes without wearing any devices, which greatly improves the naturalness and comfort of the interaction. In addition, it can efficiently coordinate with changes in vehicle posture to achieve real-time adjustment of image position and shape, providing a stable and reliable visual display basis for alleviating motion sickness symptoms.

[0050] In some embodiments, the control unit 20 is further configured to acquire historical driving information and current driving information; determine changes in the vehicle's motion state based on the historical driving information, current driving information, and attitude information; and generate control commands based on a preset synchronization control algorithm and attitude information when the changes in motion state exceed a preset threshold.

[0051] It is worth noting that historical driving information may include, but is not limited to, information such as the vehicle's acceleration, steering angle, steering frequency, and road surface bump characteristics on the same road segment. Current driving information may include, but is not limited to, real-time GPS trajectory (current location), driving direction, speed data, throttle opening, and braking signals.

[0052] It should also be noted that the preset synchronization control algorithm is a control algorithm pre-set in the system to achieve dynamic image compensation and maintain vestibular-visual consistency. It generates spatial compensation vectors in real time based on the current vehicle posture information to guide the spatial deformation and orientation adjustment of the 3D dynamic image, ensuring that it presents a constant, stable, and reliable visual anchor point in the passenger's subjective visual field. For example, when the vehicle turns left with a certain roll angle, the human vestibular system will perceive a downward tilt acceleration on the left. However, if there is no stable visual reference inside the vehicle, the visual system cannot verify this motion state, resulting in sensory conflict. In this case, the synchronization control algorithm can calculate the horizon tilt angle and rotation direction to be presented, maintaining a horizontal perception effect in visual space—that is, the image rotates synchronously with the vehicle body, but remains stable in the passenger's subjective visual field.

[0053] Specifically, the control unit 20 can acquire real-time vehicle driving information and historical driving information by communicating with the vehicle's CAN bus or connecting to the vehicle's on-board computer. It then normalizes the acquired historical and current driving information and, combined with real-time attitude information transmitted by the attitude sensor 10, performs multi-dimensional data fusion analysis through internal computational logic to accurately determine the magnitude of changes in the vehicle's current motion state and quantify the severity of the vehicle's driving state. This helps identify typical motion scenarios that could potentially disrupt the passenger's vestibular system, such as rapid acceleration, sharp turns, or continuous undulating road surfaces. The control unit 20 then compares the calculated motion state change values ​​with internally preset thresholds to distinguish whether the vehicle is in a normal, smooth driving state or in a severe driving state with sudden changes in motion, such as turning, rapid acceleration, rapid deceleration, or bumpy road conditions.

[0054] When the change in vehicle motion state is determined to be greater than a preset threshold, the control unit 20 immediately starts the preset synchronous control algorithm, retrieves real-time attitude information for fine calculation, eliminates abnormal data caused by driving vibration and road condition interference, and quickly generates high-precision, high-response control commands, which include spatial compensation vectors; when the change in vehicle motion state is less than or equal to the preset threshold, the control unit 20 maintains the normal control logic to ensure the stable display of the three-dimensional dynamic image and reduce the system's computing power consumption.

[0055] In one example, when a vehicle travels to a section of road with continuous curves, the historical driving information stores the small turning data of the previous section. The current driving information feedback shows that the vehicle speed has decreased and the turning angle has increased. Combined with the attitude information, the vehicle body tilt angle is perceived to have increased. After calculation, the control unit 20 determines that the change in motion state exceeds the preset threshold, and then starts the synchronous control algorithm. Combined with the real-time attitude information of the vehicle, it quickly generates image adjustment commands and drives the holographic display unit 30 to adjust the three-dimensional dynamic image in advance to avoid visual and vestibular perception misalignment.

[0056] In one example, the preset threshold inside the control unit 20 can support multi-level adjustment to adapt to different road conditions such as highways, urban roads, and bumpy rural roads. The threshold parameters are calibrated for various road conditions to ensure that the control commands can accurately adapt to attitude changes in various driving scenarios and achieve predictive and precise control.

[0057] Thus, in this embodiment, by integrating historical driving information, current driving information, and posture information to comprehensively judge changes in vehicle motion state, when changes in motion state exceed a preset threshold, control commands are generated based on a preset synchronous control algorithm combined with posture information. This can predict and accurately respond to severe vehicle posture fluctuations in advance, improve the synchronous adjustment of holographic images and vehicle posture, and better suppress the occurrence of motion sickness symptoms under severe driving conditions.

[0058] Please refer to further information. Figure 2 In some embodiments, the attitude sensor 10 includes an inertial measurement unit 11 and a steering angle sensor 21. The inertial measurement unit 11 is configured to acquire angular velocity and linear acceleration, and the steering angle sensor 21 is configured to acquire steering wheel operation intention information. The control unit 20 is further configured to: perform fusion processing on the angular velocity, linear acceleration information and steering wheel operation intention information based on a preset synchronous control algorithm to calculate the six-degree-of-freedom motion state of the vehicle; and generate control commands based on the six-degree-of-freedom motion state, the control commands including the spatial compensation vector of the three-dimensional dynamic image.

[0059] Specifically, the inertial measurement unit (IMU) 11 is used to acquire the angular velocity and linear acceleration of the vehicle in three-dimensional space in real time, and then calculate the pitch angle, roll angle and yaw rate; the steering angle sensor 21 is adapted to be installed at the steering column of the vehicle steering wheel and works in conjunction with the steering mechanism. The steering angle sensor 21 is configured to collect the rotation angle, rotation speed and rotation direction data of the steering wheel in real time, and convert them into corresponding steering wheel operation intention information to predict the vehicle steering trend in advance.

[0060] After receiving the angular velocity and linear acceleration information transmitted by the inertial measurement unit 11 and the steering wheel operation intention information transmitted by the steering angle sensor 21, the control unit 20 performs fusion processing on this information based on a preset synchronous control algorithm, such as time alignment, noise reduction, or weight allocation. This filters out interference data caused by road bumps and vehicle vibration, retains real and effective attitude perception data, and then accurately calculates the complete six-degree-of-freedom motion state of the vehicle, restoring the real-time spatial attitude of the vehicle body in all directions. Furthermore, the control unit 20 generates corresponding control commands based on the calculated six-degree-of-freedom motion state. The control commands may contain a three-dimensional dynamic image spatial compensation vector adapted to the all-round attitude changes of the vehicle. The spatial compensation vector can accurately adjust the spatial displacement, angle deflection, attitude tilt, and other parameters of the image, so that the holographic display unit 30 can perform pose compensation on the three-dimensional dynamic image based on the spatial compensation vector, ensuring that the three-dimensional dynamic image is completely synchronized with the six-degree-of-freedom motion of the vehicle.

[0061] In one example, when the vehicle performs a lane change and turn operation, the steering angle sensor 21 collects the steering wheel rotation intention, the inertial measurement unit 11 simultaneously collects the vehicle body roll angular velocity and lateral linear acceleration, and the control unit 20 fuses multiple sets of data to calculate the corresponding six-degree-of-freedom motion state of the vehicle, generating a spatial compensation vector containing lateral and longitudinal dual compensation parameters, driving the holographic image to simultaneously complete roll and steering compensation, and always maintaining a stable visual reference shape.

[0062] Thus, in this embodiment, by using a preset synchronous control algorithm to fuse and process multiple types of sensor information, the vehicle's six-degree-of-freedom motion state is accurately calculated, and control commands containing three-dimensional dynamic image spatial compensation vectors are generated accordingly. This enables high-precision synchronous compensation between the holographic image pose and the vehicle's all-around motion, further eliminating sensory conflicts between the visual and vestibular systems and improving the stability of motion sickness control.

[0063] Please see Figure 3 In some embodiments, the motion sickness control system 100 further includes an ambient light sensor 40, which is communicatively connected to the control unit 20 and configured to collect ambient light intensity in real time; the control unit 20 is also configured to adjust the luminous intensity and / or contrast of the holographic display unit 30 according to the ambient light intensity.

[0064] Understandably, image visibility varies significantly under different lighting conditions. For example, under strong direct sunlight, an LED with a fixed brightness may be difficult to see due to excessive ambient light; while at night or in tunnels, excessive brightness may cause glare and disturb passengers' rest. Therefore, the ambient light sensor 40 can monitor the ambient light intensity in real time and dynamically adjust the luminous intensity and contrast of the LED accordingly.

[0065] Specifically, the ambient light sensor 40 can be an automotive-grade photosensitive sensor, which can be embedded in the center console, the front of the roof interior, or the inside of the doors, in a location where light collection is unobstructed, thereby enabling real-time collection of ambient light intensity data inside the vehicle cabin in an all-round and unobstructed manner.

[0066] The ambient light sensor 40 is connected to the control unit 20 via wired communication. It can convert the real-time collected ambient light intensity analog signal into a digital signal and continuously transmit it to the control unit 20. The signal transmission is stable and not affected by vehicle electromagnetic interference. It can accurately reflect changes in the intensity of light inside the vehicle. Whether it is a slow change in light, a sudden strong direct light, or a sudden dimming of light, it can quickly capture and synchronously upload the data.

[0067] The control unit 20 can linearly adjust the luminous intensity and contrast of the holographic display unit 30 according to the ambient light intensity. The higher the ambient light intensity, the higher the luminous intensity of the holographic display unit 30. Alternatively, the control unit 20 can be pre-set with multiple light intensity judgment standards, which can classify the received ambient light intensity data and adjust the working parameters of the holographic display unit 30 according to different light levels. It can adjust the luminous intensity of the holographic display unit 30 alone, adjust the contrast of the three-dimensional dynamic image alone, or adjust the luminous intensity and contrast simultaneously.

[0068] When the ambient light intensity inside the vehicle is high, such as when sunlight shines directly into the cabin during the day, the control unit 20 increases the luminous intensity of the holographic display unit 30 and optimizes the image contrast to ensure that the outline of the three-dimensional dynamic image is clear and recognizable, and is not covered by strong light. When the ambient light intensity inside the vehicle is low, such as when driving at night or when the vehicle enters a tunnel, the control unit 20 reduces the luminous intensity and softens the image contrast to avoid the display light being too glaring, thus balancing image visibility and visual comfort.

[0069] In one example, when a vehicle is traveling on an open road during the day, with sunlight shining directly into the vehicle, the ambient light sensor 40 collects a high light intensity signal and transmits it to the control unit 20. The control unit 20 then increases the brightness of the LED array 32 and enhances the image contrast, making the suspended three-dimensional dynamic image clearly visible. When the vehicle enters a tunnel, the light inside the vehicle suddenly dims. The sensor immediately detects the change in light, and the control unit 20 quickly reduces the light intensity and contrast to avoid strong light stimulating the passengers' eyes. No manual adjustment is required throughout the process, achieving automatic and seamless adaptation.

[0070] Thus, in this embodiment, the holographic display unit 30 is adaptively optically adjusted by the ambient light sensing module, which can cope with various lighting changes such as day and night in the vehicle, direct sunlight, tunnel passage, and driving on cloudy days. This avoids the blurring of the three-dimensional dynamic image and the decrease in recognition caused by excessive ambient light, or the glare of the display light and the increase of visual fatigue caused by excessive ambient light, thereby further improving the visual viewing comfort.

[0071] In some embodiments, the control unit 20 is also configured to assess the intensity of the vehicle's motion based on attitude information; and adjust the refresh rate and / or rotation speed of the holographic display unit 30 based on the assessment results.

[0072] Specifically, the system receives real-time attitude information transmitted from the attitude sensor 10, quantifies and analyzes parameters such as vehicle pitch, roll, angular velocity, and linear acceleration, assesses the current intensity of vehicle motion, and classifies the driving condition into at least two levels: smooth driving, normal fluctuation, and intense motion. The control unit 20 internally stores the operating parameters of the holographic display unit 30 corresponding to each motion level, enabling individual or synchronous control of the refresh rate and rotation speed. The control command response delay is short, allowing for rapid matching of changes in vehicle motion state and achieving automated adaptive adjustment. Specifically, the rotation speed corresponds to adjusting the operating rate of the rotation drive component 31, and the refresh rate corresponds to controlling the light emission imaging timing of the LED array 32.

[0073] When assessing the vehicle under intense motion, such as rapid acceleration, rapid deceleration, continuous sharp turns, or driving on bumpy roads, the control unit 20 correspondingly increases the refresh rate of the holographic display unit 30 and increases the rotation speed of the rotation drive component 31 to accelerate image imaging and update rate, eliminate image ghosting and lag issues, and ensure that the three-dimensional dynamic image and vehicle posture are synchronized accurately in real time. When assessing the vehicle under smooth driving conditions, such as highway constant speed driving or driving on smooth urban roads, the control unit 20 correspondingly decreases the refresh rate and rotation speed to reduce system power consumption and operating noise while ensuring image clarity and stability.

[0074] Thus, in this embodiment, the image update and imaging response speed can be improved when the vehicle's movement is large, ensuring the real-time performance and continuity of the three-dimensional dynamic images. When the movement is gentle, the operating parameters can be reasonably reduced to balance energy consumption and noise, so that the holographic display effect always matches the vehicle's driving state, further improving visual synchronization stability and overall ride comfort.

[0075] In some implementations, the control unit 20 is also configured to assess the intensity of the vehicle's motion based on attitude information; and adjust the edge sharpness and / or contrast of the three-dimensional dynamic image based on the assessment results.

[0076] Specifically, when assessing the vehicle in a state of intense motion, such as rapid acceleration, rapid deceleration, continuous sharp turns, or driving on bumpy roads, the control unit 20 correspondingly increases the refresh rate of the holographic display unit 30 and increases the rotation speed of the rotation drive component 31 to accelerate image imaging and update rate, eliminate image ghosting and lag issues, and ensure that the three-dimensional dynamic image and the vehicle's posture are synchronized accurately in real time. When assessing the vehicle in a state of smooth driving, such as high-speed constant speed driving or driving on smooth urban roads, the control unit 20 correspondingly decreases the refresh rate and rotation speed to reduce system power consumption and operating noise while ensuring image clarity and stability.

[0077] In one example, when the vehicle is driving on a series of curves in a mountainous area, the attitude sensor 10 reports that the vehicle body is tilting and the steering angle is large. The control unit 20 assesses this as a level of violent motion and then increases the refresh rate of the LED array 32 and the rotation speed of the rotation drive component 31 to synchronize the three-dimensional dynamic image with the vehicle body attitude at high speed and maintain a stable visual reference. When the vehicle enters a straight highway and cruises at a constant speed, the control unit 20 lowers the corresponding parameters, and the system operates smoothly with low power consumption, while the image remains clear and soft.

[0078] Thus, in this embodiment, the clarity of the image outline and visual recognition can be enhanced when the vehicle is moving at large speeds, avoiding the aggravation of sensory conflict due to blurry images. When the movement is gentle, the parameters can be displayed softly to reduce visual fatigue, thereby improving the visual adaptability under different driving conditions and further optimizing the anti-motion sickness effect.

[0079] In some embodiments, the motion sickness control system 100 includes a plurality of holographic display units 30, which are respectively arranged in multiple locations inside the vehicle.

[0080] The number of holographic display units 30 can be flexibly set according to the vehicle model, interior space size, and number of passengers. Each holographic display unit 30 has an identical structure and operates synchronously, maintaining a communication connection with the control unit 20. This allows them to receive unified control commands from the control unit 20, ensuring consistent three-dimensional dynamic images presented by all holographic display units 30 throughout the vehicle. The multiple holographic display units 30 are distributed at different locations within the vehicle, such as the back of the front seats, the perimeter of the roof lining, the upper inner sides of the doors, and both sides of the center console.

[0081] Each holographic display unit 30 can be controlled uniformly or independently. For example, for unoccupied areas within the vehicle, the control unit 20 can correspondingly turn off the display unit at that location, reducing overall system power consumption while ensuring usability. Simultaneously, each unit can independently fine-tune its display angle to adapt to the viewing angles of passengers of different heights, further enhancing the system's flexibility and comfort. Furthermore, multiple holographic display units 30 can display the same three-dimensional dynamic image or different three-dimensional dynamic images.

[0082] During vehicle operation, the control unit 20 generates control commands based on the attitude information and simultaneously sends them to each holographic display unit 30. This drives each unit to generate three-dimensional dynamic images based on the persistence of vision effect and simultaneously completes the adjustment of the image's pose and shape. This forms a stable visual reference system with multiple points and full coverage throughout the vehicle's field of vision. As a result, even if passengers are reading, looking at their mobile phones, or resting with their eyes closed, they can naturally receive visual cue signals at the edge of their field of vision, completely avoiding the problem of lost field of vision caused by a single display unit.

[0083] Thus, in this embodiment, the motion sickness control system 100 is equipped with multiple holographic display units 30, and each unit is arranged in different positions inside the vehicle. This can cover the field of vision of passengers in the vehicle in all directions, eliminate the blind spots caused by a single display unit, and ensure that passengers in different positions in the vehicle can obtain three-dimensional dynamic images that are synchronized with the vehicle's posture. This comprehensively unifies the visual perception information of all passengers in the vehicle, further expands the scope of application of the system, and comprehensively alleviates motion sickness symptoms in various positions.

[0084] Please see Figure 4 This application provides a vehicle 1000, including the motion sickness control system 100 of any of the above embodiments.

[0085] Thus, in this embodiment of the application, by mounting the aforementioned motion sickness control system 100 on the vehicle 1000, high-precision synchronization between the three-dimensional dynamic image and the real-time posture of the vehicle 1000 can be achieved, unifying the visual and vestibular motion perception of the passengers in the vehicle, completely eliminating sensory conflict, alleviating motion sickness discomfort from the source, and greatly improving the overall vehicle ride comfort and driving experience.

[0086] Please see Figure 5 This application also provides a motion sickness control method for use in the aforementioned motion sickness control system. The motion sickness control method includes: 01. Based on the persistence of vision effect, three-dimensional dynamic images are generated and vehicle attitude information is obtained; 02. Generate control commands based on attitude information; 03. Adjust the spatial orientation of the three-dimensional dynamic image according to the control command so that the three-dimensional dynamic image keeps synchronized with the real-time attitude of the vehicle.

[0087] Specifically, the three-dimensional dynamic image formed based on the persistence of vision is achieved by driving the LED array to rotate at high speed and controlling the LED beads to turn on and off in a time sequence. By utilizing the physiological characteristics of the persistence of vision in the human eye, a suspended three-dimensional dynamic image without a physical carrier is formed in the carriage space. The image has a sense of spatial depth, conforms to the natural visual perception of the human body, and can form a stable spatial visual reference without passengers having to actively focus and recognize it.

[0088] Synchronized with the 3D dynamic image formation process, it collects the vehicle's attitude information in real time throughout the entire driving process. Through the on-board attitude sensing module, it continuously acquires all-round attitude data such as vehicle pitch, roll, steering, acceleration and deceleration, ensuring the real-time and accuracy of attitude information collection, providing reliable data support for subsequent command generation. Moreover, attitude acquisition and image imaging start synchronously without any timing deviation.

[0089] Control commands are generated based on the acquired real-time attitude information. Specifically, the raw attitude information is filtered, parsed, and processed to remove invalid data caused by driving vibration and road condition interference, extract the vehicle's real attitude parameters, and then generate control commands containing three-dimensional dynamic image spatial orientation adjustment parameters according to the preset synchronous control logic. The command response latency is extremely low and adapts to the vehicle's dynamic driving rhythm.

[0090] Adjusting the spatial orientation of the 3D dynamic image according to the generated control commands involves sending the control commands to the holographic imaging end in real time, driving the imaging components to adjust the image's deflection angle, spatial position, and tilt attitude accordingly. This achieves closed-loop synchronous control of the image attitude and the vehicle's real-time attitude, ensuring that the reference benchmark of the 3D dynamic image is linked and adapted to the vehicle's attitude, regardless of whether the vehicle is in a stable driving state or in a state of violent shaking.

[0091] In one example, when the vehicle tilts and turns during driving, the system simultaneously collects the vehicle's tilt posture information, quickly generates corresponding orientation adjustment commands, and then controls the three-dimensional horizon image to simultaneously fine-tune the spatial orientation, always keeping the horizon horizontal and stable, so that the horizontal reference received by the passenger's vision matches the vehicle's movement perceived by the vestibular system, alleviating discomfort such as dizziness and nausea.

[0092] Thus, in the embodiments of this application, the three-dimensional dynamic images can be kept highly synchronized with the real-time posture of the vehicle, thereby unifying the motion perception information of the human visual system and vestibular system, eliminating sensory conflicts, alleviating various discomforts caused by motion sickness from the source, and ensuring the overall anti-motion sickness control effect.

[0093] In this specification, the terms "specifically," "furthermore," "particularly," "understandably," etc., refer to specific features, structures, materials, or characteristics described in connection with embodiments or examples that are included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0094] Any process or method described in the flowchart or otherwise herein can be understood as representing a module, segment, or portion of code comprising one or more executable instructions for implementing a particular logical function or process, and the scope of the preferred embodiments of this application includes additional implementations in which functions may be performed not in the order shown or discussed, including substantially simultaneously or in reverse order depending on the function involved, as will be understood by those skilled in the art to which embodiments of this application pertain.

[0095] Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of this application.

Claims

1. A motion sickness prevention control system, characterized in that, include: An attitude sensor is configured to collect the vehicle's attitude information in real time. A control unit is communicatively connected to the attitude sensor, and the control unit is configured to generate control commands based on the attitude information. and A holographic display unit, communicatively connected to the control unit, is used to display three-dimensional dynamic images and is configured to adjust the pose and shape of the three-dimensional dynamic images according to the control commands so that the three-dimensional dynamic images are synchronized with the real-time posture of the vehicle, wherein the three-dimensional dynamic images are formed based on the persistence of vision effect.

2. The motion sickness control system according to claim 1, characterized in that, The holographic display unit includes: Rotary drive assembly; and An LED array is mounted on the rotation drive assembly, which is configured to drive the LED array to rotate so that the LED array forms the three-dimensional dynamic image based on the persistence of vision effect.

3. The motion sickness control system according to claim 1, characterized in that, The control unit is also configured to: Obtain historical and current driving information; The vehicle's motion state changes are determined based on the historical driving information, the current driving information, and the attitude information. When the change in motion state exceeds a preset threshold, the control command is generated based on a preset synchronization control algorithm and the attitude information.

4. The motion sickness control system according to claim 3, characterized in that, The attitude sensor includes an inertial measurement unit and a steering angle sensor. The inertial measurement unit is configured to acquire angular velocity and linear acceleration, and the steering angle sensor is configured to acquire steering wheel operation intention information. The control unit is further configured to: The angular velocity, linear acceleration information and steering wheel operation intention information are fused and processed based on the preset synchronous control algorithm to calculate the six-degree-of-freedom motion state of the vehicle. The control command is generated based on the six-degree-of-freedom motion state, and the control command includes the spatial compensation vector of the three-dimensional dynamic image.

5. The motion sickness control system according to claim 1, characterized in that, The motion sickness control system also includes an ambient light sensor, which is communicatively connected to the control unit and configured to collect ambient light intensity in real time; the control unit is also configured to adjust the luminous intensity and / or contrast of the holographic display unit according to the ambient light intensity.

6. The motion sickness control system according to claim 3, characterized in that, The control unit is also configured to: The intensity of the vehicle's movement is assessed based on the posture information; Adjust the refresh rate and / or rotation speed of the holographic display unit based on the evaluation results; and / or Adjust the edge sharpness and / or contrast of the 3D dynamic image based on the evaluation results.

7. The motion sickness control system according to claim 1, characterized in that, The motion sickness control system includes multiple holographic display units, which are respectively arranged in multiple locations inside the vehicle.

8. The motion sickness control system according to claim 1, characterized in that, The three-dimensional dynamic imagery includes at least one of a horizon imagery, a sea level imagery, or a starry background imagery.

9. A method for controlling motion sickness, characterized in that, include: Three-dimensional dynamic images are generated based on the persistence of vision effect, and the vehicle's attitude information is obtained. Control commands are generated based on the attitude information; The spatial orientation of the three-dimensional dynamic image is adjusted according to the control command so that the three-dimensional dynamic image is synchronized with the real-time attitude of the vehicle.

10. A vehicle, characterized in that, Including the motion sickness control system as described in any one of claims 1 to 8.

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