A dizziness alleviating system and control method for a passenger vehicle based on pedal input

Abstract

This invention discloses a motion sickness relief system and control method for passenger vehicles based on pedal input, including a pedal input module, a control module, a seatbelt active tightening module, and a seat back active push-up module. Based on the input information from the brake pedal and accelerator pedal, the invention generates corresponding control commands under non-collision conditions. Based on the brake pedal input information and the occupant's body shape, the system adaptively adjusts the tightening control amount and speed of the seatbelt, completing closed-loop tightening according to the adjusted parameters, thereby enhancing the occupant's somatosensory input during braking. Based on the accelerator pedal input information, the system dynamically adjusts the push-up displacement and speed of the seat back active push-up module, providing additional thrust to the occupant's torso, thereby enhancing the occupant's somatosensory input during acceleration. After the pedals are released, the related actions are slowly and automatically released and reset, thus stabilizing the occupant's torso posture and enhancing somatosensory input to achieve human-vehicle state matching, effectively reducing the probability of motion sickness.

Description

Technical Field

[0001] This invention relates to the field of motion sickness relief technology, specifically to a motion sickness relief system and control method for passenger vehicles based on pedal input. Background Technology

[0002] Currently, the occupant restraint systems and seat support structures of passenger vehicles are mainly focused on collision safety protection in terms of functional design, without being specifically optimized for motion sickness discomfort during daily driving; traditional seat belts only have passive restraint or active pretensioning functions triggered by collisions or emergency braking, and seat backs are mostly fixed posture or passive elastic support structures, which cannot dynamically restrain and support the occupant's torso in non-collision conditions.

[0003] In everyday driving scenarios such as urban congestion, frequent starting and braking, and slow stop-and-go traffic, the frequent longitudinal acceleration and deceleration of vehicles cause the occupants' torsos to repeatedly lean forward and backward. The changes in torso posture and the human vestibular system create a lack of coordination, which can induce or aggravate motion sickness symptoms. Current technologies lack a collaborative control scheme that can adjust the restraint and support of the occupants' torsos in real time and reversibly based on the input of the driver's pedal, making it difficult to alleviate motion sickness from the perspective of occupant posture stability.

[0004] To address the aforementioned shortcomings, a technical solution is provided. Summary of the Invention

[0005] To address the aforementioned shortcomings of existing technologies, this invention provides a passenger vehicle motion sickness relief system and control method based on pedal input, which can effectively solve the problems in existing technologies that cannot dynamically constrain and support the occupant's torso according to vehicle acceleration and deceleration operations, and are difficult to alleviate motion sickness discomfort caused by frequent acceleration and deceleration.

[0006] To achieve the above objectives, the present invention can be implemented through the following technical solution: The present invention provides a passenger car motion sickness relief system based on pedal input, comprising: The pedal input module is used to collect pedal input information from the vehicle's brake pedal or accelerator pedal; it also includes: The control module is used to receive pedal input information from the vehicle's brake pedal or accelerator pedal, and generate corresponding control commands under non-collision conditions. The control commands include tightening commands and pushing commands. The active seatbelt tensioning module, based on the received tensioning command, adjusts the tensioning control amount and tensioning speed of the seatbelt by combining the occupant's body shape, and performs closed-loop tensioning according to the adjusted target tensioning parameters, thereby enhancing the occupant's somatosensory input information during braking. The active push-up module for the seat backrest, based on the received push-up command, corrects the push-up displacement and speed by combining the vehicle's longitudinal acceleration, and provides additional thrust to the occupant's torso according to the corrected target push-up parameters, thereby enhancing the occupant's somatosensory input information during acceleration.

[0007] Furthermore, the pedal types include brake pedals and accelerator pedals, and the pedal input information may include pedal displacement, pedal displacement change rate, brake pressure or driving force corresponding to the pedal, and equivalent acceleration / deceleration parameters.

[0008] Furthermore, the tightening command is generated based on the brake pedal input information, including the tightening control amount and tightening speed of the seat belt active tightening.

[0009] Furthermore, the push-up command is generated based on the accelerator pedal input information, which includes the push-up displacement and push-up speed of the seat back.

[0010] A motion sickness relief control method for passenger vehicles based on pedal input, applied to the aforementioned motion sickness relief system for passenger vehicles, includes the following steps: S1: Collect pedal input information of the vehicle's brake pedal or accelerator pedal; S2: Based on the pedal input information of the vehicle's brake pedal or accelerator pedal, and under non-collision conditions, generate corresponding control commands, including tightening commands and pushing commands. S3: Based on the tightening command, the tightening control amount and tightening speed of the seat belt are corrected by combining the occupant's body shape, and closed-loop tightening is performed according to the corrected target tightening parameters to enhance the occupant's somatosensory input information during braking; S4: Based on the push command, the push displacement and push speed are corrected by combining the vehicle's longitudinal acceleration, and additional thrust is provided to the occupant's torso according to the corrected target push parameters, enhancing the occupant's somatosensory input information during acceleration.

[0011] Furthermore, the tightening control amount and tightening speed in step S3 are determined through the following steps: The basic tightening amount is obtained based on the brake pedal displacement, and the dynamic compensation amount is obtained based on the brake pedal displacement change rate and dynamic compensation coefficient. The basic tightening amount and the dynamic compensation amount are superimposed to obtain the tightening control amount. The tightening speed is determined based on the rate of change of brake pedal displacement.

[0012] Furthermore, in step S3, the step of adjusting the tightening control amount and tightening speed based on the occupant's body shape is as follows: The fore-and-aft position of the seat and the initial extension length of the seat belt were collected, and the body shape correction coefficient was obtained by normalization fitting. The tightening control amount and tightening speed are respectively corrected by the body shape correction coefficient to obtain the target tightening parameters adapted to the current occupant. The target tightening parameters include the final tightening control amount and the final tightening speed, and upper and lower limit constraints are applied.

[0013] Furthermore, the pushing displacement and pushing speed in step S4 are determined through the following steps: The displacement of the jacking foundation is obtained using an exponentially weighted mapping model; Based on the rate of change of accelerator pedal displacement, a feedforward compensation term is introduced, and the first-order lag calculation with a limiting amplitude is used to obtain the dynamic compensation amount for the push. The jacking displacement is obtained by coupling the jacking foundation displacement with the jacking dynamic compensation amount; The pushing speed is obtained by using displacement gradient smoothing.

[0014] Furthermore, in step S4, the step of correcting the pushing displacement and pushing speed by combining the vehicle's longitudinal acceleration is as follows: Obtain real-time longitudinal acceleration and construct dynamic correction coefficients based on the longitudinal acceleration; The pushing displacement and pushing speed are corrected by dynamic correction coefficients to obtain the target pushing parameters adapted to the current crew. The target pushing parameters include the final pushing displacement and the final pushing speed, and upper and lower limit constraints are applied.

[0015] The technical solution provided by this invention has the following advantages compared with the prior art: 1. Under non-collision driving conditions, this invention achieves real-time, active, and dynamic posture stabilization of the occupant's torso based on the input of the brake pedal and accelerator pedal, effectively suppressing the forward and backward swaying of the torso caused by frequent acceleration and deceleration of the vehicle, thereby reducing motion sickness inducing factors from the source. 2. This invention, through the coordinated control of active seat belt tightening and active seat back support, forms a complete and continuous posture constraint and support system in the longitudinal acceleration and deceleration direction of the vehicle, so that the occupant's bodily sensations are highly matched with the vehicle's motion state, significantly improving motion sickness caused by the mismatch between vestibular signals and bodily signals; 3. This invention adopts body shape adaptive correction and vehicle longitudinal acceleration adaptive correction for seat belt tightening and backrest support respectively, which can adapt to different occupant body sizes and different acceleration intensities, and greatly improve the ride softness and comfort while ensuring the effectiveness of restraint. Attached Figure Description

[0016] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0017] Figure 1 This is an overall module block diagram of the present invention; Figure 2 This is a flowchart illustrating the overall process of the present invention. Detailed Implementation

[0018] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without creative effort are within the scope of protection of the present invention.

[0019] like Figure 1 As shown, a passenger car motion sickness relief system based on pedal input includes: a pedal input module, a control module, a seat belt active tensioning module, and a seat back active push-up module; The pedal input module is used to collect pedal input information from the vehicle's brake pedal or accelerator pedal. The pedal input information includes, but is not limited to, pedal displacement, pedal displacement change rate, corresponding braking pressure or driving force, and equivalent acceleration / deceleration parameters.

[0020] It should be noted that sensors are installed on the pedals, including but not limited to brake pedal displacement sensors, brake pressure sensors, accelerator pedal displacement sensors, and drive force sensors. Specifically, the brake pedal displacement sensor is installed at the brake pedal arm or pedal pivot to collect brake pedal displacement and displacement change rate. The brake pressure sensor is installed at the brake master cylinder or brake line to collect brake pressure signals. The accelerator pedal displacement sensor is installed at the accelerator pedal assembly to collect accelerator pedal displacement and displacement change rate. The drive force sensor is used to obtain vehicle driving force or equivalent acceleration parameters.

[0021] To facilitate a complete description of the working principle of the control module, this invention selects the displacement and displacement change rate of the brake pedal and accelerator pedal as representative pedal input information to analyze and explain the control algorithm and execution process.

[0022] The control module receives pedal input information from the vehicle's brake or accelerator pedals and generates corresponding control commands under non-collision conditions. The specific implementation process is as follows: When the brake pedal is detected to be depressed, the brake pedal displacement and displacement change rate are acquired in real time to determine the tightening control amount and tightening speed of the seat belt active tightening, specifically: The basic tightening amount corresponding to the braking intensity is determined based on the brake pedal displacement, according to the formula: , in, Based on the tightening amount, This is a preset seatbelt tensioning ratio coefficient used to match the correspondence between pedal displacement and seatbelt tensioning length. This represents the displacement of the brake pedal.

[0023] It should be noted that the output signal of the brake pedal displacement sensor is sampled, filtered, and calibrated to obtain the brake pedal displacement.

[0024] To improve response speed and motion sickness suppression, a dynamic compensation term for displacement change rate is added, resulting in the dynamic compensation amount, based on the formula: , in, For dynamic compensation amount, The preset dynamic compensation coefficient ensures that the seatbelt tightening action is increased synchronously with the speed of pedal depressing. This represents the rate of change of displacement.

[0025] It should be noted that the displacement change rate is calculated based on the displacement difference between adjacent cycles, using a fixed control cycle as the time reference.

[0026] The basic tightening control amount is superimposed with the dynamic compensation amount to obtain the tightening control amount for active seat belt tightening. And it needs to meet the safety constraint: 0 ≤ tightening control amount ≤ Maximum permissible tightening amount of the seat belt.

[0027] The tightening speed of the seatbelt is determined based on the rate of change of brake pedal displacement, according to the formula: , in, The tightening speed of the seat belt's active tightening function. The preset speed mapping coefficient allows the tightening speed to adaptively adjust according to the speed of braking operation.

[0028] Based on the tightening control amount and tightening speed of the seat belt active tightening, a tightening command is generated and sent to the seat belt active tightening module to drive the actuator to complete precise and reversible active tightening.

[0029] When the accelerator pedal is detected to be depressed, the accelerator pedal displacement and rate of change of displacement are acquired in real time to determine the push-out displacement and push-out speed of the seat back. Specifically: To ensure smooth and comfortable acceleration support, the basic displacement of the seat backrest is obtained using an exponentially weighted mapping model, which is as follows: , in, To push the foundation displacement, To support the maximum pushing displacement of the component. These are exponentially weighted coefficients used to adjust the support sensitivity under different pedal opening degrees. To accelerate the pedal displacement, It is a natural constant.

[0030] Based on the displacement change rate, a feedforward compensation term is introduced, and a first-order lag calculation with amplitude limitation is used to obtain the dynamic compensation amount for the jacking operation. The formula for the first-order lag calculation with amplitude limitation is as follows: , in, This is the amount of dynamic compensation for pushing the top. Forward compensation coefficient, The rate of change of accelerator pedal displacement, This is the position coupling coefficient, enabling automatic attenuation of compensation amount under long stroke.

[0031] The jacking foundation displacement is coupled with the dynamic compensation amount of the jacking to obtain the jacking displacement. And it needs to meet the physical limit constraint: 0 ≤ pushing displacement ≤Maximum allowable pushing displacement.

[0032] The pushing velocity is solved using displacement gradient smoothing, based on the formula: , in, For the pushing speed, To support the maximum permissible ejection speed of the component, It is a smoothing coefficient used to suppress sudden speed changes and jitter.

[0033] Based on the pushing displacement and pushing speed of the seat backrest, a pushing command is generated and sent to the active pushing module of the seat backrest, driving the support components to extend smoothly according to the target parameters, thereby achieving dynamic support for the occupant's torso.

[0034] The active seatbelt pretensioner module, based on the received pretensioning command, adjusts the pretensioning control amount and speed by considering the occupant's body shape, and executes closed-loop pretensioning according to the adjusted target pretensioning parameters to suppress the occupant's forward tilting. The specific implementation process is as follows: The fore-and-aft position of the seat and the initial extension length of the seatbelt were collected. A body shape correction coefficient was obtained through normalized fitting, based on the following formula: , in, This is a body size correction factor; the smaller the body size, the lower the value, and the larger the body size, the higher the value. Fore-and-aft position of the seat This is the initial extended length of the seatbelt. , These are weighting coefficients, and , This represents the maximum permissible fore-aft position of the seat. This refers to the maximum permissible initial extension length of the seatbelt; Tighten control and tightening speed Each was adjusted by a body shape correction factor. The adjustment yields target tightening parameters adapted to the current occupants, including the final tightening control amount. With final tightening speed And apply upper and lower limit constraints, the specific calculation formula is as follows: , in, To achieve the minimum effective tightening control amount, For maximum safety and comfort, tighten the control amount. For maximum safety and comfort, tighten at the fastest speed.

[0035] The seatbelt is actively tightened according to the revised target parameters to suppress the occupant's torso leaning forward and enhance the occupant's somatosensory input information during braking. When the brake pedal is released, a reset command is output, and the seatbelt is released at a smooth speed and returns to its initial state, thus releasing the active tightening.

[0036] The active seat backrest push-up module, based on the received push-up command, corrects the push-up displacement and speed by combining the vehicle's longitudinal acceleration, and provides additional thrust to the occupant's torso according to the corrected target push-up parameters, enhancing the occupant's somatosensory input during acceleration. The specific implementation process is as follows: The vehicle body control system acquires real-time longitudinal acceleration and constructs dynamic correction coefficients based on the longitudinal acceleration. This allows the support strength to adaptively adjust according to the actual acceleration intensity of the vehicle, based on the formula: , in, These are the preset acceleration weighting coefficients.

[0037] Push displacement and pushing speed Each was adjusted by a dynamic correction factor. After correction, the target jacking parameters adapted to the current crew are obtained. The target jacking parameters include the final jacking displacement. With final push speed And apply upper and lower limit constraints, the specific calculation formula is as follows: .

[0038] The internal support components are driven to extend forward based on the corrected target pushing parameters, providing precise and adaptive dynamic support to the middle of the occupant's torso. The extension stroke of the support components is a preset limited stroke, specifically 0–5 cm.

[0039] When the accelerator pedal is detected to be released, a return command is output, and the support component retracts to its initial position at a smooth speed, thus releasing the active support state.

[0040] It should be noted that when a vehicle is involved in a collision or enters a collision warning state, the system enters a working mode compatible with the vehicle's original occupant restraint system or stops active control under non-collision conditions.

[0041] like Figure 2 As shown, a method for alleviating motion sickness in passenger vehicles based on pedal input is described, and the specific implementation steps are as follows: S1: Collect pedal input information of the vehicle's brake pedal or accelerator pedal. The pedal input information includes, but is not limited to, pedal displacement, pedal displacement change rate, brake pressure or driving force corresponding to the pedal, and equivalent acceleration and deceleration parameters. S2: Based on the pedal input information from the vehicle's brake pedal or accelerator pedal, and in non-collision conditions, generate corresponding control commands. The specific implementation process is as follows: When the brake pedal is detected to be depressed, the brake pedal displacement and displacement change rate are acquired in real time to determine the tightening control amount and tightening speed of the seat belt active tightening, specifically: The basic tightening amount corresponding to the braking intensity is determined based on the brake pedal displacement, according to the formula: , in, Based on the tightening amount, This is a preset seatbelt tensioning ratio coefficient used to match the correspondence between pedal displacement and seatbelt tensioning length. This refers to the displacement of the brake pedal; It should be noted that the output signal of the brake pedal displacement sensor is sampled, filtered, and calibrated to obtain the brake pedal displacement. To improve response speed and motion sickness suppression, a dynamic compensation term for displacement change rate is added, resulting in the dynamic compensation amount, based on the formula: , in, For dynamic compensation amount, The preset dynamic compensation coefficient ensures that the seatbelt tightening action is increased synchronously with the speed of pedal depressing. The rate of change of displacement; It should be noted that the displacement change rate is calculated based on the displacement difference between adjacent cycles, using a fixed control cycle as the time reference. The basic tightening control amount is superimposed with the dynamic compensation amount to obtain the tightening control amount for active seat belt tightening. And it needs to meet the safety constraint: 0 ≤ tightening control amount ≤ Maximum permissible tightening amount of the seat belt; The tightening speed of the seatbelt is determined based on the rate of change of brake pedal displacement, according to the formula: , in, The tightening speed of the seat belt's active tightening function. The preset speed mapping coefficient enables the tightening speed to adaptively adjust according to the speed of braking operation; Based on the tightening control amount and tightening speed of the seat belt active tightening, a tightening command is generated and sent to the seat belt active tightening module to drive the actuator to complete precise and reversible active tightening; When the accelerator pedal is detected to be depressed, the accelerator pedal displacement and rate of change of displacement are acquired in real time to determine the push-out displacement and push-out speed of the seat back. Specifically: To ensure smooth and comfortable acceleration support, the basic displacement of the seat backrest is obtained using an exponentially weighted mapping model, which is as follows: , in, To push the foundation displacement, To support the maximum pushing displacement of the component. These are exponentially weighted coefficients used to adjust the support sensitivity under different pedal opening degrees. To accelerate the pedal displacement, It is a natural constant; Based on the displacement change rate, a feedforward compensation term is introduced, and a first-order lag calculation with amplitude limitation is used to obtain the dynamic compensation amount for the jacking operation. The formula for the first-order lag calculation with amplitude limitation is as follows: , in, This is the amount of dynamic compensation for pushing the top. Forward compensation coefficient, The rate of change of accelerator pedal displacement, This is the position coupling coefficient, enabling automatic attenuation of compensation amount under long stroke. The jacking foundation displacement is coupled with the dynamic compensation amount of the jacking to obtain the jacking displacement. And it needs to meet the physical limit constraint: 0 ≤ pushing displacement ≤Maximum allowable pushing displacement; The pushing velocity is solved using displacement gradient smoothing, based on the formula: , in, For the pushing speed, To support the maximum permissible ejection speed of the component, This is a smoothing coefficient used to suppress sudden speed changes and jitter. Based on the pushing displacement and pushing speed of the seat back, a pushing command is generated and sent to the active pushing module of the seat back, driving the support components to extend smoothly according to the target parameters, thereby achieving dynamic support for the occupant's torso. S3: Based on the tightening command, the tightening control amount and tightening speed are corrected by combining the occupant's body shape, and closed-loop tightening is executed according to the corrected target tightening parameters to suppress the occupant's torso leaning forward. The specific implementation process is as follows: The fore-and-aft position of the seat and the initial extension length of the seatbelt were collected. A body shape correction coefficient was obtained through normalized fitting, based on the following formula: , in, This is a body size correction factor; the smaller the body size, the lower the value, and the larger the body size, the higher the value. Fore-and-aft position of the seat This is the initial extended length of the seatbelt. , These are weighting coefficients, and , This represents the maximum permissible fore-aft position of the seat. This refers to the maximum permissible initial extension length of the seatbelt; Tighten control and tightening speed Each was adjusted by a body shape correction factor. The adjustment yields target tightening parameters adapted to the current occupants, including the final tightening control amount. With final tightening speed And apply upper and lower limit constraints, the specific calculation formula is as follows: , in, To achieve the minimum effective tightening control amount, For maximum safety and comfort, tighten the control amount. For maximum safe and comfortable tightening speed; The seat belt is actively tightened according to the revised target parameters to suppress the occupant's torso leaning forward and enhance the occupant's somatosensory input information during braking. When the brake pedal is released, a reset command is output, and the seat belt is released at a smooth speed and returns to its initial state, thus releasing the active tightening. S4: Based on the push command, the push displacement and push velocity are corrected by combining the vehicle's longitudinal acceleration, and additional thrust is provided to the occupant's torso according to the corrected target push parameters, enhancing the occupant's somatosensory input information during acceleration. The specific implementation process is as follows: The vehicle body control system acquires real-time longitudinal acceleration and constructs dynamic correction coefficients based on the longitudinal acceleration. This allows the support strength to adaptively adjust according to the actual acceleration intensity of the vehicle, based on the formula: , in, These are preset acceleration weighting coefficients; Push displacement and pushing speed Each was adjusted by a dynamic correction factor. After correction, the target jacking parameters adapted to the current crew are obtained. The target jacking parameters include the final jacking displacement. With final push speed And apply upper and lower limit constraints, the specific calculation formula is as follows: , The internal support components are driven to extend forward according to the corrected target pushing parameters, providing precise and adaptive dynamic support to the middle of the occupant's torso. The extension stroke of the support components is a preset limited stroke, specifically 0–5 cm. When the accelerator pedal is detected to be released, a return command is output, and the support component retracts to its initial position at a smooth speed, thus releasing the active support state.

[0042] The above embodiments are only used to illustrate the technical solutions of the present invention, and are not intended to limit it. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions will not cause the essence of the corresponding technical solutions to deviate from the protection scope of the technical solutions of the embodiments of the present invention.

Claims

1. A passenger vehicle motion sickness relief system based on pedal input, comprising a pedal input module for collecting pedal input information from the vehicle's brake pedal or accelerator pedal; characterized in that, Also includes: The control module is used to receive pedal input information from the vehicle's brake pedal or accelerator pedal, and generate corresponding control commands under non-collision conditions. The control commands include tightening commands and pushing commands. The active seatbelt tensioning module, based on the received tensioning command, adjusts the tensioning control amount and tensioning speed of the seatbelt by combining the occupant's body shape, and performs closed-loop tensioning according to the adjusted target tensioning parameters, thereby enhancing the occupant's somatosensory input information during braking. The active push-up module for the seat backrest, based on the received push-up command, corrects the push-up displacement and speed by combining the vehicle's longitudinal acceleration, and provides additional thrust to the occupant's torso according to the corrected target push-up parameters, thereby enhancing the occupant's somatosensory input information during acceleration.

2. The motion sickness relief system for passenger vehicles based on pedal input according to claim 1, characterized in that, Pedal types include brake pedals and accelerator pedals. Pedal input information may include pedal displacement, pedal displacement change rate, corresponding braking pressure or driving force, and equivalent acceleration / deceleration parameters.

3. The motion sickness relief system for passenger vehicles based on pedal input according to claim 1, characterized in that, The tightening command is generated based on the brake pedal input information, and includes the tightening control amount and tightening speed of the seat belt active tightening.

4. A passenger vehicle motion sickness relief system based on pedal input according to claim 1, characterized in that, The push command is generated based on the accelerator pedal input information, which includes the push displacement and push speed of the seat back.

5. A method for alleviating motion sickness in passenger vehicles based on pedal input, applied to the motion sickness relief system for passenger vehicles based on pedal input as described in claim 1, characterized in that, Includes the following steps: S1: Collect pedal input information of the vehicle's brake pedal or accelerator pedal; S2: Based on the pedal input information of the vehicle's brake pedal or accelerator pedal, and under non-collision conditions, generate corresponding control commands, including tightening commands and pushing commands. S3: Based on the tightening command, the tightening control amount and tightening speed of the seat belt are corrected by combining the occupant's body shape, and closed-loop tightening is performed according to the corrected target tightening parameters to enhance the occupant's somatosensory input information during braking; S4: Based on the push command, the push displacement and push speed are corrected by combining the vehicle's longitudinal acceleration, and additional thrust is provided to the occupant's torso according to the corrected target push parameters, enhancing the occupant's somatosensory input information during acceleration.

6. The method for alleviating motion sickness in passenger vehicles based on pedal input according to claim 5, characterized in that, The tightening control amount and tightening speed in step S3 are determined through the following steps: The basic tightening amount is obtained based on the brake pedal displacement, and the dynamic compensation amount is obtained based on the brake pedal displacement change rate and dynamic compensation coefficient. The basic tightening amount and the dynamic compensation amount are superimposed to obtain the tightening control amount. The tightening speed is determined based on the rate of change of brake pedal displacement.

7. A method for alleviating motion sickness in passenger vehicles based on pedal input according to claim 6, characterized in that, In step S3, the step of adjusting the tightening control amount and tightening speed based on the occupant's body shape is as follows: The fore-and-aft position of the seat and the initial extension length of the seat belt were collected, and the body shape correction coefficient was obtained by normalization fitting. The tightening control amount and tightening speed are respectively corrected by the body shape correction coefficient to obtain the target tightening parameters adapted to the current occupant. The target tightening parameters include the final tightening control amount and the final tightening speed, and upper and lower limit constraints are applied.

8. A method for alleviating motion sickness in passenger vehicles based on pedal input according to claim 5, characterized in that, The pushing displacement and pushing speed in step S4 are determined through the following steps: The displacement of the jacking foundation is obtained using an exponentially weighted mapping model; Based on the rate of change of accelerator pedal displacement, a feedforward compensation term is introduced, and the first-order lag calculation with a limiting amplitude is used to obtain the dynamic compensation amount for the push. The jacking displacement is obtained by coupling the jacking foundation displacement with the jacking dynamic compensation amount; The pushing speed is obtained by using displacement gradient smoothing.

9. A method for alleviating motion sickness in passenger vehicles based on pedal input according to claim 8, characterized in that, In step S4, the step of correcting the pushing displacement and pushing speed by combining the vehicle's longitudinal acceleration is as follows: Obtain real-time longitudinal acceleration and construct dynamic correction coefficients based on the longitudinal acceleration; The pushing displacement and pushing speed are corrected by dynamic correction coefficients to obtain the target pushing parameters adapted to the current crew. The target pushing parameters include the final pushing displacement and the final pushing speed, and upper and lower limit constraints are applied.

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