Vehicle control method, vehicle, and computer-readable storage medium

Abstract

Embodiments of the present application provide a vehicle control method, a vehicle and a computer readable storage medium. The vehicle control method comprises: obtaining multi-source perception data, wherein the multi-source perception data at least comprises vehicle suspension vibration data and target user state data, the vehicle suspension vibration data is used to determine the stability state of the vehicle in the driving process, and the target user state data is used to determine the physiological characteristics and behavior characteristics of the target user; performing car sickness risk calculation based on the multi-source perception data to obtain a car sickness risk coefficient of the target user; determining a plurality of sensory adjustment parameters corresponding to a plurality of sensory adjustment modules based on the car sickness risk coefficient and the multi-source perception data; and controlling the plurality of sensory adjustment modules to output an adjustment signal corresponding to each sensory adjustment module according to the car sickness adjustment parameters, wherein the adjustment signal is used to relieve the car sickness symptoms of the target user. The present application solves the technical problem of poor adjustment effect of the car sickness symptoms of the user in the related art.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and more specifically, to a vehicle control method, a vehicle, and a computer-readable storage medium. Background Technology

[0002] Motion sickness prevention technology is one of the key technologies to improve passenger vehicle comfort. During long drives or driving on complex road conditions, vehicles rely on interior adjustments to alleviate passengers' motion sickness symptoms.

[0003] Traditional car motion sickness prevention technologies mainly focus on passive optimization of a single sensory dimension, such as passive shock absorption of seats, fixed diffusion of fragrances, or static adjustment of ambient lighting. Because existing technologies rely on only a single sensory adjustment, they are ineffective in preventing motion sickness and cannot effectively alleviate passengers' dizziness.

[0004] There is currently no good solution to the above problems. Summary of the Invention

[0005] This application provides a vehicle control method, a vehicle, and a computer-readable storage medium to at least solve the technical problem of poor adjustment effect on motion sickness symptoms in related technologies.

[0006] According to one aspect of the embodiments of this application, a vehicle control method is provided, comprising: acquiring multi-source sensing data, wherein the multi-source sensing data includes at least: vehicle suspension vibration data and target user state data, wherein the vehicle suspension vibration data is used to determine the stability state of the vehicle during driving, and the target user state data is used to determine the physiological and behavioral characteristics of the target user; calculating motion sickness risk based on the multi-source sensing data to obtain a motion sickness risk coefficient for the target user; determining motion sickness adjustment parameters corresponding to multiple sensory adjustment modules based on the motion sickness risk coefficient and the multi-source sensing data; and controlling the multiple sensory adjustment modules to output adjustment signals corresponding to each sensory adjustment module according to the motion sickness adjustment parameters, wherein the adjustment signals are used to alleviate the motion sickness symptoms of the target user.

[0007] Furthermore, the vehicle suspension vibration data includes: suspension vibration frequency, suspension vibration amplitude, and suspension vibration phase, while the target user status data includes: heart rate, visual focus movement speed, and weight.

[0008] Furthermore, based on multi-source sensory data, motion sickness risk is calculated to obtain the motion sickness risk coefficient of the target user, including: correcting the basic weighting coefficient based on weight to obtain the target weighting coefficient; using the target weighting coefficient, weighted fusion calculation is performed on suspension vibration frequency, suspension vibration amplitude, heart rate, and visual focus movement speed to obtain the motion sickness risk coefficient.

[0009] Furthermore, the multiple sensory adjustment modules include a tactile module and an olfactory module. The motion sickness adjustment parameters include seat airbag pressure and fragrance concentration. Based on the motion sickness risk coefficient and multi-source sensory data, the motion sickness adjustment parameters corresponding to the multiple sensory adjustment modules are determined, including: determining the seat airbag pressure to be adjusted for the tactile module based on the motion sickness risk coefficient and weight; and determining the fragrance concentration to be adjusted for the olfactory module based on the motion sickness risk coefficient and heart rate.

[0010] Furthermore, the target user status data also includes: the distance between the user and the speaker; the multiple sensory adjustment modules also include: a visual module and an auditory module; the motion sickness adjustment parameters include: ambient light phase and audio delay duration; based on the motion sickness risk coefficient and multi-source perception data, the motion sickness adjustment parameters corresponding to the multiple sensory adjustment modules are determined, including: based on the motion sickness risk coefficient and suspension vibration phase, determining the ambient light phase to be adjusted for the visual module; and based on the distance, determining the audio delay duration to be adjusted for the auditory module.

[0011] Furthermore, based on motion sickness adjustment parameters, multiple sensory adjustment modules are controlled to output adjustment signals corresponding to each sensory adjustment module, including: controlling the tactile module to output tactile adjustment signals based on seat airbag pressure; controlling the olfactory module to output olfactory adjustment signals based on fragrance concentration; controlling the visual module to output visual adjustment signals based on ambient light phase; and controlling the auditory module to output auditory adjustment signals based on audio delay duration.

[0012] Furthermore, the vehicle control method also includes: triggering the display of a user selection interface, wherein the user selection interface includes: a sensory adjustment module selection list; and determining multiple sensory adjustment modules based on the target user's selection operation on the user selection interface.

[0013] Furthermore, the vehicle control method also includes: in response to the vehicle meeting the exit condition, controlling multiple sensory adjustment modules to stop outputting adjustment signals, wherein the exit condition is used to characterize that the motion sickness risk coefficient of the target user is within a safe range.

[0014] According to one aspect of the embodiments of this application, a vehicle control system is provided, comprising: an acquisition module for acquiring multi-source sensing data, wherein the multi-source sensing data includes at least: vehicle suspension vibration data and target user state data, wherein the vehicle suspension vibration data is used to determine the stability state of the vehicle during driving, and the target user state data is used to determine the physiological and behavioral characteristics of the target user; a calculation module for calculating motion sickness risk based on the multi-source sensing data to obtain a motion sickness risk coefficient for the target user; a determination module for determining motion sickness adjustment parameters corresponding to multiple sensory adjustment modules based on the motion sickness risk coefficient and the multi-source sensing data; and an adjustment module for controlling the multiple sensory adjustment modules to output adjustment signals corresponding to each sensory adjustment module according to the motion sickness adjustment parameters, wherein the adjustment signals are used to alleviate the motion sickness symptoms of the target user.

[0015] According to another aspect of the embodiments of this application, a vehicle is also provided, including: a memory storing an executable program; and a processor for running the program, wherein the program executes the methods in various embodiments of this application when it runs.

[0016] According to another aspect of the embodiments of this application, a computer-readable storage medium is also provided, the computer-readable storage medium including a stored executable program, wherein, when the executable program is running, it controls the device where the computer-readable storage medium is located to perform the methods of various embodiments of this application.

[0017] According to another aspect of the embodiments of this application, a computer program product is also provided, including a computer program that, when executed by a processor, implements the methods of various embodiments of this application.

[0018] According to another aspect of the embodiments of this application, a computer program product is also provided, including a non-volatile computer-readable storage medium storing a computer program, which, when executed by a processor, implements the methods in various embodiments of this application.

[0019] According to another aspect of the embodiments of this application, a computer program is also provided, which, when executed by a processor, implements the methods of the various embodiments of this application.

[0020] In this embodiment, multi-source sensing data is acquired, including at least vehicle suspension vibration data and target user state data. The vehicle suspension vibration data is used to determine the vehicle's stability during driving, and the target user state data is used to determine the target user's physiological and behavioral characteristics. Based on the multi-source sensing data, motion sickness risk is calculated to obtain the target user's motion sickness risk coefficient. Based on the motion sickness risk coefficient and the multi-source sensing data, motion sickness regulation parameters corresponding to multiple sensory regulation modules are determined. According to the motion sickness regulation parameters, the multiple sensory regulation modules are controlled to output regulation signals corresponding to each sensory regulation module, wherein the regulation signals are used to alleviate the target user's motion sickness symptoms. This application firstly acquires multi-source sensing data, enabling real-time and comprehensive capture of the vehicle's stability during driving and the target user's physiological and behavioral characteristics (such as heart rate and visual focus), providing basic data for subsequent control decisions. Then, the motion sickness risk coefficient is calculated based on the multi-source sensing data, accurately quantifying the user's dizziness tendency and providing a reference for subsequent motion sickness control. Furthermore, by combining motion sickness risk coefficients and multi-source sensory data, motion sickness regulation parameters corresponding to multiple sensory regulation modules are determined. Based on these parameters, the multiple sensory regulation modules are controlled to output regulation signals corresponding to each module, achieving multi-sensory-based motion sickness prevention regulation and effectively alleviating motion sickness symptoms in the target user. Therefore, this application achieves the technical effect of effectively regulating motion sickness symptoms in users, thereby solving the technical problem of poor motion sickness symptom regulation in related technologies. Attached Figure Description

[0021] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments and are used to explain this application, but do not constitute an undue limitation of this application. In the drawings:

[0022] Figure 1 This is a flowchart of a vehicle control method according to an embodiment of this application;

[0023] Figure 2 This is an example diagram of a sensory adjustment module according to an embodiment of this application;

[0024] Figure 3 This is a system architecture diagram of a vehicle control system according to an embodiment of this application;

[0025] Figure 4 This is a structural block diagram of a vehicle control system according to an embodiment of this application;

[0026] Figure 5 This is a schematic diagram of a vehicle according to an embodiment of this application. Detailed Implementation

[0027] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort should fall within the scope of protection of the present application.

[0028] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0029] According to an embodiment of this application, an embodiment of a vehicle control method is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0030] This embodiment provides a vehicle control method. Figure 1 This is a flowchart of a vehicle control method according to an embodiment of this application, such as... Figure 1 As shown, the method includes the following steps:

[0031] Step S10: Obtain multi-source sensing data, wherein the multi-source sensing data includes at least: vehicle suspension vibration data and target user state data. The vehicle suspension vibration data is used to determine the stability state of the vehicle during driving, and the target user state data is used to determine the physiological and behavioral characteristics of the target user.

[0032] Step S11: Based on multi-source perception data, calculate the motion sickness risk to obtain the motion sickness risk coefficient of the target user;

[0033] Step S12: Based on the motion sickness risk coefficient and multi-source sensory data, determine the motion sickness regulation parameters corresponding to each of the multiple sensory regulation modules;

[0034] Step S13: Based on the motion sickness adjustment parameters, control multiple sensory adjustment modules to output adjustment signals corresponding to each sensory adjustment module. The adjustment signals are used to alleviate the motion sickness symptoms of the target user.

[0035] The aforementioned multi-source sensing data refers to the collection of raw physical quantities and physiological signal data collected in real time by vehicle sensors and in-vehicle occupant monitoring equipment.

[0036] The aforementioned vehicle suspension vibration data refers to the triaxial acceleration, vibration frequency, amplitude, and phase information collected by microelectromechanical systems accelerometers and displacement sensors installed on the top of the suspension shock absorber or at the body connection.

[0037] Optionally, vehicle suspension vibration data is used to quantify the road excitation and vehicle dynamic response during vehicle operation, and is the core basis for assessing the vehicle's stability.

[0038] The aforementioned target user status data refers to the physiological characteristics (such as heart rate and respiratory rate) and behavioral characteristics (such as eye movement trajectory, visual focus dwell time, and head posture angular velocity) of passengers collected through non-invasive biosensors.

[0039] Optionally, the target user status data is used to objectively quantify passengers' physiological stress, visual motion sickness tendency, and vestibular-visual conflict level.

[0040] In one optional embodiment, suspension vibration data is transmitted via CAN or FlexRay bus at a high sampling rate of 200Hz to ensure the capture of high-frequency, subtle bumps. Optionally, a heart rate sensor is embedded inside the seat headrest, using photoplethysmography to monitor heart rate changes in real time. A visual tracking module is integrated above the central control screen, using an infrared binocular camera to capture the coordinates of the eye's gaze point and movement speed. After analog-to-digital conversion and preliminary filtering, the raw data forms multi-dimensional, multi-source perception data, providing a high-fidelity input source for subsequent risk assessment.

[0041] The aforementioned motion sickness risk coefficient is a dimensionless value that comprehensively reflects the probability of a target user experiencing motion sickness symptoms.

[0042] In one alternative embodiment, discrete suspension vibration characteristics are fused and mapped with continuous user physiological behavior characteristics to obtain a motion sickness risk coefficient, thereby quantifying the degree of sensory conflict.

[0043] Optionally, a weighted fusion calculation can be performed on the multi-source sensing data to obtain the motion sickness risk coefficient.

[0044] In one alternative embodiment, a motion sickness risk coefficient is obtained by weighting and fusing the suspension vibration frequency, suspension vibration amplitude, heart rate, and visual focus movement speed using predefined weighting coefficients.

[0045] Furthermore, based on the motion sickness risk coefficient, a corresponding motion sickness risk level is determined. When the motion sickness risk level is higher than the warning risk level, a safety warning is triggered. For example, the motion sickness risk coefficient is mapped to a preset three-level motion sickness risk system (low, medium, and high) for dynamic assessment. When the motion sickness risk level corresponding to the motion sickness risk coefficient is higher than the warning risk level, it indicates that the passenger is at higher risk of dizziness and discomfort, and a safety warning procedure is immediately triggered. Safety warnings include alerting the target user with a prominent visual signal (such as a flashing red border or warning icon) on the central control screen, or through voice signals.

[0046] The aforementioned multiple sensory adjustment modules refer to a cluster of actuators distributed in different locations within the vehicle interior, each acting on the visual, auditory, tactile, and olfactory dimensions.

[0047] Optionally, motion sickness symptoms in target users can be alleviated through multi-sensory synergy.

[0048] In one optional embodiment, the multiple sensory adjustment modules include a visual module (such as a door panel ambient lighting dynamic adjustment module), an auditory module (such as a speaker output adjustment module), a tactile module (such as a seat vibration adjustment module), and an olfactory module (such as a fragrance purification intelligent adjustment module). Exemplarily, the door panel ambient lighting dynamic adjustment module controls the luminous intensity, color temperature, and flicker phase via an LED driver circuit; the speaker output adjustment module adjusts the audio output delay time, phase angle, and volume distribution via a digital signal processor; the seat vibration adjustment module controls the inflation and deflation pressure of the internal airbags and the backrest tilt angle via a pneumatic valve assembly; and the fragrance purification intelligent adjustment module controls the evaporation rate of essential oils via an atomizer.

[0049] Optionally, multiple sensory adjustment modules may be physically distributed but logically scheduled by the same domain controller.

[0050] The motion sickness regulation parameters mentioned above refer to the specific target control quantities output by each sensory regulation module.

[0051] In one alternative embodiment, motion sickness regulation parameters corresponding to multiple sensory regulation modules are determined by a specific mapping formula or lookup table method based on motion sickness risk coefficient and multi-source sensory data.

[0052] For example, for the visual module, motion sickness adjustment parameters include the phase shift, frequency, and color temperature of the ambient lighting; for the auditory module, motion sickness adjustment parameters include audio delay compensation time, phase correction angle, and main frequency range; for the tactile module, motion sickness adjustment parameters include airbag target pressure value, inflation / deflation rate, and seat posture angle; and for the olfactory module, motion sickness adjustment parameters include fragrance atomization concentration and fragrance selection.

[0053] The aforementioned adjustment signals refer to the sensory stimulation signals output by each sensory adjustment module.

[0054] For example, for the vision module, the modulation signal is a visual sensory stimulus signal. For the hearing module, the modulation signal is an auditory sensory stimulus signal. For the touch module, the modulation signal is a tactile sensory stimulus signal. For the olfactory module, the modulation signal is an olfactory sensory stimulus signal.

[0055] In one alternative embodiment, the domain controller packages the control commands of each module into multiple frames of data and sends them concurrently via a dual-bus network of CAN and FlexRay, ensuring a high degree of temporal synchronization of each sensory adjustment action (response delay ≤ 0.2 seconds).

[0056] In this embodiment, multi-source sensing data is acquired, including at least vehicle suspension vibration data and target user state data. The vehicle suspension vibration data is used to determine the vehicle's stability during driving, and the target user state data is used to determine the target user's physiological and behavioral characteristics. Based on the multi-source sensing data, motion sickness risk is calculated to obtain the target user's motion sickness risk coefficient. Based on the motion sickness risk coefficient and the multi-source sensing data, motion sickness regulation parameters corresponding to multiple sensory regulation modules are determined. According to the motion sickness regulation parameters, the multiple sensory regulation modules are controlled to output regulation signals corresponding to each sensory regulation module, wherein the regulation signals are used to alleviate the target user's motion sickness symptoms. This application firstly acquires multi-source sensing data, enabling real-time and comprehensive capture of the vehicle's stability during driving and the target user's physiological and behavioral characteristics (such as heart rate and visual focus), providing basic data for subsequent control decisions. Then, the motion sickness risk coefficient is calculated based on the multi-source sensing data, accurately quantifying the user's dizziness tendency and providing a reference for subsequent motion sickness control. Furthermore, by combining motion sickness risk coefficients and multi-source sensory data, motion sickness regulation parameters corresponding to multiple sensory regulation modules are determined. Based on these parameters, the multiple sensory regulation modules are controlled to output regulation signals corresponding to each module, achieving multi-sensory-based motion sickness prevention regulation and effectively alleviating motion sickness symptoms in the target user. Therefore, this application achieves the technical effect of effectively regulating motion sickness symptoms in users, thereby solving the technical problem of poor motion sickness symptom regulation in related technologies.

[0057] The vehicle control method in the embodiments of this application will be further described below.

[0058] Optionally, the vehicle suspension vibration data includes: suspension vibration frequency, suspension vibration amplitude, and suspension vibration phase, and the target user status data includes: heart rate, visual focus movement speed, and weight.

[0059] The suspension vibration frequency mentioned above refers to the number of cyclic vibrations the suspension completes per unit time, usually measured in Hertz (Hz). Suspension vibration frequency reflects the speed of vehicle vibration and is a key indicator for determining the type of road excitation (such as minor bumps or large impacts).

[0060] In one optional embodiment, a high-precision microelectromechanical system (MEMS) triaxial accelerometer mounted on top of the suspension shock absorber acquires acceleration signals in real time at a sampling frequency of 200Hz. This accelerometer converts physical vibrations into electrical signals, which are then amplified and filtered by an internal signal conditioning circuit before being converted into digital signals by an analog-to-digital converter and transmitted to the domain controller via a CAN / FlexRay dual-bus. During the data processing phase, the domain controller performs a fast Fourier transform or power spectral density analysis on the raw acceleration signal to extract the dominant vibration frequency (i.e., the suspension vibration frequency), thereby accurately identifying whether the current road condition is a low-frequency, large-amplitude undulation or a high-frequency, subtle vibration.

[0061] The suspension vibration amplitude mentioned above refers to the maximum displacement value of the suspension from its static equilibrium position during vibration, usually expressed in millimeters (mm).

[0062] Optionally, suspension vibration amplitude directly represents the severity of vibration and is positively correlated with the impact and discomfort felt by passengers.

[0063] In one optional embodiment, the vibration amplitude at the current moment is calculated by integrating the collected acceleration signal or using a peak detection algorithm. For example, when the vehicle passes over a speed bump or pothole, the vibration amplitude will increase instantaneously, indicating that the vehicle is in a "bumpy" state and triggering a high-priority anti-dizziness coordination strategy.

[0064] The aforementioned suspension vibration phase refers to the angular position or time progression of the current displacement, velocity, or acceleration state of the suspension system relative to the starting point (or reference signal) of the cycle within a complete vibration cycle. Phase information is crucial for achieving timing synchronization of multi-sensory modules, especially in scenarios requiring strict synchronization between visual (e.g., ambient lighting) or tactile (e.g., seat) sensations and mechanical vibrations.

[0065] In one alternative embodiment, the phase angle of the current vibration cycle is calculated by extracting the zero-crossing point of the vibration signal or constructing an analytical signal using Hilbert transform. Optionally, the suspension vibration phase is used for subsequent ambient lighting phase synchronization calculations to ensure that the rhythm of the light flashing is consistent with the rhythm of the vehicle body swaying on the time axis, thereby reducing perceptual conflict between the vestibular and visual organs.

[0066] The aforementioned target user status data refers to real-time data reflecting the target user's current physiological and psychological state, including heart rate, visual focus movement speed, and weight.

[0067] The heart rate mentioned above refers to the number of times the heart beats per unit of time, usually measured in heartbeats per minute. Heart rate is an important physiological indicator reflecting the level of excitation and tension of the human autonomic nervous system, and abnormal fluctuations in heart rate are often accompanied in the early stages of motion sickness.

[0068] In one alternative embodiment, the heart rate sensor employs optical photoplethysmography (PPG) technology and is embedded inside the seat headrest, close to the passenger's neck or behind the ear. The heart rate sensor emits infrared light of a specific wavelength and extracts the pulse signal by detecting changes in light absorption caused by blood flow. The domain controller performs noise reduction processing on the acquired pulse signal (such as removing motion artifacts), calculates the time interval between adjacent pulse wave peaks, and then converts it into a real-time heart rate.

[0069] The aforementioned visual focus movement speed refers to the rate at which the target user's eye fixation point moves within the visual field, typically expressed in pixels per second or angular velocity. Rapid visual focus movement indicates that the target user is frequently switching their gaze, which can exacerbate the mismatch between visual and vestibular senses, thereby inducing motion sickness.

[0070] In one optional embodiment, the vision tracking module deployed in the vehicle is integrated above the central control screen and includes an infrared camera and an image processor. The vision tracking module continuously captures the target user's eye feature points at a specific frame rate and identifies the pupil position and eye movement trajectory through computer vision algorithms. The domain controller calculates the change in the coordinates of the eye's gaze point between adjacent frames and, combined with the screen resolution and perspective projection relationship, converts it into the speed of visual focus movement.

[0071] Optionally, visual focus movement speed is used to quantify the visual activity level of the target user. A higher visual focus movement speed indicates that the target user is in a state of anxiety or strong visual stimulation.

[0072] The weight mentioned above refers to the target user's mass, usually expressed in kilograms (kg).

[0073] In one alternative embodiment, weight data is primarily used in the seat airbag pressure adjustment process to ensure that passengers of different weights receive equivalent support and cushioning.

[0074] In one alternative embodiment, weight data can be obtained through various means. For example, the user can manually input their weight on the central control screen. Alternatively, the weight of the target user can be estimated by real-time monitoring of the pressure distribution sensor array built into the seat, measuring the pressure area and total pressure on the seat cushion, and combining this with a materials mechanics model. Furthermore, weight can be indirectly inferred by combining passenger body characteristics (such as shoulder width).

[0075] By accurately acquiring suspension vibration frequency, suspension vibration amplitude, suspension vibration phase, and target user status data, a comprehensive perception of the vehicle's dynamic environment and the passengers' physiological and psychological state is achieved.

[0076] Optionally, based on multi-source sensory data, motion sickness risk is calculated to obtain the motion sickness risk coefficient for the target user, including:

[0077] Step S111: Based on body weight, the base weighting coefficient is corrected to obtain the target weighting coefficient;

[0078] Step S112: Using the target weighting coefficient, the suspension vibration frequency, suspension vibration amplitude, heart rate, and visual focus movement speed are weighted and fused to obtain the motion sickness risk coefficient.

[0079] The aforementioned basic weighting coefficients refer to a pre-set set of initial weights used to balance the contribution of various sensory dimensions to the risk of motion sickness. These weights include vibration frequency weight, vibration amplitude weight, heart rate weight, and visual focus movement speed weight. The basic weighting coefficients are determined based on medical vestibular physiology research and extensive real-vehicle test data, reflecting the relative sensitivity of different sensory inputs to motion sickness. For example, visual conflict is often a major trigger for motion sickness; therefore, visual focus movement speed has a high initial weight.

[0080] In one optional embodiment, the target user's weight data is read, and based on the weight, a preset weighting coefficient correction table is queried to determine the correction parameters corresponding to the target user. Further, based on these correction parameters, the basic weighting coefficients are corrected to obtain the target weighting coefficients.

[0081] For example, for lighter users (e.g., weighing <60kg), the weighting of suspension vibration amplitude is reduced because lighter passengers are relatively more tolerant of low-frequency, large-amplitude vibrations. At the same time, the weighting of visual focus movement speed is appropriately increased because lighter passengers are more susceptible to visual-vestibular conflict. Conversely, for heavier users (e.g., weighing >80kg), the weighting of suspension vibration amplitude is increased because the inertial impact from a large mass is more pronounced.

[0082] By revising the base weighting coefficients, we ensure that users of different weights have risk assessment benchmarks that match their physiological characteristics, thereby improving the individual adaptability of risk assessment.

[0083] Optionally, after obtaining the target weighting coefficient, a weighted fusion calculation is performed on the suspension vibration frequency, suspension vibration amplitude, heart rate, and visual focus movement speed to obtain the motion sickness risk coefficient. Optionally, the formula for calculating the motion sickness risk coefficient is as follows:

[0084] (1)

[0085] in, k To assess the risk of motion sickness, The weighting coefficients for the target are: f For suspension vibration frequency, A This refers to the amplitude of suspension vibration. HR Heart rate, HR 0 represents the preset resting heart rate of passengers. V This refers to the speed at which the visual focus moves.

[0086] In one alternative embodiment, the weighting coefficient corresponding to the suspension vibration frequency Take 0.35 as the weighting coefficient corresponding to the suspension vibration amplitude. Take 0.3 as the weighting coefficient corresponding to heart rate. The weighting coefficient corresponding to the visual focus movement speed is set to 0.2. Take 0.15. HR 0 is 75 bpm, which can be corrected, k∈[0,6].

[0087] Furthermore, the calculated motion sickness risk coefficient is mapped to a preset risk level range. For example, a motion sickness risk coefficient ∈ [0, 1.5) is considered low risk, a motion sickness risk coefficient ∈ [1.5, 3.5) is considered medium risk, and a motion sickness risk coefficient ≥ 3.5 is considered high risk.

[0088] Optionally, to enhance robustness, a time window moving average method can be used, which involves continuously acquiring the motion sickness risk coefficient for N periods (e.g., N=10, lasting about 50ms) and averaging them to obtain a smoothed risk coefficient. This smoothed risk coefficient is then used as the basis for the final decision, avoiding misjudgments caused by a single tremor or instantaneous action.

[0089] In the above steps, by adjusting the base weighting coefficient based on weight, precise adaptation to the physiological differences of passengers of different body types is achieved. This means that the calculation of motion sickness risk coefficient no longer relies on the "average person" model, but is instead a customized assessment based on individual characteristics. Furthermore, weighted fusion calculations are performed on suspension vibration frequency, suspension vibration amplitude, heart rate, and visual focus movement speed, effectively integrating key motion sickness-inducing factors from multiple sensory dimensions to construct a multi-dimensional, high-precision, and adaptive motion sickness risk quantification model. The calculation of the motion sickness risk coefficient not only improves the accuracy of risk assessment and reduces false alarm and false negative rates, but also provides a reliable and real-time decision-making basis for subsequent personalized sensory collaborative anti-motion sickness control, significantly improving the overall effectiveness of the anti-motion sickness system and the user experience.

[0090] Optionally, the multiple sensory modulation modules include: a tactile module and an olfactory module. Motion sickness modulation parameters include: seat airbag pressure and fragrance concentration. Based on the motion sickness risk coefficient and multi-source sensory data, motion sickness modulation parameters corresponding to each of the multiple sensory modulation modules are determined, including:

[0091] Step S121: Based on the motion sickness risk factor and weight, determine the seat airbag pressure to be adjusted by the haptic module;

[0092] Step S122: Determine the fragrance concentration to be adjusted for the olfactory module based on the motion sickness risk factor and heart rate.

[0093] The aforementioned tactile module refers to a hardware actuator that transmits tactile feedback to passengers through physical contact or mechanical deformation to regulate their physical sensory experience.

[0094] Optionally, the haptic module dynamically adjusts the support, fit, and vibration damping characteristics of the passenger-seat contact surface by changing the pressure distribution of the airbags inside the seat, aiming to reduce vestibular-prosopagnosia conflict caused by vehicle bumps by optimizing physical comfort.

[0095] For example, when a vehicle is traveling on an uneven road surface, the seat airbag can partially inflate or deflate according to real-time road conditions and the passenger's physiological state, thereby changing the stiffness of the backrest and seat cushion, playing a secondary buffering role similar to active suspension, and reducing the vertical vibration transmitted to the human body.

[0096] In one alternative embodiment, the haptic module includes a high-precision airbag assembly embedded between the seat frame and the seat cover, with each airbag assembly independently connected to a miniature pneumatic control valve. A domain controller controls the opening of the solenoid valve by sending pulse-width modulation signals, thereby regulating the gas flow into the airbag. Pressure sensors within the airbag monitor the internal air pressure in real time, forming a closed-loop control. For example, when a high-frequency, minute vibration is detected, the pre-inflation pressure of the airbag can be increased to improve the overall stiffness of the seat and suppress resonance; while when a large, low-frequency impact is detected, the pressure is appropriately reduced and the flexible deformation of the airbag is used to absorb energy.

[0097] The aforementioned seat airbag pressure refers to the air pressure acting inside the seat airbag, measured in megapascals (MPa). Seat airbag pressure directly determines the seat's firmness, deformation range, and vibration isolation efficiency.

[0098] In one alternative embodiment, the seat airbag pressure is not a fixed value, but is dynamically determined based on the motion sickness risk factor and body weight. The formula for calculating the seat airbag pressure is shown below:

[0099] (2)

[0100] in, P For seat airbag pressure,P 0 represents the airbag reference pressure. k To assess the risk of motion sickness, W For weight, k 1 represents the weight fit factor.

[0101] For example, at low risk, a baseline pressure is maintained to provide comfortable support; at high risk, the seat airbag pressure is increased to enhance vehicle vibration isolation, or the airbags are dynamically inflated and deflated based on the vibration phase to counteract bumps of specific frequencies. Heavier passengers require higher seat airbag pressure to provide sufficient support and prevent spinal discomfort caused by seat sinking; while lighter passengers require lower seat airbag pressure to avoid a feeling of pressure caused by an overly firm touch.

[0102] The aforementioned olfactory module refers to an intelligent environmental regulation device that releases specific aroma molecules to affect the passenger's nervous system and alleviate motion sickness symptoms.

[0103] Optionally, the olfactory module utilizes volatile organic compounds or natural essential oil molecules to act on the limbic system of the brain through olfactory receptors, regulating mood and the autonomic nervous system, thereby alleviating motion sickness symptoms such as nausea and dizziness.

[0104] In one alternative embodiment, the olfactory module not only provides an anti-nausea fragrance but also integrates with air purification to remove odors from the vehicle and create a fresh and soothing breathing environment. The selection, concentration, and release timing of the fragrance are dynamically adjusted based on the passenger's real-time physiological state, achieving personalized sensory intervention for each individual.

[0105] In one optional embodiment, the olfactory module includes a liquid reservoir, an atomizer, a high-efficiency air filter, and an airflow guiding structure. The atomizer uses ultrasonic or piezoelectric ceramic atomization technology to convert liquid fragrance into micron-sized particles, which are then delivered into the vehicle cabin via the air conditioning's fresh air intake or an independent fan. Concentration adjustment is achieved by controlling the atomization frequency or valve opening, supporting multiple levels of continuous adjustment. For example, in low-concentration mode, the atomization volume is 3ml per hour, providing a light lemon or mint scent; in high-concentration mode, the atomization volume can reach 15ml / h, providing a strong, refreshing aroma. The olfactory module integrates an air quality sensor to monitor PM2.5 concentration in real time. When odor levels exceed the standard, it automatically increases fragrance release to mask or neutralize the odor, while simultaneously activating the purification mode.

[0106] The fragrance concentration mentioned above refers to the volume of liquid fragrance released by the fragrance atomizer per unit time, expressed in milliliters per hour (ml / h). Fragrance concentration determines the density of fragrance molecules in the car cabin, thus affecting the intensity of olfactory stimulation.

[0107] Optionally, the fragrance concentration exhibits a non-linear positive correlation with the risk of motion sickness. In low-risk situations, a low concentration is maintained to create a refreshing background; in medium- to high-risk situations, the concentration is rapidly increased to provide a strong invigorating or soothing effect, suppressing nausea. Simultaneously, concentration adjustments must consider passengers' physiological indicators such as heart rate to avoid excessively high concentrations that could trigger respiratory irritation or allergies.

[0108] Optionally, the fragrance concentration to be adjusted by the olfactory module is determined based on the motion sickness risk factor and heart rate. The formula for calculating the fragrance concentration is as follows:

[0109] (3)

[0110] Where C represents the fragrance concentration. HR Heart rate, HR 0 represents the preset resting heart rate of passengers. k For the risk factor of motion sickness, C min =3ml / h, C max =15ml / h.

[0111] In the above steps, determining the seat airbag pressure based on motion sickness risk factor and weight can accurately adapt to the physical needs of passengers of different body types, effectively buffering vehicle vibrations and reducing vestibular-proprioceptive conflict. Determining the fragrance concentration based on motion sickness risk factor and heart rate can respond in real time to changes in the passenger's physiological state, quickly relieving motion sickness symptoms such as nausea and anxiety through olfactory intervention, and avoiding discomfort caused by excessively high or low concentrations.

[0112] Optionally, the target user status data also includes: the distance between the user and the speaker; the multiple sensory adjustment modules also include: a visual module and an auditory module; motion sickness adjustment parameters include: ambient light phase and audio delay duration; based on the motion sickness risk coefficient and multi-source perception data, the motion sickness adjustment parameters corresponding to the multiple sensory adjustment modules are determined, including:

[0113] Step S123: Based on the motion sickness risk factor and suspension vibration phase, determine the ambient light phase to be adjusted in the vision module;

[0114] Step S124: Based on distance, determine the audio delay duration to be adjusted for the auditory module.

[0115] The aforementioned visual module refers to the ambient lighting dynamic adjustment unit integrated into the vehicle interior assembly.

[0116] The vision module matches the rhythm of vehicle suspension vibrations by changing the emission phase of the light source, thereby providing visual feedback synchronized with the vestibular system and reducing motion sickness symptoms caused by the inconsistency between visual motion perception and vestibular perception. Optionally, ambient lighting typically includes flexible LED light strips arranged along the edges of the door panels, center console, or dashboard.

[0117] Optionally, the vision module not only includes a hardware light source but also incorporates a phase synchronization algorithm. It receives control commands from the domain controller and converts the abstract phase angle into a specific pulse width modulation duty cycle waveform. The goal of the vision module is to ensure that the visual rhythm of the flashing or flowing lights is highly consistent with the vibration waveform transmitted from the vehicle chassis on the time axis, thus achieving phase locking of the "sight, hearing, and touch" multi-sensory experience.

[0118] The ambient lighting phase mentioned above refers to the angular offset of the ambient lighting waveform (such as a sine wave-like gradual brightening and dimming or periodic flashing) relative to a specific phase point (such as a peak or zero crossing) of the suspension vibration waveform. In physics, phase describes the state of periodic motion at a certain moment, and the unit is degrees or radians.

[0119] In one alternative embodiment, the ambient light phase to be adjusted by the vision module is determined based on the motion sickness risk factor and the suspension vibration phase. The formula for calculating the ambient light phase is as follows:

[0120] (4)

[0121] in, For ambient lighting phase, For suspension vibration phase, This is the preset phase correction amount (±10 degrees). k This represents the risk factor for motion sickness.

[0122] The aforementioned distance refers to the straight-line physical spatial distance between the center point of the user's head or torso and the designated speaker unit inside the vehicle. In the three-dimensional space inside the vehicle, this distance is a key geometric parameter for calculating the sound wave propagation delay.

[0123] Optionally, the distance between the user and the speaker can be calculated in real time using the Euclidean distance formula by capturing the coordinates of key facial feature points (such as the bridge of the nose and the auricle of the ear) through the vehicle's built-in visual tracking module, combined with the speaker's preset physical coordinates.

[0124] For example, the visual tracking module continuously scans the vehicle interior at a frame rate of 30fps. After identifying the target user's facial features, it combines this with a pre-stored map of speaker installation locations in the domain controller to calculate the three-dimensional vector between the target user's eye or ear position and the speaker in real time, and projects this vector to obtain the straight-line distance. This distance directly determines the baseline time required for sound waves to travel from the speaker to the target user's eardrum, serving as the input prerequisite for subsequent audio phase calibration.

[0125] The aforementioned auditory module refers to the in-vehicle audio system. The core components of the auditory module include a power amplifier, speaker units (tweeter, midrange, and woofer), and a built-in digital signal processing chip. The auditory module is responsible not only for playing media audio but also for playing phase-calibrated ambient sounds or white noise from outside the vehicle to enhance passengers' auditory perception of the vehicle's motion and alleviate sensory dissonance. The auditory module possesses high-precision audio delay control capabilities, enabling microsecond-level or even millisecond-level adjustments to audio output delay by modifying the sampling point offset in the digital audio stream.

[0126] In one alternative embodiment, the hearing module receives an audio delay instruction from the domain controller and, through a digital signal processing chip, inserts or truncates a specific sampling period before the audio data is transmitted, thereby altering the timing when the sound reaches the speaker diaphragm and begins to radiate sound waves. This fine-tuning of the audio signal time reference aims to compensate for arrival time differences caused by variations in sound source location, ensuring the synchronization of auditory stimuli with vehicle dynamics in the time dimension.

[0127] The aforementioned audio delay duration refers to the amount of time delay artificially introduced into the audio signal output path in order to synchronize the auditory signal with the vehicle's dynamic perception. It is usually measured in seconds (s) or milliseconds (ms).

[0128] Optionally, the audio delay duration to be adjusted for the auditory module is determined based on distance. The formula for calculating the audio delay duration is as follows:

[0129] (5)

[0130] in, For audio delay duration, V s The velocity of sound (343 m / s under standard atmospheric pressure) is given. d For distance, f s The ambient sound frequency is the main frequency. This is the audio phase correction angle.

[0131] In the above steps, based on the motion sickness risk factor and the suspension vibration phase, the ambient light phase to be adjusted in the visual module is determined, so that the visual signal maintains a specific phase relationship with the suspension vibration in terms of rhythm. Based on distance, the audio delay duration to be adjusted in the auditory module is determined, ensuring that the auditory signal is accurately aligned with the vehicle dynamics in the time dimension.

[0132] Optionally, based on motion sickness regulation parameters, multiple sensory regulation modules are controlled to output regulation signals corresponding to each sensory regulation module, including:

[0133] Step S131: Control the haptic module to output a haptic adjustment signal according to the seat airbag pressure;

[0134] Step S132: Control the olfactory module to output an olfactory adjustment signal according to the fragrance concentration;

[0135] Step S133: Based on the phase of the ambient light, control the visual module to output a visual adjustment signal;

[0136] Step S134: Control the auditory module to output an auditory adjustment signal according to the audio delay duration.

[0137] The aforementioned tactile adjustment signal refers to the electrical signal or pulse width modulation signal generated by the tactile module based on the calculated seat airbag pressure, which is used to control the inflation and deflation of the seat airbag and the output of the vibration motor.

[0138] The tactile adjustment signal directly drives the actuator, causing the seat back and cushion to produce specific deformation amplitude, support force and vibration waveform.

[0139] Optionally, the tactile adjustment signal includes three parts: pressure command, frequency command, and phase command, which correspond to the airbag inflation volume, the speed of vibration, and the synchronization relationship with the vehicle suspension vibration, respectively.

[0140] In one alternative embodiment, when the vehicle travels over a bumpy road, the haptic module receives a coordinated instruction from the domain controller, converts the target pressure value into a specific pulse width modulation duty cycle, controls the opening of the solenoid valve, and inflates the airbag to the target pressure within milliseconds to buffer the vertical impact. At the same time, it outputs a vibration signal that is inverse to the suspension vibration to cancel the resonance frequency transmitted to the human spine.

[0141] The aforementioned olfactory modulation signal refers to the control signal generated by the olfactory module based on the calculated fragrance concentration, used to control the atomization rate of the fragrance nozzle or the output of the concentration regulator.

[0142] Optionally, the olfactory modulation signal is used to adjust the spraying frequency or mixing ratio of the fragrance oil, thereby creating a specific odor concentration gradient in the vehicle cabin.

[0143] Optionally, the olfactory modulation signal includes atomization power parameters and intermittent cycle parameters. The atomization power determines the amount of essential oil volatilized per unit time, while the intermittent cycle is used to avoid excessive local concentration that could cause olfactory fatigue or discomfort.

[0144] Optionally, the olfactory adjustment signal can be linked to the vehicle's air conditioning fan speed. When the air conditioning fan speed is high, the signal automatically increases the atomization rate to compensate for the dilution effect of the odor in the air and maintain a constant perceived concentration of fragrance in the vehicle.

[0145] The aforementioned visual adjustment signal refers to the electrical signal generated by the visual module based on the calculated ambient light phase, which is used to control the brightness, color, and flashing rhythm of the LED beads.

[0146] Optionally, the visual adjustment signal controls the current or switching state of the LED through the driving circuit to achieve dynamic presentation of the lighting effect.

[0147] Optionally, the visual adjustment signal includes a phase offset value, a flashing frequency, and a color temperature parameter, wherein the phase offset value is used to ensure that the flashing time of the light strictly corresponds to the peak or trough of the suspension vibration wave.

[0148] The aforementioned auditory adjustment signal refers to the signal generated by the auditory module based on the calculated audio delay duration, used to control the timing of the speaker's audio output.

[0149] Optionally, the auditory conditioning signal is designed to adjust the time difference and phase relationship between sounds from inside and outside the vehicle and the passenger's ears. Optionally, the auditory conditioning signal includes an audio delay compensation value (i.e., audio delay duration) and an ambient sound gain coefficient. The audio delay compensation value is used to insert or remove sample points in the digital audio stream to precisely adjust the phase of sound wave arrival.

[0150] In the above steps, by outputting multi-dimensional sensory adjustment signals, effective motion sickness prevention is achieved, thereby improving passenger comfort and psychological safety.

[0151] Optionally, the vehicle control method further includes:

[0152] Step S141, triggering the display of the user selection interface, wherein the user selection interface includes: a sensory adjustment module selection list;

[0153] Step S142: Based on the target user's selection operation on the user selection interface, determine multiple sensory adjustment modules.

[0154] The aforementioned user selection interface refers to the human-computer interaction graphical user interface window in the in-vehicle infotainment system.

[0155] The aforementioned sensory adjustment module selection list refers to a structured data set displayed in the user selection interface, where each item corresponds to a specific sensory adjustment module.

[0156] Optionally, the user selection interface adopts a card-style layout, with each card representing a sensory adjustment module. Users can select or deselect specific modules through touch operations, or adjust the engagement level of specific sensory adjustment modules through sliders.

[0157] Optionally, the user selection interface supports the "one-click intelligent recommendation" function, which selects the best combination scheme by default based on the current vehicle driving status (such as highway cruising, urban congestion, and bumpy road sections) and historical user data, and users can make fine adjustments on this basis.

[0158] The aforementioned multiple sensory adjustment modules refer to the set of specific execution units that are activated and incorporated into the multimodal sensory collaborative anti-dizziness control system after being selected by the target user.

[0159] Optionally, the multiple sensory adjustment modules do not work in isolation, but are uniformly scheduled and time-synchronized through a domain controller.

[0160] Optionally, after the target user confirms the selection, a "module enable bitmap" is generated, where each bit corresponds to a sensory adjustment module. In the subsequent multi-dimensional collaborative anti-dizziness execution process, target parameters are calculated and control commands are issued only for modules marked as 1 in the module enable bitmap. For modules marked as 0, the current state is maintained or a low-power standby mode is entered to avoid unnecessary energy consumption or interference.

[0161] The above steps, by providing a visual user selection interface and a flexible module selection mechanism, break the traditional "one-size-fits-all" fixed mode of car motion sickness prevention functions, and realize the personalization and customization of motion sickness prevention strategies.

[0162] Optionally, the vehicle control method further includes: in response to the vehicle meeting the exit condition, controlling multiple sensory adjustment modules to stop outputting adjustment signals, wherein the exit condition is used to characterize that the motion sickness risk coefficient of the target user is within a safe range.

[0163] Optionally, the exit condition can be set as follows: the motion sickness risk coefficient is less than the safety coefficient threshold.

[0164] In one alternative embodiment, when the motion sickness risk factor of the target user is less than the safety factor threshold, the multiple sensory adjustment modules are controlled to return to the "default state" or "basic comfort state" and the output of adjustment signals is stopped.

[0165] Optionally, to achieve a more natural exit experience, a "gradual exit" strategy can be adopted. Within the first T seconds (e.g., 2 seconds) after determining that the vehicle meets the exit conditions, a decay curve is generated to gradually reduce the adjustment intensity of each module.

[0166] In the above steps, by introducing an exit mechanism based on dynamic assessment of motion sickness risk coefficient, intelligent closed-loop management of the anti-motion sickness function is achieved.

[0167] Optionally, Figure 2 This is an example diagram of a sensory adjustment module according to an embodiment of this application, such as... Figure 2As shown, the sensory modulation module includes a tactile module, an olfactory module, a visual module, and an auditory module. Specifically, the tactile module outputs tactile modulation signals to alleviate the user's motion sickness symptoms; the olfactory module outputs olfactory modulation signals to alleviate the user's motion sickness symptoms; the visual module outputs visual modulation signals to alleviate the user's motion sickness symptoms; and the auditory module outputs auditory modulation signals to alleviate the user's motion sickness symptoms.

[0168] Optionally, Figure 3 This is a system architecture diagram of a vehicle control system according to an embodiment of this application, such as... Figure 3 As shown, the vehicle control system includes: a domain control core module, a central control screen interaction module, a suspension vibration sensing unit, a door panel ambient light dynamic adjustment module, an ambient sound phase calibration audio module, a seat posture vibration feedback module, an aroma purification intelligent adjustment module, a human physiological sensing module, a user personalized parameter storage unit, and a proportional-integral-derivative (PID) feedback adjustment unit.

[0169] Optionally, each hardware module is integrated into the vehicle's interior, the domain controller is installed inside the center console, the heart rate sensor is embedded in the seat headrest, and the vision tracking module is integrated above the central control screen. It is connected to the domain controller via wiring to realize data acquisition and command execution.

[0170] Optionally, the vehicle interior assembly includes the vehicle interior body, with a domain controller as the core control unit. Collaborating hardware modules include door panel ambient lighting, an ambient sound phase calibration audio module, a seat posture vibration feedback module, an intelligent fragrance purification adjustment module, a central control screen for human-machine interaction, a data acquisition unit (including a suspension vibration sensing unit and a human physiological sensing module), a user-personalized parameter storage unit, and a PID feedback adjustment unit. The suspension vibration sensing unit is mounted on top of the suspension shock absorber, the heart rate sensor is embedded inside the seat headrest, and the visual tracking module is integrated above the central control screen. Each module communicates with the domain controller via a CAN / FlexRay dual-bus to achieve data interaction and command transmission. The central control screen provides mode selection, parameter adjustment, and status display functions, and the personalized parameter storage unit can store five sets of user habit data.

[0171] Optionally, the domain controller has an operating frequency of ≥500MHz, supports CAN / FlexRay dual-bus communication, has a built-in multi-dimensional collaborative anti-stun algorithm, can simultaneously process 12 channels of sensor data and 8 channels of actuator commands, has a response delay of ≤0.2 seconds, operates at 12V, and has an IP54 protection rating.

[0172] Optionally, the suspension vibration sensing unit is a high-precision microelectromechanical system triaxial accelerometer with a sampling frequency of 200Hz, a resolution of 0.005g, and an IP67 protection rating, which collects vibration frequency, amplitude, and phase data.

[0173] The human physiological perception module includes: a heart rate sensor and a visual tracking module (infrared camera + image processor, frame rate of 30fps, recognition distance of 0.5-1.5m).

[0174] Optionally, the door panel ambient lighting includes: LED flexible light strips (2 strips per door panel, 35cm / 3W each), with an adjustable color temperature of 3000K-6500K, and supports phase-following jumping (the absolute value of the phase difference is less than 10 degrees).

[0175] Optionally, the ambient sound phase calibration audio module includes: a vehicle-mounted three-way speaker (frequency response of 20Hz-20kHz, rated power of 50W), with a built-in phase calibration chip and a correction range of ±15 degrees.

[0176] Optionally, the vehicle backrest / seat cushion has built-in airbags, with a posture adjustment range of 100 degrees to 165 degrees for the backrest and 0 degrees to 12 degrees for the seat cushion, and an adjustable vibration frequency of 0.5-3 Hz.

[0177] Optionally, the fragrance purification intelligent adjustment module supports 3 anti-dizziness fragrances with 3 adjustable concentration levels (3 / 8 / 15ml / h).

[0178] Optionally, the central control screen interaction module includes a central control screen, which is a 15.6-inch OLED touch screen (2560×1080 resolution, response ≤3ms) that supports touch and voice control.

[0179] Optionally, the suspension vibration sensing unit transmits frequency, amplitude, and phase data every 5ms; the heart rate sensor transmits heart rate data every 20ms; and the visual tracking module transmits visual focus movement speed data every 33ms. The collected data is transmitted to the domain controller via a dual-bus system.

[0180] Optionally, sensor noise is removed by Kalman filtering (filter coefficient of 0.8), abnormal heart rate values ​​(>200 bpm or <30 bpm) are smoothed, and visual focus movement speed is optimized by moving average (window size of 5 frames).

[0181] Optionally, users can customize parameters such as passenger resting heart rate, weight, and fragrance type through the central control screen and store them in the user's personalized parameter storage unit for automatic recall upon the next startup.

[0182] It should be noted that the user information involved in this application (including but not limited to user device information, user personal information, etc. and data (including but not limited to data used for analysis, data stored, data displayed, etc.) are all information and data authorized by the user or fully authorized by all parties. Furthermore, the collection, use and processing of the relevant data must comply with the relevant laws, regulations and standards of the relevant countries and regions, and corresponding operation entry points are provided for users to choose to authorize or refuse.

[0183] According to an embodiment of this application, a system embodiment of a vehicle control system is provided. It should be noted that this system can be used to execute the above-described vehicle control method.

[0184] According to another aspect of the embodiments of this application, a vehicle control system is also provided. Figure 4 This is a structural block diagram of a vehicle control system according to an embodiment of this application, such as... Figure 4 As shown, the vehicle control system 400 includes: an acquisition module 401 for acquiring multi-source sensing data, wherein the multi-source sensing data includes at least: vehicle suspension vibration data and target user state data, wherein the vehicle suspension vibration data is used to determine the stability state of the vehicle during driving, and the target user state data is used to determine the physiological and behavioral characteristics of the target user; a calculation module 402 for calculating motion sickness risk based on the multi-source sensing data to obtain the motion sickness risk coefficient of the target user; a determination module 403 for determining motion sickness adjustment parameters corresponding to multiple sensory adjustment modules based on the motion sickness risk coefficient and the multi-source sensing data; and an adjustment module 404 for controlling multiple sensory adjustment modules to output adjustment signals corresponding to each sensory adjustment module according to the motion sickness adjustment parameters, wherein the adjustment signals are used to alleviate the motion sickness symptoms of the target user.

[0185] Optionally, the vehicle suspension vibration data includes: suspension vibration frequency, suspension vibration amplitude, and suspension vibration phase, and the target user status data includes: heart rate, visual focus movement speed, and weight.

[0186] Optionally, the calculation module 402 is also used to: correct the basic weighting coefficient based on body weight to obtain the target weighting coefficient; and use the target weighting coefficient to perform weighted fusion calculation on suspension vibration frequency, suspension vibration amplitude, heart rate and visual focus movement speed to obtain the motion sickness risk coefficient.

[0187] Optionally, the multiple sensory adjustment modules include a tactile module and an olfactory module. The motion sickness adjustment parameters include seat airbag pressure and fragrance concentration. The determining module 403 is also used to: determine the seat airbag pressure to be adjusted by the tactile module based on the motion sickness risk factor and weight; and determine the fragrance concentration to be adjusted by the olfactory module based on the motion sickness risk factor and heart rate.

[0188] Optionally, the target user status data also includes: the distance between the user and the speaker; the multiple sensory adjustment modules also include: a visual module and an auditory module; the motion sickness adjustment parameters include: ambient light phase and audio delay duration; the determination module 403 is also used to: determine the ambient light phase to be adjusted for the visual module based on the motion sickness risk coefficient and the suspension vibration phase; and determine the audio delay duration to be adjusted for the auditory module based on the distance.

[0189] Optionally, the adjustment module 404 is also used to: control the tactile module to output a tactile adjustment signal according to the seat airbag pressure; control the olfactory module to output an olfactory adjustment signal according to the fragrance concentration; control the visual module to output a visual adjustment signal according to the ambient light phase; and control the auditory module to output an auditory adjustment signal according to the audio delay duration.

[0190] Optionally, the determining module 403 is further configured to: trigger the display of a user selection interface, wherein the user selection interface includes: a sensory adjustment module selection list; and determine multiple sensory adjustment modules based on the target user's selection operation on the user selection interface.

[0191] Optionally, the adjustment module 404 is further configured to: control multiple sensory adjustment modules to stop outputting adjustment signals in response to the vehicle meeting the exit conditions, wherein the exit conditions are used to characterize that the motion sickness risk factor of the target user is within a safe range.

[0192] According to another aspect of the embodiments of this application, a vehicle is also provided, including: a memory storing an executable program; and a processor for running the executable program, wherein the executable program executes the methods in various embodiments of this application when it runs.

[0193] Optionally, Figure 5 This is a schematic diagram of a vehicle according to an embodiment of this application, such as... Figure 5 As shown, the vehicle 500 may include a memory 510 and a processor 520, wherein the memory 510 is used to store an executable program; and the processor 520 is used to run the program stored in the memory 510, and the program executes the methods in various embodiments of this application when it runs.

[0194] Optionally, in this embodiment, the executable program performs the following steps when it runs:

[0195] Step S10: Obtain multi-source sensing data, wherein the multi-source sensing data includes at least: vehicle suspension vibration data and target user state data. The vehicle suspension vibration data is used to determine the stability state of the vehicle during driving, and the target user state data is used to determine the physiological and behavioral characteristics of the target user.

[0196] Step S11: Based on multi-source perception data, calculate the motion sickness risk to obtain the motion sickness risk coefficient of the target user;

[0197] Step S12: Based on the motion sickness risk coefficient and multi-source sensory data, determine the motion sickness regulation parameters corresponding to each of the multiple sensory regulation modules;

[0198] Step S13: Based on the motion sickness adjustment parameters, control multiple sensory adjustment modules to output adjustment signals corresponding to each sensory adjustment module. The adjustment signals are used to alleviate the motion sickness symptoms of the target user.

[0199] Optionally, the vehicle suspension vibration data includes: suspension vibration frequency, suspension vibration amplitude, and suspension vibration phase, and the target user status data includes: heart rate, visual focus movement speed, and weight.

[0200] Optionally, the executable program performs the following steps when it runs: based on body weight, the base weighting coefficient is corrected to obtain the target weighting coefficient; using the target weighting coefficient, the suspension vibration frequency, suspension vibration amplitude, heart rate, and visual focus movement speed are weighted and fused to obtain the motion sickness risk coefficient.

[0201] Optionally, the multiple sensory adjustment modules include a tactile module and an olfactory module. The motion sickness adjustment parameters include seat airbag pressure and fragrance concentration. When the above executable program is running, the following steps are performed: based on the motion sickness risk factor and weight, the seat airbag pressure to be adjusted by the tactile module is determined; based on the motion sickness risk factor and heart rate, the fragrance concentration to be adjusted by the olfactory module is determined.

[0202] Optionally, the target user status data also includes: the distance between the user and the speaker; the multiple sensory adjustment modules also include: a visual module and an auditory module; the motion sickness adjustment parameters include: ambient light phase and audio delay duration; when the above executable program runs, it performs the following steps: based on the motion sickness risk coefficient and suspension vibration phase, it determines the ambient light phase to be adjusted for the visual module; based on the distance, it determines the audio delay duration to be adjusted for the auditory module.

[0203] Optionally, when the above executable program is run, it performs the following steps: controlling the tactile module to output a tactile adjustment signal according to the seat airbag pressure; controlling the olfactory module to output an olfactory adjustment signal according to the fragrance concentration; controlling the visual module to output a visual adjustment signal according to the ambient light phase; and controlling the auditory module to output an auditory adjustment signal according to the audio delay duration.

[0204] Optionally, the executable program executes the following steps when it runs: triggering the display of a user selection interface, wherein the user selection interface includes: a sensory adjustment module selection list; determining multiple sensory adjustment modules based on the target user's selection operation on the user selection interface.

[0205] Optionally, the executable program performs the following steps when it runs: in response to the vehicle meeting the exit condition, it controls multiple sensory adjustment modules to stop outputting adjustment signals, wherein the exit condition is used to characterize that the target user's motion sickness risk factor is within a safe range.

[0206] According to another aspect of the embodiments of this application, a computer-readable storage medium is also provided, the computer-readable storage medium including a stored executable program, wherein, when the executable program is running, it controls the device where the computer-readable storage medium is located to perform the methods of various embodiments of this application.

[0207] Optionally, in this embodiment, the executable program can be configured to store an executable program for performing the following steps:

[0208] Step S10: Obtain multi-source sensing data, wherein the multi-source sensing data includes at least: vehicle suspension vibration data and target user state data. The vehicle suspension vibration data is used to determine the stability state of the vehicle during driving, and the target user state data is used to determine the physiological and behavioral characteristics of the target user.

[0209] Step S11: Based on multi-source perception data, calculate the motion sickness risk to obtain the motion sickness risk coefficient of the target user;

[0210] Step S12: Based on the motion sickness risk coefficient and multi-source sensory data, determine the motion sickness regulation parameters corresponding to each of the multiple sensory regulation modules;

[0211] Step S13: Based on the motion sickness adjustment parameters, control multiple sensory adjustment modules to output adjustment signals corresponding to each sensory adjustment module. The adjustment signals are used to alleviate the motion sickness symptoms of the target user.

[0212] Optionally, the vehicle suspension vibration data includes: suspension vibration frequency, suspension vibration amplitude, and suspension vibration phase, and the target user status data includes: heart rate, visual focus movement speed, and weight.

[0213] Optionally, the executable program can be configured to store an executable program for performing the following steps: based on body weight, the base weighting coefficient is corrected to obtain a target weighting coefficient; using the target weighting coefficient, the suspension vibration frequency, suspension vibration amplitude, heart rate, and visual focus movement speed are weighted and fused to obtain a motion sickness risk coefficient.

[0214] Optionally, the multiple sensory adjustment modules include a tactile module and an olfactory module, and the motion sickness adjustment parameters include seat airbag pressure and fragrance concentration. The above-mentioned executable program can be configured to store an executable program for performing the following steps: determining the seat airbag pressure to be adjusted by the tactile module based on the motion sickness risk factor and weight; and determining the fragrance concentration to be adjusted by the olfactory module based on the motion sickness risk factor and heart rate.

[0215] Optionally, the target user status data may also include: the distance between the user and the speaker; the multiple sensory adjustment modules may also include: a visual module and an auditory module; motion sickness adjustment parameters may include: ambient light phase and audio delay duration; the above executable program may be configured to store an executable program for performing the following steps: determining the ambient light phase to be adjusted by the visual module based on the motion sickness risk coefficient and the suspension vibration phase; and determining the audio delay duration to be adjusted by the auditory module based on the distance.

[0216] Optionally, the executable program can be configured to store an executable program for performing the following steps: controlling the tactile module to output a tactile adjustment signal based on the seat airbag pressure; controlling the olfactory module to output an olfactory adjustment signal based on the fragrance concentration; controlling the visual module to output a visual adjustment signal based on the ambient light phase; and controlling the auditory module to output an auditory adjustment signal based on the audio delay duration.

[0217] Optionally, the executable program can be configured to store an executable program for performing the following steps: triggering the display of a user selection interface, wherein the user selection interface includes: a sensory adjustment module selection list; determining multiple sensory adjustment modules based on the target user's selection operation on the user selection interface.

[0218] Optionally, the executable program can be configured to store an executable program for performing the following steps: in response to the vehicle meeting the exit condition, controlling multiple sensory adjustment modules to stop outputting adjustment signals, wherein the exit condition is used to characterize that the target user's motion sickness risk factor is within a safe range.

[0219] According to another aspect of the embodiments of this application, a computer program product is also provided, including a computer program that, when executed by a processor, implements the methods of various embodiments of this application.

[0220] According to another aspect of the embodiments of this application, a computer program product is also provided, including a non-volatile computer-readable storage medium for storing a computer program, which, when executed by a processor, implements the methods in various embodiments of this application.

[0221] According to another aspect of the embodiments of this application, a computer program is also provided, which, when executed by a processor, implements the methods described in the various embodiments of this application.

[0222] In the above embodiments of this application, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0223] In this application, "multiple" refers to two or more.

[0224] In this application, unless otherwise expressly defined, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection between two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0225] The terms “first,” “second,” “third,” “fourth,” etc., in this application (if present) are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence.

[0226] In this application, the term "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. Additionally, in this application, the character " / " generally indicates that the preceding and following related objects have an "or" relationship.

[0227] In the embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. The device embodiments described above are merely illustrative; for example, the division of units can be a logical functional division, and in actual implementation, there may be other division methods. For instance, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual coupling, direct coupling, or communication connection may be through some interfaces; the indirect coupling or communication connection between units or modules may be electrical or other forms.

[0228] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0229] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0230] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, or optical disks.

[0231] The above description is only a preferred embodiment of this application. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of this application, and these improvements and modifications should also be considered within the scope of protection of this application.

Claims

1. A vehicle control method, characterized in that, include: Acquire multi-source sensing data, wherein the multi-source sensing data includes at least: vehicle suspension vibration data and target user state data, wherein the vehicle suspension vibration data is used to determine the stability state of the vehicle during driving, and the target user state data is used to determine the physiological and behavioral characteristics of the target user; Based on the multi-source sensory data, motion sickness risk is calculated to obtain the motion sickness risk coefficient of the target user; Based on the motion sickness risk coefficient and the multi-source sensory data, motion sickness regulation parameters corresponding to multiple sensory regulation modules are determined respectively. Based on the motion sickness adjustment parameters, the multiple sensory adjustment modules are controlled to output adjustment signals corresponding to each sensory adjustment module, wherein the adjustment signals are used to alleviate the motion sickness symptoms of the target user.

2. The vehicle control method according to claim 1, characterized in that, The vehicle suspension vibration data includes: suspension vibration frequency, suspension vibration amplitude, and suspension vibration phase. The target user status data includes: heart rate, visual focus movement speed, and weight.

3. The vehicle control method according to claim 2, characterized in that, Based on the multi-source sensory data, motion sickness risk is calculated to obtain the motion sickness risk coefficient of the target user, including: Based on the stated body weight, the base weighting coefficients are adjusted to obtain the target weighting coefficients; Using the target weighting coefficient, the suspension vibration frequency, the suspension vibration amplitude, the heart rate, and the visual focus movement speed are weighted and fused to obtain the motion sickness risk coefficient.

4. The vehicle control method according to claim 2, characterized in that, The plurality of sensory modulation modules include: a tactile module and an olfactory module. The motion sickness modulation parameters include: seat airbag pressure and fragrance concentration. Based on the motion sickness risk coefficient and the multi-source sensory data, the motion sickness modulation parameters corresponding to the plurality of sensory modulation modules are determined, including: Based on the motion sickness risk coefficient and the weight, the seat airbag pressure to be adjusted by the tactile module is determined; Based on the motion sickness risk coefficient and the heart rate, the fragrance concentration to be adjusted by the olfactory module is determined.

5. The vehicle control method according to claim 4, characterized in that, The target user status data also includes: the distance between the user and the speaker; the multiple sensory adjustment modules also include: a visual module and an auditory module; the motion sickness adjustment parameters include: ambient light phase and audio delay duration; based on the motion sickness risk coefficient and the multi-source perception data, the motion sickness adjustment parameters corresponding to the multiple sensory adjustment modules are determined, including: Based on the motion sickness risk coefficient and the suspension vibration phase, the phase of the ambient light to be adjusted by the vision module is determined. Based on the distance, the audio delay duration to be adjusted for the auditory module is determined.

6. The vehicle control method according to claim 5, characterized in that, Based on the motion sickness adjustment parameters, the plurality of sensory adjustment modules are controlled to output the adjustment signal corresponding to each sensory adjustment module, including: Based on the seat airbag pressure, the tactile module is controlled to output a tactile adjustment signal; Based on the fragrance concentration, the olfactory module is controlled to output an olfactory modulation signal; Based on the phase of the ambient light, control the visual module to output a visual adjustment signal; Based on the audio delay duration, the auditory module is controlled to output an auditory adjustment signal.

7. The vehicle control method according to claim 3, characterized in that, The vehicle control method further includes: Trigger the display of the user selection interface, wherein the user selection interface includes: a sensory adjustment module selection list; The multiple sensory adjustment modules are determined based on the target user's selection operation on the user selection interface.

8. The vehicle control method according to claim 1, characterized in that, The vehicle control method further includes: In response to the vehicle meeting the exit condition, the plurality of sensory adjustment modules are controlled to stop outputting the adjustment signal, wherein the exit condition is used to indicate that the motion sickness risk coefficient of the target user is within a safe range.

9. A vehicle, characterized in that, include: Memory, which stores executable programs; A processor for running the executable program, wherein the executable program, when running, performs the vehicle control method according to any one of claims 1 to 8.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium includes a stored executable program, wherein, when the executable program is executed, it controls the device on which the computer-readable storage medium is located to perform the vehicle control method according to any one of claims 1 to 8.

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