Occupant attitude control system and occupant attitude control program

Abstract

The present invention provides a occupant posture control system that can reduce energy consumption while suppressing swaying of the occupant's posture. [Solution] The system comprises one or more actuators 30 for generating different displacements in the seat width direction of the seat 3 of the vehicle 1, a vibration difference determination unit 62 for determining the vibration difference in the seat width direction of the vibrations transmitted to the seat 3, and a vibration control unit 63 for performing vibration difference reduction control, which controls the actuators 30 based on the vibration difference determined by the vibration difference determination unit 62 to reduce the vibration difference of the seat 3 in the seat width direction. The vibration difference reduction control can suppress the swaying of the posture of the occupant 2 seated in the seat 3 in the seat width direction. Since the vibration difference reduction control controls the actuators 30 based on the vibration difference in the seat width direction, it is not necessarily required to reduce the vibrations occurring in the seat 3 as a whole. Therefore, energy consumption can be reduced compared to when the vibrations occurring in the seat 3 as a whole are reduced.

Description

Technical Field

[0001] The present disclosure relates to an occupant posture control system and an occupant posture control program for controlling the posture of an occupant sitting on a vehicle seat.

Background Art

[0002] Patent Document 1 discloses a seat control device that reduces the vibration of a vehicle seat. The seat control device disclosed in Patent Document 1 includes elastic members and actuators on the lower sides of the four corners of one seat. The seat control device also includes a sensor that detects the vibration generated in the seat. Then, the actuator is controlled so that the vibration detected by the sensor becomes small. The description of the prior art document is incorporated herein by reference as an explanation of the technical elements in this specification.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] When the vibration generated in the seat is reduced, it is also possible to suppress the shaking of the posture of the occupant sitting on the seat due to the vibration from the seat. However, in the technology disclosed in Patent Document 1, it is necessary to always reduce the vibration of the seat. Therefore, the energy consumption of the actuator is large.

[0005] The present disclosure has been made based on this situation, and an object thereof is to provide an occupant posture control system and an occupant posture control program that can suppress the shaking of the occupant's posture while reducing energy consumption.

Means for Solving the Problems

[0006] The above objectives are achieved by combinations of features described in the independent claims, and the subordinate claims provide further advantageous specific examples. The reference numerals in parentheses in the claims indicate a correspondence with specific embodiments described later as one aspect, and do not limit the disclosed technical scope.

[0007] One disclosure relating to an occupant attitude control system for achieving the above objective is: One or more actuators (30) for causing different displacements in the seat width direction of the vehicle seat, A vibration difference determination unit (62) that determines the vibration difference in the seat width direction of the vibrations transmitted to the seat, A vibration control unit (63) controls the actuator based on the vibration difference determined by the vibration difference determination unit to perform vibration difference reduction control to reduce the vibration difference in the seat width direction of the seat, This is an occupant attitude control system equipped with [specific features / features].

[0008] According to this occupant posture control system, the vibration control unit performs vibration difference reduction control, thereby reducing the vibration difference in the seat width direction that occurs in the seat. As a result, it is possible to suppress the occupant's posture from swaying in the seat width direction while seated.

[0009] Vibration difference reduction control controls the actuator based on the vibration difference in the seat width direction, so it is not necessarily required to reduce the overall vibration occurring in the seat. Therefore, it is possible to reduce energy consumption compared to when the overall vibration occurring in the seat is reduced.

[0010] One disclosure relating to an occupant attitude control program for achieving the above objectives is: Computers, A vibration difference determination unit (62) that determines the vibration difference in the seat width direction of the vibrations transmitted to the vehicle seat, This is an occupant posture control program that functions as a vibration control unit (63) which controls one or more actuators to generate different displacements in the seat width direction of the seat based on the vibration difference determined by the vibration difference determination unit, thereby performing vibration difference reduction control to reduce the vibration difference in the seat width direction of the seat. [Brief explanation of the drawing]

[0011] [Figure 1] A diagram illustrating the configuration of the occupant attitude control system. [Figure 2] A diagram showing the driver as viewed from the left side. [Figure 3] A conceptual diagram showing the vertical vibrations detected by each of the four vibration sensors. [Figure 4] A diagram illustrating the movement of the occupants' bodies due to vibrations occurring in the left-right direction. [Figure 5] A diagram showing the process executed by the control device in the first embodiment. [Figure 6] A diagram showing the process executed by the control device in the second embodiment. [Figure 7] A diagram illustrating the vibration difference determination unit in modified example 2. [Figure 8] A diagram illustrating the vibration difference determination unit in modified example 3. [Modes for carrying out the invention]

[0012] <First Embodiment> The embodiments will be described below with reference to the drawings. Figure 1 is a diagram illustrating the configuration of the occupant attitude control system 10 of this embodiment. The occupant attitude control system 10 is mounted on a vehicle 1. The vehicle 1 is equipped with a single seat 3 in which an occupant 2 sits. In Figure 1, the occupant 2 is the driver 4, and the seat 3 is the driver's seat 5.

[0013] The vehicle 1 may be any vehicle that travels on a road. The types of the vehicle 1 include various types such as a passenger car, a bus, a truck, etc. The vehicle 1 of the present embodiment can switch between an automatic driving mode and a manual driving mode. The automatic driving mode is a mode in which automatic driving is performed without the driver 4 driving. In the automatic driving performed in the automatic driving mode, the automatic driving system performs all driving operations under limited conditions. And when the conditions for automatic driving are no longer satisfied, the automatic driving system requests the driver 4 to perform manual driving and ends the automatic driving. In the automatic driving mode, the driver 4 has no obligation to monitor the surroundings of the vehicle. In the automatic driving mode, the driver 4 can operate a smartphone, read a book, etc.

[0014] The manual driving mode of the present embodiment is a mode in which the driving entity is the driver. Even if partial automatic driving is sometimes executed, the driving mode in which the driving entity is the driver 4 is the manual driving mode. The manual driving mode is a driving mode in which the driver 4 has an obligation to monitor the surroundings.

[0015] The occupant posture control system 10 includes a vibration sensor 20, an actuator 30, a camera 40, a receiving device 50, and a control device 60.

[0016] The vibration sensor 20 is a sensor that detects vibrations transmitted to the seat 3. The vibration sensor 20 can be arranged at the fastening portion that fastens the seat 3 to the vehicle body. As the vibration sensor 20, an acceleration sensor that detects the acceleration generated in the vertical direction of the vehicle 1 can be used. As shown in FIGS. 1 and 2, four vibration sensors 20 are provided for the seat 3. Note that FIG. 1 shows the state of the driver 4 viewed from the left side, and FIG. 2 shows the state of the driver 4 viewed from the left side.

[0017] The two vibration sensors 20 shown in FIG. 1 are arranged below the left edge of the driver's seat 5. These vibration sensors 20 are referred to as left-edge vibration sensors 20L. The left-edge vibration sensors 20L detect vibrations transmitted to the left edge of the driver's seat 5. The left edge of the driver's seat 5 is one edge in the seat width direction. The seat width direction is the direction of the left and right of the occupant 2 when the occupant 2 is sitting on the seat. The vibration transmitted to the left edge of the driver's seat 5 is an example of the first vibration, and the left-edge vibration sensors 20L are an example of the first vibration sensors.

[0018] The two vibration sensors 20 shown in FIG. 2 are arranged below the right edge of the seat 3. These vibration sensors 20 are referred to as right-edge vibration sensors 20R. The right-edge vibration sensors 20R detect vibrations transmitted to the right edge of the driver's seat 5. The vibration transmitted to the right edge of the driver's seat 5 is an example of the second vibration, and the right-edge vibration sensors 20R are an example of the second vibration sensors. The four vibration sensors 20 are provided at the four corners of the seat portion 5a of the driver's seat 5.

[0019] The actuator 30 displaces the driver's seat 5 in the vertical direction. Four actuators 30 are provided for the driver's seat 5, similar to the vibration sensors 20. The actuator 30 can be of various types such as hydraulic, electric, pneumatic, etc. The actuator 30 is arranged below the driver's seat 5 and above the fastening portion that fastens the driver's seat 5 to the vehicle body.

[0020] The two actuators 30 shown in FIG. 1 are arranged below the left edge of the driver's seat 5. These actuators 30 are referred to as left-edge actuators 30L. The two actuators 30 shown in FIG. 2 are arranged below the right edge of the driver's seat 5. These actuators 30 are referred to as right-edge actuators 30R. The four actuators 30 are provided at the four corners of the seat portion 5a.

[0021] Camera 40 is used to detect whether an occupant 2 is seated in seat 3. A signal indicating the image captured by camera 40 is input to control device 60. In Figure 1, camera 40 photographs the driver's seat 5. Camera 40 is also used to determine whether the driver 4 is performing an action that requires suppressing posture changes. Cameras 40 for photographing the passenger seat and rear seat may also be provided.

[0022] The receiving device 50 is a device that receives radio signals transmitted by a portable terminal carried by crew member 2. The portable terminal carried by crew member 2 is a smartphone, tablet, etc., and the portable terminal is equipped with a radio transmitting unit. The portable terminal is capable of transmitting a start signal as a radio signal, which instructs the start of vibration difference reduction control, and an end signal, which instructs the end of vibration difference reduction control.

[0023] The control device 60 comprises, as a hardware configuration, a processor and at least one of a circuit. For example, the control device 60 can be implemented by a computer equipped with a processor and memory. Alternatively, the control device 60 may not include a processor and may have a configuration equipped with hardware circuits other than a processor, or it may have a configuration equipped with a processor and hardware circuits other than a processor. The control device 60 includes, as functions realized by the above hardware configuration, a crew work determination unit 61, a vibration difference determination unit 62, and a vibration control unit 63. The implementation of these crew work determination unit 61, vibration difference determination unit 62, and vibration control unit 63 means that methods corresponding to them are executed.

[0024] If the hardware configuration of the control device 60 is a computer, the computer's memory stores the occupant attitude control program that the computer will execute. By executing this occupant attitude control program, the computer operates as an occupant work determination unit 61, a vibration difference determination unit 62, and a vibration control unit 63. In other words, the occupant attitude control program is a program that causes the computer to operate as an occupant work determination unit 61, a vibration difference determination unit 62, and a vibration control unit 63.

[0025] The crew work determination unit 61 acquires a signal from the camera 40 indicating an image of the seat 3. Based on the acquired signal, the crew work determination unit 61 determines whether or not the crew member 2 sitting in seat 3 is performing an operation that requires suppressing posture changes.

[0026] The vibration difference determination unit 62 determines the vibration difference, which is the difference in the seat width direction of the vibrations transmitted to the seat 3. In this embodiment, the seat 3 is the driver's seat 5. The vibration difference determination unit 62 determines the vibration detected by the left edge vibration sensor 20L as the first vibration and the vibration detected by the right edge vibration sensor 20R as the second vibration. Then, it determines the difference between the first vibration and the second vibration as the vibration difference. Two right edge vibration sensors 20R and two left edge vibration sensors 20L are provided at the front and rear of the driver's seat 5. Therefore, the vibration difference determination unit 62 averages the vibrations detected by the front and rear right edge vibration sensors 20R, and also averages the vibrations detected by the front and rear left edge vibration sensors 20L. Then, it determines the vibration difference as the difference between the vibration detected by the right edge vibration sensor 20R after averaging and the vibration detected by the left edge vibration sensor 20L after averaging.

[0027] The vibration control unit 63 executes vibration difference reduction control when the control start condition is met. Vibration difference reduction control controls the actuator 30 based on the vibration difference determined by the vibration difference determination unit 62 to reduce the vibration difference in the seat width direction of the driver's seat 5.

[0028] In the first embodiment, two sets of control start conditions are set. The first set of control start conditions is that the vehicle is in automatic driving mode and the occupant work determination unit 61 has determined that the driver 4 is performing work that requires suppression of posture fluctuations. The second set of control start conditions is that the vehicle is in automatic driving mode and the receiving device 50 has received a start signal instructing the start of vibration difference reduction control.

[0029] The reasons why these are set as control start conditions are explained below. Figure 3 is a conceptual diagram showing the vertical vibrations detected by each of the four vibration sensors 20. Figure 3 shows that there is a vibration in the roll direction in the driver's seat 5, and that the vibration occurring at the right edge of the driver's seat 5 is greater than the vibration occurring at the left edge of the driver's seat 5.

[0030] When the vibration shown in Figure 3 occurs in the driver's seat 5, the contact of the driver's 4 soles of their feet with the vehicle floor becomes unstable. In a seated position where the four points of the soles of the feet and pelvis are not supported by the floor or seat, the upper body exhibits unstable behavior, and a postural reflex occurs in the head in an attempt to maintain balance. As a result, the trunk and head move in opposite directions, as shown by the two arrows in Figure 4. This movement of the head makes it difficult to maintain a stable gaze towards objects such as a smartphone.

[0031] In this vehicle 1, driver 4 can operate a smartphone and perform other operations in autonomous driving mode. On the other hand, in manual driving mode, driver 4 cannot operate a smartphone and perform other operations. Therefore, the control initiation condition includes the condition that the vehicle is in autonomous driving mode.

[0032] Furthermore, even in autonomous driving mode, vibration difference reduction control is unnecessary if driver 4 is not performing tasks that require suppressing posture fluctuations. Therefore, the first set of control start conditions includes a second condition: that driver 4 is performing tasks that require suppressing posture fluctuations. Tasks that require suppressing posture fluctuations are set in advance. For example, operating a mobile device such as a smartphone, reading, and eating can be set as tasks that require suppressing posture fluctuations. The second condition of the second set of control start conditions, that the receiving device 50 has received a start signal instructing the start of vibration difference reduction control, means that the second condition in the first set of control start conditions is judged based on the driver 4's intention.

[0033] As mentioned above, vibration difference reduction control is a control that reduces the vibration difference in the seat width direction of the driver's seat 5. It is not a control aimed at reducing the overall magnitude of vibration. In this embodiment, vibration difference reduction control reduces the vibration difference by not controlling the actuator 30 corresponding to the smaller of the first and second vibrations determined by the vibration difference determination unit 62, and controlling the actuator 30 corresponding to the larger of the first and second vibrations.

[0034] Using the example in Figure 3, the vibration detected by the right edge vibration sensor 20R, i.e., the second vibration, is greater than the vibration detected by the left edge vibration sensor 20L, i.e., the first vibration. Therefore, the vibration control unit 63 controls the right edge actuator 30R, while leaving the left edge actuator 30L uncontrolled, to reduce the second vibration and thereby reduce the vibration difference.

[0035] Furthermore, the vibration control unit 63 controls the actuator 30 so that the vibration difference becomes smaller than the target range. The target range may be a fixed range or a range determined according to the task being performed by the driver 4. An example of a target range is plus or minus 20% relative to the vibration of one edge in the seat width direction.

[0036] If the vibration control unit 63 is performing vibration difference reduction control for the driver's seat 5, it will terminate the vibration difference reduction control before the automatic driving mode ends, based on the estimation that a switch from automatic driving mode to manual driving mode is imminent. This is to prompt the driver 4 to complete the task before the switch to manual driving mode occurs.

[0037] Autonomous driving is performed only under limited conditions. These limited conditions may include the condition that the vehicle is in the operational design domain. The operational design domain refers to the driving environment conditions under which autonomous driving is performed. For example, if autonomous driving is performed on highways but not on ramps, it can be inferred that the vehicle will switch from autonomous driving mode to manual driving mode as it approaches the highway exit.

[0038] The statement that a switch from autonomous driving mode to manual driving mode was estimated means that a switch from autonomous driving mode to manual driving mode was estimated to occur very soon. "Soon" could be a few minutes, for example, and is a pre-set value.

[0039] Figure 5 is a flowchart showing the processes performed by the control device 60. The control device 60 periodically performs the processes shown in Figure 5 while the vehicle 1 is in motion. In each step indicated by "S" in Figure 5, S3 is performed by the occupant work determination unit 61, and S4 and S5 are performed by the vibration difference determination unit 62. The remaining steps are performed by the vibration control unit 63.

[0040] In S1, it is determined whether or not the vehicle is in automatic driving mode. If the result of the determination in S1 is NO, the process shown in Figure 5 is terminated. If the result of the determination in S1 is YES, the process proceeds to S2. In S2, the receiving device 50 determines whether or not it has received a start signal from the mobile terminal operated by the driver 4. To confirm whether the start signal was transmitted from the mobile terminal operated by the driver 4, it may be determined from the image captured by the camera 40 whether the driver 4 is carrying the mobile terminal. Also, if there are no other passengers besides the driver 4, it can be determined that the start signal was transmitted from the mobile terminal operated by the driver 4. The location of the mobile terminal that transmitted the start signal may be determined using a technique that identifies the location of the mobile terminal based on the strength of the signal transmitted by the mobile terminal. If the result of the determination in S2 is YES, the process proceeds to S4. On the other hand, if the result of the determination in S2 is NO, the process proceeds to S3.

[0041] In S3, it is determined whether driver 4 is performing a task. The task refers to the work that requires suppressing the attitude changes mentioned earlier. If the result of the determination in S3 is NO, the process in Figure 5 is terminated. If the result of the determination in S3 is YES, the process proceeds to S4.

[0042] In S4, signals indicating vibrations transmitted to the left and right edges of the driver's seat 5 are acquired from the left edge vibration sensor 20L and the right edge vibration sensor 20R, respectively. In S5, the vibration difference is determined based on the signals acquired in S4.

[0043] In S6, it is determined whether the vibration difference determined in S5 is outside the target range. If the result of the determination in S6 is NO, the process in Figure 5 is terminated. If the result of the determination in S6 is YES, the process proceeds to S7. In S7, the actuator 30 is controlled so that the vibration difference is within the target range. The actuator 30 to be controlled is the actuator 30 that corresponds to the larger of the vibrations transmitted to the left edge and right edge of the driver's seat 5.

[0044] In S8, the receiving device 50 determines whether or not it has received an end signal from the mobile terminal operated by the driver 4. To confirm whether the end signal was transmitted from the mobile terminal operated by the driver 4, it may be determined from the image captured by the camera 40 whether the driver 4 is carrying the mobile terminal. Also, if an start signal has been received, and both the start signal and the end signal contain an ID that identifies the mobile terminal, then if the ID contained in the start signal and the ID contained in the end signal are the same, it may be determined that the end signal was transmitted from the mobile terminal operated by the driver 4. If the result of the determination in S8 is YES, the process in Figure 5 ends. If the result of the determination in S8 is NO, proceed to S9.

[0045] In S9, it is determined whether driver 4 has completed the task. If the result of S9 is YES, the process in Figure 5 is terminated. If the result of S9 is NO, the process proceeds to S10. In S10, it is determined whether it can be estimated that the end of autonomous driving is imminent. If the result of S10 is NO, the process returns to S4. If the process returns to S4, the vibration difference reduction control will continue. If the result of S10 is YES, the process in Figure 5 is terminated.

[0046] In the first embodiment described above, the vibration control unit 63 performs vibration difference reduction control, thereby reducing the vibration difference in the seat width direction that occurs in the driver's seat 5. Therefore, it is possible to suppress the driver's posture from swaying in the seat width direction. Since the vibration difference reduction control controls the actuator 30 based on the vibration difference in the seat width direction, it is not necessarily required to reduce the vibration occurring in the seat 3 as a whole. Therefore, in this embodiment, the vibration control unit 63 does not control the actuator 30 corresponding to the smaller of the first and second vibrations determined by the vibration difference determination unit 62, and controls the actuator 30 corresponding to the larger of the first and second vibrations to reduce the vibration difference. By doing so, it is possible to reduce energy consumption compared to the case in which the vibration occurring in the driver's seat 5 is reduced as a whole.

[0047] Furthermore, the condition for the vibration control unit 63 to initiate vibration difference reduction control for the driver's seat 5 includes being in automatic driving mode (S1: YES). Therefore, when the driver 4 is performing a so-called second task during automatic driving, it becomes easier to perform that second task. Also, because conditions for initiating vibration difference reduction control are set in this way, energy consumption can be reduced compared to when vibration difference reduction control is always performed.

[0048] Furthermore, the first set of control initiation conditions for the vibration control unit 63 to initiate vibration difference reduction control for the driver's seat 5 includes the condition that the vehicle is in automatic driving mode, as well as the condition that the driver 4 is performing an action that requires suppressing posture fluctuations (S3). The second set of control initiation conditions for the vibration control unit 63 to initiate vibration difference reduction control for the driver's seat 5 includes the condition that the vehicle is in automatic driving mode, as well as the condition that the receiving device 50 has received an instruction to start vibration difference reduction control from a mobile terminal (S2). Both the first and second sets of control initiation conditions include one more condition in addition to being in automatic driving mode. Therefore, energy consumption can be further reduced compared to executing vibration difference reduction control based solely on the condition that the vehicle is in automatic driving mode.

[0049] Furthermore, if the vibration control unit 63 predicts that the vehicle will switch from automatic driving mode to manual driving mode (S10:YES) while performing vibration difference reduction control, it will terminate the vibration difference reduction control for the driver's seat 5. Therefore, if it predicts that the vehicle will switch from automatic driving mode to manual driving mode, the vibration difference reduction control for the driver's seat 5 will be terminated before the automatic driving mode ends. In this way, the driver 4 will find it more difficult to perform tasks, and it is expected that the driver 4 will finish their tasks and prepare for manual driving before the vehicle switches to manual driving mode.

[0050] The vibration difference determination unit 62 determines the first vibration transmitted to the left edge of the driver's seat 5 and the second vibration transmitted to the right edge of the driver's seat 5. The vibration control unit 63 de-controls the actuator 30 corresponding to the smaller of the two vibrations, and controls the actuator 30 corresponding to the larger of the two vibrations to reduce the vibration difference. In this way, energy consumption can be reduced compared to performing vibration reduction control using both the left edge actuator 30L and the right edge actuator 30R, while supporting the driver 4 to perform tasks comfortably.

[0051] The vibration difference determination unit 62 determines the vibration difference based on a first vibration detected by a left-edge vibration sensor 20L located below the left edge of the driver's seat 5, and a second vibration detected by a right-edge vibration sensor 20R located below the right edge of the driver's seat 5. In this way, the vibration difference can be determined with greater accuracy.

[0052] <Second Embodiment> Next, a second embodiment will be described. In this second embodiment and subsequent descriptions, elements having the same reference numerals as those used up to that point are identical to the elements with the same reference numerals in the previous embodiments, unless otherwise specified. Also, when only a part of the configuration is described, the previously described embodiments can be applied to the other parts of the configuration.

[0053] The occupant posture control system of the second embodiment performs vibration difference reduction control for seats 3 other than the driver's seat 5. The second embodiment may be implemented in combination with the first embodiment. If not implemented in combination with the first embodiment, the vehicle 1 of the second embodiment may only be capable of manual driving mode.

[0054] The seats 3 other than the driver's seat 5 include either the passenger seat, the rear seat, or both. The seats 3 other than the driver's seat 5 are passenger seats. In the second embodiment, the seats 3 may be not only single seats but also seats that can accommodate multiple people.

[0055] The occupant attitude control system of the second embodiment includes a vibration sensor 20, an actuator 30, and a camera 40. These differ from the first embodiment in that the target seat 3 is a passenger seat. However, the relationship with seat 3 is the same as in the first embodiment. The occupant attitude control system of the second embodiment also includes a receiving device 50 and a control device 60. The receiving device 50 is the same as in the first embodiment.

[0056] The control device 60 includes the same occupant work determination unit 61, vibration difference determination unit 62, and vibration control unit 63 as in the first embodiment. However, the occupant work determination unit 61, vibration difference determination unit 62, and vibration control unit 63 of the second embodiment differ in some processing from the first embodiment because they target passenger seats.

[0057] Figure 6 shows the processes performed by the control device 60 in the second embodiment. Step S13 is performed by the crew work determination unit 61, and steps S14 and S15 are performed by the vibration difference determination unit 62. The remaining steps are performed by the vibration control unit 63.

[0058] Figure 6 does not have a step corresponding to S1, because the passenger can perform the task even when not in autonomous driving mode. S12 is similar to S2 in Figure 5. In S12, the receiving device 50 determines whether or not it has received a start signal from the mobile terminal operated by the passenger. To confirm whether the start signal was transmitted from the mobile terminal operated by the passenger, it may be determined from the image captured by the camera 40 whether the passenger is carrying the mobile terminal. The location of the mobile terminal that transmitted the start signal may be determined using a technique to identify the location of the mobile terminal. If the result of the determination in S12 is YES, the process proceeds to S14. On the other hand, if the result of the determination in S12 is NO, the process proceeds to S13.

[0059] Steps S13 to S17 and S19 are the same as steps S3 to S7 in Figure 5, except that the target seat is different. In step S18, the receiving device 50 determines whether or not it has received an end signal from a mobile terminal operated by a passenger sitting in seat 3 where vibration reduction control is being performed. To confirm whether the end signal was transmitted from the mobile terminal operated by this passenger, it may be determined from the image captured by the camera 40 whether the passenger is carrying a mobile terminal. Also, if the start signal and end signal include an ID, it may be determined from that ID whether or not the end signal was transmitted from the mobile terminal operated by the passenger mentioned above.

[0060] S13 is the same as S3 in Figure 5, except that the target seat is different. Therefore, one control start condition for the vibration control unit 63 to start vibration difference reduction control is that the passenger is performing an action that requires suppressing posture fluctuations. Similarly, S12 is the same as S2 in Figure 5, except that the target seat is different. Therefore, another control start condition for the vibration control unit 63 to start vibration difference reduction control is that the receiving device 50 has received a start signal from a portable terminal carried by the passenger. The judgment conditions in S12 and S13 are the control start conditions, and vibration difference reduction control is executed on the passenger seat when the control start conditions are met. Therefore, energy consumption can be reduced compared to when vibration difference reduction control is always executed on the passenger seat.

[0061] Although embodiments have been described above, the disclosed technology is not limited to the embodiments described above. The following modifications are also included within the scope of disclosure, and further modifications can be made in various ways without departing from the gist of the invention.

[0062] <Example 1> In the embodiment, the actuators 30 were positioned on both the left and right sides of the seat 3. However, as already explained, vibration difference reduction control aims to reduce vibration differences in the seat width direction. Therefore, the actuators 30 may be provided only on one edge of the seat 3 in the seat width direction.

[0063] If the vibration on the side where the actuator 30 is installed is greater than the vibration transmitted to the other edge, the actuator 30 is controlled to reduce the vibration on the side where the actuator 30 is installed. On the other hand, if the vibration on the side where the actuator 30 is installed is smaller than the vibration transmitted to the other edge, the vibration difference can be reduced by controlling the actuator 30 to increase the vibration on the side where the actuator 30 is installed.

[0064] The number of actuators 30 can be reduced by providing them on only one edge of the seat 3 in the seat width direction. Note that the number of actuators 30 provided on one edge is not limited to the two described in the embodiment; it may be one or three or more.

[0065] <Modification 2> The occupant attitude control system may also include a right front wheel vibration detection sensor 121 and a left front wheel vibration detection sensor 122, as shown in Figure 7, instead of the vibration sensor 20. The right front wheel vibration detection sensor 121 detects vibrations of the right front wheel of the vehicle 1. The left front wheel vibration detection sensor 122 detects vibrations of the left front wheel of the vehicle 1.

[0066] The vibration difference determination unit 62 acquires information indicating the vibration detected by the right front wheel vibration detection sensor 121 and the vibration detected by the left front wheel vibration detection sensor 122. The vibrations of the right front wheel and the left front wheel of vehicle 1 are transmitted to seat 3. Furthermore, the vibration occurring at the right edge of seat 3 correlates strongly with the vibration of the right front wheel of vehicle 1. On the other hand, the vibration occurring at the left edge of seat 3 correlates strongly with the vibration of the left front wheel of vehicle 1.

[0067] Therefore, the vibration difference determination unit 62 estimates the vibration transmitted to the right edge of the seat 3 based on the vibration of the right front wheel detected by the right front wheel vibration detection sensor 121, and estimates the vibration transmitted to the left edge of the seat 3 based on the vibration of the left front wheel detected by the left front wheel vibration detection sensor 122. Then, it determines the vibration difference based on the estimated vibration transmitted to the right edge of the seat 3 and the vibration transmitted to the left edge of the seat 3.

[0068] <Variation 3> The occupant attitude control system may include a road surface detection device 221, as shown in Figure 8, instead of the vibration sensor 20. The road surface detection device 221 detects irregularities in the road surface in front of the right edge of the vehicle 1, which is the road surface extended forward in the direction of travel along the right edge of the vehicle 1, and irregularities in the road surface in front of the left edge of the vehicle 1, which is the road surface extended forward in the direction of travel along the left edge of the vehicle 1. For example, Lidar (Light Detection And Ranging) can be used as the road surface detection device 221.

[0069] The vibration difference determination unit 62 acquires information indicating the unevenness of the road surface in front of the right edge and the unevenness of the road surface in front of the left edge, as detected by the road surface detection device 221. Next, the vibration difference determination unit 62 estimates the vibration transmitted to the right edge of the seat 3 and the vibration transmitted to the left edge of the seat 3 based on the unevenness of the road surface in front of the right edge and the unevenness of the road surface in front of the left edge. Then, the vibration difference determination unit 62 determines the vibration difference based on the estimated vibration transmitted to the right edge of the seat 3 and the vibration transmitted to the left edge of the seat 3.

[0070] <Modification 4> It is conceivable that seat 3 can rotate so that its width direction aligns with the direction of vehicle travel. It is also conceivable that, as in buses, seats are fixed with their width direction aligning with the direction of vehicle travel. Even when the seat width direction aligns with the direction of vehicle travel (i.e., the longitudinal direction of the vehicle), the vibration difference reduction control performed by the vibration control unit 63 is a control that reduces the vibration difference in the seat width direction. Therefore, when the seat width direction aligns with the direction of vehicle travel, the vibration difference reduction control will reduce the vibration difference in the pitch direction.

[0071] <Modification 5> In addition to reducing the vibration difference in the seat width direction, the vibration control unit 63 may also reduce the vibration difference in the seat front-rear direction. In this way, not only can the swaying of the occupant's head from side to side be suppressed, but swaying in the front-rear direction can also be suppressed. [Explanation of Symbols]

[0072] 20L…Left edge vibration sensor (first vibration sensor), 20R…Right edge vibration sensor (second vibration sensor), 30…Actuator, 62…Vibration difference determination unit, 63…Vibration control unit, 121…Right front wheel vibration detection sensor, 122…Left front wheel vibration detection sensor, 221…Road surface detection device

Claims

1. One or more actuators (30) for causing different displacements in the seat width direction of the vehicle seat, A vibration difference determination unit (62) that determines the vibration difference in the seat width direction of the vibration transmitted to the seat, A vibration control unit (63) controls the actuator based on the vibration difference determined by the vibration difference determination unit to perform vibration difference reduction control to reduce the vibration difference in the seat width direction of the seat, A crew attitude control system equipped with this system.

2. An occupant attitude control system applied to a vehicle that can switch between a manual driving mode in which the driver manually operates the vehicle and an automatic driving mode in which the driver does not operate the vehicle, The vibration control unit initiates the vibration difference reduction control for the driver's seat, provided that the automatic driving mode is enabled. The occupant attitude control system according to claim 1.

3. One control initiation condition for the vibration control unit to initiate the vibration difference reduction control is, in addition to being in the automatic driving mode, that the driver is performing an operation that requires suppressing posture fluctuations. The occupant attitude control system according to claim 2.

4. The vehicle is equipped with a receiving device (50) that receives radio signals transmitted by a portable terminal carried by the occupants of the vehicle and which is equipped with a radio transmitter. One control initiation condition for the vibration control unit to initiate the vibration difference reduction control is, in addition to being in automatic driving mode, that the receiving device has received the wireless signal from the mobile terminal carried by the driver instructing the start of the vibration difference reduction control. The occupant attitude control system according to claim 2.

5. The vibration control unit, while executing the vibration difference reduction control, determines that it has estimated that the system will switch from the automatic driving mode to the manual driving mode, and terminates the vibration difference reduction control for the driver's seat before the automatic driving mode ends. The occupant attitude control system according to claim 2.

6. One control initiation condition for the vibration control unit to initiate the vibration difference reduction control is that an occupant seated in a seat other than the driver's seat is performing an operation that requires suppressing posture fluctuations. The occupant attitude control system according to claim 1.

7. The vehicle is equipped with a receiving device (50) that receives radio signals transmitted by a portable terminal carried by the occupants of the vehicle and which is equipped with a radio transmitter. One control initiation condition for the vibration control unit to initiate the vibration difference reduction control is that the receiving device receives a wireless signal from a portable terminal carried by an occupant seated in a seat other than the driver's seat, instructing the vibration difference reduction control to be initiated. The occupant attitude control system according to claim 1.

8. The actuator is provided on only one edge of the seat in the seat width direction. The occupant attitude control system according to any one of claims 1 to 7.

9. The vibration difference determination unit determines a first vibration transmitted to one edge of the seat in the seat width direction and a second vibration transmitted to the other edge of the seat in the seat width direction, and determines the difference between the first vibration and the second vibration as the vibration difference. The vibration control unit de-controls the actuator corresponding to the smaller of the two vibrations (the first and second vibrations) and controls the actuator corresponding to the larger of the two vibrations (the first and second vibrations) to reduce the vibration difference. The occupant attitude control system according to any one of claims 1 to 7.

10. A first vibration sensor (20L) detects a first vibration transmitted to one edge of the seat in the seat width direction, The system includes a second vibration sensor (20R) that detects a second vibration transmitted to the other edge of the seat in the seat width direction, The vibration difference determination unit determines the difference between the first vibration and the second vibration as the vibration difference. The occupant attitude control system according to any one of claims 1 to 7.

11. A right front wheel vibration detection sensor (121) for detecting vibration of the right front wheel of the vehicle, The vehicle includes a left front wheel vibration detection sensor (122) that detects vibration of the left front wheel of the vehicle, The vibration difference determination unit estimates the vibration transmitted to the right edge of the seat based on the vibration of the right front wheel detected by the right front wheel vibration detection sensor, estimates the vibration transmitted to the left edge of the seat based on the vibration of the left front wheel detected by the left front wheel vibration detection sensor, and determines the vibration difference based on the estimated vibration transmitted to the right edge of the seat and the vibration transmitted to the left edge of the seat. The occupant attitude control system according to any one of claims 1 to 7.

12. The vehicle is equipped with a road surface detection device (221) that detects irregularities in the road surface in front of the right edge, which is the road surface extending forward in the direction of travel from the right edge of the vehicle, and irregularities in the road surface in front of the left edge, which is the road surface extending forward in the direction of travel from the left edge of the vehicle. The vibration difference determination unit estimates the vibration transmitted to the right edge of the seat and the vibration transmitted to the left edge of the seat based on the unevenness of the road surface in front of the right edge and the unevenness of the road surface in front of the left edge detected by the road surface detection device, and determines the vibration difference based on the estimated vibration transmitted to the right edge of the seat and the vibration transmitted to the left edge of the seat. The occupant attitude control system according to any one of claims 1 to 7.

13. The vibration control unit controls the actuator so that the vibration difference in the seat width direction of the seat is within a target range. The occupant attitude control system according to any one of claims 1 to 7.

14. Computers, A vibration difference determination unit (62) that determines the vibration difference in the seat width direction of the vibrations transmitted to the vehicle seat, An occupant posture control program that functions as a vibration control unit (63) that controls one or more actuators to generate different displacements in the seat width direction of the seat based on the vibration difference determined by the vibration difference determination unit, thereby performing vibration difference reduction control to reduce the vibration difference in the seat width direction of the seat.

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