DE102017211009A1 - Vehicle with decoupled passenger compartment - Google Patents

Abstract

A vehicle (100) with a chassis (101) is described. The vehicle (100) includes a passenger compartment (106) that is configured to be moved relative to the chassis (101) at least in three rotational degrees of freedom (105). In addition, the vehicle (100) includes at least one actuator (109) configured to move the passenger compartment (106) relative to the chassis (101). The vehicle (100) further comprises a control unit (107) which is set up to determine control data for a movement of the passenger compartment (106). The control unit (107) is further arranged to cause the actuator (109) to move the passenger compartment (106) relative to the chassis (101) in response to the control data.

Description

The invention relates to a vehicle having a passenger compartment that can be moved relative to a chassis of the vehicle.

A vehicle, particularly a road vehicle, typically includes a passenger compartment in which one or more seats for one or more occupants are located. The passenger compartment of a vehicle is typically fixedly connected to a chassis of the vehicle. In a self-supporting body, the passenger compartment and the chassis form a coherent unit. In the past, vehicles (eg, the Nissan Pivo 2) with a passenger compartment have also been introduced, which can be rotated about the z-axis or vertical axis of the vehicle to allow a driver of the vehicle to also look in the direction of travel in a reverse direction can.

Traveling with a vehicle can cause travel sickness (i.e., kinetosis) for an occupant. The motion sickness can trigger physical reactions such as pallor, dizziness, headache, nausea due to unfamiliar movements of the vehicle. Traveling sickness can arise in particular when the sensory organs of an occupant (in particular the eyes on the one hand and the organs of equilibrium on the other hand) provide contradictory information about the spatial position and movement. It is expected that motion sickness will increase in automated moving vehicles, as the occupants of such vehicles will engage in non-driving activities.

The present document addresses the technical problem of providing a vehicle with a passenger compartment that can increase comfort for an occupant, particularly with regard to kinetosis.

The object is solved by the independent claim. Advantageous embodiments are described i.a. in the dependent claims. It should be noted that additional features of a claim dependent on an independent claim without the features of the independent claim or only in combination with a subset of the features of the independent claim may form an independent invention independent of the combination of all features of the independent claim, the subject of an independent claim, a divisional application or a subsequent application. This applies equally to technical teachings described in the specification, which may form an independent invention of the features of the independent claims.

In one aspect, a vehicle, particularly a road vehicle such as a passenger car, a truck or a bus, is described. The vehicle may be a highly or fully automated moving vehicle.

The vehicle includes a chassis. The chassis is typically designed to carry one or more other components, in particular a drive and / or a body and / or a passenger compartment, of the vehicle.

In addition, the vehicle typically includes a chassis that is configured to move the chassis on a roadway. The chassis may include one or more wheels with suspensions, with which the chassis can be moved on a roadway. At least a portion of the wheels may be driven by a drive motor to move the vehicle. Furthermore, the chassis may comprise one or more damping elements, suspension element, stabilization elements, etc., which are set up to at least partially compensate or dampen forces that act on the road surface on the vehicle, in particular on the chassis. In addition, the chassis typically includes a wheel steering with which the direction of movement of the chassis relative to the roadway can be changed.

The vehicle includes a passenger compartment for receiving one or more occupants. The passenger compartment is designed to be moved relative to the chassis at least in three rotational degrees of freedom. The rotational degrees of freedom may include a rotation about a longitudinal axis (or x-axis) of the vehicle, a rotation about a transverse axis (or y-axis) and a rotation about a vertical axis (or z-axis).

The movement along the three rotational degrees of freedom can be made possible within a certain range of values. For example, a rotation about the longitudinal axis may be described by a first angle, a rotation about the transverse axis through a second angle, and a rotation about the vertical axis through a third angle, each angle having a total value range of 360 °. The passenger compartment may be configured to allow movement for any angle within a range of at least 10 °, 20 °, 45 °, 90 ° or more. For example, the total value range of 360 ° can be made possible for the third angle. Furthermore, for the first and second angles, a value range of 45 °, 90 ° or more around a neutral position of the passenger compartment can be made possible.

The vehicle further comprises at least one actuator (eg one or more electrically and / or hydraulically driven actuators). An actuator is configured to move the passenger compartment relative to the chassis. For example, at least one actuator can be provided for each degree of freedom of the relative movement of the passenger compartment. The one or more actuators may be configured to apply forces to move the passenger compartment that are sufficiently large to compensate for and / or overcome forces typically experienced by a vehicle (eg, one at up to 150 and 200 km / h, respectively) driving road vehicle) can act on the chassis and / or on the passenger compartment.

The vehicle thus comprises a passenger compartment that can be actively moved by one or more actuators (in particular by three or more actuators) relative to the chassis of the vehicle. Movement of the passenger compartment relative to the chassis may be used to increase comfort for an occupant of the passenger compartment.

The vehicle may include a control unit (e.g., having a processor) configured to determine control data for movement of the passenger compartment. In this case, the control data may be designed to allow a certain movement of the passenger compartment relative to the chassis, in particular a movement comprising all three rotational degrees of freedom. The control unit is further configured to cause the one or more actuators to move the passenger compartment relative to the chassis in response to the control data. Thus, a relative movement of the passenger compartment (possibly with three different rotational degrees of freedom) can be actively effected with respect to the chassis. Thus, a vehicle is provided which allows increased comfort for an occupant of the passenger compartment of the vehicle.

The vehicle may include at least one sensor configured to detect sensor data relating to a chassis acceleration force caused by the landing gear on the chassis. The chassis acceleration force may e.g. caused by a longitudinal and / or lateral acceleration of the vehicle. Such accelerations are caused by different driving maneuvers, e.g. in a lane change, in a cornering, in a Überhohlmanöver, etc. The at least one sensor may include an acceleration sensor.

In a passenger compartment that is fixedly connected to the chassis, the chassis acceleration force would act directly on the passenger compartment and thus on an occupant of the passenger compartment. This can lead to discomfort (in particular to kinetosis) in the occupant, in particular in the case of a highly or fully automated vehicle.

The control unit may be configured to determine the control data for controlling a movement of the passenger compartment as a function of the sensor data. Thus, a movement of the passenger compartment can be effected, which depends on the chassis acceleration force. Thus, the comfort for an occupant of the passenger compartment can be increased.

In particular, the control unit may be configured to determine the control data such that an occupant acceleration force caused to an occupant of the passenger compartment is reduced (e.g., reduced to substantially zero) relative to the chassis acceleration force. The control data can thus be determined such that the chassis acceleration force for a passenger of the passenger compartment is (substantially completely) compensated. In other words, the control data can be determined such that substantially no acceleration force acts on an occupant of the passenger compartment. Thus, even with a highly or fully automated moving vehicle kinetosis can be reliably avoided.

The control unit may thus be arranged to effect a movement, in particular a pitch, a roll and / or a roll, of the passenger compartment relative to the chassis (eg a movement comprising the three rotational degrees of freedom) about an outside acting on the passenger compartment To reduce accelerating force for an occupant of the passenger compartment, in particular to compensate.

The passenger compartment may include a passenger ball, wherein the passenger ball encloses an interior space for receiving one or more occupants. The passenger ball can be rotated relative to the chassis in the three rotational degrees of freedom. One or more seats for the one or more occupants may be fixedly connected to the passenger ball in the interior of the passenger ball. By providing a passenger ball, movement of the passenger compartment relative to the chassis can be efficiently effected.

The passenger compartment may further comprise an outer ball fixed to the chassis. The outer sphere can enclose the passenger ball. The passenger ball may then be configured to move relative to the outer ball in the three rotational degrees of freedom. For example, between the passenger ball and the outer ball rolling elements can be arranged, which allow a relative movement between the passenger ball and the outer ball. So can in particular efficiently a passenger compartment can be provided, which can be moved relative to the chassis in all three rotational degrees of freedom.

The vehicle may comprise a movement device, in particular a hexapod, which is arranged to move the passenger compartment relative to the chassis in the three rotational and in one, two or three translatory degrees of freedom. In general terms, the vehicle may comprise a movement device which allows a movement in the three rotational degrees of freedom and, if appropriate, additionally in one, two or three translatory degrees of freedom.

For example, the passenger compartment may be connected to the chassis via N stilts, wherein the length of each of the N stilts may be varied by one or more actuators. In the case of a tripod N = 3 and in the case of a hexapod N = 6. The moving means may thus comprise N = 3, 4, 5, 6 or more stilts to move the passenger compartment relative to the chassis. Thus, a movement of the passenger compartment relative to the chassis can be effected in a flexible and efficient manner.

The vehicle may include a user interface (e.g., at a head unit of the vehicle) that allows an occupant of the vehicle to make a control input regarding movement of the passenger compartment relative to the chassis. Thus, a relative movement between the passenger compartment and the chassis can be effected manually by an occupant via the user interface. The control unit may be configured for this purpose to determine the control data for controlling the one or more actuators in dependence on the control input.

In another aspect, a method of controlling movement of a passenger compartment of a vehicle is described. The method may e.g. be executed by a control unit of the vehicle. The method includes determining control data for movement of the passenger compartment. In addition, the method includes driving the actuators of the passenger compartment in response to the control data to move the passenger compartment relative to the chassis.

In another aspect, a software (SW) program is described. The SW program may be set up to be executed on a processor (e.g., on a controller of a vehicle) and thereby perform the method described in this document.

In another aspect, a storage medium is described. The storage medium may include a SW program that is set up to run on a processor and thereby perform the method described in this document.

It should be understood that the methods, devices and systems described herein may be used alone as well as in combination with other methods, devices and systems described in this document. Furthermore, any aspects of the methods, devices, and systems described herein may be combined in a variety of ways. In particular, the features of the claims can be combined in a variety of ways.

• 1a und 1b ein beispielhaftes Fahrzeug mit einer Fahrgastzelle, die mit drei rotatorischen Freiheitsgraden relativ zu dem Fahrgestell des Fahrzeugs bewegt werden kann;
• 2 ein beispielhaftes Fahrzeug mit einer Fahrgastzelle, das über einen Hexapod mit dem Fahrgestell des Fahrzeugs verbunden ist: und
• 3 ein Ablaufdiagramm eines beispielhaften Verfahrens zur Steuerung der Bewegung einer Fahrgastzelle eines Fahrzeugs.

Furthermore, the invention will be described in more detail with reference to exemplary embodiments. Show

• 1a and 1b an exemplary vehicle having a passenger compartment that can be moved with three rotational degrees of freedom relative to the chassis of the vehicle;
• 2 an exemplary vehicle with a passenger compartment, which is connected via a hexapod to the chassis of the vehicle: and
• 3 a flowchart of an exemplary method for controlling the movement of a passenger compartment of a vehicle.

As set forth above, the present document is concerned with the provision of a vehicle having increased comfort for an occupant of the vehicle, particularly with regard to kinetosis.

As stated initially, the passenger compartment of a vehicle is typically fixedly and immovably connected to the chassis of the vehicle. 1a schematically shows a vehicle 100 with a passenger compartment 106 , with three different degrees of freedom of rotation 105 relative to the chassis 101 of the vehicle 100 can be moved. In the interior 102 the passenger compartment 106 For example, one or more seats or seats may be arranged for one or more occupants. The passenger compartment 106 may be formed as a ball, for example. In this case, an outer ball 103 fixed to the chassis 101 be connected. An interior or passenger ball 104 may be movably disposed within the outer ball 103, and so a passenger compartment 106 provide in three rotational degrees of freedom 105 relative to the chassis 101 can be moved.

A road vehicle 100 typically drives on a roadway 110 , It is located between the carriageway 110 and the chassis 101 typically a suspension 111 including, inter alia, one or more wheels and corresponding suspensions. Furthermore, the chassis includes 111 typically damping elements, spring elements, stabilization element, etc., with which impact the road surface 110 on the chassis 101 can be reduced. The chassis 111 of a vehicle 100 is typically actively controlled to control the movement of the chassis 101 to change and thereby improve the comfort for an occupant of the vehicle 100 to increase.

This in 1a illustrated vehicle 100 indicates, if necessary, in addition to a controllable and / or adjustable chassis 111 , a passenger compartment 106 on, relative to the chassis 101 can be moved. So can the comfort for an occupant of the passenger compartment 106 be further increased.

1b shows the vehicle 100 out 1a in a side view. Also shows 1b a control unit 107 of the vehicle 100 and one or more actuators 109 (Eg one or more electric motors), with which the passenger compartment 106 relative to the chassis 101 moved, in particular rotated, can be. The control unit 107 may be arranged, control data relating to a movement of the passenger compartment 106 to investigate. For example, by an occupant of the vehicle 100 via a user interface of the vehicle 100 manually a movement of the passenger compartment 106 be requested. The control unit 107 can then based on the input of the user control data for driving the one or more actuators 109 determine to cause the passenger compartment 106 is moved in accordance with the assignment of the user.

Alternatively or additionally, the vehicle 100 one or more sensors 108 include. An exemplary sensor 108 is an acceleration sensor that is set, sensor data with respect to the passenger compartment 106 and / or on an occupant and / or on the chassis 101 to detect acting acceleration forces. The control unit 107 may be configured, the control data for the one or more actuators 109 depending on the sensor data from one or more sensors 108 to investigate. In this case, the passenger compartment 106 be moved so that the forces acting on the occupant acceleration forces are at least partially compensated.

Based on the sensor data can be a regulation of the movement of the passenger compartment 106 take place in order to last permanently over a longer period of time (eg for a drive of the vehicle 100 ), the acceleration forces acting on the occupants compared to those on the chassis 101 to reduce acting acceleration forces.

It is thus an architecture for a vehicle 100 , in particular for a self-propelled or highly / fully automated moving vehicle 100 , in which a decoupling of the passenger compartment 106 of the vehicle 100 in three rotational degrees of freedom 105 is possible. The vehicle architecture is made possible in particular by the fact that the space allocation and seating positions in the interior 102 a highly / fully automated moving vehicle 100 have increased flexibility.

As in the 1a and 1b is a possible embodiment of the passenger compartment 106 an inner ball 104 moving in an outside ball 103 is embedded. By a kinematic suspension and / or by rolling elements 112 between the inner ball 104 and the outer ball 103 (For example, in the manner of a three-dimensional ball bearing) can be a relative movement in three rotational degrees of freedom 105 between the inner and outer ball 104 . 103 will be realized.

The passenger compartment 106 can by appropriate actuators 109 possibly independent of the driving condition of the vehicle 100 to be moved. For example, by deliberate pitching, rolling and / or rolling the passenger compartment 106 (possibly all) acceleration forces within the passenger compartment 106 be compensated for the comfort of an occupant of the passenger compartment 106 to increase. For a longitudinal acceleration of the vehicle 100 allows, for example, a relatively slight pitching movement of the passenger compartment 106 the compensation of the acceleration forces on the occupants. The movement of the passenger compartment 106 can be active by one or more actuators 109 (eg by one or more electric motors) of the vehicle 100 be effected.

In a highly / fully automated moving vehicle 100 The occupant can typically change the viewing direction while driving. Due to the compensation of acceleration forces within the passenger compartment 106 while kinetosis can be reliably avoided.

As already stated above, the vehicle can 100 include a user interface that allows an occupant of the vehicle 100 allows the movement of the passenger compartment 106 to control explicitly. This can be advantageous in a parking maneuver, for example, since it allows an occupant to control the passenger compartment 106 to align so that the occupant's view of the environment of the vehicle 100 is improved.

2 shows a vehicle 100 with a passenger compartment 106 that have a movement device 201 , in particular via a hexapod, with the chassis 101 connected is. In this case, the movement device 201 a movement of cabin 106 in all six degrees of freedom 205 (Three rotational degrees of freedom and three translational degrees of freedom) of the room allow.

The movement device 201 can have N stilts, the N stilts on one side with the passenger compartment 106 and on the other side with the chassis 101 are firmly connected (N equal 3 or more, in particular N = 6). The length of each stilts can be active through one or more actuators 109 be changed, so that with a suitable arrangement of the N stilts relative spatial movements of the passenger compartment 106 can be effected with N degrees of freedom.

By providing additional degrees of freedom 205 for the movement between the passenger compartment 106 and the chassis 101 can the comfort of an occupant of the passenger compartment 106 of a vehicle 100 be further increased. In particular, so acceleration forces can be compensated with increased accuracy.

3 shows a flowchart of an exemplary method 300 for controlling the movement of a passenger compartment 106 of a vehicle 100 relative to a chassis 101 of the vehicle 100 , The vehicle 100 includes a passenger compartment 106 , which is formed, at least in three rotational degrees of freedom 105 relative to the chassis 101 to be moved. The movement of the passenger compartment 106 is doing by at least one actuator 109 (typically by at least three actuators 109 ), wherein an actuator 109 is formed, the passenger compartment 106 relative to the chassis 101 to move.

The procedure 300 includes determining 301 of control data for a movement of the passenger compartment 106 , The control data can be based, for example, on sensor data of at least one sensor 108 (In particular, an acceleration sensor) of the vehicle 100 be determined. In addition, the process includes 300 the driving 302 at least one of the actuators 109 depending on the control data to the passenger compartment 106 relative to the chassis 101 to move.

As already stated, the measures described in this vehicle can be particularly preferably applied to highly or fully automated moving vehicle. The term "automated driving" in the context of this document can be understood as driving with automatic longitudinal or transverse guidance or autonomous driving with automated longitudinal and transverse guidance. The automated driving may be, for example, a time-consuming driving on the highway or a time-limited driving in the context of parking or maneuvering. The term "automated driving" includes automated driving with any degree of automation. Exemplary levels of automation are assisted, semi-automated, highly automated or fully automated driving. These degrees of automation were defined by the Federal Highway Research Institute (BASt) (see BASt publication "Forschung kompakt", issue 11/2012). In assisted driving, the driver performs the longitudinal or transverse guidance permanently, while the system assumes the other function within certain limits. In Partial Automated Driving (TAF), the system performs longitudinal and lateral guidance for a period of time and / or in specific situations, with the driver having to permanently monitor the system as in assisted driving. In highly automated driving (HAF), the system takes over the longitudinal and transverse guidance for a certain period of time, without the driver having to permanently monitor the system; However, the driver must be able to take over the vehicle guidance in a certain time. In fully automated driving (VAF), the system can automatically handle driving in all situations for a specific application; no driver is required for this application. The above four degrees of automation are in accordance with SAE levels 1 to 4 of the SAE J3016 (SAE - Society of Automotive Engineering) standard. For example, Highly Automated Driving (HAF) Level 3 complies with the SAE J3016 standard. Furthermore, the SAE level 5 is provided in SAE J3016 as the highest degree of automation, which is not included in the definition of BASt. The SAE level 5 corresponds to driverless driving, in which the system can automatically cope with all situations like a human driver during the entire journey; a driver is generally no longer required.

The present invention is not limited to the embodiments shown. In particular, it should be noted that the description and figures are intended to illustrate only the principle of the proposed methods, apparatus and systems.

LIST OF REFERENCE NUMBERS

100

vehicle

101

chassis

102

Interior of a passenger compartment

103

outdoor ball

104

Passenger or inner ball

105

degrees of freedom

106

cabin

107

control unit

108

sensor

109

actuator

110

roadway

111

landing gear

112

rolling elements

201

Moving device (Hexapod)

300

Method for controlling the movement of a passenger compartment

301.302

steps

Claims (11)

Vehicle (100) comprising a chassis (101); a passenger compartment (106) adapted to be moved relative to the chassis (101) at least in three rotational degrees of freedom (105); - at least one actuator (109) adapted to move the passenger compartment (106) relative to the chassis (101); and a control unit (107) which is set up - to determine control data for a movement of the passenger compartment (106); and - causing the actuator (109) to move the passenger compartment (106) relative to the chassis (101) in response to the control data. Vehicle (100) according to Claim 1 wherein - the vehicle (100) comprises at least one sensor (108) arranged to detect sensor data relating to a chassis acceleration force caused by a chassis (111) of the vehicle (100) on the chassis (101); and - the control unit (107) is adapted to determine the control data in dependence on the sensor data. Vehicle (100) according to Claim 2 wherein the control unit (107) is configured to determine the control data such that: an occupant acceleration force caused to an occupant of the passenger compartment (106) is reduced relative to the chassis acceleration force; and / or - the chassis acceleration force for an occupant of the passenger compartment (106) is compensated; and / or - an occupant of the passenger compartment (106) has substantially no acceleration force. Vehicle (100) according to one of the preceding claims, wherein the control unit (101) is arranged to effect a movement, in particular a pitch, a roll and / or a roll, of the passenger compartment (106) relative to the chassis (101) to reduce an acceleration force acting on the outside of the passenger compartment (106) for an occupant of the passenger compartment (106), in particular to compensate. A vehicle (100) according to any one of the preceding claims, wherein the passenger compartment (106) comprises a passenger ball (104) enclosing an interior space (102) for receiving one or more occupants and which is relative to the chassis (101) in the three rotational degrees of freedom (105) can be rotated. Vehicle (100) according to Claim 5 in which - the passenger compartment (106) comprises an outer ball (103) fixed to the chassis (101); - The outer ball (103) surrounds the passenger ball (104); and - the passenger ball (104) is adapted to move relative to the outer ball (103) in the three rotational degrees of freedom (105). Vehicle (100) according to Claim 6 in that between the passenger ball (104) and the outer ball (103) rolling elements (112) are arranged, which allow a relative movement between the passenger ball (104) and the outer ball (103). Vehicle (100) according to one of the preceding claims, wherein the vehicle (100) comprises a movement device (201), in particular a hexapod, which is arranged to move the passenger compartment (106) relative to the chassis (101) in the three rotary and inward three translational degrees of freedom (105) to move. Vehicle (100) according to one of the preceding claims, wherein - the vehicle (100) includes a user interface that allows an occupant of the vehicle (100) to make a control input regarding movement of the passenger compartment (106) relative to the chassis (101); and - The control unit (107) is adapted to determine the control data in response to the control input. Vehicle (100) according to one of the preceding claims, wherein the vehicle (100) comprises a chassis (111) which is designed to move the chassis (101) on a carriageway (110). Vehicle (100) according to one of the preceding claims, wherein the vehicle (100) is a highly or fully automated vehicle driving.

Images