DE112021003870T5 - ACTIVE VEHICLE SUSPENSION CONTROL SYSTEM AND METHOD - Google Patents

Abstract

Aspects of the present invention relate to a method and a control system for controlling an active suspension of a vehicle comprising a vehicle body and a plurality of wheels, the control system comprising one or more controllers, the control system being configured to: receive information , indicating that the vehicle is to reach a traction battery charging interface; and control the active suspension to begin modifying a height and/or angle of the vehicle body relative to the plurality of wheels toward a required height and/or angle associated with the loading in response to the information received connected to the traction battery when the vehicle approaches the traction battery charging interface and before the vehicle has reached the traction battery charging interface.

Description

TECHNICAL AREA

The present disclosure relates to an active vehicle suspension control system and method. It is particularly, but not exclusively, concerned with an active suspension control system and method in a road vehicle.

BACKGROUND

Active suspensions for vehicles are known. Active suspensions include hydraulically operated suspensions, electronically operated hydraulic suspensions, pneumatic suspensions and electromagnetic suspensions. Active suspension may include an active damper (shock absorber) and/or an active spring. Active suspensions have the advantage that the spring force and/or damper force can be varied during operation via a control system. This enables an adaptive compromise between comfort and improved road holding. The increasing automation of vehicles, including shared mobility vehicles such as taxis, leads to new challenges and opportunities to improve passenger comfort.

SUMMARY OF THE INVENTION

The aim of the present invention is to overcome one or more of the disadvantages associated with the prior art.

Aspects and embodiments of the invention provide a control system, method, vehicle and computer software according to the appended claims.

According to one aspect of the present invention, there is provided a control system for controlling an active suspension of a vehicle that includes a vehicle body and a plurality of wheels, the control system including one or more controllers, the control system being configured to: receive information that indicate that the vehicle is to reach a traction battery charging interface; and control the active suspension to begin modifying a height and/or angle of the vehicle body relative to the plurality of wheels toward a required height and/or angle commensurate with the received information in response to the information received Charging the traction battery when the vehicle approaches the traction battery charging interface and before the vehicle has reached the traction battery charging interface. An advantage is that the vehicle has a longer range and is more comfortable because the vehicle's change in height is less noticeable as the vehicle approaches an ad hoc charging point.

The control system may be configured to: receive information indicating that the vehicle should move away from the traction battery charging interface and stop charging the traction battery; and controls the active suspension to achieve a second required height and/or angle of the vehicle body not associated with charging the traction battery after the vehicle begins to move away from the traction battery charging interface.

The information indicating that the vehicle should move away from the traction battery charging interface may depend on at least one of the following: monitoring traffic movement associated with a path of the vehicle; or monitoring of dynamic right-of-way information.

The control system may be configured to: determine an expected duration that the vehicle is able to be operably coupled to the traction battery charging interface; and controlling the active suspension to provide the required height and/or angle of the vehicle body when the determination is that the expected duration is above a threshold and not controlling the active suspension to provide the required height and/or provide the required vehicle body angle if the determination is that the expected duration is below the threshold.

Beginning to change a height and/or angle of the vehicle body as the vehicle approaches the traction battery charging interface may include beginning to change the height and/or angle at a predetermined time before reaching the traction battery charging interface , wherein the predetermined time is at least about 0.5 seconds.

The traction battery charging interface may be configured for wireless inductive charging.

The control system may be configured to continue controlling the active suspension once the vehicle has reached the traction battery charging interface to optimize charging efficiency.

Controlling the active suspension to change the height and/or angle of the vehicle body toward the desired height and/or angle may include reducing an average height of the vehicle.

The information indicating that the vehicle should reach a traction battery charging interface may indicate that the vehicle should reach the traction battery charging interface on its own.

The control system may be configured to: determine whether the vehicle is able to stop to charge the traction battery via the traction battery charging interface; controls the active suspension to provide the required height and/or angle of the vehicle body when determining that the vehicle is expected to stop and does not control the active suspension to provide the required height and/or angle angle of the vehicle body when it is determined that the vehicle is unlikely to stop.

According to another aspect of the present invention, there is provided a vehicle including the control system. In some examples, the vehicle is configured for autonomous driving. In some examples, the vehicle is a shared mobility vehicle.

According to another aspect of the present invention, there is provided a method of controlling an active suspension of a vehicle including a vehicle body and a plurality of wheels, the method comprising: receiving information indicative of the vehicle to reach a traction battery charging interface; and controlling the active suspension to begin modifying a height and/or angle of the vehicle body relative to the plurality of wheels toward a required height and/or angle in response to the information received associated with charging the traction battery when the vehicle approaches the traction battery charging interface and before the vehicle has reached the traction battery charging interface.

According to a further aspect of the present invention, there is provided computer software which, when executed, is arranged to perform one or more of the methods described herein. According to another aspect of the present invention, there is provided a non-transitory computer-readable storage medium containing the computer software.

According to another aspect of the present invention, there is provided a control system configured to perform one or more of the methods described herein.

The one or more controllers may collectively comprise: at least one electronic processor having an electrical input for receiving the information; and at least one electronic storage device electrically connected to the at least one electronic processor and having instructions stored therein; and wherein the at least one electronic processor is configured to access and execute the instructions on the at least one memory device to cause the control system to control the active suspension in response to receiving the information.

It is expressly intended within the scope of this application that the various aspects, embodiments, examples and alternatives set forth in the preceding paragraphs, in the claims and/or in the following description and drawings, and in particular the individual features thereof, independently or can be used in any combination. This means that all embodiments and/or features of an embodiment can be combined with one another in any way and/or combination, provided these features are not incompatible. Applicant reserves the right to amend any originally filed claim or to file a new claim accordingly, including the right to amend an originally filed claim to depend on another claim and/or to incorporate a feature of another claim, even if it was not originally claimed in this way.

character list

• 1 zeigt ein Beispiel für ein Fahrzeug;
• 2A zeigt ein Beispiel für ein Steuerungssystem und
• 2B zeigt ein Beispiel für ein nicht-übertragbares computerlesbares Medium;
• 3 zeigt ein Beispiel für eine Fahrzeugkabine;
• 4 veranschaulicht ein Beispiel für ein System für ein Fahrzeug;
• 5 illustriert ein Beispiel für ein Steuerungsverfahren;
• 6A illustriert ein Beispiel eines Fahrzeugs, das nach links rollt, um einen positiven Überhöhungseffekt für die Querbeschleunigung in einer linken Richtung zu erzeugen, und
• 6B illustriert ein Beispiel eines Fahrzeugs, das nach rechts rollt, um einen positiven Überhöhungseffekt für die Querbeschleunigung in einer rechten Richtung zu erzeugen;
• 7 veranschaulicht ein Beispiel für ein Steuerungsverfahren;
• 8A zeigt ein Beispiel eines Fahrzeugs, das sich in eine erste Drehrichtung neigt, um eine positive Längsbeschleunigung zu erreichen, und
• 8B zeigt ein Beispiel eines Fahrzeugs, das sich in eine zweite Drehrichtung neigt, um eine negative Längsbeschleunigung zu erreichen;
• 9 veranschaulicht ein Beispiel für ein Steuerungsverfahren;
• 10 veranschaulicht ein Beispiel für ein Steuerungsverfahren;
• 11 veranschaulicht ein Beispiel für ein Steuerungsverfahren;
• 12 veranschaulicht ein Beispiel für ein Steuerungsverfahren;
• 13A zeigt ein Beispiel für ein Fahrzeug, das eine horizontale Einstiegs-/Ausstiegsplattform auf einer Querneigung bereitstellt, und 13B zeigt ein Beispiel für ein Fahrzeug, das eine horizontale Einstiegs-/Ausstiegsplattform auf einer Längsneigung bereitstellt;
• 14 veranschaulicht ein Beispiel für ein Steuerungsverfahren;
• 15A veranschaulicht ein Beispiel für ein Fahrzeug, das sich nicht neigt, um sich der Wölbung einer Einfahr-/Ausfahrfläche anzupassen, und 15B veranschaulicht ein Beispiel für ein Fahrzeug, das sich neigt, um sich der Wölbung einer Einfahr-/Ausfahrfläche anzupassen;
• 16 veranschaulicht ein Beispiel für ein Steuerungsverfahren;
• 17 zeigt ein Beispiel für ein Fahrzeug, das seine Fahrhöhe absenkt, während es sich einer Ladeschnittstelle für eine Antriebsbatterie nähert; und
• 18 zeigt ein Beispiel für ein Steuerungsverfahren.

One or more embodiments of the invention will now be described, by way of example only, with reference to the accompanying drawings, in which:

• 1 shows an example of a vehicle;
• 2A shows an example of a control system and
• 2 B Figure 12 shows an example of a non-transmittable computer-readable medium;
• 3 shows an example of a vehicle cabin;
• 4 illustrates an example system for a vehicle;
• 5 illustrates an example of a control method;
• 6A Figure 12 illustrates an example of a vehicle rolling to the left to produce a positive cant effect for lateral acceleration in a left direction, and
• 6B Figure 12 illustrates an example of a vehicle rolling to the right to produce a positive cant effect for lateral acceleration in a right direction;
• 7 illustrates an example of a control method;
• 8A Figure 12 shows an example of a vehicle leaning in a first turning direction to achieve positive longitudinal acceleration, and
• 8B Figure 12 shows an example of a vehicle leaning in a second turning direction to achieve negative longitudinal acceleration;
• 9 illustrates an example of a control method;
• 10 illustrates an example of a control method;
• 11 illustrates an example of a control method;
• 12 illustrates an example of a control method;
• 13A Figure 1 shows an example of a vehicle providing a horizontal boarding/disembarking platform on a cross slope, and 13B Figure 12 shows an example of a vehicle providing a horizontal boarding/deboarding platform on a pitch;
• 14 illustrates an example of a control method;
• 15A illustrates an example of a vehicle not tilting to conform to the curvature of an entry/exit surface, and 15B illustrates an example of a vehicle pitching to conform to the curvature of an entry/exit surface;
• 16 illustrates an example of a control method;
• 17 Figure 12 shows an example of a vehicle lowering its ride height while approaching a traction battery charging interface; and
• 18 shows an example of a control method.

DETAILED DESCRIPTION

1 12 shows an example of a road vehicle 10 (hereafter referred to as “vehicle”) in which embodiments of the invention may be implemented. In some, but not necessarily all, examples, the vehicle 10 is a passenger vehicle, also referred to as a car or an automobile. In other examples, vehicle 10 may be a cargo vehicle, such as a truck. B. a delivery truck act. Passenger cars and vans generally have an unladen weight of less than 4000 kg. Passenger cars and vans are generally less than 7 m in length. In other examples, embodiments of the invention may be used for other applications, such as industrial or commercial vehicles.

1 also shows a vehicle-side 3D coordinate system with three perpendicular axes and Euler angles. The coordinate system includes a longitudinal axis (x-axis). The vehicle 10 is configured to travel in the positive x-direction (positive acceleration) and reverse in the negative x-direction (negative acceleration=deceleration). The x-axis also defines a roll axis. The vehicle consists of a body with a cab suspended by a suspension system located between the body and the wheels. The action of the suspension system provides relative vertical motion between the wheels and the vehicle body, which in turn allows a degree of controlled roll and pitch of the body relative to the wheels.

The coordinate system includes a lateral, transverse y-axis. The vehicle 10 is configured to steer while driving to cause lateral acceleration in the y-axis. The vehicle 10 is configured to steer left in the positive y direction and right in the negative y direction. The y-axis also defines an axis of tilt. The vehicle 10 may be configured for front wheel steer, rear wheel steer, or four wheel steer. The vehicle 10 may be configured to be propelled using rack and pinion steering, etc. In some examples, the vehicle 10 may be configured to be propelled by yaw steering (e.g., slip, crabbing) of the vehicle 10 .

The coordinate system includes a vertical z-axis. The ride height of the vehicle 10 increases in the positive z-direction and in the nega active z-direction. The heave of the vehicle is movement in the z-axis. The z-axis also defines a yaw axis.

In 2A a control system 2 is shown. The control system 2 consists of one or more control devices. A control device 20 is shown as an example.

The controller 20 of 2A comprises at least one electronic processor 22 and at least one electronic storage device 24 electrically connected to the electronic processor 22 and storing instructions 26 (e.g., a computer program), the at least one electronic storage device 24 and the instructions 26 being so configured to work with the at least one electronic processor 22 to perform one or more of the methods described herein. An example of a controller 20 of the control system 2 is an active suspension controller for controlling an actuator of the active suspension.

2 B Figure 1 shows a non-transitory computer-readable storage medium 28 containing instructions 26 (computer software).

3 12 shows an example of a vehicle 10 showing the cab 300 and a powertrain. The cabin 300 shown comprises the interior of the vehicle 10 which is at least partially enclosed by a body 302 of the vehicle 10 . The cabin 300 is accessible via at least one door 304 . The door 304 can be a sliding door or a swinging door.

The cabin 300 includes passenger seats 306 for seated passengers. Cabin 300 may include handles 308 for standing passengers. The handles 308 can be grab handles. Standing passenger grab handles 308 may be located in areas inaccessible from seats 306 . Standing passengers are more easily thrown off balance by unexpected vehicle movements than seated passengers.

In the figure, at least one passenger seat 306 is oriented in a different direction than at least one other passenger seat 306 . The seats 306 shown are oriented in opposite directions. This seating arrangement allows for more interior leg and luggage room and more personal space for unfamiliar passengers. However, passengers who are not facing directly in the direction of travel of the vehicle 10 are more likely to experience motion sickness and/or are less able to anticipate vehicle movements.

3 shows an arrangement in which at least one seat 306 or a row of seats 306 is arranged above an axis of the vehicle 10 . In this example, an axle corresponds to a pair of laterally separated wheels. Passengers who are above or beyond the axles experience greater lift (z-axis displacement) from vehicle suspension movements than passengers who are within the wheelbase of the vehicle 10 .

The cabin layout shown is an example of many possible cabin layouts.

In an alternative example, the vehicle 10 is a truck. Cabin 300 may include fewer or no passenger seats when vehicle 10 is an autonomous vehicle. Some cargo may be fragile and sensitive to excessive cabin acceleration.

In some examples, the vehicle 10 may be off 3 be a shared mobility vehicle. A shared mobility vehicle can include a billing module (not shown) for determining a bill for a trip depending on the automatic monitoring of time and/or distance. If the vehicle is driverless, customer payments can be made via an onboard payment terminal and/or via automatic (e.g. geofence triggered) communication with an external server that manages a user account and payments (e.g. a ride-hailing app ), to be processed. The accounting module can issue tickets or receipts via an on-board printer and/or issue tickets or receipts via the automatic communication.

In some, but not necessarily all, examples, the shared mobility vehicle may be implemented as a pod. A pod is defined herein as a shared mobility vehicle configured for limited occupancy compared to a bus or train and includes three or more vehicle wheels. For example, depending on the design, a pod can offer space for between one and six occupants. The cabin can have between one and six seats. The cabin can be designed for driving in pedestrian zones up to a certain maximum speed. The cab may be configured for on-road travel at or above a predetermined maximum speed.

According to 3 , but not necessarily in all examples, the vehicle 10 includes a traction battery 312 and one or more electric traction motors 310. The vehicle 10 may therefore be an all electric vehicle (EV) or a hybrid electric vehicle (HEV). In other examples, the vehicle 10 may include an internal combustion engine or other source of torque. The vehicle 10 can even be propelled by gravity without a torque source being present. In some, but not necessarily all, examples, the vehicle 10 may be a non-road vehicle, such as an automobile. B. a rail vehicle, a magnetic levitation vehicle, etc.

4 shows a system 400 that includes a control system 2 , sensors, interfaces and actuators of a vehicle 10 . The vehicle 10 can be the vehicle 10 of the 1 and 3 act.

The vehicle 10 includes an active suspension 402, an example of which is shown in FIG 4 is shown. Active suspension 402 may be configured for active damping. The active damping can be controlled using a pump-controlled hydraulic circuit or the like. The impact force and/or the recoil force can be individually controllable.

Active suspension 402 may be configured for active spring control. The active spring control can be controlled via a pump controlled pneumatic system or equivalent. The spring force (spring rate) can be controllable. Vehicle height may be controllable. Active suspension 402 may enable active roll control and/or active pitch control on one or more axles.

The active suspension 402 can be controlled by the control system 2, optionally via another low-level controller. In some, but not necessarily all, examples, the active suspension 402 can be controlled via a variable force parameter. The variable force parameter controls the extent to which the active suspension 402 prevents movement of the cab/body of the vehicle 10 . The variable force parameter may be a force demand (gain). The force request may include a spring force request to control spring stiffness and/or the force request may include a damping force request to control impact force and/or rebound force. Control of a suspension fluid pump and/or flow restrictor (damping) may be dependent on force demand. Increasing the force requirement increases the spring force and/or the damping force, resulting in a “stiffer” suspension. A force request may control an active suspension setting for multiple vehicle wheels or for one vehicle wheel.

The force request may be a function of detected car movement. Detection of car movement may include monitoring inertial signals indicative of car movement, such as: B. roll and / or pitch movements and / or heaves.

The above force request may be a negotiated force request dependent on a plurality of individual force requests requested by a plurality of controllers. The multiple controllers may include predictive controllers and reactive controllers. The controllers may include a skyhook controller and/or a groundhook controller. The negotiated power requirement can be calculated by blending the individual power requirements, e.g. B. based on addition, priority and / or averaging. A skyhook controller approximates the situation where the vehicle body maintains a stable attitude relative to the sky and as such is unaffected by ground conditions. It is clear that the situation where the vehicle body is completely unaffected by ground conditions is impractical and therefore a skyhook controller will approximate this condition while at the same time taking into account energy and other real-world requirements. A traction controller achieves the same goal by controlling the vehicle wheels relative to the ground and leaving the vehicle body unaffected by ground conditions.

The active suspension 402 of the system 400 of 4 includes one or more active components per vehicle wheel FL, FR, RL, RR, such as. B. an active damper and / or an active spring. The active suspension 402 may be a semi-active suspension with an active damper and a passive spring or an active spring and a passive damper. Active suspension 402 subsystems are not shown and may be provided in any suitable arrangement to achieve the necessary control of active suspension 402 required for one or more of the methods described herein.

The vehicle 10 may be an autonomous vehicle. The vehicle 10 can be a fully autonomous vehicle. A fully autonomous vehicle 10 is a driverless vehicle configured for autonomous driving only. A fully autonomous vehicle 10 may not have an accelerator pedal, brake pedal, and/or steering wheel. Therefore, a fully autonomous vehicle cannot have a recognizable driver's seat. The vehicle may be configured for Level 5 automated driving as defined in the Society of Automotive Engineers (SAE) standard J3016.

Alternatively, the vehicle 10 may include a lower level autonomous driving mode for at least one driving task (steering/accelerating/braking) and a non-autonomous driving mode.

• - Eine Inertialmesseinheit (IMU 408). Die IMU 408 liefert eine Anzeige der Kabinenbewegung. Die IMU 408 kann zum Beispiel Roll-, Nick- und/oder Hebungsbewegungen anzeigen.
• - Mindestens ein Kabinensensor 410. Die Kabinensensoren 410 können Hinweise auf die Fahrzeugbelegung und/oder das Verhalten der Insassen liefern. Kabinensensoren 410 können mindestens eines der folgenden Elemente umfassen: Kabinenkameras zur Erfassung von Fahrzeuginsassen in der Kabine 300; Sicherheitsgurtsensoren zur Erkennung, ob ein Sicherheitsgurt angelegt ist; Sitzgewichtssensoren zur Erkennung, ob ein Sitz belegt ist usw.
• - Mindestens ein Lokalisierungssensor 406. Die Lokalisierungssensoren 406 liefern Informationen, die es einer autonomen Fahrzeugsteuerung (nicht dargestellt) ermöglichen, das Fahrzeug 10 in einer Fahrumgebung zu lokalisieren. Die autonome Fahrzeugsteuerung plant daher Fahrzeugmanöver des Fahrzeugs 10 (Beschleunigen und/oder Bremsen und/oder Lenken) auf der Grundlage von Lokalisierungssensorinformationen. Die Manöverplanung kann die Anwendung von Kosten-/Belohnungsfunktionen umfassen, die mit der Vermeidung von Hindernissen und Fahranforderungen usw. auf der Grundlage der Lokalisierungssensorinformationen verbunden sind. Der mindestens eine Lokalisierungssensor 406 kann bordeigene, nach außen gerichtete Sichtsysteme (z. B. Kamera, Lidar, Radar) umfassen, um die Umgebung des Fahrzeugs 10 bis zu einer bestimmten Entfernung (z. B. 50-500 m) und mit einem bestimmten Sichtfeld (z. B. 360 Grad) zu erfassen. Zusätzlich oder alternativ kann der mindestens eine Lokalisierungssensor 406 eine Schnittstelle für die Fahrzeug-zu-Fahrzeug (V2V)- oder Fahrzeug-zu-Infrastruktur (V2I)-Kommunikation umfassen.
• - Mindestens ein Radsensor. Radsensoren geben Aufschluss über den Zustand der Radaufhängung an bestimmten Fahrzeugrädern. Zu den Radsensoren gehören: Rad-zu-Körper-Verschiebungssensoren 404 zur Erfassung der Einfederung/Ausdehnung (als Indikator für die Kraft), Radpositionssensoren, Radnabenbeschleunigungssensoren usw.
• - Mindestens eine Benutzerschnittstelle 412. Bei der dargestellten Benutzerschnittstelle 412 handelt es sich um eine bordeigene Benutzerschnittstelle, d. h. eine Insassenschnittstelle. Die Kabine 300 kann eine Mensch-Maschine-Schnittstelle zur Bereitstellung der Insassenschnittstelle umfassen. Die Insassenschnittstelle kann eine Taste zum Einsteigen/Aussteigen umfassen, mit der das autonome Fahrzeug 10 aufgefordert werden kann, anzuhalten und den Nutzer abzusetzen. Die Insassenschnittstelle kann eine Taste zum Öffnen/Schließen der Tür umfassen. Die Insassenschnittstelle kann ein Touchscreen-Display/eine Sprachschnittstelle umfassen, um benutzerabhängige Informationen wie Präferenzen und/oder Fahrtanforderungen zu empfangen. In einigen Beispielen kann die mindestens eine Benutzerschnittstelle 412 so konfiguriert sein, dass sie mit einem Benutzergerät wie einem Smartphone verbunden werden kann, wobei das Benutzergerät eine Mensch-Maschine-Schnittstelle für mindestens eine der oben genannten Funktionen umfasst.

The control system 2 is configured to receive sensor dependent information directly or indirectly from sensors, thereby enabling the control system 2 to control the active suspension 402 based on a current vehicle context. In 4 example sensors are shown that are related to the procedures described here, including:

• - An inertial measurement unit (IMU 408). The IMU 408 provides an indication of car movement. For example, the IMU 408 may display roll, pitch, and/or heave motion.
• - At least one cabin sensor 410. The cabin sensors 410 may provide indications of vehicle occupancy and/or occupant behavior. Cabin sensors 410 may include at least one of the following: cabin cameras for detecting vehicle occupants in the cabin 300; seat belt sensors to detect whether a seat belt is fastened; Seat weight sensors to detect if a seat is occupied, etc.
• - At least one location sensor 406. The location sensors 406 provide information that allows an autonomous vehicle controller (not shown) to locate the vehicle 10 in a driving environment. The autonomous vehicle controller therefore plans vehicle maneuvers of the vehicle 10 (accelerating and/or braking and/or steering) based on location sensor information. The maneuver planning may include the application of cost/reward functions associated with obstacle avoidance and driving requirements, etc. based on the location sensor information. The at least one localization sensor 406 may include onboard outward-facing vision systems (e.g., camera, lidar, radar) to identify the area surrounding the vehicle 10 up to a specified distance (e.g., 50-500m) and with a specified Field of view (e.g. 360 degrees) to capture. Additionally or alternatively, the at least one localization sensor 406 may include an interface for vehicle-to-vehicle (V2V) or vehicle-to-infrastructure (V2I) communication.
• - At least one wheel sensor. Wheel sensors provide information about the condition of the wheel suspension on certain vehicle wheels. Wheel sensors include: wheel-to-body displacement sensors 404 to detect compression/extension (as an indicator of force), wheel position sensors, wheel hub acceleration sensors, etc.
• - At least one user interface 412. The illustrated user interface 412 is an on-board user interface, ie an occupant interface. The cabin 300 may include a human-machine interface for providing the occupant interface. The occupant interface may include an enter/exit button that may be used to prompt the autonomous vehicle 10 to stop and drop the user off. The occupant interface may include a door open/close button. The occupant interface may include a touchscreen display/voice interface to receive user dependent information such as preferences and/or ride requests. In some examples, the at least one user interface 412 may be configured to connect to a user device, such as a smartphone, where the user device includes a human-machine interface for at least one of the above functions.

The term "user" as used herein refers to a current, potential, or previous occupant (passenger) of the vehicle 10.

In an example use case, the above system 400 allows a user to enter travel preferences, such as: B. a destination (point of exit) and optionally a pick-up point (point of entry). A control system can be configured to generate a user-dependent route that meets travel requirements. The route and any entry/exit locations are therefore configurable to define an ad hoc shared mobility vehicle 10 (e.g., an autonomous taxi).

Various methods of using the active suspension 402 are described below. The methods can be used individually or in combination to achieve a greater effect.

motion feedback

In the 5 and 7 Control methods 500 and 700 are shown that improve comfort and signal the occupants that acceleration is imminent. The methods provide the occupants with small perceptible movements (here "motion feedback"), which signal to them that greater acceleration is imminent. Research has shown that Humans are better able to anticipate head movements when given perceptual motion feedback than auditory/visual/haptic feedback. This is because the motion feedback prompts the vestibular system to begin closed muscle control before the greater acceleration begins. Auditory/visual/haptic stimuli only result in feedforward muscle control, which is not as effective, and there may be unwanted head jerk before vestibular control enters closed loop.

• Empfangen von Informationen, die eine Anforderung für eine positive oder negative Fahrzeugbeschleunigung in einer ersten Achse anzeigen; und
  • Steuern der aktiven Aufhängung 402, um mit der Änderung eines Winkels der Fahrzeugkarosserie um eine zweite Achse senkrecht zu der ersten Achse in Abhängigkeit von dem Empfang einer Anzeige vor Beginn der Fahrzeugbeschleunigung zu beginnen. Das frühe Timing liefert ein Bewegungsfeedback.
• Ein weiterer Vorteil der Verfahren 500, 700 besteht darin, dass ein Referenzrahmen der Kabine 300 relativ zur Richtung der Fahrzeugbeschleunigung gedreht wird, wodurch nicht vertikale Beschleunigungskomponenten verringert und die vertikale (Kopf-zu-Fuß) Komponente erhöht wird. Dadurch wird das Kopfrucken reduziert.

The control method 500 in 5 refers to the lateral acceleration and the control method 700 in 7 to the longitudinal acceleration. Both control methods can be generalized as a method 500, 700 that improves comfort, the method comprising:

• receiving information indicative of a request for positive or negative vehicle acceleration in a first axis; and
  • Controlling the active suspension 402 to begin changing an angle of the vehicle body about a second axis perpendicular to the first axis in response to receiving an indication prior to commencement of vehicle acceleration. The early timing provides movement feedback.
• Another advantage of the methods 500, 700 is that a frame of reference of the cabin 300 is rotated relative to the direction of vehicle acceleration, thereby reducing non-vertical acceleration components and increasing the vertical (head-to-toe) component. This will reduce head jerking.

Motion feedback for lateral acceleration

The lateral acceleration control method 500 of FIG 5 Beginning at block 502, information is received indicative of a request for vehicle acceleration, the vehicle acceleration including lateral acceleration. In one example, the method uses the information to predict future lateral accelerations of the vehicle 10 . The information indicative of a vehicle acceleration request may include information indicative of an autonomous vehicle acceleration request. The information may come from the autonomous vehicle's control unit, which is responsible for planning maneuvers such as cornering. In some examples, the vehicle 10 may be driven non-autonomously and the information may predict a lateral acceleration request based on sensing the environment of the vehicle 10, e.g. B. by an outward vision system.

Optional decision blocks are shown. At decision block 504, method 500 includes determining an amount of required vehicle acceleration. The method requires at least that the size is above a threshold. If the size is determined to be above a threshold, method 500 continues. If the size is determined to be below the threshold, the method 500 ends at block 514 .

In analogy to block 504, the method 500 can determine a duration of the required vehicle acceleration (not shown in the flowchart). The method requires at least that the duration is above a threshold. If the duration is above a threshold, method 500 continues. If the duration is less than the threshold, the method 500 terminates. The duration threshold may vary with size and/or the size threshold may vary with duration, e.g. B. via a control card.

At decision block 506, method 500 includes determining whether another condition is met. The method requires at least that the condition is met. The condition is associated with a proximity of completion of vehicle acceleration in the lateral axis to a start of subsequent vehicle acceleration in the lateral axis. If the condition is met, the suspension angle may not have enough time to return to the unchanged state before the next motion feedback begins, so the method 500 ends. If the condition is not met, method 500 continues.

One way to implement block 506 is to schedule motion feedback for more than one lateral maneuver ahead of vehicle 10 . In order to meet the condition, it may be necessary for the driving maneuvers to be within a threshold value. In a specific example, the threshold may define a crossover point. An overlap point is defined when a scheduled motion feedback completion time (completion of a reverse turn) for the first maneuver is after a scheduled motion feedback start time for the subsequent maneuver. If adjacent If motion feedback does not overlap, the condition is met and method 500 continues. If they overlap, the condition is not met and the method 500 can end. In some examples, the condition may be checked when both maneuvers meet block 504 (sufficient size). In some examples, the condition may be checked when the driving maneuvers involve lateral acceleration in opposite directions (e.g., switchback turn).

At decision block 508, method 500 includes determining whether the required lateral acceleration is positive (eg, left) or negative (eg, right) lateral acceleration. This allows the control method 500 to roll (pitch) the vehicle body in the rotational direction that causes a positive cant effect on the vehicle occupants. A positive cant effect increases the head-to-toe component of acceleration and decreases the lateral acceleration perceived by vehicle occupants.

If the determination is that the lateral acceleration is to the left (positive y-axis), the method 500 proceeds to block 510, which includes controlling the active suspension 402 to decrease the pitch of the vehicle body in a first rotational direction (counterclockwise in 6A) to start the roll axis (x-axis), as in 6A shown. This reduces the lateral acceleration felt by the vehicle occupants while cornering. In some, but not necessarily all, examples, the roll modification aligns the vehicle body less parallel to the underbody surface about the roll axis.

If the lateral acceleration is determined to be to the right (negative y-axis), the method 500 proceeds to block 512, which includes controlling the active suspension 402 to rotate the vehicle body in a second rotational direction (in 6B clockwise) around the roll axis (x-axis), as in 6B shown. As a result, the lateral acceleration occurring by the vehicle occupants when cornering is reduced.

The tilting in blocks 510 and 512 may include beginning to change the angle in the aforementioned rotational direction prior to beginning lateral acceleration of the vehicle to provide perceptible motion feedback, and then returning to an unchanged angle by beginning to change the angle in a turning direction not earlier than the start of lateral acceleration of the vehicle. The return to the unchanged angle can be done at a different speed. The rate of tilt in the reverse direction can vary, e.g. B. slower. In a special embodiment, the tipping speed in the reverse direction can be half the tipping speed before the start of the lateral acceleration of the vehicle. This helps occupants understand that this is a reverse spin and not a new spin for another corner.

The rate (velocity, acceleration, and/or jerk) and/or magnitude (angular displacement) of the roll before vehicle acceleration begins in blocks 510 and 512 may optionally be dependent on the magnitude of the lateral acceleration. A first magnitude of acceleration may result in a first rate/magnitude of tilt change. A second magnitude of acceleration may result in a second rate/magnitude of tilt change. In some examples, the rate/amount of incline may be proportional to the magnitude of the lateral acceleration. Proportionality can include a variety of levels of granularity. The proportionality allows the user to anticipate greater accelerations. The tipping rate/amount of incline may be limited (saturated) when a predetermined limit (e.g., the second magnitude of acceleration) is reached. If the acceleration reaches a third acceleration that is greater than the second, the slope change may be limited to the second rate/magnitude. The predetermined limit may be calibrated to avoid occupant discomfort.

The grade change in blocks 510 and 512 may be accompanied by perceptual audio/visual/haptic feedback into the cabin 300, e.g. B. via loudspeakers, displays or haptic actuators in order to increase the anticipation of the lateral acceleration by the passengers. The additional feedback can be given at a certain time before the acceleration.

In accordance with method 500 above, at least motion feedback begins before lateral acceleration begins. The roll may begin at a predetermined time before vehicle acceleration begins, with the predetermined time ranging from about 0.5 seconds to about 2 seconds. The lower limit gives users enough time to anticipate the upcoming curve. The upper limit takes into account the uncertainty when planning maneuvers in unfamiliar environments and can even be 1 second or less. The specified time can be a fixed single value or variable.

In an alternative to method 500 above, the incline may begin at the same time as or after the start of lateral acceleration to allow active cant to be reactive but without prior motion feedback. Therefore, according to one aspect of the invention, there is also provided a method, comprising: receiving information indicative of a requirement for positive or negative vehicle acceleration in a first axis, the first axis being a lateral axis; and controlling the active suspension 402 to begin changing an angle of the vehicle body about a second axis perpendicular to the first axis in response to receiving an indication, the second axis being a longitudinal axis and the angle being roll.

The lateral acceleration itself can be controlled to be smooth. For example, the speed and path of the vehicle 10 may be controlled autonomously to minimize a comfort cost function and/or avoid exceeding a predetermined acceleration threshold and/or jerk threshold.

Motion feedback for longitudinal acceleration

With respect to method 700 for controlling longitudinal acceleration in 7 method 700 provides motion feedback prior to the commencement of either positive or negative longitudinal acceleration of the vehicle to prepare and inform occupants of the upcoming acceleration.

The method 700 begins at block 702 by receiving information indicative of a request for vehicle acceleration, the vehicle acceleration including longitudinal acceleration. In one example, the information predicts future longitudinal accelerations of the vehicle 10 . The information indicative of a vehicle acceleration request may include information indicative of an autonomous vehicle acceleration request. The information can come from the autonomous vehicle controller, which is responsible for planning maneuvers such as acceleration and braking. In some examples, the vehicle 10 may be driven non-autonomously and the information may predict a longitudinal acceleration request based on sensing the environment of the vehicle 10, e.g. B. by an outward vision system.

Optional decision blocks are shown. At decision block 704, the method 700 includes determining whether the acceleration is associated with the transition between a stopped vehicle 10 state and a vehicle 10 running state. In this example, the method 700 requires at least this transition. If the acceleration is determined to be associated with the transition between a stopped state and a running state, method 700 continues. If it is determined that the acceleration is not associated with the transition between a stopped state and a running state, the method 700 ends at block 714 .

As a result of block 704, method 700 is only performed when accelerating from standstill and/or when decelerating to standstill. Accelerating from/to standstill involves higher jerks, e.g. B. by gripping the friction brakes and / or by exceeding the torque game, so that an early feedback on movement is more advantageous.

In an alternative implementation, block 704 is omitted and motion feedback is applied regardless of whether the vehicle 10 is stopped. The vehicle 10 may be in motion before and after the acceleration.

At decision block 706, method 700 includes determining an amount of required vehicle acceleration. At a minimum, the method 700 requires the magnitude to be above a threshold. If the magnitude is determined to be above a threshold, method 700 continues. If the size is determined to be below the threshold, the method 700 ends at block 714 .

In analogy to block 706, method 700 may determine a duration of required vehicle acceleration (not shown in flowchart). At a minimum, the method 700 requires the duration to be above a threshold. If the duration is above a threshold, method 700 continues. If the duration is less than the threshold, the method 700 terminates. The duration threshold may vary with size and/or the size threshold may vary with duration, e.g. B. via a control card.

At decision block 708, method 700 includes determining whether the request is for positive (eg, forward acceleration) or negative (eg, deceleration/deceleration) acceleration. This allows the control method 700 to tilt the vehicle body in a particular rotational direction to indicate whether the pending acceleration is positive or negative. Nodding reduces non-vertical components of acceleration in users to reduce head impact.

If the determination is that the longitudinal acceleration is positive (positive x-axis), then the method 700 proceeds to block 710, which includes controlling the active suspension 402 to maintain pitch of the vehicle body in a first rotational direction about the pitch axis ( y-axis) to begin with, as in 8A shown. In some, but not necessarily all, examples, the change in grade causes the vehicle body to be less parallel to the surface beneath the vehicle body about the pitch axis. The pitch of the vehicle body provides motion feedback and reduces the longitudinal acceleration experienced by the vehicle occupant during acceleration. According to 8A the first direction of rotation is a crouching direction (rear lowers and/or front rises), which corresponds to the physics of weight shifting with positive acceleration. However, for occupants less familiar with vehicle physics, it may be more intuitive if the first turning direction is a dive direction (rear raises and/or front lowers). Therefore, the first direction of rotation can be crouching or diving, depending on the design.

If the determination is that the longitudinal acceleration is negative (negative x-axis), then the method 700 proceeds to block 712, which includes controlling the active suspension 402 to increase the pitch of the vehicle body in a second rotational direction about the pitch axis (y -axis) to begin as in 8B shown. The second direction of rotation is opposite to the first direction of rotation. Pitching the vehicle provides motion feedback and reduces the longitudinal deceleration experienced by the vehicle occupant during deceleration.

The pitching of the vehicle in blocks 710 and 712 may consist of starting the angle change in the above first rotational direction to obtain motion feedback before vehicle acceleration begins and then returning to an unchanged angle by using the change of the angle in a reverse direction is started at the earliest after the start of the vehicle acceleration. The return to the unchanged angle can be at the same or a different rate.

The rate of change of the tilt angle in blocks 710 and 712 is controlled to provide perceptible motion feedback to trigger biological balance regulation. As an example, in most implementations, the average rate of change of tilt in the first rotation direction is about 2 degrees per second, or a value of 1 degree either side of 2 degrees. Different implementations require different rates, and in one example the rate is a value in the range of about 0.5 degrees per second to about 5 degrees per second in order to provide perceptible motion feedback without excessive z-axis movements, such as z-axis motion. B. lifting to allow.

The rate (velocity, acceleration, and/or jerk) and/or magnitude (angular displacement) of pitching in the first rotational direction toward the changed angle in blocks 710 and 712 may optionally depend on the magnitude of the longitudinal acceleration. A first magnitude of acceleration may result in a first rate/magnitude of tilt change. A second magnitude of acceleration may result in a second rate/magnitude of tilt change. In some examples, the rate/amount of pitch change may be proportional to the magnitude of the longitudinal acceleration. Proportionality can include a variety of levels of granularity. The proportionality allows the user to anticipate greater accelerations. The tipping rate/amount of incline may be limited (saturated) when a predetermined limit (e.g., the second magnitude of acceleration) is reached. If the acceleration reaches a third acceleration that is greater than the second, the slope change may be limited to the second rate/magnitude. The predetermined limit may be calibrated to avoid occupant discomfort.

The nods at blocks 710 and 712 may be accompanied by perceptual audio/visual/haptic feedback into the cabin 300, e.g. B. via loudspeakers, displays or haptic actuators in order to increase the anticipation of the longitudinal acceleration by the passengers. The additional feedback may be provided after door 304 is closed and at a predetermined time prior to acceleration.

In accordance with method 700 above, at least motion feedback begins before longitudinal acceleration begins. The pitching may begin at a predetermined time prior to commencement of vehicle acceleration, the predetermined time ranges from about 0.5 seconds to about 2 seconds. The lower limit gives users enough time to anticipate the upcoming longitudinal acceleration. The upper limit accounts for the uncertainty when planning maneuvers in unfamiliar environments and can be as low as 1 second or less in rapidly changing environments. The specified time can be a fixed single value or variable. The predetermined time for the longitudinal acceleration can be identical to or different from the predetermined time for the lateral acceleration.

Longitudinal acceleration itself can be controlled to be smooth. For example, the speed and path of the vehicle 10 may be autonomously controlled to minimize a comfort cost function and/or avoid exceeding a predetermined acceleration threshold and/or jerk threshold.

The longitudinal and lateral acceleration control methods (500, 700) described above can be used for combined pitch and pitch, such as e.g. simultaneous pitch and pitch, can be combined to further improve anticipation of acceleration and further reduce non-vertical head acceleration.

Compensation for shifting the cabin load

• Bestimmen, ob eine transiente Aufhängungsstörung aus dem Inneren einer Kabine 300 des Fahrzeugs 10 kommt (Block 902); und
• Steuern eines variablen Kraftparameters der aktiven Aufhängung 402 in Abhängigkeit davon, ob die transiente Aufhängungsstörung aus dem Inneren der Kabine 300 des Fahrzeugs 10 kommt (Block 904).

9 FIG. 9 shows another control method 900 for improving passenger comfort according to another aspect of the invention. 9 is an example of performing a method 900 comprising:

• determining if a transient suspension failure is coming from inside a cabin 300 of the vehicle 10 (block 902); and
• Controlling a variable force parameter of the active suspension 402 depending on whether the transient suspension disturbance is from within the cabin 300 of the vehicle 10 (block 904).

Suspension disturbance is a force transmitted through active suspension 402 . The force is a transient disturbance when the force associated with at least one vehicle wheel changes. A transient suspension disturbance can correspond to a single change in force, an irregular sequence of forces, or an associated frequency.

In one application, occupants prefer that the vehicle not shake as weight shifts within the cabin 300 . The rocking can advantageously be almost eliminated by the variable force parameter. However, if the variable force parameter is controlled equally for suspension noise sources outside of the cabin 300, the vehicle cabin 300 can feel overly isolated from the road, which can lead to motion sickness. Motion sickness can be alleviated by allowing some movement of the cabin in response to external sources of suspension interference, such as noise. B. road waves, potholes, bumps, textures, etc., is allowed.

The procedure 900 of 9 begins at block 902 where it is determined whether a transient suspension failure is from within a cab 300 of the vehicle 10. If the transient suspension failure is determined to be from within the cab 300, the method 900 continues. If it is determined that the transient suspension disturbance is not coming from the interior 300 (eg, from the outside/unknown), the method 900 ends at block 906 .

The transient suspension fault may be a detected transient suspension fault or a predicted transient suspension fault. The control system 2 may include a predictive controller for predictively controlling the active suspension 402 based on predicted transient suspension disturbances. The control system 2 may include a reactive controller for reactively controlling the active suspension 402 based on detected transient suspension disturbances. The control system 2 can include both predictive and reactive controllers, with the reactive controller compensating for incorrect predictions of the predictive controller. The procedure 900 of 9 can be implemented using a predictive controller, a reactive controller, or a combination thereof.

In one example, the method 900 may determine whether the disturbance is from within a cabin 300 of the vehicle 10 when the transient suspension disturbance exceeds a threshold magnitude and/or rate of suspension disturbance. At a minimum, the method 900 may require the magnitude/rate to be above a threshold.

The detection or prediction of a transient suspension fault is made possible by suitable sensors. Examples are provided.

An IMU 408 may be monitored to detect roll, pitch, and/or heave movements of the vehicle body. Signals from wheel-to-body displacement sensors 404 can also detect a temporary suspension failure. The raw signals are independent of the source of the suspension disturbance. However, the signals can be compared to reference data to determine the source. The control system may record IMU/displacement data for the vehicle 10 over time while the vehicle 10 is empty to provide the reference data. The control system may compare the data for the inflated vehicle 10 to the reference data for the empty vehicle 10 and look for discrete disturbances related to pitch, roll and/or heave, and/or wheel-to-body displacement.

When a cabin sensor 410, e.g. a camera, an image analysis can be performed to identify the source of the detected or predicted disturbance. For example, an object such as a person or a load can be identified. A motion identifier, e.g. a vector. Based on the motion identifier, a detected or predicted transient suspension failure from the cab 300 may be determined.

Other cabin sensors 410 include vehicle occupancy sensors such as seat belt sensors, seat weight pressure sensors, and floor pressure sensors. The unbuckling of a seat belt and/or change in seat weight corresponds to a source of a detected or predicted transient suspension failure at a known location within the vehicle 10. Another cabin sensor 410 includes a noise sensor.

Information from a user interface 412 could be used. For example, a user device can indicate its presence (along with the user) in the vehicle. Pressing a door open/close button may indicate a detected or predicted temporary suspension failure.

In some examples, the control system 2 may determine if the source of the transient suspension disturbance was outside of the cabin 300 to determine if the source came from within the cabin 300 . Analysis of the IMU 408 and/or wheel-to-body displacement sensors 404 may identify external sources. The localization sensors 406 can be used to detect/predict external sources of transient suspension disturbances. Wind speed and/or direction sensors can be used to determine the wind's contribution to cabin movement.

In some examples, the control system 2 may monitor anticipated transient suspension disturbances associated with maneuver planning to determine if the source is from the cabin 300 . The expected transient suspension disturbance may include expected cornering and/or acceleration and/or braking and/or speed of the vehicle 10 . The driving maneuver planning is carried out with the aid of the localization sensors 406 . If the control system 2 compares the transient suspension disturbance to an expected transient suspension disturbance, then the transient suspension disturbance does not originate from the cabin 300.

In some examples, the determination in block 902 may be made deterministically based on at least one sensor that is not independent of the source of the disturbance. The cabin sensors 410 and/or user interface 412 described above allow for a deterministic approach.

In some examples, the determination for block 902 may be made probabilistically. The determination may depend on multiple acquisition modes (combinations of the above sensors/analysis). The determination may include combining a combined probability from the multi-modal information with probability thresholds associated with various sources of transient suspension failure.

If the transient suspension disturbance is from within the cabin 300 , the method 900 proceeds to block 904 . Block 904 includes controlling the variable force parameter of active suspension 402. The variable force parameter may be the force request described above.

The force request itself may be independent of whether the transient suspension disturbance is from within the cab 300 or from the outside. However, controlling the power demand in block 904 may include changing a power demand upper limit. The cap change may be an increase. Increasing the upper limit advantageously allows the control system 2 to control cabin-induced bounce while responding to other, lesser disturbances in a consistent manner, increasing occupant comfort. If a cabin-induced disturbance is less severe than predicted, the limit will not be met and the vehicle 10 will continue to behave predictably. The occupants may not notice any degradation in vehicle behavior and perceive that they are in a vehicle 10 that is not sensitive to occupant and cargo movement wobbles. This lack of rocking conveys the feeling of being in a massive vehicle like a bus, which is beneficial for customer acceptance of smaller autonomous transportation vehicles. In an alternative implementation of the method 900, however, in block 904 the power requirement itself can be increased.

Increasing the upper limit may include increasing the upper limit for the spring force and/or for the damping force, depending on which part of the active suspension is active. The spring force upper limit may be the same as or different from the damping force upper limit.

power saving mode

• Feststellen, ob sich keine Insassen an Bord des Fahrzeugs 10 befinden (Block 1002); und
  • Reduzieren des variablen Kraftparameters, wenn festgestellt wird, dass sich keine Insassen an Bord des Fahrzeugs 10 befinden (Block 1004), und Nichtreduzieren des variablen Kraftparameters, wenn festgestellt wird, dass sich keine Insassen an Bord des Fahrzeugs 10 befinden (Block 1006). Block 1006 kann zur Durchführung der anderen hier beschriebenen Kontrollverfahren führen.

10 10 shows another control method 1000 for improving passenger comfort, according to another aspect of the invention. The control method 1000 includes:

• determining whether there are no occupants on board the vehicle 10 (block 1002); and
  • reducing the variable force parameter if it is determined that there are no occupants aboard the vehicle 10 (block 1004), and not reducing the variable force parameter if it is determined that there are no occupants aboard the vehicle 10 (block 1006). Block 1006 may result in the performance of the other control procedures described herein.

Determining whether there are no occupants aboard the vehicle 10 may be performed using cabin sensors 410 and/or user interfaces and/or wheel-to-body displacement sensors 404 . For example, there are no occupants on board if: the image analysis of the cabin camera images does not detect any occupants; all seat weight sensors indicate a weight below the threshold; all seat belt sensors indicate unfastened seat belts; no user-dependent (passenger-dependent) trip request is active; a wheel-to-body displacement satisfies an idle condition; etc.

Reducing the variable force parameter may include reducing the force request(s) (amplifications). By reducing the gain(s), e.g. B. the reinforcement between heaven and earth, the energy consumption is reduced. For example, in a pump controlled active fluid suspension, less gain requires less use of the pump. The gain(s) may be reduced to a lower, non-zero value. In some examples, reducing the variable force parameter may be disabling the pump.

Stability against resonance disturbances

• Bestimmen, ob die transiente Aufhängungsstörung mit mechanischer Resonanz verbunden ist (Block 1102); und

11 FIG. 11 shows another control method 1100 for improving vehicle stability according to another aspect of the invention. The control method 1100 includes:

• determining whether the transient suspension disturbance is associated with mechanical resonance (block 1102); and

Controlling the variable force parameter to change a natural frequency associated with the active suspension 402 when the determination is that the transient suspension disturbance is associated with mechanical resonance (block 1104), and not controlling the variable force parameter to change the natural frequency when the determination is not that the transient suspension disturbance is associated with mechanical resonance (block 1106).

In this control method 1100, the natural frequency is changed to a natural frequency that is not a harmonic of mechanical resonance. This makes it more difficult for the vehicle 10 to tip over, for example by vandals or rioters. Totally driverless vehicles can be more vulnerable to intentional damage than vehicles with a driver due to the lack of monitoring.

Determining whether the transient suspension failure is associated with a mechanical resonance can be done in a number of ways. The time-varying IMU 408 and/or wheel-to-body displacement signals may be analyzed using temporal analysis to detect mechanical resonance.

In some implementations, the association may be made by determining a source of a transient suspension disturbance. If the source includes pushing a body 302 of the vehicle 10, the association is made. The detection of pushing can be done by image analysis of images from the cabin camera (through transparent windows) and/or an outward vision system and/or using pressure sensors on the vehicle body 302/in the vehicle cabin 300.

Block 1104 may be executed when it is determined that the vibrations are increasing as part of the mechanical resonance. If the vibrations decrease or do not increase, the control system 2 can decide to block 1104, at least not until the vibrations increase in magnitude.

Controlling the variable force parameter to change a natural frequency associated with the active suspension 402 can be accomplished in a number of ways. Changing a natural frequency may include changing the power requirement for at least one vehicle wheel. The force requirement can correspond to a spring force and/or a damping force. The natural frequency can be changed one or more times in response to a single determination. In some examples, the natural frequency can be changed multiple times within a given period of time.

The natural frequency can be changed arbitrarily or according to a closed control loop. In some examples, the changed natural frequency may be controlled to be out of phase with the mechanical resonance based on closed loop feedback. The control process may include determining a required force requirement to provide a peak resistance to the mechanical resonance amplification and then providing that force requirement.

Horizontal platform on slopes

• Empfangen von Informationen, die auf eine Anforderung zum Einsteigen/Aussteigen von Fahrgästen und/oder Fracht hinweisen (Block 1202);

12 FIG. 12 shows another control method 1200 for improving vehicle accessibility according to another aspect of the invention. The control method 1200 includes at least:

• receiving information indicative of a request for boarding/deboarding of passengers and/or cargo (block 1202);

receiving information indicating that the vehicle 10 is to be boarded/disembarked on an inclined surface 1300 (block 1204); and
Controlling the active suspension 402 to decrease an angle of the vehicle body relative to horizontal for boarding/exiting the inclined surface 1300 (block 1212 or 1214).

The method 1200 allows the vehicle 10 to perform prior to boarding/deboarding, e.g. B. before opening the door 304 to provide a level platform that is horizontal to the horizon. This makes it easier to get in and out of steep slopes and prevents the load from slipping or rolling. The ability to create a level platform is limited by the maximum travel.

The inclined surface 1300 may have a roll where the active suspension 402 is configured to tilt the vehicle body about the roll axis (x-axis) to reduce the angle of the vehicle body from the horizontal, as shown in FIG 13A shown. Additionally or alternatively, the inclined surface 1300 may have a pitch, wherein the active suspension 402 is configured to tilt the vehicle body about the pitch axis (y-axis) to reduce the angle of the vehicle body relative to the horizontal, as in 13B shown.

There are several methods to determine a boarding/disembarking request. For example, user interface 412 may allow a user to request entry or exit. The user can press a button to request entry/exit. The user can press a button to open/close the door. The user's request can be made via a man-machine interface of the vehicle 10 or via his user device. The user may or may not be an occupant of the vehicle 10 depending on whether the request is to enter or exit.

The boarding/disembarking request may be based on other user-dependent information, e.g. B. the travel requirements are determined. For example, a navigation function of the control system 2 can determine that the vehicle 10 has reached a destination (e.g. a geofence) which is specified by a travel request.

Once an indication of the request is received, at block 1204 , the method 1200 receives information indicating that the vehicle 10 is to enter/exit on an inclined surface 1300 . The information may be based, for example, on the monitoring of the driving environment by the localization sensors 406 . The information may be based on monitoring map data with tilt information.

Decision block 1204 may include determining whether to enter/exit the vehicle 10 on an inclined surface 1300 . If the vehicle 10 is to be entered/exited on a sloped surface 1300, the method 1200 continues. If not, the method 1200 ends in block 1216 and an angle that is substantially parallel to the non-inclined surface is maintained for entry and exit.

The determination in block 1204 can be reactive or predictive. In a predictive determination, the active suspension 402 can be controlled smoothly be while the vehicle 10 is still moving. A reactive determination may be made while the vehicle 10 is about to stop or is being stopped.

A reactive determination may include monitoring signals with an inclinometer. The IMU 408 accelerometers may function as inclinometers. A predictive determination may be performed based on the determination of an getting on/off point within the running environment and the determination of an incline at the on/off point. Determining whether the surface is sloped may include monitoring inputs from location sensors 406 and/or querying map data with slope information.

Decision block 1206 involves determining the amount of slope of the surface. At a minimum, the method 1200 requires the size to be above a threshold. If the magnitude is above a threshold, method 1200 continues. If the value is below the threshold, the method 1200 terminates. This is because a level platform is more beneficial for steeper slopes. The size can be determined from the IMU 408, the map data, the location sensor 406, or a combination thereof.

Decision block 1208 includes retrieving information indicative of at least one entry/exit characteristic. In this example, the method 1200 requires at a minimum that no such information be obtained through the query. If no such information is received, method 1200 continues. If the information is obtained, the method 1200 ends. The method continues if there is no user-based reason to maintain an angle parallel to the slanted surface 1300.

An example of information indicative of at least one entry/exit characteristic includes a wheel entry/exit request associated with an object entering or exiting the vehicle. In order to get an object such as a person, cargo, or a stroller frame onto the vehicle 10, a ramp may be required. In some examples, the wheel in/out request may be a wheelchair in/out request and/or a stroller in/out request. The human-machine interface(s) at the vehicle 10 and/or at a user device may be configured to allow the user to enter the wheel in/out request. If the user provides the input, the condition is not met and the method 1200 ends. Alternatively, image processing of images from a cabin camera or an outward vision system can be used to recognize the wheel entry/exit condition by detecting an object such as a wheelchair or stroller.

Another example of information indicative of at least one entry/exit feature is a cargo loading/unloading request associated with loading cargo onto or off the vehicle. The request for loading/unloading cargo may include a request for loading/unloading cargo by hand and/or a request for loading/unloading cargo with a machine. Manual loading is easier when access to the cargo area (e.g. the door) is low. Machine loading is easier when the vehicle body is at the same angle as the machine. The machine can be a forklift or other machine. A dedicated man-machine interface can be provided through which the user can enter the requirements for loading and unloading the cargo. If the user provides the input, the condition is not met and the method 1200 ends. Alternatively, image processing of images from a cabin camera or outward-facing vision system can be used to detect whether cargo loading/unloading is occurring and, if so, whether the cargo is being loaded/unloaded by hand or by machine.

Decision block 1210 includes determining whether the surface is inclined in a first direction or in a second, opposite direction. In one example, the first direction may be uphill on a grade. The second direction may be downhill on a pitch. As shown, the active suspension 402 can be controlled differently depending on whether the surface is uphill or downhill. In an alternative implementation, the amount the angle is changed is independent of the direction of the slope.

If the surface inclines uphill, the method 1200 proceeds to block 1212, which controls the active suspension 402 to decrease the angle of the vehicle body relative to horizontal to a first limit. If the surface is downhill, method 1200 instead proceeds to block 1214, which controls active suspension 402 to increase the angle of the vehicle body relative to horizontal up to a second limit. The second value may be less than the first to ensure occupants can still see the ground out of a front window of the vehicle 10 to reduce disorientation.

Controlling active suspension 402, as described for blocks 1212 and 1214, may include determining an angular difference between the vehicle and horizontal (e.g., virtual horizon in conjunction with an inclinometer). The control system 2 may be configured to determine the difference and control the active suspension 402 to reduce the difference. Whether the difference can be eliminated depends on the maximum suspension travel.

Active suspension 402 control to decrease the angle may begin after the vehicle 10 stops, or a threshold time before the vehicle 10 stops.

Curb adjustment and kneeling

• Ermitteln einer Höhendifferenz und/oder einer Winkeldifferenz zwischen der Fahrzeugkarosserie und einer Einstiegs-/Ausstiegsfläche 1500 (Block 1402); und
• Steuern der aktiven Aufhängung 402, um die Höhendifferenz zu verringern, und/oder Steuern der aktiven Aufhängung 402, um die Winkeldifferenz der Fahrzeugkarosserie zu verringern (Block 1410 oder 1412).

14 14 shows another control method 1400 for improving vehicle accessibility according to another aspect of the invention. The control method 1400 includes at least:

• determining a height difference and/or an angular difference between the vehicle body and an entry/exit surface 1500 (block 1402); and
• Controlling the active suspension 402 to reduce the height differential and/or controlling the active suspension 402 to reduce the angular differential of the vehicle body (block 1410 or 1412).

The method 1400 described above provides a knee function to reduce the size of the steps a user must take when boarding and disembarking. The entry/exit surface 1500 may be the sidewalk or other location from which the user enters or exits the vehicle 10 that is not underneath the vehicle 10 . The entry/exit surface 1500 can be approximated by detecting a curb. Alternatively, the entry/exit area 1500 may be determined by detecting a roadway surface and/or detecting where people are via outward vision systems. The location of the boarding/deboarding area 1500 can be determined based on travel requirements (destination/pickup location) as well as location information to find a suitable place to stop.

Using the curb as an example, the method 1400 may decrease the ride height for lower curbs. For higher curbs, method 1400 may increase the ride height. The roll angle of the vehicle body can be adjusted to match the camber of the entry/exit surface 1500 and/or pitch to match the pitch of the entry/exit surface 1500 if the angle is different from the surface , on which the vehicle 10 stops for entry/exit. Sidewalks often have a different curvature than roads, and curbs regularly rise and fall relative to the road surface.

Method 1400 can optionally, like method 1200 of FIG 12 be performed. If this is the case, the reduction in angle difference can be controlled to avoid the opposite block 1212 or 1214 (reduction in angle to horizontal). For example, the angular difference can be reduced about an axis (e.g. x-axis, rolling) while the difference to the horizontal is reduced in the method 1200 of FIG 12 around another axis (e.g. y-axis, pitch).

Determining a height/angle difference between the vehicle body and the entry/exit surface 1500 can be done in a variety of ways. The location of the entry/exit area 1500 can be determined. Information indicative of the height/angle of the entrance/exit surface 1500 may be determined. A 3D point cloud/depth map or other localization information may be used. There are also simpler curb height detectors for curbs. Information indicative of the height/angle of the vehicle body at the entry/exit location 10 can be obtained in a similar manner. The height and/or angle difference can be determined. Optionally, the difference may need to exceed at least a minimum threshold for the method 1400 to continue.

At optional decision block 1404, information indicative of at least one entry/entry feature is requested, similar to block 1208 of method 1200 of FIG 12 .

Optional block 1406 includes receiving information indicative of camber of entry/exit surface 1500 . Camber refers to a lateral pitch away from the side of the vehicle 10, such as a pitch in the y-axis direction, when the vehicle 10 is parked parallel and facing forward in the x-axis. The fall information can be edited using the above techniques mentioned for block 1402 can be determined. The active suspension 402 can be controlled differently depending on camber. For example, if the camber is downward (negative z-axis with increasing y-axis distance from vehicle 10), method 1400 may calculate the angular difference as shown in FIG 15B shown to reduce the step distance to the vehicle. If the camber is positive (positive z-axis with increasing y-axis distance from the vehicle 10), the method 1400 may end in block 1410 without decreasing the angular difference, as in FIG 15A shown, or reduce the angular difference to a lesser extent. In an alternative implementation, the angle difference is independent of the direction of fall and/or the angle is not changed at all.

Inductive charging

• Empfangen von Informationen, die anzeigen, dass das Fahrzeug 10 eine Traktionsbatterieladeschnittstelle 1700 erreichen soll (Block 1602); und
• Steuern der aktiven Aufhängung 402, um damit zu beginnen, eine Höhe und/oder einen Winkel der Fahrzeugkarosserie relativ zu den mehreren Rädern in Richtung einer erforderlichen Höhe und/oder eines erforderlichen Winkels zu modifizieren, die mit dem Aufladen der Traktionsbatterie verbunden sind, wenn sich das Fahrzeug 10 der Schnittstelle zum Aufladen der Traktionsbatterie 1700 nähert und bevor das Fahrzeug 10 die Schnittstelle zum Aufladen der Traktionsbatterie 1700 erreicht hat, in Abhängigkeit von den empfangenen Informationen (Block 1608), wie in 17 dargestellt.

16 16 shows another control method 1600 for improving vehicle comfort according to another aspect of the invention. The control method 1600 includes at least:

• receiving information indicating that the vehicle 10 is to reach a traction battery charging interface 1700 (block 1602); and
• Controlling the active suspension 402 to begin modifying a height and/or angle of the vehicle body relative to the plurality of wheels toward a required height and/or angle associated with charging the traction battery when the vehicle 10 approaches the traction battery charging interface 1700 and before the vehicle 10 has reached the traction battery charging interface 1700, depending on the information received (block 1608), as in FIG 17 shown.

In some, but not necessarily all, examples, traction battery charging interface 1700 is configured for wireless inductive charging. The charging interface 1700 may include a charging pad. The charging interface may include a charging coil attachable to the underside of the vehicle body and arranged to inductively connect to the charging pad to charge the traction battery. The required height/angle can be a target value for wireless inductive charging. The setpoint can be used to optimize the inductive resonance coupling. The set height/angle provides the highest loading efficiency. Changing not only the height but also the angle has the advantage of enabling efficient loading on rough and uneven surfaces, such as. B. public roads, is possible.

The charging interface 1700 may be on or below the road surface on which the vehicle 10 is traveling. The charging interface 1700 may be located at a waiting location where the vehicle 10 frequently stops temporarily, e.g. B. at a taxi rank or in a queue at a traffic light. During each journey of the vehicle 10 , the vehicle 10 can approach a multiplicity of charging interfaces 1700 . Therefore, the traction battery 312 can periodically receive small charges while stationary while driving. This is useful for keeping vehicles such as taxis running continuously for longer. However, the occupants may notice when the elevation/angle begins to change after the vehicle 10 reaches the charging interface 1700 . This can be unexpected and uncomfortable. Therefore, before the vehicle 10 has reached the charging interface 1700, the elevation/angle begins to change.

At block 1602, receiving information indicating that the vehicle 10 is to reach a traction battery charging interface 1700 may be implemented in a variety of ways. The control system 2 can determine whether the vehicle 10 reaches a charging interface 1700 . If so, the method 1600 can continue. If not, the method 1600 may end. The locations of the charging interface 1700 can e.g. B. be displayed in map data or via a character recognition from the data of an outward vision system. A route of the vehicle 10 may be known from maneuver planning and user-dependent travel requirements. The route can be matched with the locations of the charging interfaces. Reaching the charging interface 1700 by the vehicle 10 may be determined based on the vehicle 10 reaching a threshold near the charging interface 1700 . In this example, the method 1600 requires at least the vehicle 10 to reach the threshold proximity. The approach threshold may be defined by a geofence, a time to reach the charging interface 1700, or a combination thereof.

The method 1600 includes optional decision blocks. Block 1604 includes determining whether the vehicle 10 can stop to charge the traction battery via the charging interface 1700 . If so, method 1600 continues. If not, the method 1600 terminates. This decision is made when the vehicle 10 must be stopped for charging to take place. In one implementation, future stopping positions of the vehicle are 10 known from autonomous maneuver planning. If a stopped location matches a charging interface, method 1600 continues. A stopping location can be determined depending on a monitored traffic light status, a monitored movement rate of other road users and/or the like. If the vehicle 10 can be charged while driving, block 1604 may be omitted or a determination is made as to whether the speed of the vehicle 10 at the charging location is below a threshold.

Decision block 1606 includes determining an expected duration that the vehicle 10 will be operably coupled to the traction battery charging interface 1700 . In this example, the method 1600 requires at least the duration to be above a threshold. If the duration is above a threshold, method 1600 continues. If the duration is below a threshold, the method 1600 ends. The duration can be expressed by a time-dependent parameter. The time-dependent parameter may be expressed as time elapsed, or an anticipated amount of charge to be gained at charging interface 1700, and/or the like.

In some examples, the determination of the expected duration depends on the monitoring of at least one of the following: traffic movement associated with the path of the vehicle 10 or monitoring of dynamic right-of-way information. The path of the vehicle 10 is known from the driving maneuver planning. The traffic movement can B. be monitored by monitoring a queue in which the vehicle 10 is located or which it is approaching. Traffic movement can be monitored using localization sensor information. Dynamic give way information indicates traffic lights, give way signs, and other road directions in the path of the vehicle 10 that grant conditional and/or time right-of-way to various traffic flows. If a traffic light turns green or a queue is moving well, the vehicle 10 may not be able to charge. If the vehicle 10 has to wait in a queue, the vehicle 10 may be able to charge.

In a traffic light use case, the charging interface 1700 is associated with a traffic light, and checking the duration may include determining a traffic light parameter that indicates how long the traffic light will be red/green once the vehicle 10 has entered the charging interface 1700 . The traffic light parameter can be determined, for example, via V2I communication with a traffic light controller. For the application of a pedestrian crossing, checking the duration can include determining the utilization of the pedestrian crossing based on information from the localization sensor.

Determining the expected duration may include determining a usage status of the vehicle 10 . The usage status may depend on the determined number of occupants of the vehicle. In some examples, usage status may be derived from a schedule, such as B. a timetable, and a time of day depend. The expected duration may increase when the vehicle 10 is unoccupied and/or not providing service and/or during off-peak hours.

In some examples, the vehicle 10 may stop at one or more predetermined stops, such as a bus stop. B. taxi ranks or passenger stops, stop with inductive charging option. Determining the expected duration may include determining information associated with the stop, such as: B. a class of the stop (e.g. taxi rank instead of passenger stop), an average duration of the stop at the stop, etc.

An optional further decision (not shown) may include determining whether a current for the predicted state of charge of the traction battery 312 is below a threshold. In this example, method 1600 requires at least that the state of charge be below a threshold. If the state of charge is below the threshold, the method 1600 may continue. If the state of charge is above the threshold, the method 1600 may exit. The threshold may be a value ranging from 80% to 100% of a full charge. The prediction can be trip-dependent, i.e. based on user-dependent trip requests.

Once all of the above requirements are met, block 1608 includes controlling the active suspension 402 to begin changing the height/pitch of the vehicle body toward the setpoint. In one use case, the ride height of the vehicle body when driving is typically higher than the optimal height for wireless inductive charging. Therefore, block 1608 may include at least decreasing an average height (ride height) of the vehicle 10 . A ride height in the 60-100mm range is generally associated with efficient wireless inductive charging.

Control system 2 may determine to begin block 1608 at a predetermined time before loading interface 1700 is reached. The predetermined time is at least about 0.5 seconds. In some examples, the predetermined time a value in the range of about 0.5 seconds to 10 seconds. A longer time allows for a slower rate of change for comfort, but with a greater chance of aborting if conditions change unexpectedly. A shorter time, toward 0.5-1 second, increases the likelihood that the vehicle 10 will be in motion and slowing down when active suspension control kicks in. The car acceleration, and particularly the jerk associated with the start of block 1608, is therefore an imperceptible component of the resulting car acceleration/jerk associated with deceleration forces and road induced car motion. Determining whether the time to reach the charging interface 1700 has reached the predetermined time may include determining the distance to the charging interface 1700 divided by the predicted speed of the vehicle 10 . The expected speed and distance can be known from the maneuver planning and/or from map data.

The rate of change of altitude can be controlled to be below a threshold or limit for comfort.

Since the vehicle 10 has not yet reached the charging interface 1700, the target height/angle may first be calculated via open-loop control. The open loop setpoint for each charging interface 1700 may be the same or different. If different, the open-loop setpoint for each charging interface 1700 may be determined using historical data of previous values of the setpoint during previous charging operations of the vehicle 10 at the charging interface 1700 . The target value can be determined depending on the charging of other vehicles using V2V communication. The setpoint can be provided by V2I communication.

The setpoint may be further controlled once the vehicle 10 has reached the charging interface 1700, using closed loop feedback on the charging efficiency to further optimize the resonant inductive coupling and find the maximum charging efficiency.

Block 1610 includes beginning charging of vehicle 10 via charging interface 1700. Charging may begin once an onboard charging interface 1702 of vehicle 10 is longitudinally (x-axis) and/or laterally (y-axis) aligned with charging interface 1700 is. The charging process may begin before or after the height and/or angle of the vehicle 10 has reached the set point.

Block 1612 includes receiving information indicating that the vehicle 10 should move away from the traction battery charging interface 1700 and stop charging the traction battery. At block 1612, during the loading process, it can be determined whether this information has been received. This information may be obtained via monitoring of traffic movements associated with the vehicle's 10 path and/or via monitoring of dynamic right-of-way information, e.g. B. a traffic light, are received.

Once the information of block 1612 is received, the method 1600 proceeds to block 1614, which includes controlling the active suspension 402 to achieve a second required height and/or angle of the vehicle 10 that is not consistent with connected to charging the traction battery. The second required height and/or the second required angle is not dependent on the charging interface 1700 . The second required elevation or angle may be the same as or comparable to the elevation or angle prior to block 1608 .

Block 1614 may be controlled to begin after the vehicle 10 has started moving away from the traction battery charging interface 1700 to be less noticeable to vehicle occupants. The rate of change in the direction of the second required height/angle may differ from the rate associated with block 1608 .

It should be noted that in other implementations of the method 1600 above, charging technology other than wireless inductive charging may be used. For example, the charging interface may be configured for galvanic contact with a contactor on vehicle 10, and changing the height/angle of vehicle 10 may allow galvanic contact.

The inlet/outlet methods 1200 and 1400 may have a higher priority than the present inductive charging method 1600 . The control system can determine whether entry/exit occurs while the vehicle 10 is stopped via the charging interface 1700 . For example, the control system can determine whether an entry/exit request has been received. Method 1600 may terminate prior to block 1608 if an entry/exit will occur. Instead, the procedures 1200 and/or 1400 can be carried out. In some examples, the inductive charging hanger may be lowered (block 1608 ) after entry/exit is complete and while the vehicle 10 is stationary at the charging interface 1700 .

Lock in place

• Empfangen von Informationen, die auf einen Stillstand des Fahrzeugs 10 hinweisen (Block 1802); und
• Erhöhen einer Kraft der aktiven Federung 402 in Abhängigkeit von der empfangenen Information, die anzeigt, dass das Fahrzeug 10 zum Stillstand kommt (Block 1806).

18 18 shows another control method 1800 for improving vehicle accessibility according to another aspect of the invention. The control method 1800 includes at least:

• receiving information indicative of vehicle 10 being stationary (block 1802); and
• Increasing a force of the active suspension 402 in response to received information indicating that the vehicle 10 is coming to a stop (block 1806).

The increase in force provides a stiffer, more stable platform when occupants are likely to enter and exit the vehicle 10 or move within the cabin 300 because the vehicle 10 is stationary. The stiffer platform results in less vehicle body rocking. The lack of rocking conveys the feeling of being in a massive vehicle like a bus, which is beneficial for customer acceptance of smaller autonomous transport vehicles. The reduced rocking also reduces the risk of accidental collisions between users and the body 302 of the vehicle 10 when boarding and exiting.

Receiving information indicating that the vehicle 10 has come to a standstill at block 1802 may be implemented in a variety of ways. The control system 2 can determine whether the vehicle 10 is transitioning from a running state to a stationary (stopped) state. If so, method 1800 continues. If not, the method 1800 terminates. The indicative information can be recognized or predicted. Detecting that the vehicle 10 is stationary may include detecting that the vehicle 10 is stationary, e.g. B. based on wheel speed signals. The prediction of the standstill of the vehicle 10 is made possible by the driving maneuver planning.

In some, but not necessarily all, examples, control system 2 may determine whether vehicle 10 is stopping for boarding/deboarding and perform method 1800 only if boarding/deboarding is scheduled to occur. This is because boarding/disembarking involves a larger load shift into/out of the cabin 300 .

An optional decision block 1804 is shown, which includes determining a duration that the vehicle 10 is stationary. The method requires at least that the duration is above a threshold. If the duration is above a threshold, method 1800 continues. If the duration is less than a threshold, the method 1800 may end at block 1812 . The duration may be a recognized duration for which the vehicle 10 has already been stationary and the threshold value may range from e.g. B. about 0.5 seconds to about 5 seconds. The duration may be an expected duration that the vehicle 10 will be stationary, and the threshold may be a value of at least about 5 seconds.

Method 1800 then proceeds to block 1806 and increases the force of active suspension 402. Increasing the force may include increasing the variable force parameter previously described. For example, increasing the force may include increasing the force request, which may include increasing the spring force request and/or the damping force request. In other examples, the active suspension 402 may include stilts that lower toward the ground to increase the overall force of the active suspension 402 .

In one implementation, block 1806 may include determining whether the vehicle 10 has come to a standstill, for example to confirm the earlier prediction. The force is increased when the vehicle 10 is detected to be stationary. By only increasing the force after the vehicle 10 has come to a stop, when the vehicle 10 comes to a stop, the occupant will not feel an increase in cabin vibration or the harshness associated with a stiffer suspension.

At block 1808, the method 1800 includes receiving information indicative of the vehicle 10 moving. As with block 1802, the information may be predictive or detected. The force can be reduced in a reverse direction when the indicative information is received. In block 1810, in response to block 1808, the force is reduced to a normal "drive" value that is identical or similar to the force prior to block 1806.

Many of the methods described above involve controlling the height and/or angle of the suspension. As a result, there is a possibility that the suspension height will be lowered. Therefore, before the control of the hang height and/or the suspension angle, an optional determination can be made. The determination may provide an indication of a minimum achievable height of vehicle 10 . The determination may depend on the detected road surface at the charging interface. The determination may be dependent on the detection of protrusions such as bumps, bumps, or objects by outward vision systems of the vehicle 10 .

Any height change may be limited to lowering the active suspension 402 at one or more corners of the vehicle 10 to a height no lower than the minimum height. Additionally or alternatively, the method may be aborted if the predetermined minimum height is the result of a detected object on the road (whether classified or not) or if the predetermined minimum height is above a threshold. In some examples, while the vehicle 10 is moving, the decrease in ride height may be accompanied by an increase in the variable force parameter.

The various thresholds and predetermined times described in the methods described herein can be fixed or variable. Fixed thresholds/predetermined times may be determined through calibration to reduce objectionable suspension changes. Variable thresholds/variable predetermined times can be user dependent or context dependent.

All control methods described above are performed by a control system 2 as described above. A control method is therefore defined as a computer-implemented method. The steps of the method can be carried out centrally or distributed over several networked control systems.

References to control system 2 determining whether a condition is met (decision blocks) refer to the following: control system 2 receives raw, unprocessed data and performs the determination internally; and the control system 2 receives the result of a determination made externally. When it is said that the control system 2 receives information that indicates a context, as described for the methods described above, this includes either: the control system 2 receives unprocessed raw data and determines internally whether the context is present , or the control system 2 receives the result of an externally made determination that the context exists.

For purposes of this disclosure, it is to be understood that the controller(s) 20 described herein may each include a controller or computing device having one or more electronic processors 22 . A vehicle 10 and/or its control system 2 may include a single control unit or electronic control unit, or alternatively, different functions of the control unit(s) may be embodied or housed in different control units or control units. A set of instructions 26 could be provided that, when executed, cause the controller(s) or control unit(s) to implement the control techniques (including methods) described herein. The set of instructions may be embedded in one or more electronic processors, or alternatively the set of instructions could be provided as software to be executed by one or more electronic processors. For example, a first controller may be implemented in software running on one or more electronic processors, and one or more other controllers may also be implemented in software running on one or more electronic processors, optionally on the same or more processors as the first control unit. However, it should be understood that other arrangements are also useful, and as such, the present disclosure is not intended to be limited to any particular arrangement. In any event, the instruction set described above may be embedded in a computer-readable storage medium (e.g., a non-transitory computer-readable storage medium), which may include any mechanism for storing information in a form readable by a machine or electronic processor/computing device is, including but not limited to: a magnetic storage medium (e.g., floppy disk); optical storage medium (e.g. CD-ROM); magneto-optical storage medium; read only memory (ROM); random access memory (RAM); erasable programmable memory (e.g. EPROM and EEPROM); Flash memory; or electrical or other types of media for storing such information/instructions.

It will be apparent that various changes and modifications can be made in the present invention without departing from the scope of the present application.

The blocks depicted in the flowcharts may represent steps in a method and/or portions of code in the computer program 26 . The representation of a specific series The order of the blocks does not necessarily mean that there is a required or preferred order for the blocks, and the order and arrangement of the blocks may be varied. In addition, it is possible to skip some steps.

Each passage described as an "aspect of the invention" is a self-contained statement suitable for a present or future independent claim without requiring additional features.

Although embodiments of the present invention have been described in the preceding sections with reference to various examples, it should be noted that changes may be made to the examples provided without departing from the scope of the invention as claimed. The features described in the preceding description can also be used in combinations other than those expressly described. Although functions have been described with reference to particular features, those functions may be performed by other features, whether described or not. Although features have been described with reference to particular embodiments, those features may be present in other embodiments as well, whether described or not. Although the foregoing description has attempted to draw attention to those features of the invention deemed to be of particular importance, it is to be understood that applicant claims protection in respect of any patentable feature or combination of patentable features referred to herein and/or shown in the drawings, whether or not particular attention has been paid to them.

Claims (15)

A control system for controlling an active suspension of a vehicle comprising a vehicle body and a plurality of wheels, the control system comprising one or more controllers, the control system being configured to: receive information indicating that the vehicle is to reach a traction battery charging interface; and control the active suspension to begin modifying a height and/or angle of the vehicle body relative to the plurality of wheels toward a required height and/or angle associated with the loading depending on the information received connected to the traction battery when the vehicle approaches the traction battery charging interface and before the vehicle has reached the traction battery charging interface. control system according to claim 1 wherein the one or more controllers collectively comprise: at least one electronic processor having an electrical input for receiving the information; and at least one electronic storage device electrically connected to the at least one electronic processor and having instructions stored therein; and wherein the at least one electronic processor is configured to access and execute the instructions on the at least one memory device to cause the control system to control the active suspension in response to receiving the information. control system according to claim 1 or 2 configured to: receive information indicating that the vehicle should move away from the traction battery charging interface and stop charging the traction battery; and control the active suspension to achieve a second required height and/or angle of the vehicle body unrelated to charging the traction battery after the vehicle has begun to move away from the charging interface to move away the traction battery. control system according to claim 3 wherein the information indicating that the vehicle is to move away from the traction battery charging interface depends on at least one of: monitoring traffic movements associated with a path of the vehicle; or monitoring of dynamic right-of-way information. A control system according to any one of the preceding claims configured to: determining an expected duration that the vehicle can be operably coupled to the traction battery charging interface; and controlling the active suspension to provide the required height and/or angle of the vehicle body when the determination is that the expected duration is above a threshold and not controlling the active suspension to provide the required height and/or angle of the vehicle body when the determination is that the expected duration is below the threshold. Control system according to any one of the preceding claims, wherein the beginning of changing a height and / or an angle of the vehicle body when the vehicle approaches the traction battery charging interface, the beginning of changing the height and / or the angle at a predetermined time before the Traction battery charging interface is reached, wherein the predetermined time is at least about 0.5 seconds. Control system according to one of the preceding claims, wherein the interface for charging the traction battery is configured for wireless inductive charging. control system according to claim 7 , which is configured to continue controlling the active suspension once the vehicle has reached the traction battery charging interface to optimize charging efficiency. The control system of any preceding claim, wherein controlling the active suspension to modify the height and/or angle of the vehicle body toward the required height and/or angle includes decreasing an average height of the vehicle. The control system of any preceding claim, wherein the information indicating that the vehicle is to reach a traction battery charging interface indicates that the vehicle is to reach the traction battery charging interface autonomously. A control system according to any one of the preceding claims configured to: determine whether the vehicle can stop to charge the traction battery via the traction battery charging interface; control the active suspension to provide the required height and/or angle of the vehicle body when determining that the vehicle is expected to stop and not control the active suspension to provide the required height and/or angle of the Provide vehicle body if it is determined that the vehicle is unlikely to stop. Vehicle having the control system according to any one of the preceding claims. vehicle after claim 12 , where the vehicle is configured for autonomous driving. A method of controlling an active suspension of a vehicle including a vehicle body and a plurality of wheels, the method comprising: receiving information indicating that the vehicle is to reach a traction battery charging interface; and controlling the active suspension to begin modifying a height and/or angle of the vehicle body relative to the plurality of wheels toward a required height and/or angle responsive to the information received, consistent with charging the traction battery connected when the vehicle approaches the traction battery charging interface and before the vehicle has reached the traction battery charging interface. Computer software which, when run, is set up to perform a method Claim 14 performs.

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