EP3703981A1 - Procédé permettant d'adapter le confort d'un véhicule, dispositif de régulation et véhicule - Google Patents

Procédé permettant d'adapter le confort d'un véhicule, dispositif de régulation et véhicule

Info

Publication number
EP3703981A1
EP3703981A1 EP18769113.4A EP18769113A EP3703981A1 EP 3703981 A1 EP3703981 A1 EP 3703981A1 EP 18769113 A EP18769113 A EP 18769113A EP 3703981 A1 EP3703981 A1 EP 3703981A1
Authority
EP
European Patent Office
Prior art keywords
vehicle
vehicle user
control device
comfort
user
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP18769113.4A
Other languages
German (de)
English (en)
Inventor
Florian DAUTH
Volker Wagner
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
ZF Friedrichshafen AG
Original Assignee
ZF Friedrichshafen AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by ZF Friedrichshafen AG filed Critical ZF Friedrichshafen AG
Publication of EP3703981A1 publication Critical patent/EP3703981A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/0098—Details of control systems ensuring comfort, safety or stability not otherwise provided for
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
    • B60G17/016—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/08—Interaction between the driver and the control system
    • B60W50/14—Means for informing the driver, warning the driver or prompting a driver intervention
    • B60W50/16—Tactile feedback to the driver, e.g. vibration or force feedback to the driver on the steering wheel or the accelerator pedal
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
    • B60G2800/90—System Controller type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/08—Interaction between the driver and the control system
    • B60W50/14—Means for informing the driver, warning the driver or prompting a driver intervention
    • B60W2050/143—Alarm means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/08—Interaction between the driver and the control system
    • B60W50/14—Means for informing the driver, warning the driver or prompting a driver intervention
    • B60W2050/146—Display means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/215—Selection or confirmation of options
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/20—Steering systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2720/00—Output or target parameters relating to overall vehicle dynamics
    • B60W2720/10—Longitudinal speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2720/00—Output or target parameters relating to overall vehicle dynamics
    • B60W2720/10—Longitudinal speed
    • B60W2720/106—Longitudinal acceleration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2720/00—Output or target parameters relating to overall vehicle dynamics
    • B60W2720/12—Lateral speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2720/00—Output or target parameters relating to overall vehicle dynamics
    • B60W2720/12—Lateral speed
    • B60W2720/125—Lateral acceleration

Definitions

  • the present invention relates to a method for adjusting a comfort of a vehicle having the features of claim 1, a control device for a vehicle having the features of claim 10 and a vehicle having the features of claim 12:
  • the driver With increasing automation of the driving task in the road, the driver has less and less control of the vehicle and becomes a passenger. This enables him to carry out ancillary activities, e.g. Reading, working, sleeping, to perform in the vehicle. If the vestibular feeling of humans does not coincide with the visual one, this can lead to a lack of comfort and especially to motion sickness (motion sickness, kinetosis).
  • the secondary activities of a vehicle user in the vehicle have the consequence that he can not perceive the environment holistically and therefore can not assess the current movement of the vehicle and future anticipation of the vehicle can not anticipate.
  • the system has at least one sensor for detecting the vehicle acceleration and / or the vehicle speed and / or a vehicle spacing.
  • the system has at least one control device and at least one display device present in the vehicle. The control device calculates the driving situation from the information of the sensor or the sensors and displays them by means of the display device.
  • DE 10 2014 210 170 A1 discloses a method for suppressing motion sickness in a motor vehicle.
  • a vehicle occupant is sent audible, visual and / or tactile signals as a function of a detected or foreseeable driving situation.
  • the tactile signals are formed as air currents.
  • the present invention is based on the object of the present invention to propose an improved method for increasing the comfort of a vehicle user.
  • the present invention proposes, based on the above object, a method for adjusting a comfort of a vehicle according to claim 1, a control device for a vehicle according to claim 10 and a vehicle according to claim 12. Further advantageous embodiments and developments will become apparent from the dependent claims.
  • the vehicle includes an HMI system for interacting between the at least one vehicle user and the vehicle.
  • the vehicle has a chassis system for adapting a position of the at least one vehicle user to a roadway.
  • the vehicle has a position planning device for planning and controlling a movement of the vehicle.
  • the vehicle has a control device that is connected to the HMI system, the position planning device and the chassis system, wherein the control device has a memory.
  • a destination comfort area for the at least one vehicle user is stored in the memory of the control device.
  • the HMI system becomes a current comfort area of the at least one vehicle user permanently determined.
  • the current comfort range is permanently compared with the target comfort range.
  • the control device controls the chassis system, wherein the position of the at least one vehicle user is adapted to the roadway such that the current comfort range approaches the target comfort range until the target comfort range is reached.
  • the vehicle here is a car, commercial vehicle or a similar vehicle.
  • the vehicle is capable of autonomous or automated driving. This means that in certain situations or always the driver no longer needs a driver.
  • the vehicle can automatically detect and assess traffic situations and react appropriately. In other words, it controls itself.
  • the driver becomes a vehicle user who does not have to focus on the road while driving but can focus his attention away from the roadway to other activities. In addition, this his hands from a steering wheel o. remove.
  • the vehicle is thus capable of z. B. represent a Level 3, Level 4 or Level 5 automation wheel.
  • the method is applied to at least one vehicle user.
  • vehicle users can share the vehicle.
  • the procedure is applied to each of the vehicle users.
  • an average comfort range can be selected for all vehicle users as the target comfort range.
  • the target comfort range of a single vehicle user may be set as the target comfort range for all vehicle users, e.g. B. that vehicle user with the least current comfort range.
  • the HMI system is set up for interaction between the at least one vehicle user and the vehicle. That is, by means of the HMI system, the vehicle user may pass data and information to the vehicle, or more specifically to a subsystem of the vehicle. Likewise, the vehicle user may obtain data and information from the vehicle, or more specifically from a subsystem of the vehicle, through the HMI system.
  • the HMI system thus serves to communicate between see vehicle user and vehicle.
  • a subsystem is a single vehicle system that performs functions in the vehicle, eg. B. an air conditioning, an entertainment system, a suspension system, or similar.
  • the chassis system is used to adapt the position of the at least one vehicle user to the road.
  • the vehicle moves on the road.
  • the chassis system enables the vehicle user to control the inclination, the inclination speed and the inclination acceleration of the vehicle user about a longitudinal axis, a transverse axis and a vertical axis of the vehicle.
  • the longitudinal axis is defined in the vehicle longitudinal direction, the transverse axis in the vehicle transverse direction and the vertical axis in the vehicle vertical direction.
  • the chassis system may include an adaptive suspension or an adaptive cabin suspension or a combination of both.
  • the suspension system additionally or alternatively z. B. include an active rear axle steering. Adaptive is in the sense of customizable to understand. In other words, the suspension system z. B.
  • the suspension system can provide control of vehicle suspension and vehicle damping.
  • the suspension system have an adaptive suspension and damping.
  • the suspension system can be equipped with sensors that determine the current inclination and the current damping. These slope data and attenuation data can either be evaluated by the sensors themselves, or forwarded to the control device, which evaluates the slope data and attenuation data.
  • the position planning device is configured to plan and control the movement of the vehicle. This planning is based on efficiency, safety and comfort parameters. The planning is carried out by means of algorithms.
  • the position planning device schedules the movement of the vehicle relative to the driving maneuvers that must be performed during the course of a total distance.
  • the planning of the driving maneuvers includes, for example, the planning of vehicle speeds, curve radii, vehicle accelerations, and thus of trajectories.
  • a trajectory is a trajectory on which the vehicle moves with a velocity profile.
  • the position planning device may plan the movement of the vehicle with respect to the total distance, so may specify the route to be traveled.
  • the position planning device has a position determination system, for. As a GPS system, a C2X system or a similar system on.
  • the position planning device forwards data relating to the movement of the vehicle to the control device.
  • the vehicle includes the control device connected to the HMI system, the position planning device and the chassis system, the control device having a memory.
  • the control device may be connected to other vehicle systems or subsystems.
  • the memory is a data memory.
  • the control device is z. B. as ECU or domain ECU formed.
  • the control device may receive data from the HMI system, from the landing gear system, and from the position planning system.
  • the control device can control the HMI system, the chassis system and the position planning system.
  • the control device can control the chassis system such that it controls the position of the at least one vehicle user for driving. track adapts.
  • the control device may control the H MI system such that it communicates information to the at least one vehicle user, for. B. with respect to the trajectories of the vehicle, and that this monitors the at least one vehicle user.
  • the control device may control the position planning system such that it plans the movement of the vehicle in a predetermined manner, for. B. agile driving maneuvers with tight curve radii and high speed performs.
  • the parameters of the predetermined driving maneuvers are stored in the memory of the control device. These parameters may be, for example, vehicle speed, vehicle acceleration, steering angle, inclination of the vehicle, or the like.
  • a destination comfort area for the at least one vehicle user is deposited.
  • This target comfort range is that comfort range in which the visual impressions of the at least one vehicle user coincide with the experienceable driving dynamics of the vehicle.
  • the at least one vehicle user in this target comfort area has a sufficiently high anticipation capability of occurring driving dynamics.
  • Another characteristic of this target comfort range is a sufficiently high sense of security of the at least one vehicle user in the vehicle.
  • the driving style of the vehicle does not cause unpleasant emotions or anxiety in the at least one vehicle user.
  • the vehicle user feels z. B. well and has no signs of disturbance. For example, the vehicle user has no signs of kinetosis in the target comfort range, is not stressed, his vital parameters are in an area that fits into a relaxed state.
  • the at least one vehicle user can define his own preferred comfort area and store it in the memory.
  • the destination comfort area may be stored as a general destination comfort area in the memory, wherein this z. B. was determined by means of statistical evaluations for a sufficiently large test group.
  • the target comfort range can be determined in a calibration phase by means of the HMI system. The target comfort range is not changed in dependence from the driving situation or from the pursued ancillary activities. That is, the target comfort state always remains the same.
  • a current comfort area of the at least one vehicle user is permanently determined. This means that the determination of the current comfort range takes place uninterruptedly, ie during the entire drive of the vehicle, as long as the at least one vehicle user is in the vehicle.
  • the HMI system determines the current comfort range using its input device. For example, the at least one vehicle user is monitored by optical, acoustic and / or vitality sensors. Alternatively or additionally, the at least one vehicle user can manually enter his current comfort range. The condition of the vehicle user is thus monitored.
  • the current comfort range is then permanently compared with the target comfort range.
  • the permanent comparison means that a control loop is running. It is constantly determined the current comfort range, and if this deviates from the target comfort range, a control by means of the control device.
  • the controller then controls the landing gear system to change the position of the at least one vehicle user to the lane so that the current comfort range approaches the target comfort range until the target comfort range is reached. There is as long as a change in position of the at least one vehicle user to the road until its current comfort range is equal to the target comfort range. If this is the case, the current comfort range of the at least one vehicle user is still determined by means of the HMI system.
  • the position of the at least one vehicle user to the road is changed, for example, such that act on the at least one vehicle users little or no centrifugal forces.
  • the position of the at least one vehicle user to the roadway can be changed such that this road bumps, z. B. bumps or potholes, not or only slightly noticed.
  • the pitching movement of the Vehicle are compensated during acceleration or braking, so that no or only small longitudinal accelerations act on the at least one vehicle user.
  • An advantage of this method is that the suspension system is controlled and regulated only in dependence on the current comfort range of at least one vehicle user. Thus, for each vehicle user, his position on the roadway can be adjusted individually to his liking. This is advantageous because different vehicle users at different times have a different sense of comfort. For example, a position of a vehicle user on the lane whose current comfort range is close to the target comfort range needs to be less adjusted than that of a vehicle user whose current comfort range has a large deviation from the target comfort range , Again, for example, a position of a vehicle user to the roadway, which attentively observes the driving of the vehicle, must be less adapted than that of a vehicle user who is engaged in a secondary activity.
  • the control device controls the HMI system based on the result of the comparison, in addition to the activation of the chassis system.
  • the at least one vehicle user is communicated the current movement data of the position planning device of the vehicle by means of the HMI system, whereby the current comfort range approaches the target comfort range until the target comfort range is reached.
  • the at least one vehicle user is thus z. B. communicates which speed, which acceleration, which pitch angle, which inclination angle, which curve radius and / or which direction of travel currently exist. This contributes to an increase in the comfort of the vehicle user, since he can see without having to follow the driving events, as the vehicle moves. This allows the at least one vehicle user to anticipate the driving dynamics of the vehicle. Communication takes place by means of the output device of the HMI system. For example, an acoustic, haptic and / or optical output can take place, or a combination thereof.
  • the future movement data of the position planning device of the vehicle is communicated to the at least one vehicle user by means of the HMI system.
  • the at least one vehicle user is thus communicated the movement data that will be available in the future.
  • the at least one vehicle user can be communicated on the basis of a route profile, which speed, which acceleration, which incline angle, which inclination angle, which curve radius and / or which direction of travel will be present in the future.
  • These future movement data are represented by the planning of the position planning device.
  • the time horizon up to which the future movement data should be communicated can be determined, for example, by the at least one vehicle user. This can for example determine that he gets communicated only the movement data, the z. B. up to a maximum of 5 min or 10 min will be up to date, or the z. In max. 0.5 km, 1 km or 1, 5 km will be up to date. These numbers are selected here purely by way of example.
  • the control device additionally controls an interior system of the vehicle.
  • the interior system is adapted such that the current comfort range approaches the target comfort range until the target comfort range is reached, the vehicle having an interior system connected to the control device.
  • the interior system includes z. B. adjustable vehicle seats, air conditioning and ventilation of the vehicle, an interior lighting, an entertainment system, or other systems that are arranged in the interior of the vehicle.
  • Interior system is therefore a generic term for all vehicle interior systems.
  • the interior system is connected to the control device, so that a data exchange between the control device and the interior system can take place.
  • the control device controls the interior system based on the comparison result between the target comfort area and the current comfort area of the at least one vehicle user, and makes adjustments to the interior system. These adjustments are made until the current comfort range of the at least one vehicle user matches the target comfort range. These adjustments are in addition to the change in the position of the vehicle user to the roadway.
  • the air conditioning and ventilation of the vehicle interior is adapted, so that a fresh air supply is increased and / or the interior temperature is brought to a desired value, for. B. to about 21 ° C.
  • z. B. the vehicle seats adjusted so that the at least one vehicle occupant occupies a changed seating position, z. B. an upright sitting position, or a reclining position.
  • z. B. the vehicle interior lighting adapted, z. B. dimmed or colored.
  • z. B. the entertainment system turned off, or a predetermined medium (music, video, pictures, audiobooks, etc.) recorded comfort to increase.
  • the position planning device plans trajectories of the vehicle as part of the movement data, these trajectories being communicated to the at least one vehicle user by means of the HMI system.
  • the trajectories are transmitted to the at least one vehicle user visually, acoustically or haptically.
  • the at least one vehicle user can be displayed, for example, with which curve radius and at what speed a curve is traversed on the road. This allows him to adjust to the driving movement without observing the driving situation.
  • the control device additionally controls the position planning device, wherein a planning of the movement of the vehicle is adjusted so that the current comfort range approaches the target comfort range until the target comfort range is reached.
  • the control device directly influences the planning of the movement of the vehicle. For example, with a detected current comfort range of the at least one vehicle user that deviates greatly from the target comfort range, smoother movement may be planned, ie, less tight curve radii, lower speeds than a vehicle user whose current comfort range is close to that Target comfort range is.
  • a current comfort area of the at least one vehicle user is determined on the basis of vital parameters acquired by means of the HMI system. These vital parameters provide information about a current state of health of the at least one vehicle user. From this, a current comfort range is derived by means of algorithms.
  • the HMI system communicates optically and / or acoustically and / or haptically with the at least one vehicle user.
  • a combination of two or all three communication options is of course possible.
  • a control device for a vehicle is connectable to an HMI system, to a suspension system and to a position planning device of the vehicle.
  • the control device may also be connectable to an interior system. Connectable here means that a connection can be made. This connection is such that a data exchange can take place.
  • the control device has already been described in the previous description.
  • the HMI system, landing gear system, position planning apparatus and interior system have already been described in the previous description.
  • the control device performs the method of adjusting the comfort of the vehicle for at least one vehicle user, which has already been described in the previous description.
  • the control device also has a memory.
  • the memory is a data memory.
  • the control device may be connected to other vehicle systems or subsystems.
  • the control device is z. B. as ECU or domain ECU formed.
  • a vehicle for at least one vehicle user includes an HMI system, a landing gear system, and a position planning device.
  • the vehicle may have an interior system.
  • the vehicle has a control device.
  • the HMI system, landing gear system, position planning device, interior system and control device have already been described in the previous description.
  • the vehicle performs the method for adjusting the comfort of the vehicle for at least one vehicle user, which has already been described in the previous description.
  • FIG. 1 is a schematic representation of a control device according to an embodiment, which can perform the method for adjusting a comfort
  • FIG. 2 is a schematic representation of a vehicle according to a further embodiment with the control device of Fig. 1,
  • Fig. 3 is a schematic representation of a control circuit according to an embodiment, which is performed by the control device of Fig. 1 in the implementation of the method.
  • Fig. 1 shows a schematic representation of a control device 6 according to an embodiment, which can perform the method V for adjusting a comfort. Shown is the control device 6, which is connected to various systems of the vehicle 1. The control device 6 is connected to the chassis system 4, to the position planning device 5, to the interior system 7 and to the HMI system 3. The HMI system 3 has an input device 8 and an output device 9.
  • the connection between the control device 6 and the other systems is such that a data exchange can take place.
  • the control device 6 can therefore Get data from each system or send data to these systems.
  • the control device 6, the chassis system 4, the interior system 7, the position planning device 5 and the HMI system 3 to control.
  • the control device 6 can control the input device 8 and the output device 9 of the HMI system 3 independently of each other.
  • the control device 6 is formed, for example, as an ECU or as a domain ECU.
  • the input device 8 of the HMI system 3 serves to receive information and data from a vehicle user 2.
  • the output device 9 of the HMI system 3 serves to output data and information to the vehicle user 2.
  • the data that the input device 8 of the HMI system 3 has received from the vehicle user 2 can either itself evaluate the HMI system 3 or pass it on to the control device 6, which performs the evaluation.
  • the data recording can be done on an acoustic, optical or haptic way, or a combination thereof.
  • the control device 6 can control the output device 9 of the HMI system 3 in such a way that specific information or data is displayed or output to the vehicle user 2 at specific points in time. This can be done on acoustic, optical or haptic way or from a combination of these ways.
  • the control device 6 can control the chassis system 4 such that a position of the vehicle user 2 is changed to the road. This is done to positively affect a current comfort range of the vehicle user 2.
  • the control device 6 obtains data for planning the movement of the vehicle 1. This data can be output to the vehicle user 2 by means of the HMI system 3, more specifically, by the output device 9.
  • the control device 6 can also control the position planning device 5 in such a way that it plans the movement of the vehicle 1 in such a way that it has a positive effect on a current comfort area of the vehicle user 2.
  • the control device 6 can control the interior system 7 such that it is adapted such that a current comfort range of the vehicle user 2 changes positively.
  • the interior system 7 has, for example, an air-conditioning system 11 or an adjustable vehicle seat 10.
  • the control device 6 can control each individual system of the interior system 7 and adjust it in such a way that a current comfort zone of the vehicle user 2 changes positively. For example, by means of the air conditioning, a vehicle temperature can be varied.
  • FIG. 2 shows a schematic representation of a vehicle 1 according to a further exemplary embodiment with the regulating device 6 from FIG. 1.
  • the vehicle 1 in which the vehicle user 2 is located is shown.
  • the vehicle user 2 sits on a seat 10, which is a part of the interior system 7.
  • the vehicle 1 has the chassis system 4, the control device 6, the position planning device 5, the HMI system 3 with its output device 9 and its input device 8.
  • the vehicle has the interior system 7, which in addition to the seat 10 still has the air conditioning 11.
  • the control device 6 is connected to the input device 8 and to the output device 9 of the HMI system 3. Furthermore, the control device 6 is connected to the chassis system 4. The control device 6 is also connected to the seat 10 and to the air conditioning 11 of the interior system 7. Furthermore, the control device 6 is connected to the position planning device 5. The control device 6 can thus control the chassis system 4, the HMI system 3 and the interior system 7 as well as the position planning device 5.
  • the HMI system 3 determines a current comfort range of the vehicle user 2. This can be done, for example, by means of driver status monitoring, by means of a vitality parameter measurement or by means of attention recognition. Other ways to determine the current comfort range of the vehicle user 2 are also possible, for.
  • the vehicle user 2 can enter his current comfort range.
  • a destination comfort area of the vehicle user 2 is stored in a data memory of the HMI system 3. sets.
  • the target comfort area of the vehicle user 2 is compared with the current comfort area of the vehicle user 2. This comparison is permanent. This is shown in Fig. 3 in more detail. If the current comfort range of the vehicle user 2 deviates from the target comfort range of the vehicle user 2, the control device 6 controls the various systems of the vehicle 1 in order to approximate the current comfort range of the vehicle user 2 to the target comfort range ,
  • the control device 6 controls the chassis system 4, so that a position of the vehicle user 2 is changed to the road. This change will take place in such a way that less strong forces act on the vehicle user when cornering, for example.
  • the chassis of the chassis system 4 is adaptively shaped.
  • the position-planning device 5 also passes on to the control device 6 information about speeds, accelerations, trajectories and similar parameters that occur on a route to the control device 6 on.
  • the control device 6 also controls the output device 9 of the HMI system 3.
  • the vehicle user 2 is informed by means of the output device 9 of the HMI system 3 which trajectories, which speeds, which accelerations and which angles of inclination will occur now and in the future while driving with the vehicle 1. This information has been obtained by the control device 6 from the position planning device 5.
  • the vehicle user 2 is thus communicated by means of the output device 9, what will happen now and in the future when driving with the vehicle 1.
  • the vehicle user 2 can adjust to the current and future situations. This increases or improves the current comfort range of the vehicle user 2.
  • control device 6 controls the vehicle seat 10 of the interior system 7. Thereby, a seating position of the vehicle user 2 is changed. This change may, for example, be such that the vehicle user 2 is more comfortable sitting. As a result, the current comfort range of the vehicle user 2 is positively influenced.
  • the control device 6 further controls the air conditioning 11 of the interior system 7. For example, an air supply to the vehicle 1 is significantly increased and a temperature within the vehicle 1 is adjusted by the control device 6 so that it is comfortable for the vehicle user 2. Which temperature is comfortable for the vehicle user 2, this can set, for example, before driving. This is then stored in the memory of the control device 6.
  • FIG. 3 shows a schematic representation of a control circuit according to an exemplary embodiment, which is executed by the control device 6 from FIG. 1 when carrying out the method V.
  • Central to the control loop is the comparison 103 between the target comfort area 101 and the current comfort area 102 of the vehicle user.
  • a permanent determination 114 of this current comfort area 102 takes place.
  • this determination 114 of the current comfort area 102 of the vehicle user 2 for example, an attention level, a state of mind or an expected driving style flows in. This is shown by the arrow 108.
  • the road and the present traffic 107 have a direct impact 106 on the vehicle user 2. This is the case when, for example, evasive maneuvers, braking, acceleration or the like must be performed. These effects 106 are physical because 2 forces are acting on the vehicle user. Furthermore, the road and the traffic 107 also have a different effect on the vehicle user 2.
  • the visible Speed 1 12 of the route to be traveled has an impact on the vehicle user 2. If the latter closely observes the route, these effects are different than if he can not see the route. This leads to a change in the current comfort area 102 of the vehicle user 2.
  • the vehicle 1 itself has effects on the vehicle user 2.
  • the display 13 of the current and future driving dynamics and trajectories have a direct effect on the current comfort area 102 of the vehicle user 2 off. This display 1 13 takes place by means of the HMI system.
  • the vehicle 1 in turn influences both the movement planning and regulation 105 by means of the position-planning device 5, as well as the adaptation 104 of the chassis system 4.
  • the adaptation 104 of the chassis system 4 and the motion planning and control 105 influence each other by means of the position-planning device 5. This is represented by the double arrows.
  • the road and traffic 107 in turn has direct influence on both the position planning device 5 and on the chassis system 4. Because the road and the traffic 107 provide the conditions regarding the infrastructure and environmental conditions 109.
  • the position planning device 5, the movement planning and regulation of this Movement 105 and the chassis system 4, which is adapted 104, are therefore influenced by the road and the traffic 107 and by the vehicle 1 itself.
  • the vehicle 1 is influenced by the movement planning and the regulation 105 by means of the position planning system 5 as well as by the adaptation of the chassis system 104. Namely, both the steering and the acceleration and also chassis parameters of the vehicle 1 are influenced. Furthermore, of course, the vehicle 1 affects the traffic and the road 107.
  • the movement planning and regulation 105 by means of the position planning device and the adaptation 104 of the chassis system are based on the comparison 103 between the target comfort area 101 and the current comfort area 102.
  • a complex control loop of the method V for adjusting the comfort of the vehicle user 2 is shown , The examples shown here are only examples.
  • the control loop may have other factors, such as an interior system and other subsystems.
  • the current comfort range of the vehicle user can directly influence the movement planning and regulation of the movement by means of the position planning device.

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  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Mechanical Engineering (AREA)
  • Human Computer Interaction (AREA)
  • Transportation (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Navigation (AREA)

Abstract

L'invention vise à concevoir un procédé (V) permettant d'adapter le confort d'un véhicule (1) à un moins un utilisateur (2) de véhicule, le véhicule (1) présentant un système HMI (3) permettant une interaction entre le ou les utilisateurs (2) de véhicule et le véhicule (1). Le véhicule (1) présente en outre un système de suspension (4) permettant d'adapter la position du ou des utilisateurs (2) de véhicule à la chaussée. Il présente également un dispositif de planification de position (5) permettant de planifier et de réguler un mouvement (105) du véhicule (1). Il présente par ailleurs un dispositif de régulation (6) qui est connecté au système HMI (3), au dispositif de planification de position (5) et au système de suspension (4), le dispositif de régulation (6) présentant une mémoire. Selon le procédé, une plage de confort cible (101) du ou des utilisateurs (2) de véhicule est enregistrée dans la mémoire du dispositif de régulation (6). Une plage de confort instantanée (102) du ou des utilisateurs (2) de véhicule est déterminée en continu au moyen du système HMI (3). La plage de confort instantanée (102) est comparée (103) en continu à la plage de confort cible (101). Le dispositif de régulation (6) commande le système de suspension (4) sur la base du résultat de comparaison, la position du ou des utilisateurs (2) de véhicule par rapport à la chaussée étant adaptée de telle manière que la plage de confort instantanée (102) s'approche de la zone de confort cible (101) jusqu'à ce que la zone de confort cible (101) soit atteinte.
EP18769113.4A 2017-11-03 2018-09-05 Procédé permettant d'adapter le confort d'un véhicule, dispositif de régulation et véhicule Withdrawn EP3703981A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102017219585.1A DE102017219585A1 (de) 2017-11-03 2017-11-03 Verfahren zur Anpassung eines Komforts eines Fahrzeugs, Regelvorrichtung und Fahrzeug
PCT/EP2018/073839 WO2019086157A1 (fr) 2017-11-03 2018-09-05 Procédé permettant d'adapter le confort d'un véhicule, dispositif de régulation et véhicule

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EP3703981A1 true EP3703981A1 (fr) 2020-09-09

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US (1) US20210197838A1 (fr)
EP (1) EP3703981A1 (fr)
JP (1) JP7366015B2 (fr)
CN (1) CN111315617A (fr)
DE (1) DE102017219585A1 (fr)
WO (1) WO2019086157A1 (fr)

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JP7366015B2 (ja) 2023-10-20
WO2019086157A1 (fr) 2019-05-09
JP2021501718A (ja) 2021-01-21
DE102017219585A1 (de) 2019-05-09
US20210197838A1 (en) 2021-07-01

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