Bidirectional human-machine interface

Abstract

A bidirectional human-machine interface can provide an electromotive force to move a dynamic component into a predetermined orientation, giving visual feedback to a human user, and can provide an electromotive force to effect positional stability and virtual locking feedback for the human user during manual positioning.

Description

INTRODUCTION

[0001] The present disclosure relates to the interaction between humans and devices, including mechanical, electrical, and hybrid mechanical-electrical devices. Generally, human interaction with a device is required to transfer information from a user to the device and from the device to the user. OVERVIEW

[0002] In one embodiment, a bidirectional human-machine interface comprises an electric motor with a static component fixedly connected to a carrier and with a dynamic component movable relative to the carrier, a plurality of orientations of the dynamic component to the static component, wherein the orientations are visually distinguishable by the orientation of a visible pointer on the dynamic component relative to respective visible markings on the carrier, and a control unit configured to provide an electromotive force from the static component to the dynamic component, wherein the control unit is operable in a first mode to control the electromotive force such that it causesthat the dynamic component is moved in response to a deviation of the dynamic component from a predetermined orientation from the plurality of orientations towards the predetermined orientation from the plurality of orientations, and is operable in a second mode to control the electromotive force in such a way as to provide positional stability and virtual tactile locking feedback to a human user, which corresponds to at least one of the plurality of orientations in response to manual positioning of the dynamic component by the human user into at least one of the plurality of orientations.

[0003] In addition to one or more of the features described herein, the electric motor may have a rotating electric motor.

[0004] In addition to one or more of the features described herein, the electric motor may have an electric linear motor.

[0005] In addition to one or more of the features described herein, the plurality of orientations may correspond to a plurality of settings of a motor vehicle transmission, and the specified orientation from the plurality of orientations may correspond to a setting from the plurality of settings of the motor vehicle transmission activated by an autonomous driving system.

[0006] In addition to one or more of the features described herein, the control unit designed to provide the electromotive force may include a primary force module that provides a primary force signal, whereby the electromotive force can be provided based on the primary force signal.

[0007] In addition to one or more of the features described herein, the primary force module providing the primary force signal may contain a plurality of force signal profiles that are selectively used to generate the primary force signal.

[0008] In addition to one or more of the features described herein, the plurality of force signal profiles may contain at least one respective force signal profile that generates the primary force signal in the first mode in response to the deviation of the dynamic component from the specified orientation from the plurality of orientations.

[0009] In addition to one or more of the features described herein, the plurality of force signal profiles may include at least one respective force signal profile that generates the primary force signal in the second mode in response to the manual positioning of the dynamic component by the human user in at least one orientation from the plurality of orientations.

[0010] In addition to one or more of the features described herein, the control unit designed to provide the electromotive force may further include a dynamic force module that generates a virtual dynamic force signal, whereby the electromotive force may still be generated based on the virtual dynamic force signal.

[0011] In addition to one or more of the features described herein, the dynamic force module generating the virtual dynamic force signal may include an additional mass viscous damping force module generating an additional mass viscous damping force signal and a virtual reaction force module generating a virtual reaction force signal, wherein the virtual dynamic force signal can be generated based on the additional mass viscous damping force signal and the virtual reaction force signal.

[0012] In addition to one or more of the features described herein, the control unit designed to generate the electromotive force may further include a haptic force module which generates a haptic force signal in response to the manual positioning of the dynamic component by the human user, and wherein the electromotive force may still be generated based on the haptic force signal.

[0013] In addition to one or more of the features described herein, the control unit designed to generate the electromotive force may further include a high-resolution force module that generates a high-resolution force signal in response to the manual positioning of the dynamic component by the human user, with the electromotive force still being generated based on the high-resolution force signal.

[0014] In another embodiment, a bidirectional human-machine interface can comprise a rotating electric motor having a static component fixed to a carrier in a vehicle and a dynamic component rotatable with respect to the carrier, a plurality of orientations of the dynamic component to the static component corresponding to a plurality of vehicle transmission settings, wherein the orientations are visually distinguishable by the orientation of a visible pointer on the dynamic component with respect to respective visible markings, and a control unit configured to generate an electromotive force from the static component to the dynamic component, wherein the control unit can be operated in a first mode to control the electromotive force in such a way as tothat it causes the movement of the dynamic component into a predetermined orientation from the plurality of orientations corresponding to one from the plurality of motor vehicle transmission settings, which is activated by an autonomous driving system in response to a deviation of the dynamic component from the predetermined orientation from the plurality of orientations, and is operable in a second mode to control the electromotive force so that this effect results in positional stability and provides a virtual tactile locking feedback for a human user, which corresponds to at least one from a plurality of orientations in response to a manual positioning of the dynamic component by the human user into at least one orientation from the plurality of orientations.

[0015] In addition to one or more of the features described herein, the control unit designed to generate the electromotive force may include a first force module that provides a primary force signal and a second force module that generates a virtual dynamic force signal, wherein the electromotive force is generated based on the primary force signal and the virtual dynamic force signal.

[0016] In addition to one or more of the features described herein, the first force module generating the primary force signal may comprise a plurality of force signal profiles that are selectively used to generate the primary force signal.

[0017] In addition to one or more of the features described herein, the plurality of force signal profiles may contain at least one respective force signal profile that provides the primary force signal in the first mode in response to the deviation of the dynamic component from the predetermined orientation from the plurality of orientations.

[0018] In addition to one or more of the features described herein, the plurality of force signal profiles may contain at least one respective force signal profile that generates the primary force signal in the second mode in response to the manual positioning of the dynamic component by the human user into at least one orientation from the plurality of orientations.

[0019] In addition to one or more of the features described herein, the second force module designed to generate the virtual dynamic force signal may include an additional mass viscous damping force module that generates an additional mass viscous damping force signal and a virtual reaction force module that generates a virtual reaction force signal, wherein the virtual dynamic force signal is generated based on the additional mass viscous damping force signal and the virtual reaction force signal.

[0020] In addition to one or more of the features described herein, the control unit designed to generate the electromotive force may further include a third force module that provides a haptic force signal in response to the manual positioning of the dynamic component by the human user, with the electromotive force still being generated based on the haptic force signal.

[0021] In yet another embodiment, a bidirectional human-machine interface can comprise a rotating electric motor with a static component fixed to a carrier in a vehicle and with a dynamic component rotatable with respect to the carrier, a plurality of orientations of the dynamic component to the static component corresponding to a plurality of vehicle transmission settings, wherein the orientations are visually distinguishable by the orientation of a visible pointer on the dynamic component with respect to visible markings on the carrier, and a control unit configured to generate an electromotive force from the static component to the dynamic component, wherein the control unit is operable in a first mode to control the electromotive force in such a way thatthat it moves the dynamic component to the predetermined orientation from the plurality of orientations according to the one from the plurality of vehicle transmission settings, which is activated by an autonomous driving system in response to a deviation of the dynamic component from the predetermined orientation from the plurality of orientations, and is operable in a second mode to effectively control the electromechanical force such that it effects positional stability and a virtual locking feedback signal to a human user according to at least one from the plurality of orientations in response to manual positioning of the dynamic component by the human user into at least one orientation from the plurality of orientations. The control unit may have a first force module comprising a plurality of selectively recallable force signal profiles and providing a primary force signal.wherein the plurality of selectively callable force signal profiles includes at least one force signal profile that provides the primary force signal in the first mode in response to the deviation of the dynamic component from the predetermined orientation from the plurality of orientations, and at least one force signal profile that provides the primary force signal in the second mode in response to the manual positioning of the dynamic component by the human user into the at least one orientation from the plurality of orientations, and having a second force module that provides a virtual dynamic force signal, wherein the second force module may include an additional mass viscous damping force module that provides an additional mass viscous damping force signal, and a virtual reaction force module that provides a virtual reaction force signal.wherein the virtual dynamic force signal is generated based on the additional mass viscous damping force signal and the virtual reaction force signal, and have a third force module that generates a haptic force signal in response to the manual positioning of the dynamic component by the human user, wherein the electromotive force is generated from the static component to the dynamic component based on the primary force signal, the virtual dynamic force signal and the haptic force signal.

[0022] The features and advantages described above, and other features and advantages of the disclosure, will be easy to understand when it is reviewed together with the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] Other features, advantages and details are exemplified in the following detailed description, which refers to the drawings in which: Fig. 1A is a schematic illustration of a top view of a human-machine interface according to the present invention, Fig. 1B is a schematic cross-sectional representation of a human-machine interface according to the present invention, Fig. 2 a schematic illustration of a human-machine interface according to the present invention and Fig. 3 is an exemplary control scheme of a human-machine interface according to the present invention. DETAILED DESCRIPTION

[0024] The following description is merely exemplary and is not intended to limit the present disclosure, its application, and use. In the drawings, corresponding reference numerals consistently denote identical or corresponding parts and features.

[0025] Embodiments of the present invention can be described herein with reference to functional and / or logical block components and various process steps. It should be acknowledged that such block components can be implemented by any number of hardware, software, and / or firmware components configured to perform the specified functions. For example, an embodiment of the present invention may employ various integrated circuit components (e.g., memory elements, digital signal processor elements, logic elements, look-up tables, or the like) that can perform different functions under the control of one or more microprocessors or other control units.

[0026] In the terminology used herein, an electronic control unit (ECU), control module, module, controller, control unit, electronic control unit, processor, and similar terms may refer to any type of hardware, software, firmware, electronic control component, processing logic, and / or processing device, either individually or in any combination. In various embodiments, a control module may be one of, or a combination of, one or more application-specific integrated circuits (ASICs), electronic circuits, central processing units (preferably microprocessors), and associated memory (read-only memory (ROM), random access memory (RAM), electrically programmable read-only memory (EPROM), a hard disk, etc.).) or microcontrollers executing one or more software or firmware programs or routines, combinational logic circuits, input / output (I / O) circuits and units, suitable signal conditioning and buffering arrangements, high-speed clock circuits, analog-to-digital (A / D) and digital-to-analog (D / A) circuits, and other components to provide the described functionality. A control module may include various communication interfaces, including point-to-point or discrete lines and wired or wireless interfaces to networks, including wide area networks, local area networks, internal networking, and service-related networks, including over-the-air (OTA) software updates.The functions of a control module as described in this disclosure can be performed in a decentralized control architecture by multiple network-connected control modules. Software, firmware, programs, instructions, routines, code, algorithms, and similar terms mean any set of instructions executable by controllers, including calibrations, data structures, and lookup tables. A control module may have a set of control routines that are executed to implement the described functions. Routines are executed, as if by a central processing unit, and can be operated to monitor inputs from sensor devices and other network-connected control modules, and to execute control and diagnostic routines to manage the operation of actuators. Routines can be executed at regular intervals during the continuous operation of the engine and vehicle.Alternatively, routines can be executed in response to the occurrence of an event, through program calls, or, if necessary, via inputs or requests through a user interface.

[0027] It is possible that conventional techniques relating to signal processing, data transmission, signal transfer, control, machine learning models, and other functional aspects of the system (and the individual operating components of the system) are not described in detail herein. Furthermore, the connecting lines shown in the various figures are intended to represent exemplary functional relationships and / or physical couplings between the various elements. It should be noted that many alternative or additional functional relationships or physical connections may exist in an embodiment of the present invention.

[0028] A bidirectional human-machine interface (HMI) is disclosed in an embodiment relating to a vehicle and is hereinafter referred to as HMI. For the purposes of this definition, a vehicle is any device for transportation, including the following non-limiting examples: motorcycles, automobiles, trucks, buses, excavators, earthmoving machines, construction and agricultural machinery, rail vehicles such as trains and trams, aircraft, and watercraft such as ships and boats. An exemplary vehicle may include an automobile comprising a body, a chassis, and wheels, each of which is rotatably connected to the chassis near a respective corner of the body. The vehicle may be a four-wheeled vehicle, but the number of wheels may vary in other embodiments. The vehicle may be autonomous or semi-autonomous.The vehicle may include an electrical system and a drive system, which may comprise generally known vehicle systems for vehicle operation, such as a propulsion system, a transmission system, a steering system, and a braking system, and generates or receives various signals, including vehicle speed, vehicle direction, brake pedal actuations, and, among other things, autonomous operating commands. In various embodiments, the electrical system and the drive system may be operationally connected to onboard components and systems via a communication bus. Signals may be provided via a vehicle bus and made available for use by various control and diagnostic devices. The propulsion system may generate propulsive torque through an internal combustion engine, an electric motor, or a combination thereof.However, this should be understood to mean that such an embodiment is exemplary and not limiting, and that a bidirectional human-machine interface can find applications in other vehicles as well as in other fields of application.

[0029] Fig. Figure 1A schematically illustrates a top view of an embodiment of an MMS 100, and Fig. Figure 1B schematically illustrates the MMS 100 in cross-section along line AA in Fig. 1A. The MMS 100 may comprise an electric motor 101 (motor 101) comprising a static component 103 and a dynamic component 105. In the illustrated embodiment, the motor 101 is a rotary motor 102 with an inner stator 104, wherein the static component 103 may comprise the stator 104 and the dynamic component 105 may comprise an outer rotor 106. In an alternative embodiment, the motor 101 may be a linear motor. The motor 101 may be of any suitable type, including brushless permanent magnet motors and switched reluctance motors. In one embodiment, the MMS 100 may include a printed circuit board (PCB) 107 fixedly attached to the stator 104. The PCB 107 may also carry circuit components for electrical power distribution, control, and measurement acquisition with respect to the motor 102, as further described herein.The PCB 107 can be fixedly attached to the carrier 109, thus fixing the stator 104 relative to the carrier 109. In one embodiment, the carrier 109 can be a center console of a vehicle, and the MMS 100 can be located in front of an armrest and be fully visible to the driver. In another embodiment, the carrier 109 can be a vehicle dashboard or any other suitably fixed component within a vehicle that is directly accessible and visible to the driver. The MMS 100 can include a visible pointer 113, such as a line, dot, arrow, letter, number, symbol, or other character, that moves with the rotor 106. Such a pointer belonging to the rotor 106 can be referred to as a rotor pointer.The MMS 100 can further comprise a plurality of visible markings 115, such as lines, dots, arrows, letters, numbers, symbols, or other markings, which are fixed in position with respect to the carrier 109 and the stator 104. Such markings associated with the carrier 109 can be referred to as carrier markings. In the present illustrated embodiment, the visible markings 115 comprise the letters P, R, N, and D, which represent the vehicle drive transmission states Park, Reverse, Neutral, and Forward. The markings can also include the letter M flanked by minus (-) and plus (+) signs, which represent a manual vehicle drive transmission state that allows manual upshifting and downshifting of gears. The alignment of the pointer 113 with one of the markings 115 can represent a current state of the vehicle drive transmission.During operation, the rotor 106 can be manually adjusted and positioned to select vehicle drive unit transmission states by selectively aligning the pointer 113 with one of the markings 115. During operation, the rotor can also be electromechanically adjusted and positioned to predefine the vehicle drive unit transmission states by aligning the pointer 113 with the markings 115.

[0030] Fig. Figure 2 schematically illustrates the MMS 100 comprising the motor 102. The motor 102 has the stator 104, which is operationally coupled to the rotor 106. A human user 121 can interact with the MMS 100 by manually adjusting the rotor 106 and by visually observing an automatic electromechanical adjustment of the rotor 106. A controller 130 can be connected via a bus 131 or via discrete communication lines for signal transmission of vehicle information signals. For example, the controller circuits (controllers) 130 can receive information signals relating to vehicle dynamics (e.g., speed and direction), brake and accelerator pedal positions, vehicle mode (e.g., on / off, manual / autonomous, etc.), and other vehicle-related information.The motor 102 can include associated power switching electronics, such as transistor driver circuits (drivers) 133, which supply electrical power to the stator in the form of direct current (DC), as further described herein. The motor 102 can also be controlled by rotor angle position signals (θ). MThe driver 133 and the rotation sensor 135 are schematically shown as parts of the motor 102; however, the driver 133 and the rotation sensor 135 can also be integrated as parts of the controller 130. In one embodiment, the controller 130, the rotation sensor 135, and the driver 133 can be integrated and share the mounting structure of the printed circuit board PCB 107 with the stator 104, as described herein. The driver 133 can receive electrical power from a DC voltage source V+ (e.g., a low-voltage auxiliary power supply of the vehicle) and control one or more phase windings of the stator 104 according to the rotor angle position signal (θ). M ) and a motor torque signal T M to supply power from the controller 130, as further described herein.

[0031] With reference to Fig. 3 is an exemplary control system 300 for the MMS 100, as used in conjunction with Fig. 1A, Fig. 1B described herein is represented as a block diagram of relationships and data flows between functional modules. The control system may be implemented in one or more processors, as further described herein. In one embodiment, the control system 300 may be implemented in a computer program (or “application”) that runs on a computer-readable medium and contains instructions that can be used by one or more processors of one or more computers of one or more systems. The computer program may contain one or more software programs containing program instructions in source code, object code, executable code, or other formats; one or more firmware programs or hardware description language (HDL) files; and other program-related data. The data may include data structures, libraries, lookup tables, or data in any other suitable format.The program instructions can contain program modules, routines, programs, objects, components, or the like. The computer program can be executed on one computer or on multiple computers that are communicating with each other. In one embodiment, the program executes the following commands: Fig. The two controllers shown, 130, demonstrate the functions of the modules described herein.

[0032] Fig. Figure 3 schematically shows the motor 102 (in the center of the figure), which, as previously described, comprises the rotor 104, the driver 133 and the rotation sensor 135, which provides the rotor angle position signal (θ). M ) which is used in the control system 300. The control system 300 supplies the driver 133 of the motor 102 with a motor torque signal (T). M ) and the rotor angle position signal (θ M ), which are used by the driver to transmit an electromotive force from the stator 104 to the rotor 106 ( Fig.2) to generate. As previously described, the rotor 106 can be electromechanically actuated and positioned to specify drive transmission states. Such operation can correspond to a first operating mode in which the various vehicle operating tasks can be carried out under the automated control of an autonomous driving system. For example, the control of the vehicle by the human user 121 can be transferred to an autonomous driving system to perform the tasks associated with reverse parking, which may include moving forward alongside an adjacent vehicle, reversing and steering, additional repeated forward and reverse movements with steering, and finally reaching the parking state. The rotor 106 can also be manually actuated and positioned to select drive transmission states of the vehicle.Such an operation can correspond to a second mode of operation in which various operational tasks, at least with regard to the selection of the vehicle's drive transmission states, remain under the control of the human user 121. Therefore, the first mode and the second mode can be mutually exclusive and, for the present purposes, can be determined at least on the basis of whether the vehicle is in a manual mode or an autonomous mode, which can be conveyed by information signals, including signals from, for example, an autonomous driving system via the bus 131.

[0033] In one embodiment, a primary force module 301 selectively determines a primary force signal 313A in the first and second operating modes. The primary force module 301 can have a plurality of selectively callable force signal profiles 301A-301D, each representing a corresponding mapping of force signals for motor control. The force signal profiles 301A-301D can, for example, be implemented in one-dimensional lookup tables based on a rotor angle metric. In the case of the first operating mode (e.g., autonomous operation), force signal profile 301A can provide the primary force signal. In the case of a second operating mode (e.g., manual operation), force signal profiles 301B-301D can selectively provide the primary force signal.

[0034] In one embodiment, the control system 300, in the first mode of operation, can control the electromotive force of the motor 102 to move the rotor 106 in order to align the rotor pointer with a carrier mark. In the example of an autonomous reverse parking maneuver, the human user 121 would observe the movement of the rotor 106 and the alignment of the rotor pointer with the carrier mark corresponding to the currently activated drive mode of the vehicle. The human user would therefore see the pointer orientation on the carrier 109 change from D to R when the autonomous reverse parking maneuver changes the drive mode of the vehicle from forward to reverse. At the end of the autonomous reverse parking maneuver, the human user would observe movement of the rotor 106 that brings the pointer into alignment with P on the carrier 109 when the drive mode has transitioned to park.Each of the carrier markings corresponds to a drive transmission state of the vehicle and a unique rotor angle. Therefore, the rotor angle setting (θ) can be set to the control system 300 at node 320. S ) are supplied and the difference or deviation (Δ) from the specified rotor angle position signal (θ) M ). The deviation (Δ) is then used to reference the force signal profile 301A that the primary force signal 313A provides in the first mode.

[0035] In one embodiment, the control system 300, in its second operating mode, can control the electromotive force of the motor 102 to provide the human user 121 with positional stability and virtual tactile feedback when the rotor is manually moved to and across the various pointer orientations P, R, N, D, and M on the carrier 109, which correspond to the vehicle's drive transmission states of park, reverse, neutral, forward, and manual. Therefore, the human user 121 can perceive virtual detents at the existing pointer orientations through the tactile feedback from the rotor 106 according to the operational force signal profile. The human user would thus perceive the rotor's attraction to and stability in the various existing pointer orientations.Similarly, the user may perceive increased resistance and a counteracting force when attempting to manually move the rotor from the available pointer orientations. Upon manually achieving a pointer orientation, the user is reassured by the detent feedback that the pointer orientation is stable and that the rotor can be released. It should be noted again that each of the carrier markings corresponds to a drive-gear state of the vehicle and a unique rotor angle. In the second operating mode, several rotor angles correspond to the available pointer orientations and drive-gear states of the vehicle. Therefore, the rotor 106 can be manually moved to one of the multiple stable pointer orientations. Thus, the rotor angle position signal (θ) can be... M) are sent to the control system 300 and are used to reference the force signal profiles 301B-301D, which selectively generate the primary force signal 313A in the second mode.

[0036] In one embodiment, the control system 300 can include a decision block 311 that decides which of the multiple force signal profiles 301A-301D provides the primary force signal 313A. As previously explained, the bus 131 can provide various information signals regarding vehicle dynamics (e.g., speed and direction), brake and accelerator pedal positions, vehicle operating states (e.g., on / off, manual / autonomous, etc.), and other vehicle-related information signals. Such bus data can be made available to the decision block 311. Furthermore, the rotor angle position signal (θ) can be provided. M) is made available to the decision block. Therefore, decision block 311 can select the force signal profile 301A-301D to be used for determining the primary force signal 313A. For example, an active autonomous driving mode reported by an autonomous driving system via bus 131 can itself determine the use of force signal profile 301A, depending on the deviation (Δ) of the rotor angle position signal (θ). M ) from the rotor angle setting (θ S ), to determine the primary force signal 313A. If no active autonomous driving mode is present, a manual driving mode is assumed, and additional considerations and decisions may be required to select the force signal profile 301B-301D to be used for determining the primary force signal 313A. For example, the vehicle may be powered on or ready to drive, and the rotor angle position signal (θ) may be M) is in the park position and the vehicle speed is 0. However, an electronic brake system interlock can prevent the selection of any force signal profile 301B-301D until the brake pedal is depressed. Instead, force signal profile 301A or a similar profile can generate the primary force signal 313A to effectively resist any movement of the rotor 106 out of the park position and to return the rotor 106 to the park position if it has been moved. Furthermore, a haptic force module 315 can provide haptic feedback to the human user 121 by adding a haptic force signal 313D to the primary force signal 313A at node 321, which transmits a rapid sequence of back-and-forth vibrating rotational movements, a jolt, or other tactile feedback as a corrective to the human user 121 if they continue these impermissible attempts to move the rotor 106.The output from node 321 is the primary force signal 313B, which is fed to node 327. Assuming the brakes are applied, decision block 311 can select force signal profile 301B, which allows manual positioning of rotor 106 to the pointer directions Park, Reverse, Neutral, or Forward (PRND). However, once the vehicle speed is no longer 0 and the direction of travel is forward, decision block 311 can select force signal profile 301C to provide the primary force signal 313A. This prevents access to the pointer directions Park and Reverse and effectively resists manual movement of rotor 106 from the neutral pointer position to the Reverse and Park pointer positions, returning rotor 106 to the neutral pointer position if it has been moved.Again, the haptic force module 315 can provide haptic feedback in the haptic force signal 313D to the human user 121 as a corrective measure if impermissible attempts to move the rotor 106 continue. The decision block 311 can further evaluate this and similar relevant information signals, such as the current gear speed ratio, the gear temperature, user preferences, and other factors, when selecting a suitable force signal profile, including force signal profile 301D, which provides stable positioning at the manual pointer orientation and flanking tactile detents on both sides thereof to indicate upshifting and downshifting of the gear speed ratio in a manual shift mode. Further force signal profiles are obvious to those skilled in the art, with the exemplary force signal profiles 301A-301D being disclosed here only as non-limiting examples.

[0037] In one embodiment, a high-resolution force module 305 can supply a repeating, high-resolution force signal 313E to node 327 to provide the user with finely graduated tactile feedback from (anglewise) closely spaced detent notches with a low amplitude relative to the amplitude of the primary force signal. The high-resolution force module 305 can transmit the rotor angle position signal (θ) M ) as the dividend in a modulo function 305A. In one example, shallow detent notches distributed over one revolution every 5° of rotation can be achieved by dividing the rotor angle position signal (θ). M) by 72 in the modulo function 305A, where the modulo output (i.e., the remainder) can reference a high-resolution force signal profile 305B (e.g., a look-up table). The high-resolution force signal profile 305B is therefore a periodic function that repeats itself every 5° of a rotation to deliver the high-resolution force signal 313E to node 327, where it is subtracted from the primary force signal 313B.

[0038] In one embodiment, a dynamic force module 303 can generate a virtual dynamic force signal 317 to simulate a desired feel and response of the rotor 106 of the motor 102 for the human user 121. In one embodiment, the dynamic force module 303 can comprise a virtual damping force module 303A, a virtual reaction force module 303B, an additional mass module 303, and an additional mass viscous damping force module 303D. The virtual dynamic force signal 317 from the dynamic force module 303 can originate from the node 323, which adds a virtual damping force signal 330 from the virtual damping force module 303A to a virtual reaction force signal 331 from the virtual reaction force module 303B.The additional mass module 303C can simulate a system mass and inertial properties corresponding to a moment of inertia (J), and the additional mass viscous damping module 303D can simulate system damping characteristics. The virtual reaction force signal 331 is required as an inertial input to node 312 in the additional mass module 303C and as tactile feedback to the human user 121 through node 323 as part of the virtual dynamic force signal 317. To capture this reaction force, a stiffly modeled spring with a spring coefficient (K) in coefficient block 310 is introduced, acting on the additional inertia of the additional mass module 303C. Whenever the angular position between the rotor angle position signal (θ) M) and an additional mass angular position signal (θ) at node 308 differ, the modeled spring is twisted and the difference (at node 308) that then develops (across the modeled spring) is proportional to a torque (i.e. a virtual reaction force signal 331).

[0039] In one embodiment, the virtual damping force module 303A can provide the rotor angle position signal (θ). M ) at differential block 302 to measure the rotor angular velocity (ω M) and feed it to node 304, which subtracts an additional mass angular velocity (ω) from the additional mass modulus 303C. The output from node 304 is then subjected to a damping coefficient (β) in coefficient block 306 to provide the virtual damping force signal 330 at node 323. The virtual damping force signal 330 dampens resonance between the virtual reaction force modulus 303B and the additional mass modulus 303C, but does not contribute to the sensation perceptible to the human user 121 at rotor 106. The damping is driven by the difference in angular velocity, as determined by the difference between the rotor angular velocity (ω) and the additional mass modulus 303C. M ) and the additional mass angular velocity (ω) from node 304.

[0040] In one embodiment, the virtual reaction force module 303B can provide the rotor angle position signal (θ). M) is received at node 308, where an additional mass angular position signal (θ) is subtracted from the additional mass modulus 303C. The output of node 308 is subjected to a spring coefficient (K) in coefficient block 310 to form the virtual reaction force signal 331 and feed it to nodes 312 and 323.

[0041] In one embodiment, the virtual reaction force signal 331 is fed from the virtual reaction force module 303B to node 312. Node 312 subtracts an additional mass viscous damping force 314 from the virtual reaction force signal 331 for input into the additional mass module 303C. The additional mass viscous damping module 303D provides the additional mass viscous damping force 314 by subjecting the additional mass angular velocity (ω) in the coefficient block 316 to a damping coefficient (β). The damping force 314 is what the human user 121 feels through the modeled spring in the virtual reaction force module 303B and provides the human user 121 with the desired sensation and response of the system.Node 312 therefore provides an input force for the additional mass modulus 303C, which is subjected to an inertial moment inversion block 322 to provide an additional mass acceleration 328. The additional mass acceleration 328 is integrated in integration block 324 to provide the additional mass angular velocity (ω). The additional mass angular velocity (ω) is integrated in integration block 326 to provide the additional mass angular position signal (θ).

[0042] Alternative system models and simulations for obtaining a virtual dynamic force signal 217 are obvious to experts. The details of the dynamic force module 303, as described herein, provide a non-limiting example.

[0043] The virtual dynamic force signal 317 can be subtracted from the primary force signal 313C to connect the driver 131 of the motor 102 with the motor torque signal T. M to supply. Therefore, the electromotive force of the motor 102 can be generated based on the primary force signal 313A and one or more of the virtual dynamic force signal 317, the haptic force signal 313D and the high-resolution force signal 313A.

[0044] The terms used herein serve only to describe specific embodiments and are not intended to be restrictive. The word "a" does not imply any limitation of quantity but denotes the presence of at least one of the items in question. The word "or" means "and / or" unless otherwise indicated by the context. Reference throughout the application to "an aspect" means that a particular element (for example, a feature, structure, step, or characteristic) described in connection with that aspect is contained in that aspect described herein and may or may not be present in other aspects. Furthermore, it should be understood that the described elements may be combined in any suitable manner across the various aspects.

[0045] All numerical values ​​mentioned herein are preceded by the word "approximately," whether expressly stated or not. For the purposes of this disclosure, ranges may be expressed as extending from "approximately" one particular value to "approximately" another particular value. The expression "approximately" generally refers to an interval of numerical values ​​that those skilled in the art would consider equivalent to the listed numerical value, that produce the same function or result, or that are within manufacturing tolerances of the listed numerical value. Similarly, numerical values ​​given herein are provided as non-limiting examples and may be nominal values, it being understood that actual values ​​may differ from the nominal values ​​depending on the environment, design and manufacturing tolerances, age, or other factors.

[0046] When an element, such as a layer, a film, a region, or a substrate, is described as being "on" another element, it may be located directly on top of the other element, or there may be intervening elements. In contrast, when an element is described as being "directly on" another element, there is no intervening element. If no description of "direct" is given, when a relationship between first and second elements is described in the disclosure given above, this relationship may be a direct relationship in which there are no intervening elements between the first and second elements, or it may be an indirect relationship in which one or more intervening elements (either spatial or functional) are present between the first and second elements.

[0047] One or more steps within a process can be performed in a different order (or simultaneously) without altering the principles of the present disclosure. Although each embodiment is described with certain features, each or more of these described features can be implemented in and / or combined with features of any other embodiment in any embodiment of the invention, even if this combination is not expressly described. In other words, the described embodiments are not exclusive to one another, and permutations of one or more embodiments remain within the scope of the invention.

[0048] Unless otherwise defined, technical and scientific terms used herein have the same meaning as they are normally understood by experts in the field to which the present disclosure belongs.

[0049] Unless otherwise specified herein, all test standards are the most recent standards that were in effect on the filing date of this application or, if priority is claimed, those that were in effect on the filing date of the earliest priority application when the test standard appeared.

[0050] Insofar as the present disclosure has been described with reference to exemplary embodiments, it is understood by those skilled in the art that various modifications can be made and equivalents can be used for elements thereof without deviating from the scope of the disclosure. Furthermore, many modifications can be made to adapt a particular situation or material to the teachings of the present disclosure without deviating from the essential scope of the disclosure. Therefore, it is intended that the present disclosure is not limited to the specific embodiments described, but encompasses all embodiments that fall within the scope of the invention.

Claims

[1] Bidirectional human-machine interface which features: an electric motor with a static component that is fixedly connected to a support, and with a dynamic component that is movable relative to the support, a plurality of orientations of the dynamic component to the static component, wherein the orientations are visually distinguishable by the orientation of a visible pointer on the dynamic component relative to respective visible markings on the support, and A control unit configured to generate an electromotive force from the static component to the dynamic component, wherein the control unit is operable in a first mode to control the electromotive force such that it causes the dynamic component to move towards the predetermined orientation from the plurality of orientations in response to a deviation of the dynamic component from a predetermined orientation from the plurality of orientations, and is operable in a second mode to control the electromotive force such that it provides positional stability and a virtual tactile locking feedback to a human user, corresponding to at least one of the plurality of orientations in response to a manual positioning of the dynamic component by the human user into at least one of the plurality of orientations. [2] Bidirectional human-machine interface according to claim 1, wherein the electric motor comprises a rotating electric motor. [3] Bidirectional human-machine interface according to claim 1, wherein the electric motor comprises an electric linear motor. [4] Bidirectional human-machine interface according to claim 1, wherein the plurality of orientations corresponds to a plurality of settings of a motor vehicle transmission and the predetermined orientation from the plurality of orientations corresponds to a setting from the plurality of settings of the motor vehicle transmission activated by an autonomous driving system. [5] Bidirectional human-machine interface according to claim 1, wherein the control unit designed to provide the electromotive force has a primary force module which provides a primary force signal, wherein the electromotive force is provided based on the primary force signal. [6] Bidirectional human-machine interface according to claim 5, wherein the primary force module providing the primary force signal contains a plurality of force signal profiles which are selectively used to generate the primary force signal. [7] Bidirectional human-machine interface according to claim 6, wherein the plurality of force signal profiles includes at least one respective force signal profile that generates the primary force signal in the first mode in response to the deviation of the dynamic component from the predetermined orientation from the plurality of orientations. [8] Bidirectional human-machine interface according to claim 6, wherein the plurality of force signal profiles includes at least one respective force signal profile which, in the second mode, in response to the manual positioning of the dynamic component by the human user in at least one orientation from the plurality of orientations, generates the primary force signal. [9] Bidirectional human-machine interface according to claim 5, wherein the control unit designed to provide the electromotive force further includes a dynamic force module that generates a virtual dynamic force signal, and wherein the electromotive force is further generated based on the virtual dynamic force signal. [10] Bidirectional human-machine interface according to claim 9, wherein the dynamic force module generating the virtual dynamic force signal comprises an additional mass viscous damping force module generating an additional mass viscous damping force signal and a virtual reaction force module, wherein the virtual dynamic force signal is generated based on the additional mass viscous damping force signal and the virtual reaction force signal. [11] Bidirectional human-machine interface according to claim 5, wherein the control unit designed to generate the electromotive force further includes a haptic force module which generates a haptic force signal in response to the manual positioning of the dynamic component by the human user, and wherein the electromotive force is further generated based on the haptic force signal. [12] Bidirectional human-machine interface according to claim 5, wherein the control unit designed to generate the electromotive force further includes a high-resolution force module that generates a high-resolution force signal in response to the manual positioning of the dynamic component by the human user, wherein the electromotive force is further generated based on the high-resolution force signal. [13] Bidirectional human-machine interface which features: a rotating electric motor which has a static component fixed to a support in a vehicle and a dynamic component which is rotatable in relation to the support, a plurality of orientations of the dynamic component to the static component corresponding to a plurality of settings of a motor vehicle transmission, wherein the orientations are visually distinguishable by the orientation of a visible pointer on the dynamic component in relation to visible markings on the carrier, and a control unit designed to generate an electromotive force from the static component to the dynamic component, wherein the control unit is operable in a first mode to control the electromotive force such that it causes the movement of the dynamic component into a predetermined orientation from the plurality of orientations corresponding to one from the plurality of motor vehicle transmission settings, which is caused by an autonomous driving system in response to a deviation of the dynamic component from the predetermined orientation from the plurality of orientations, and is operable in a second mode to control the electromotive force so that it causes positional stability and provides virtual tactile locking feedback to a human user.which corresponds to at least one of a plurality of orientations in response to manual positioning of the dynamic component by the human user into at least one orientation from the plurality of orientations. [14] Bidirectional human-machine interface according to claim 13, wherein the control unit designed to provide the electromotive force comprises a first force module that provides a primary force signal and a second force module that generates a virtual dynamic force signal, wherein the electromotive force is generated based on the primary force signal and the virtual dynamic force signal. [15] Bidirectional human-machine interface according to claim 14, wherein the first force module generating the primary force signal comprises a plurality of force signal profiles which are selectively used to generate the primary force signal. [16] Bidirectional human-machine interface according to claim 15, wherein the plurality of force signal profiles includes at least one respective force signal profile which, in the first mode, in response to the deviation of the dynamic component from the predetermined one, provides the primary force signal from the plurality of orientations. [17] Bidirectional human-machine interface according to claim 15, wherein the plurality of force signal profiles includes at least one respective force signal profile which, in the second mode, in response to the manual positioning of the dynamic component by the human user into the at least one orientation from the plurality of orientations, generates the primary force signal. [18] Bidirectional human-machine interface according to claim 14, wherein the second force module configured to generate the virtual dynamic force signal comprises an additional mass viscous damping force module generating an additional mass viscous damping force signal and a virtual reaction force module generating a virtual reaction force signal, wherein the virtual dynamic force signal is generated based on the additional mass viscous damping force signal and the virtual reaction force signal. [19] Bidirectional human-machine interface according to claim 14, wherein the control unit designed to generate the electromotive force further comprises a third force module which provides a haptic force signal in response to the manual positioning of the dynamic component by the human user, wherein the electromotive force is further generated based on the haptic force signal. [20] Bidirectional human-machine interface which features: a rotating electric motor with a static component that is fixed to a support in a vehicle, and with a dynamic component that is rotatable with respect to the support, a plurality of orientations of the dynamic component to the static component corresponding to a plurality of motor vehicle transmission settings, wherein the orientations are visually distinguishable by the orientation of a visible pointer on the dynamic component in relation to visible markings on the carrier and a control unit configured to generate an electromotive force from the static component to the dynamic component, wherein the control unit is operable in a first mode to control the electromotive force, that it moves the dynamic component to the predetermined orientation from the plurality of orientations according to the one from the plurality of motor vehicle transmission settings, which is activated by an autonomous driving system in response to a deviation of the dynamic component from the predetermined orientation from the plurality of orientations, and is operable in a second module to effectively control the electromotive force in such a way as to effect positional stability and a virtual locking feedback signal to a human user according to the at least one from the plurality of orientations in response to a manual positioning of the dynamic component by the human user into the at least one orientation from the plurality of orientations, wherein the control unit comprises: a first force module comprising a plurality of selectively recallable force signal profiles and providing a primary force signal, wherein the plurality of selectively recallable force signal profiles includes at least one respective force signal profile which, in the first mode, provides the primary force signal in response to the deviation of the dynamic component from the predetermined orientation from the plurality of orientations, and includes at least one respective force signal profile which, in the second mode, provides the primary force signal in response to the manual positioning of the dynamic component by the human user into the at least one orientation from the plurality of orientations. a second force module that provides a virtual dynamic force signal, wherein the second force module comprises an additional-mass viscous damping force module that provides an additional-mass viscous damping force signal, and a virtual reaction force module that provides a virtual reaction force signal, wherein the virtual dynamic force signal is generated based on the additional-mass viscous damping force signal and the virtual reaction force signal, and a third force module that generates a haptic force signal in response to the manual positioning of the dynamic component by the human user, where the electromotive force is provided from the static component to the dynamic component based on the primary force signal, the virtual dynamic force signal, and the haptic force signal.

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