CONTROL SYSTEM FOR A VEHICLE

Description

Technical field

[0001] The invention relates to a control system which has no mechanical connection between the input unit and the wheels, a so-called « drive-by-wire » System. In particular, the invention relates to a control system with an active and dynamic force feedback element. State of the art

[0002] Various approaches are known from the prior art in which control commands are transmitted to the vehicle using alternative input elements, without requiring the driver to directly operate conventional vehicle control elements, such as the steering wheel, brake pedal, and / or accelerator pedal. For example, a steering command can be input using a joystick instead of the steering wheel, or a braking and / or acceleration command can be input using a manually operated input element instead of a foot pedal.

[0003] It is also known from the prior art that feedback systems, so-called force feedback systems, can be used to transmit driving dynamics-relevant information, for example, regarding steering force or braking point, back to the driver. The feedback is usually generated mechanically via spring / damper systems or hydraulically. This has the disadvantage that the feedback cannot be configured dynamically. Such systems cannot, for example, generate speed-dependent, position-dependent, and / or force-dependent feedback. Furthermore, customizing the feedback system requires a physical modification of the input module, which is complex in practice.

[0004] EP2214945 B1 describes a vehicle for people with disabilities equipped with a steering and braking input module, with various adapted input units that can be interchangeably attached to the module. For this purpose, a mechanical interface is provided between the input unit and the feedback unit, allowing input units to be exchanged according to the user's wishes. While this allows for simple and rapid adaptation of the control system to users with different physical disabilities and needs, the mechanical interface between the input unit and the feedback unit presents disadvantages in terms of space requirements and aesthetics.

[0005] US2018312193 A1 describes a control module with an input element that has a sensor for determining the position of the input element, and with a redundant servo mechanism that provides feedback to the input element. In this invention, the sensor signals are transferred from a control module via an electrical interface to a separate control unit for calculating the feedback signal. The calculation of the feedback signal in the control unit thus takes place outside the control module.

[0006] US2004140145 A1 describes a vehicle driver control input assembly comprising a seat with a steering wheel structure configured to transmit non-mechanical steering signals to a steer-by-wireSystem. The steering wheel structure is foldable for storage under the seat. A variety of selectable driver control input devices can be interchangeably connected to the vehicle to provide steering, braking, and / or acceleration signals to the vehicle as desired.

[0007] US5553684 A describes a remote-controlled system for operating the accelerator and brake pedals of a vehicle, translating a limited physical input into the desired vehicle acceleration and braking. Optionally, a control element, such as a joystick or lever, is connected to a feedback mechanism that allows the driver to adjust the resistance felt when moving the lever. The feedback is based on a passive mechanical spring with hydraulic oil dampers. This passive feedback cannot be adjusted to driving dynamics, such as the current vehicle speed.

[0008] DE19912169 A1 describes a system with an electronically controlled steering control device on the steering gear or on both steered front wheels, a steering wheel sensor that detects the driver's steering input, and a feedback actuator unit that transmits road feedback to the driver via the steering wheel. The driver's steering input is adjusted according to the driving dynamics parameters. The feedback actuator contains a steering wheel control device that is coupled to the steering wheel via a gear and a steering wheel controller. The system does not provide any input devices. Steering is still performed using a conventional steering wheel, and the feedback actuator is housed in the steering column.

[0009] US2005274563 A1 describes a joystick-controlled driving system, where acceleration and braking functions are controlled by the driver using the joystick, while the steering function is still performed using the vehicle's steering wheel. Two independent actuators mechanically operate the pedals. The brake is redundant.

[0010] US4627522 A describes a manual override mechanism for a vehicle engine throttle and brake with a hand-operated input lever. Acceleration is achieved via a cable pull, and braking is achieved via a linkage. The system has no feedback mechanism.

[0011] EP1595766 describes a device for actuating the steering in motor vehicles. The device comprises a mechanical unit for actuating the steering system, a gear coupling between the mechanical unit and a positioning wheel, an operating element, a position transducer, and a control unit for receiving steering signals. The device is intended exclusively for operating the steering. Other functions, such as braking and / or acceleration, cannot be actuated using this device.

[0012] The present invention aims to find a solution for a control system that is efficient and robust and overcomes the shortcomings of the prior art. Description of the invention

[0013] It is an object of the invention to provide a control system that is robust and reliable and can be easily adapted to the driver's preferences.

[0014] Preferably, the control system should be easy and reversible to install.

[0015] Furthermore, the control system should be equipped to transmit the driver's control request precisely and reliably to the steering, braking and / or acceleration.

[0016] Ideally, control-relevant information concerning the driver and / or vehicle should be able to be included in order to adapt the control system.

[0017] According to the invention, this object is achieved by the independent claims and their subclaims.

[0018] Specifically, this goal is achieved by an input module that can be retrofitted into a vehicle for controlling a vehicle, comprising a haptic input element, at least one sensor, an electronic circuit capable of determining a sensor signal, a force feedback element, and a housing with an electrical interface. The sensor, the electronic circuit, and the force feedback element are completely housed in the housing, and the input element is partially housed in the housing. The input module is thus an integrated unit.

[0019] The housing is preferably a single component. However, the housing can also comprise two or more components, provided that these components are attached to one another in such a way that they cannot be replaced by the user. In a housing comprising multiple components, the mechanical interfaces between the input element, the sensors, and the force feedback are embedded in the housing in such a way that they are inaccessible to the user. Various components of the housing can be attached so that they can move relative to one another, for example, they can be rotated. However, the individual components of the housing cannot be replaced or disassembled by the user.

[0020] The force feedback is calculated in at least one electronic circuit of the input module. The force feedback is adjusted dynamically. Thus, driving-specific parameters, such as the vehicle's speed, steering position, and / or brake pressure, are included in the force feedback calculation.

[0021] Furthermore, the input module is equipped in such a way that the force feedback is individually adapted to the user by means of the electronic circuit.

[0022] These user-specific adjustments allow the user's wishes or preferences, as well as specific physical characteristics, disabilities and / or abilities of the rider to be taken into account in the force feedback.

[0023] The customization is not based on physical modifications to the input module or force feedback, but is purely electronic. This means that the force feedback is adjusted based on user-specific software parameters.

[0024] Specific parameters of the force feedback element can therefore be set to meet these specific requirements.

[0025] Adjustment of the force feedback can be performed directly by the driver or a passenger, for example, by a driving instructor. For this purpose, a user interface, such as a touchscreen, should be provided to allow adjustment of the force feedback in the vehicle.

[0026] The input of the parameters can, for example, be transmitted from a display unit to the electronic circuit via a data bus.

[0027] It is also possible to pre-program specific force feedback settings into the electronic circuitry so that they can then be selected by the vehicle's user. For example, settings for different driving styles, so-called "presets," such as "low," "medium," and / or "strong" feedback, can be predefined.

[0028] The driver or passenger can therefore easily and simply adjust the force feedback setting by selecting the desired preset.

[0029] The force feedback in these different presets can be adjusted to achieve the best drivability for the driver in combination with the vehicle.

[0030] For example, the force feedback can be adjusted to increase the resistance to the movement of the input element. The force feedback can also be adjusted to decrease the resistance or to assist the movement of the input element. In the latter case, the responsiveness of the controlled control element to the driver's applied force is increased. Increased resistance, on the other hand, results in reduced responsiveness of the controlled control element.

[0031] The force feedback can be adjusted to adjust the function that defines the feedback force as a function of the position of the haptic element. For example, the feedback force can depend linearly on the position of the haptic element in a first mode and exponentially on the position of the haptic element in a second mode.

[0032] The force feedback can be adjusted to adjust the calculation function that defines the feedback force as a function of the vehicle's speed. For example, in a first mode, the feedback force may be highly dependent on speed, while in a second mode, it may be less dependent on speed.

[0033] It is also possible for the rider to further adjust or modify the preset settings. Specific force feedback parameters can be adjusted using a user interface, such as a touchscreen.

[0034] The force feedback can also be optionally adapted to a specific vehicle type or to vehicles from different manufacturers. This offers the advantage that individual vehicle characteristics are taken into account in the feedback calculation, thus making vehicle control safer and more user-friendly. Vehicle-specific adjustments allow the handling to be adapted to different vehicle types and / or vehicles from different manufacturers.

[0035] Furthermore, the objective is achieved by a modular control system comprising the above-mentioned input module, a data bus and a central distribution module capable of receiving signals via the data bus and outputting them to the data bus.

[0036] Preferably, the modular control system has a plurality of redundant electrical interfaces via which the elements of the control system and / or elements of the vehicle can input control-relevant signals to the data bus and / or receive them via the data bus.

[0037] To meet the necessary safety requirements, the input module has several, preferably two, mutually redundant sensors, electronic circuits, and / or electrical interfaces. Similarly, the data bus and the central distribution module are also redundant, meaning they are each provided in multiple, preferably two, versions.

[0038] These redundant elements of the control system can also each be redundant in themselves, for example with two lines. An element is redundant in itself if it contains electrical components that are suitable for performing the same function as their respective redundant component. If an element has two redundant components, it is designed with two lines. In this design, there are two independent lines. The two lines are capable of communicating with each other. For safety reasons, all components whose malfunction causes a failure of the respective element should preferably be present in at least two copies. The consequence of a failure is that an active element can no longer perform the functions assigned to it.

[0039] One can therefore speak of a double redundancy in which the elements in question are, on the one hand, implemented in two strands and, on the other hand, are present in at least two versions.

[0040] Should one branch of a redundant element prove to be faulty, this branch is capable of automatically shutting itself down. Once the faulty branch is shut down, the other branch of the redundant element takes over the function of the element alone. This configuration contributes significantly to the safety of the overall system.

[0041] Preferably, the signal transmission for calculating the force feedback is in the form of a closed control loop, also known as « closed loop»In this embodiment, a setpoint is specified at the input module, and an actual value is output to the actuator of the control element. The actual value is returned to the electronic circuit of the input module. The preferably redundant electronic circuit (350) then calculates the force feedback, taking into account the read-in actual value.

[0042] In a further embodiment, it is also possible that in addition or alternatively to this closed loop In this embodiment, vehicle-specific information, such as vehicle speed and / or steering column position, can also be included in the calculation of the force feedback by the preferably redundant electronic circuit (350).

[0043] The electronic circuit is equipped to receive signals from the input element as well as vehicle-specific signals, such as those available on a vehicle CAN bus. The calculation of the force feedback can be based on the input angle of the input element and / or the input element's travel. Furthermore, the force feedback algorithm calculated in the electronic circuit can take into account vehicle-specific data and / or gain factors for the feedback level, such as "low," "medium," or "strong."

[0044] The closed-loop force feedback ensures that the force feedback is continuously adapted to the dynamic driving conditions. This not only improves the driver's driving experience, but also contributes to driving safety.

[0045] Optionally, the modular control system can have one or more additional digital interfaces through which control-relevant signals can be input to the data bus. This digital interface can preferably also retrieve signals from the data bus. For safety reasons, the digital interface is preferably designed redundantly.

[0046] Said digital interface can, for example, enable autonomous control of the vehicle.

[0047] Preferably, an override switch accessing the data bus also «override switch»This means that the signals read in via the digital interface are ignored. In this case, the vehicle's control functions are taken over by the input modules again. Optionally, it is also possible for the actuators to be de-energized when the override switch is activated, thus rendering both the digital interface and the input modules ineffective. In such a case, the vehicle is controlled via the conventional steering wheel and the original accelerator and brake pedals. This configuration is particularly advantageous for autonomous vehicles with a safety driver or driving school vehicles with an instructor, allowing control of the vehicle to be taken over and handed over at any time.

[0048] The input module and / or system control, presented in its housing, can easily be retrofitted into the vehicle. The term "retrofitted" in this context means that the input module and / or system control can be installed on the production line at any time after the vehicle's completion. Installation can take place either directly after the production process or at a later date. Therefore, the installation of the input module and / or the control system does not have to be planned for during the vehicle's production process. Furthermore, the retrofittable vehicles do not have to be equipped with elements specifically designed for the attachment of the input module and / or the control system.

[0049] The retrofittable vehicles can also be driven without these retrofittable components. This means that an input module and / or control system installed in a vehicle can be removed from the vehicle and, after removal, the vehicle can be driven conventionally again.

[0050] In particular, input modules and / or elements of the control system are considered to be retrofittable if they are suitable for installation in addition to the conventional, on-board elements in the finished vehicle after its completion.

[0051] Due to the physical integration of the input module within the housing, the sensor, force feedback element, electronic circuitry, and their interconnection are essentially inaccessible. Essentially inaccessible in this context means that the housing must be disassembled with suitable tools to access these elements. The protective housing contributes to the robustness of the entire input module.

[0052] For this purpose, an input module is considered to be intended for subsequent installation in a vehicle if that module has a mechanical and / or electrical interface to enable such subsequent installation.

[0053] The calculation of the sensor signals is basically carried out in the electronic circuit of the input module.

[0054] The input module is connected to the preferably redundant data bus, such as a CAN bus, via preferably double-redundant electrical interfaces. The signals calculated in the electronic circuit can thus be output to the data bus. On the other hand, the electronic circuit can also read signals from other elements connected to the data bus via said electrical interfaces. These other elements connected to the data bus include, for example, the central distribution module, actuators, an electronic acceleration module, the vehicle's own electronics, and / or other elements connected to the data bus.

[0055] Sensor signals are generated based on the actuation of the input element and calculated in the electronic circuit. Optionally, additional signals received via the data bus can be included in the calculation.

[0056] On the one hand, these signals can be transmitted to an electrical force feedback motor of the input module, which is then dynamically adjusted.

[0057] On the other hand, the signals can also be fed into the data bus and then retrieved via electrical interfaces by connected elements, such as the central distribution module, actuators, the electronic acceleration module and / or the vehicle electronics.

[0058] The signal transmission in the control system is preferably exclusively electronic without a mechanical fallback level. This means that there is a so-called «drive-by-wire» The preferred double-redundant design of the control system, or rather its control-relevant elements, contributes significantly to the safety and reliability of the function.

[0059] The main function of the central distribution module is to ensure coordinated internal signal transmission between the elements connected to the data bus. The distribution module ensures that the signals are transmitted to the correct element.

[0060] The distribution module can also serve as an external interface. This means that in this case, it is used for external signal transmission, either wired via a data bus or wirelessly (« wireless ») can be done.

[0061] Control-relevant signals are fed into the data bus, for example, from input modules, actuators, and / or vehicle-specific elements. These signals convey information regarding the driver, the control system, and the vehicle, which is used to calculate the adjustment parameters, preferably by the electronic circuit.

[0062] Setting parameters of the input module can be defined to adjust the deflection, orientation and / or movement of the conventional, vehicle-specific control elements, such as the steering wheel, steering column and / or brake pedal.

[0063] The calculated control-relevant signals can be transmitted via the data bus, for example, to the electronics of an actuator. Alternatively, calculated signals can also be transmitted via the data bus to an electronic acceleration module connected to the engine control unit. The acceleration module is preferably designed to be non-redundant. It is also possible for signals to be transmitted via the data bus to the vehicle's own electronics. This is suitable, for example, for controlling secondary functions such as lights, indicators, horn, and windshield wipers.

[0064] The calculated signals are also used to adjust the feedback motor of the input module. Since the electronic circuit, on the one hand, outputs sensor signals to the data bus for controlling control-relevant elements and, on the other hand, receives signals output to the data bus from actuators, vehicle electronics and / or an electronic acceleration module and uses these to parameterize the force feedback, this creates a closed control loop, a so-called «closed loop» Essentially, the electronic circuit controls the control elements and uses their feedback to determine the force feedback applied to the input element.

[0065] The force feedback is based on an electrical feedback mechanism, preferably an electric feedback motor. Ideally, the force feedback can be adjusted, for example, switched on and off.

[0066] An electrical force feedback mechanism has the advantage that the feedback strength can be dynamically adjusted. For example, the electrical force feedback of the steering function can be adjusted according to the vehicle's speed. For example, the force feedback can be programmed so that the force feedback to the input element, such as a steering element, is increased at higher driving speeds. In this case, the driver experiences increased resistance to the movement of the steering element compared to a static or slowly moving vehicle, for example, at walking pace.

[0067] However, the required deflection of a movement, which is necessary for a desired control result, can also be adjusted depending on the speed.

[0068] For example, to achieve the same change in direction of the vehicle at high speed, a smaller deflection or, depending on the type of input element, a greater force must be exerted than when the vehicle is static or at low vehicle speed, such as when parking.

[0069] However, it is also possible to store parameters for signal determination. For example, certain driver-specific preferences, such as general driving behavior or the driver's physical characteristics, and / or vehicle-specific information can be incorporated into the signal calculation. Physical characteristics of the driver can include, among other things, their physical abilities, such as their range of physical strength, or their reaction speed.

[0070] The calculation of the feedback signal in the electronic circuit can therefore be based on dynamically read information in combination with stored parameters.

[0071] The input element is only partially housed in the housing, with the haptic portion of the input element intended for actuation protruding from the housing. This arrangement allows the user to actuate the input element to control the vehicle. The contact point between the user and the control module is thus outside the housing. Optionally, the haptic portion of the input element can be mounted in an interchangeable manner. In this case, the connection point between the reversibly attachable haptic portion and the rest of the input element is located on the housing or outside the housing, accessible to the driver, so that the haptic portion can be replaced without major effort.

[0072] The design of the input element can be selected depending on the control function to be performed, such as steering, braking, and / or acceleration. Several designs of haptic input elements are known from the state of the art and are not specifically listed here.

[0073] Additional input elements can also be provided in the input module to operate secondary functions such as lights, indicators, windshield wipers, horn or other functions.

[0074] To separate the control of multiple control functions, it is possible to install multiple input modules with different functions in the vehicle. For example, the steering function can be mounted with a mini steering wheel in an ergonomically favorable position for operation with the seated driver's right hand, while a combined accelerator / brake module can be positioned for ergonomic operation with the driver's left hand. However, steering / accelerator / brake functions can also be combined in a single input module, such as a four-way joystick.

[0075] The integration of the steering / accelerator / brake functions into a single input module offers the advantage that the driver can operate the vehicle using this single input element. The other hand remains free to operate other vehicle functions, such as secondary or comfort functions. This greatly simplifies vehicle operation. Another advantage of an integrated steering / accelerator / brake module is the reduced space requirement.

[0076] Additional, non-safety-relevant functions can also be entered by the vehicle user via a touchscreen. However, the invention is not limited to these specific presets. Other advantageous designs of the input elements are conceivable and possible.

[0077] For the acceleration function, the signals generated in the input module are transmitted via the data bus to the electronic acceleration module. The vehicle's engine control unit receives the calculated signals from the acceleration module and controls the vehicle engine. The vehicle's conventional accelerator pedal is therefore inactive when the control system for controlling the acceleration function is activated. When the control system is deactivated, the vehicle's conventional accelerator pedal is active.

[0078] To prevent malfunctions, the two-line control system is in a so-called 'fail operational architecture'The redundant elements of the control system can perform integrated self-diagnostics that detect inadmissible conditions and safely shut down a faulty branch of an element. The other branch of this element is equipped to perform the relevant function of the element independently.

[0079] The detected inadmissibility can then be communicated to the driver, for example, visually and / or acoustically. For this purpose, the control system is preferably equipped with an acoustic and optical status module, such as an error lamp and a signal tone, a so-called " Beeper ", equipped.

[0080] Optionally, a diagnostic interface can be connected to the data bus to keep the control system user informed about the current status and / or control-relevant information, for example. The user can be the driver controlling the vehicle or another person monitoring the vehicle and / or the control system. This interface can also be used to install software updates and / or upload log entries. The diagnostic interface can be connected via cable ( wired ) or wireless take place.

[0081] In analogy to the input module, the entire control system is also suitable for retrofitting into a vehicle with an internal combustion engine, an electric motor or a hybrid engine.

[0082] After installation of the control system, the vehicle can be driven either conventionally, i.e. independently of the control system, or with the help of the installed control system.

[0083] The control system can be further expanded at a later date without affecting the vehicle's own control functions.

[0084] Preferably, the control system can be switched on and off as required. This is advantageous, for example, when a vehicle is driven alternately by a disabled person and a physically able person. When changing drivers, the control system does not need to be installed or removed; it can simply be switched on or off according to the driver's needs. A quick driver change, for example on long journeys, can therefore be carried out easily and without major effort.

[0085] The control system can optionally be equipped with a supporting operating mode, a Power Assisted Steering (PAS). This operating mode can compensate for undesirable characteristics of the control system that affect the steering. Such undesirable characteristics caused by the control system include, for example, increased friction. The necessary compensation is calculated using a PAS algorithm and transmitted to the steering wheel via the steering actuator. The PAS algorithm is preferably implemented without a torque sensor; however, a corresponding redundant sensor can optionally be used in the steering actuator. Preferably, the PAS can be selectively switched on and off. Short description of the characters

[0086] The invention is explained in more detail with reference to the attached figures, which show Figures 1a and 1b a schematic overview of an embodiment of the control system, with 1aa schematic representation of the input module, and 1b a schematic representation of an embodiment of the control system; Figures 2a and 2b a schematic view of an embodiment of a steering input module with mini steering wheel, with 2a a three-dimensional view of the module with housing, and 2b a three-dimensional view of the module without the housing; Figure 3 a schematic view of an embodiment of an acceleration / deceleration input module with slider input element without housing. Figures 4a to 4c a schematic view of an embodiment of a four-way joystick module with integrated steering, braking and acceleration functions, with 4a a three-dimensional view of the module with housing, and 4b a three-dimensional view of the module without the housing; 4c a top view of the module without the housing; Ways to implement the invention

[0087] A preferred embodiment of the control system according to the invention is described below with reference to Figure 1 described in the schematic system overview shown. Figure 1a is a schematic representation of an input module 140 with housing 57, in which an input element 100, two redundant sensors 200a, 200b, two redundant electronic circuits 350a, 350b and a force feedback element 400 are incorporated, wherein a part of the input element 100, specifically the haptic portion 120 (in Figures 2 and 3 shown) of this element protrudes from the housing.

[0088] Various embodiments of this haptic portion are possible and can be selected according to the driver's preferences. Haptic portions 120 can, for example, be in the form of a one-hand joystick, a four-way joystick, a two-way joystick, a mini steering wheel, a slider, a motorcycle handlebar, a rocker arm, a toggle lever, or other suitable designs. The invention is not limited to specific haptic elements.

[0089] The control module 140 is connected to a redundant data bus 77a, 77b, which is preferably a CAN bus, via two redundant electrical interfaces 35 located outside the housing. The data bus 77a, 77b serves for signal transmission between the elements connected to it. Two redundant central distribution modules 300a, 300b control the signal flow between the individual elements connected to the data bus. This is Figure 1b shown schematically.

[0090] The redundant elements of the input system, or rather the Figure 1b The control system shown in this preferred embodiment is furthermore designed as a dual-stranded system, providing double redundancy. Dual-stranded means that the function of the redundant element can be performed by one and / or a combination of electrical elements, which represents the first strand, as well as by a second electrical component or a combination of components, which represents the second strand. The two strands are redundant to one another. The two strands are independent of one another. The two strands are designed in such a way that they can communicate with one another. This dual redundancy, based on redundant elements, each present in two strands, contributes significantly to the safety of the system.

[0091] The determination of the position or force or speed of the input element 100 is preferably carried out by means of optical-electrical redundant sensors 200a, 200b, wherein the sensors are connected either directly to the input element 100, or via a mechanical connection, for example via a gear belt transmission 430 as shown by way of example in Figure 2b shown, can be connected to the input element 100. Depending on the sensors, the electronic circuits 350a, 350b determine a sensor signal and output it via the electrical interfaces 35 and the data bus 77a, 77b. The calculated signal can also be transmitted to an electrical force feedback element 400 of the input module 140. The electronic circuits 350a, 350b are preferably located in a printed circuit board, a printed circuit board («PCB»).

[0092] The signals output by the electronic circuits 350a, 350b and the data bus 77a, 77b can be retrieved by actuators 501, 502 from the data bus 77a, 77b. The actuators 501, 502 are preferably in direct mechanical connection with the steering wheel, the steering column, or the brake pedal. The actuator can be a steering actuator 501, which is mounted, for example, between the steering wheel and the steering column. A brake actuator 502 is preferably mounted on the brake pedal lever. Preferably, the actuators 501, 502 each have two motors. Furthermore, the actuators 501, 502 preferably have redundant electronic interfaces 35, via which signals can be transmitted to the data bus 77a, 77b and received from the data bus 77a, 77b.

[0093] To control the acceleration function, actuators for operating the accelerator pedal are preferably not used. Instead, acceleration signals can be transmitted purely electrically, analog or digitally, to the vehicle's engine control unit 8 via an electronic acceleration module 508 connected to the data bus 77a, 77b. In this case, the vehicle's accelerator pedal is completely excluded from signal transmission.

[0094] Signals for controlling secondary functions, such as lights, indicators, windscreen wipers and horn, can also be transmitted directly to the vehicle electronics 6 via the data bus 77a, 77b.

[0095] Actuators 501, 502 can be equipped with an electronic motor control element, which is preferably present in a printed circuit board (PCB). The motor control element generates the power electronics for the motors of the respective actuator 501, 502. To avoid electromagnetic interference, the motor control element is positioned in the immediate vicinity of the respective actuator 501, 502. Preferably, the motor control element is mounted concealed in the vehicle, for example, behind the dashboard.

[0096] Furthermore, the actuators 501, 502 preferably have an internal angle sensor, so-called "encoder," which transmits signals regarding the orientation of the control element to the data bus 77a, 77b. These signals are thus transmitted to the relevant location, preferably to the electronic circuit 350 of the input element.

[0097] The electronic circuits 350a, 350b are equipped to receive signals via the redundant electrical interfaces 35 and to incorporate these signals into the calculation of the feedback message on the one hand and / or into the calculation of the signals for controlling the vehicle on the other. The electronic circuit can receive, for example, signals from the engine control unit 8, the vehicle electronics 6, and / or the actuators 501, 502 via the data bus 77a, 77b.

[0098] The electronic circuits 350a, 350b are thus the central element of the signal feedback between the input element 100 and the vehicle's own control system. This constitutes a closed control loop, a so-called «closed loop», whose signals are determined and adjusted using the electronic circuits 350a, 350b.

[0099] The electronic circuits 350a, 350b generate a feedback signal and forward it to force feedback 400, preferably a feedback motor, of the input module 140. The force feedback is implemented mechanically, for example, by means of a toothed belt drive on the input element 100.

[0100] The force feedback 400 can influence the actuation of the input element 100, for example by dynamically changing the force required to move the input element.

[0101] The main function of the redundant central distribution modules 300a, 300b is to coordinate the internal signal transmission between the elements connected to the data bus 77a, 77b. The central distribution module 300a, 300b serves as a communication interface between the individual modules. It receives information and / or error messages from the individual elements of the control system and forwards them via the data bus 77a, 77b.

[0102] Preferably, the central distribution module 300a, 300b is also equipped to perform system-specific diagnostic calculations.

[0103] However, calculations are essentially performed locally in the relevant modules. For example, a battery management system ("BMS") located in the redundant batteries 51, 52 determines the battery level, while the redundant electronic circuits 350a, 350b calculate a force feedback signal. The redundant electronic circuits 350a, 350b are the primary control intelligence that calculates, parameterizes, and / or stores force feedback, steering curves, braking curves, and / or other control-relevant information.

[0104] The modularity of the control system 13 is essentially based on the fact that the distribution module 300a, 300b, on the one hand, recognizes the installed configuration of the input module 140, for example, only steering, only accelerator / brake, or all three functions, and / or the control system and adapts the information transmission accordingly. On the other hand, the distribution module 300a, 300b also recognizes all modules and / or elements connected to the data bus 77a, 77b.

[0105] Furthermore, the central distribution module 300a, 300b also serves as an interface for signal transmission to the outside, i.e. to system external elements. This can be done either via a data bus interface or wireless, for example via Bluetooth.

[0106] Preferably, the two strands of the control system are each powered by a battery 51, 52. The batteries 51, 52 themselves are powered by the vehicle battery while driving. The central distribution module 300a, 300b converts the vehicle's supply voltage into the system voltage and charges the batteries 51, 52. The batteries 51, 52 thus ensure a constant power supply to the control system.

[0107] The redundant strands of the control system's dual-stranded elements are capable of detecting their own faults. A faulty strand is capable of shutting itself down. The function of the redundant element is then taken over solely by the second, redundant strand.

[0108] In the Figure 2b and 3In the illustrated embodiment, the force feedback element is a force feedback motor. The feedback is transmitted to the input element 100 via a gear 430.

[0109] An input module 140 can, for example, be provided for the steering function 141. Optionally, additional input modules 140n can also be provided, for example, for controlling secondary functions such as lights, indicators, windshield wipers, and / or horn. Input modules can also combine different functions. For example, an input module for the braking and acceleration function 142, or an input module for the steering, braking, and acceleration function 143 can be installed. For example, a four-way joystick input module can also be provided for the combined actuation of the steering, braking, and acceleration functions. Other combinations and designs are conceivable and possible.

[0110] An input module with a slider input element 680 as shown in Figure 3 As shown, the slider can be operated both to control vehicle acceleration and braking. In the illustrated embodiment, moving the slider forward, or in the direction of travel, causes the vehicle to accelerate. Pulling the slider back in the opposite direction generates a signal to brake the vehicle. This functionality can also be parameterized inversely; with the slider being moved forward to brake and backward to accelerate.

[0111] One or each input element 100 is preferably mechanically connected to a corresponding force feedback element 400.

[0112] For each input element 100, there are preferably double-redundant sensors 200 and a force feedback element 400. Each force feedback element 400 transmits a force to an input element 100 assigned to it.

[0113] The force feedback element 400, the input element 100 and the sensors 200a, 200b are incorporated in the same housing 57, wherein a haptic portion of the input element 120, which is Figures 2 and 3 can be seen, protrudes from the housing 57 for operation.

[0114] Control-relevant information concerning the driver is input into the data bus via input module 140. In addition, the driver can also input control-relevant information via a preferably redundant digital interface 7. For safety reasons, the digital interface 7 can preferably be deactivated using an override switch 9, or signals read in via the digital interface 7 are ignored. In this case, the vehicle's control functions are again taken over by the input modules 140.

[0115] Furthermore, a display unit 20 for retrieving and entering secondary functions can also be connected to the data bus 77a, 77b.

[0116] The control system can also be adjusted according to driver-specific information, such as force exertion ability, reaction speed, information regarding the driver's general driving behavior, etc. For this purpose, the electronic circuits 350a, 350b can be programmed according to the desired adjustment.

[0117] Control-relevant data concerning the vehicle and / or the environment are transmitted to the data bus of the control system via the vehicle electronics 6, the acceleration module 508, and / or the actuators 501, 502. Analogous to the driver-specific information, information concerning the vehicle or the environment can also be programmed directly into the electronic circuits 350a, 350b.

[0118] In a preferred embodiment, the control system has a diagnostic interface, for example, visual and acoustic status modules or a screen for system-specific information. The diagnostic interface informs the user about any active diagnostics in the control system. The diagnostic interface is connected to the control system via the data bus.

[0119] The control system can be activated and deactivated by an on / off switch function using the vehicle's ignition.

[0120] Additional redundant switches can be provided to deactivate the control system during driving. This is particularly necessary when the control system is operated autonomously without an input element. This allows control of the control functions to be transferred to a safety driver in specific situations.

[0121] Furthermore, switches can also be provided for individual elements of specific secondary functions, such as lights, indicators, windshield wipers, horn, etc.

[0122] Preferably, only the force feedback element 400 can be deactivated in the activated control system. Accordingly, the driver can decide whether force feedback is desired or not while driving.

[0123] A significant advantage of the control system presented is its modular design and the resulting interchangeability of the individual system modules. Different modules of a control system can be installed independently of one another in the vehicle. Firstly, any type of input module 140, which is present as a compact unit in its housing 57, can be selected and mounted on the vehicle interior. Furthermore, the redundant distribution modules 300a, 300b are installed. Optionally, suitable actuators 501, 502 and / or an acceleration module 508 can also be installed in the vehicle. This modular design also allows, among other things, combinations of different subtasks, for example, a "steering only" or "acceleration / braking only" configuration.

[0124] The modular elements of the control system 13, specifically the input module 140, the central distribution modules 300a, 300b, and, optionally, the actuators 501, 502, are connected to each other and to the vehicle electronics 6 via the data bus 77a, 77b for data and signal exchange. Input module 140, distribution modules 300a, 300b, and, optionally, the actuators 501, 502 and / or acceleration module 508 are modularly connected to the data bus via their electrical interfaces 35. The central distribution modules 300a, 300b detect the connected elements or modules and ensure that the signal transmission between these elements and / or modules is coordinated. The central distribution modules thus enable the coordinated interaction of the modular system. They are, so to speak, the central administration point for the modularity of the control system.

[0125] The modular nature of the control system 13 allows the listed modules of the control system to be exchanged or replaced without having to replace the entire system. This allows for great flexibility for adapting a vehicle, including ease of maintenance in the event of a necessary replacement in the field.

[0126] A number of different embodiments of the input module are conceivable. In Figure 2 For example, an input module with a rotary mini steering wheel 610 for controlling the steering function of the vehicle is shown. Figure 2a shows a mini steering wheel module with a closed housing 57. The horizontally oriented mini steering wheel 610 is controlled by the driver using the haptic portion of the input element 120, which in the example shown is a pen grip or « pin grip » , moves rotationally.

[0127] Figure 2bshows the same input module without a housing. In the example shown, the rotations of the mini steering wheel are transmitted via a gear 430 to redundant electronics 350a, 350b located on a printed circuit board (PCB). In this embodiment, two redundant sensors (not visible here) are mounted on the PCB, which can determine the position of the mini steering wheel 610. Based on this information, the electronic elements 350a, 350b determine sensor signals, which are transmitted to the data bus 77a, 77b via redundant electrical interfaces 35. Furthermore, the electronic circuits 350a, 350b transmit signals to the feedback motor 400. The electronic circuits 350a, 350b thus control the power transmission of the motor 400 to the input element, in the illustrated case to the mini steering wheel 610.

[0128] In Figure 3Another possible embodiment of an input module 140 is shown. This is a slider input module 680 for combined control of the accelerator and brake functions. The input module is shown here without its housing. The slider 690 can be moved translationally, preferably in the direction of travel and in the opposite direction. Moving the slider in the direction of travel can serve to accelerate, while pulling the slider in the opposite direction causes braking. However, the functions can also be assigned to the respective inverse movement sequences. The electrical interfaces 35 and the force feedback motor 400 are in Figure 3 visible, the electronic circuits 350a, 350b are hidden by a cover plate in this illustration.

[0129] Figures 4a , 4b and 4cshow a four-way joystick module 660 as a further embodiment of this invention. In this embodiment, the steering, acceleration, and braking are actuated by means of a single joystick input element 650. The braking and acceleration function in this module is effected by a translational movement, a displacement, of the joystick 120 along an axis specified in the module. The axis can be specified, for example, by a guide rail 655. The translational direction of movement is shown in the Figures 4a to 4c indicated by an arrow. Moving the joystick in one direction, preferably in the forward direction of the vehicle, accelerates the vehicle. Preferably, the degree of acceleration is determined by the distance traveled by the joystick, so that a greater movement results in greater acceleration.

[0130] In this embodiment, the brake is applied by moving the joystick in the opposite direction, preferably the reverse direction of the vehicle. A longer joystick movement preferably triggers more severe braking of the vehicle.

[0131] However, designs are also possible in which the joystick is moved in the forward direction of the vehicle to brake. It is also conceivable to configure the input module so that the joystick must be moved in the reverse direction to accelerate the vehicle.

[0132] In addition to the direction and travel of the joystick, the speed of the joystick's translational movement, i.e., the joystick's actuation speed, can also be incorporated into the control of acceleration and braking. Thus, a higher joystick movement speed can cause greater acceleration or even more pronounced braking of the vehicle.

[0133] The redundant in Figure 4c The sensors 202a, 202b of the input module shown detect the position of the joystick input element 650 along the predetermined longitudinal axis 655 and each determine a redundant sensor signal that is output to the redundant electronic circuits 350a, 350b.

[0134] The steering of the vehicle is carried out in the Figures 4a to 4c illustrated embodiment by means of a rotational movement of the joystick 120. The rotational movement is in Figures 4a to 4cindicated by an arrow. The rotation axis of this movement preferably corresponds to the specified longitudinal axis 655. The rotation angle of the joystick 120 determines the deflection of the vehicle's steering system.

[0135] In this embodiment, the housing 57 comprises two components that are rotatably mounted relative to one another to enable the rotational movement of the joysticks 120. The part encompassing the predetermined longitudinal axis 655, together with the joystick, performs a rotational movement relative to the other component of the housing.

[0136] The rotation of the joystick 120 is detected by the redundant sensors 201a, 201b. The output sensor signals are calculated in the preferably redundant electronic circuit 350a, 350b.

[0137] The movement of the haptic input element for the longitudinal dynamics of the vehicle, i.e. for acceleration and braking, is preferably separated from the movement of the lateral dynamics, i.e. for steering.

[0138] The Figures 4a , 4b and 4c The embodiment shown has a single force feedback element 400. In this embodiment, the active force feedback is based on steering, but not on braking or acceleration.

[0139] However, it is also possible to include both steering and acceleration and / or braking in the force feedback to the input element. For this purpose, for example, one force feedback element can be provided for steering-specific feedback and another force feedback element for braking and acceleration-specific force feedback (not shown).

[0140] The modules depicted in the figures are exemplary embodiments of this invention. As already mentioned, in possible embodiments of this invention, the housing 57 of the input module 140 encloses the sensors 200a, 200b, the electronic circuits 350a, 350b, which are preferably provided in a PCB, the force feedback element 400, and partially also the input element 100. Electrical and mechanical connection points between these elements are incorporated inside the housing. In particular, mechanical interfaces by means of which the input element 100 is connected to the sensors 200a, 200b and the force feedback element 400 are located inside the housing. The connection points between the aforementioned elements of the input module 140 are therefore inaccessible to the driver. To gain access to said interfaces, the housing 57 must be disassembled using suitable tools.

[0141] The housing 57 is an integrated unit that can optionally comprise various components. The individual components are not interchangeable. The housing is therefore not modular. It is also not intended for routine disassembly or opening. The housing is preferably made of a robust yet lightweight material, such as a rigid polymer.

[0142] One or more input modules 140 are preferably mounted in positions that allow ergonomically favorable operation of the input element 100 by the driver. For example, an input element for the steering function can be mounted to the right side of the driver's seat, while an input element for the braking and / or acceleration function can be mounted to the left side of the driver.

Claims

1. An input module (140) for controlling a vehicle comprising: - a haptic input element (100), - at least one sensor (200), - at least one electronic circuit (350) for determining a sensor signal, - at least one force feedback element (400) comprising at least one electrical feedback mechanism, such as a force feedback motor, - a housing (57) with - at least one electrical interface (35), wherein, - the input module is intended for retrospective fitting in a vehicle, - the sensor (200), the electronic circuit (350) and the force feedback element (400) are completely accommodated in the housing (57), the haptic input element (100) is partially accommodated in the housing so that the input module is present as an integrated device, and characterized in that - the at least one electronic circuit (350) is set up so that a calculation of the force feedback can be dynamically adjusted and can be adapted to suit a specific driver.

2. The input module of claim 1, wherein the sensor (200), the electronic circuit (350) and the electrical interface (35) are executed redundantly, preferably in a dual execution, and wherein each sensor (200), each electronic circuit (350) and / or each electrical interface (35) preferably additionally each have redundant components.

3. The input module of the preceding claims 1 or 2, wherein the force feedback is increased with increasing driving speed.

4. The input module of any of the preceding claims 1 to 3, wherein the calculation of the force feedback by means of the electronic circuit (350) can be adjusted to suit a specific vehicle.

5. The input module of any of the preceding claims 1 to 4, wherein the adjustment of the force feedback is carried out in a closed control loop in which a force feedback algorithm is performed in the at least one electronic circuit (350).

6. The input module of any of the preceding claims 1 to 5, wherein various control functions, for example braking and acceleration functions, or steering, braking and acceleration functions, can be performed by means of the same input element (100).

7. The input module of any of the preceding claims 1 to 6, for controlling steering, braking and / or acceleration functions, and, optionally, for controlling lights, indicators, windscreen wipers, and / or horn functions.

8. A modular control system comprising: - an input module (140) as claimed in any one of the preceding claims 1 to 7, - a redundant data bus (77a, 77b), and - a central distributor module (300a, 300b), which is suitable for receiving signals via the data bus and outputting signals to the data bus.

9. The modular control system of claim 8, wherein the central distributor module (300a, 300b) is present in a redundant form, preferably in a dual execution, and wherein each central distributor module (300a, 300b) preferably additionally comprises redundant components.

10. The modular control system of claims 8 or 9, further comprising a digital interface (7) for transmitting a control-relevant signal to the data bus (77a, 77b).

11. The modular control system of any of claims 8 to 10, further comprising an actuator, for example a steering actuator (501) and / or a brake actuator (502), which is connectable to a vehicle's own control element, for example to the steering column or to the brake pedal lever, and / or an electronic acceleration module (508), which is connectable to the vehicle's own engine control unit (8).

12. The modular control system of any of claims 8 to 11, wherein the central distributor module (300a, 300b) is suitable for distributing signals over the data bus (77a, 77b) so that said signals can be processed locally in the electronic circuits (350) of the relevant modules.

13. The modular control system of any of claims 8 to 12, which can be adjusted with the vehicle in the active state, for example while the vehicle is in motion, or which can be switched on and off without requiring a mechanical recoupling of the actuators (501, 502) and / or the acceleration module (508).

14. The modular control system of any of claims 8 to 13, which is equipped with a supportive operating mode having optional additional sensors, which compensates for undesirable characteristics of the steering actuator (501), such as unwanted friction, and which can be activated when the vehicle is controlled by the vehicle's own steering.

15. The modular control system of any of claims 8 to 14, which can be retrofitted in the vehicle.