Automatic adjustment method for the cockpit in a road vehicle and related road vehicles

Abstract

To provide a method for automatic adjustment of a cockpit in a road vehicle 1.SOLUTION: A method for automatic adjustment of a cockpit in a road vehicle comprises the steps of: determining anthropometric data of a driver DR; processing an ergonomic position EP of a model M of the driver DR sitting on board the road vehicle; processing an optimal configuration of the cockpit; operating a plurality of actuator systems 6, 7, 9-11, 13-14 so as to cause the cockpit to reach the optimal configuration OC. The ergonomic position EP of the model M is processed in association with a minimum ground visibility, a minimum visibility of a control panel, and at least one first comfort angle A46 of a body joint of the driver DR.SELECTED DRAWING: Figure 2

Description

Technical Field

[0001] The present invention relates to a method for the automatic adjustment of a cockpit in a road vehicle and to a related road vehicle.

[0002] [Cross - reference to related applications] This patent application claims the priority of Italian Patent Application No. 102020000020728, filed on August 31, 2020, the entire disclosure of which is incorporated herein by reference.

Background Art

[0003] Road vehicles are usually driven by multiple drivers, both within the same family and within a group of friends, especially when the vehicle is owned by a rental company (for example, when renting a high - performance vehicle such as a race car specifically for several laps around a circuit or for a race). In such cases, setting all the parameters of the vehicle that vary by user becomes particularly complex. In particular, every time a driver different from the previous one gets into the vehicle, multiple manual or semi - automatic adjustments have to be made so that the cockpit (i.e., the driving position of the vehicle) is comfortable for each driver. These operations often take a great deal of time, and in many cases, the driver cannot autonomously and easily find a comfortable, or at least suitable for racing on the circuit, seat position.

[0004] Thus, in a completely manual state, each driver necessarily has to manually set or reset all the elements of the vehicle according to their specific preferences and / or their personal anthropometric constitution.

[0005] Some known systems have tried to solve these problems by detecting the driver's height (or by entering it via a suitable interface) in order to calculate the driver's proper comfort position and automatically move the driver's seat.

[0006] Furthermore, depending on the purpose of driving (highway, circuit, etc.), the same driver may change their preferred comfortable position, and therefore, despite being the sole user of the road vehicle, they are forced to make various adjustments.

[0007] However, these systems have proven to be quite superficial, as measuring only height does not necessarily indicate knowledge of the driver's anthropometric characteristics. This is because two drivers of the same height may have different torso or leg lengths, neck lengths, spine curvature, and arm lengths. Therefore, estimating the correct position in the driver's seat based solely on height is highly uncertain.

[0008] Furthermore, each user may have different physical characteristics, which may affect their perception of air conditioning comfort and / or noise levels inside the vehicle. [Overview of the project]

[0009] The object of the present invention is to provide a method for automatic adjustment of a cockpit in a road vehicle and an associated road vehicle that is at least partially free from the aforementioned drawbacks and is also easy and economical to implement and manufacture.

[0010] According to the present invention, a method for automatic adjustment of a cockpit in a road vehicle and a road vehicle relating thereto are provided in accordance with the appended claims.

[0011] The attached claims describe preferred embodiments of the present invention and form an integral part of this specification. [Brief explanation of the drawing]

[0012] Next, the present invention will be described with reference to the accompanying drawings illustrating some non-limiting embodiments thereof. [Figure 1] This is a schematic side cross-sectional view of a road vehicle driven by a driver according to the present invention. [Figure 2] This is a first schematic side view of a two-dimensional model of a driver sitting in the seat of a road vehicle. [Figure 3] This is a diagram showing possible models of a driver in an upright position. [Figure 4] This figure shows the configuration of the possible operating range of the seat. [Figure 5] This diagram schematically shows the correction of measurements outside the operating range. [Figure 6] This is a possible schematic diagram for calculating the ergonomic position of the driver. [Figure 7] This is a possible schematic diagram of a method for automatic cockpit adjustment. [Figure 8] This is a rear view of possible configurations of a sensor device mounted on a vehicle. [Figure 9] This is a perspective view of possible configurations of sensor devices mounted on a vehicle. [Modes for carrying out the invention]

[0013] In Figure 1, number 1 represents a road vehicle, as a whole, driven by a driver (DR), with two front wheels and two rear wheels (specifically, drive wheels). Vehicle 1 comprises a passenger compartment (2) designed to accommodate the driver (DR) and any passengers.

[0014] Road vehicle 1 includes a storage unit 3 configured to store anthropometric data of at least one driver DR (in particular, of multiple different driver DRs). The term "anthropometric data" identifies all possible measurements of the driver DR's body, such as limb length and / or girth, height, mass distribution, and body joint positions.

[0015] Advantageously, vehicle 1 further comprises a processing unit 4, which is configured to process (or, if there is an external unit that performs the processing, to receive) the ergonomic position EP of a model M (particularly a two-dimensional model, more precisely a profile) of a driver DR sitting in road vehicle 1, based on anthropometric data.

[0016] According to the non-limiting embodiment of Figure 1, the processing unit 4 is further configured to process (or, if there is an external unit that performs processing) the optimal configuration OC of the cockpit 5 so that the driver DR is substantially in the ergonomic position EP of the model M during use.

[0017] Advantageously, the vehicle 1 further comprises multiple actuator systems configured to adjust multiple movable elements of the cockpit 5 to reach an optimal configuration OC. In particular, the movable elements include at least one driver's seat S, a steering wheel SW (and multiple rearview mirrors RM). According to some non-limiting embodiments, each movable element is driven by one or more electric motors, in particular brushless motors or stepping motors.

[0018] In the non-limiting embodiment of Figure 2, the vehicle 1 comprises a driver's seat and an actuator system 6, in particular a linear actuator system, configured to adjust the translation of the driver's seat S along a direction OD parallel to (and substantially horizontal to) the longitudinal axis of the vehicle 1. In other words, the actuator system 6 adjusts the distance between the pedals and the seat S. Furthermore, the vehicle 1 comprises an actuator system 7, in particular a rotary type, configured to adjust the height of the seat cushion 8 of the driver's seat S and thus adjust its movement along a direction VD substantially orthogonal to (in particular substantially vertical to) the direction OD. Furthermore, the vehicle 1 comprises an actuator system 9 configured to adjust the inclination of the seat cushion 8 of the driver's seat S (i.e., angle α with respect to the horizontal axis in Figure 2). In particular, the vehicle 1 comprises at least two further actuator systems 10 and 11 configured to adjust the inclination (i.e., angle β with respect to the vertical axis in Figures 2 and 3) and thickness (at the lumbar region) of the backrest 12 of the driver's seat S, respectively.

[0019] Thus, in the non-limiting embodiments of FIGS. 1 and 2, the vehicle 1 comprises a steering wheel SW, an actuator system 13 and / or an actuator system 14, which are configured to adjust the position of the steering wheel SW vertically and horizontally, respectively, within the road vehicle 1, i.e., within the passenger compartment 2.

[0020] Alternatively, or in addition thereto, the vehicle 1 comprises a further actuator system for adjusting the position and / or orientation of the rearview mirror RM according to the anthropometric data of the driver DR.

[0021] In some non-limiting cases, as shown in FIGS. 8 and 9, the vehicle 1 comprises a sensor device 15, in particular an (optical, infrared / thermographic or ultrasonic) camera 16, which is mounted facing towards the outside of the road vehicle 1 (specifically, on the vehicle body), more precisely on the pillar 17 of the road vehicle 1, in particular on the B-pillar on the driver's side of the road vehicle 1. The sensor device 15 is configured to detect the anthropometric data of the driver DR approaching the road vehicle 1.

[0022] Advantageously, but not necessarily, the vehicle 1 comprises a sensor device (e.g., having similar characteristics to those of device 15, i.e., a video camera and / or an infrared camera), which is at least partially mounted inside the vehicle 1, in particular in the area of the interior roof lamp of the passenger compartment 2. Alternatively, or in addition thereto, the sensor device is at least partially mounted behind the steering wheel, in particular in the area of the dashboard.

[0023] Further sensor devices are configured to detect anthropometric data of the driver DR seated inside the road vehicle 1. More precisely, the further sensor devices are configured to detect the position of the driver DR's eyes, for example, to provide feedback to the processing unit 4 regarding the accuracy of the optimal configuration OC (in particular, so that feedback control can be performed). In some non-limiting cases, the storage unit 3 is configured to record one or more images of the driver DR only once in order to define the driver DR's anthropometric data.

[0024] Advantageously, though not necessarily, the processing unit 4 is configured to process a driver model M, which calculates the dimensions of the driver's limbs based on additional anthropometric data input by the driver DR via recorded images and / or an interface device (e.g., a PC, smartphone, tablet, or in-vehicle control panel). In particular, as described above, the processing unit 4 is configured to process the ergonomic position EP of the driver DR sitting in the road vehicle 1 based on the model M.

[0025] Advantageously, though not necessarily, the vehicle 1 is connected to a processing unit 4 and includes a database (for example, stored in a storage unit 3) configured to include the driver's ergonomic position EP and their respective model M, and to associate them in particular with identification data and preferences specific to that driver DR (preferably, posture, air conditioning, and multimedia preferences).

[0026] In some non-limiting cases, vehicle 1 further comprises a detection device configured to detect a possible driver DR who is approaching the vehicle and wishes to access it by searching for identification data near the road vehicle. In particular, the detection device is a control unit configured to detect the approach of a driver's key and / or by a proximity control device incorporated into a smart device (e.g., by RFID technology, Bluetooth® or NFC, UBW, BLE, etc.).

[0027] Advantageously, though not necessarily, the sensor device 15 is configured to function as a detection device and / or record images of the driver DR, and the camera 16 in particular is positioned to the side of the vehicle so as to form the exterior of the vehicle 1 on the driver's side. In particular, the further sensor devices are positioned so as to form the interior of the passenger compartment 2.

[0028] In some non-limiting cases, the vehicle 1 is equipped with one or more additional sensor devices located inside the passenger compartment 2 and configured to monitor at least one parameter relating to the current state of the driver DR (e.g., posture, fatigue level, mood).

[0029] Alternatively, or in addition, the vehicle may further include one or more dedicated sensors (such as an external camera, radar, GPS) configured to monitor the current state of the vehicle (such as the road it is traveling on, the driving mode, etc.).

[0030] According to some preferred, non-limiting embodiments, the vehicle 1 further comprises an air conditioning system and / or an infotainment system configured to adjust the air conditioning and at least the sound within the passenger compartment 2.

[0031] According to a non-limiting aspect of the present invention, a method is provided for the automatic adjustment of the cockpit 5 of a road vehicle 1 driven by a driver DR.

[0032] This method includes the step of determining the driver's (DR) anthropometric data. In some non-limiting cases, the anthropometric data is detected by the vehicle (e.g., via sensor device 15 or further sensor devices). Alternatively, or in addition to the above, the driver's anthropometric data is manually entered via an interface device (e.g., a smartphone).

[0033] This method further includes the step of processing the ergonomic position EP of a model M (in particular, but not limited to, a two-dimensional model) of a driver DR seated in a road vehicle 1, based on anthropometric data. In other words, this method involves calculating a schematic model M of the type shown in Figure 3, for example, according to the anthropometric measurements of the driver DR, which estimates the positions of different joints (e.g., joint junctions, or areas of target organs such as the eyes O and / or ears HE), and consequently estimates the lengths of different body parts, such as limbs.

[0034] This method advantageously involves processing the optimal configuration OC of the cockpit 5 (e.g., including the seat S, steering wheel SW, and rearview mirror RM) based on the ergonomic position EP. In other words, depending on the ergonomic position EP processed by the processing unit 4, the positions of the movable (and motor-driven) elements of the cockpit 5 are processed so that the seated driver DR is in the ergonomic position EP.

[0035] Accordingly, according to some preferred non-limiting embodiments, this method includes the step of operating actuator systems 6, 7, 9-11, 13, 14 to adjust a plurality of movable elements of the cockpit 5 based on a processed optimal configuration OC so that the cockpit 5 can reach an optimal configuration.

[0036] According to the non-limiting embodiment of Figure 1, the ergonomic position EP of the model M, and therefore the optimal configuration OC of the cockpit 5, is determined by at least one predetermined value (or range) (e.g., calculated experimentally), The minimum visibility range VS' of the ground T by the driver DR, depending on the structure of the road vehicle 1 (especially in an ergonomic position, it is assumed that the driver DR needs to be visible from at least 2 meters, and especially 10 meters, from the front of the vehicle 1), The minimum field of view VS'' of the control panel 18 mounted on the dashboard of the road vehicle 1 (in particular, in the ergonomic position EP, it is assumed that the driver DR needs to be able to see at least 80% of the control panel 18, more specifically, at least 95% of the control panel 18), At least one comfortable angle A46 of the driver DR's body joints (i.e., the angles of the driver's body joints handled by model M), It is processed by associating it with something.

[0037] In particular, the term "vehicle structure" identifies the mechanical structure of the vehicle, such as the height of the pedals from the interior floor of the vehicle, the dimensions of the wheels, the height of the control panel 18, and the position and dimensions of the windshield.

[0038] While not always advantageous, the comfort angle A46 is the angle of the driver's ankle HA in the driving position (as shown in Figure 2). In other words, angle A46 is the angle formed between the back (or underside) of the foot 19 resting on the pedals of the road vehicle 1 and the driver's leg 20 (specifically, the tibia). In particular, the comfort angle A46 is in the range of 80° to 170° (more specifically, angle A46 changes as the model of the road vehicle 1 changes). By ensuring this angle between the ankle HA and the foot F, the driver DR can sit in a substantially comfortable posture with less muscle stress, which is sure to make driving the vehicle more enjoyable.

[0039] While not necessarily advantageous, the optimal configuration OC of the cockpit 5 is also addressed by relating each predetermined value to the comfort angle A42. According to the non-limiting embodiment of Figure 2, the comfort angle A42 is the angle of the hip joint H of the driver DR sitting in the driver's seat S of the road vehicle 1. In particular, angle A42 is the angle formed between the torso 21 and the thigh 22 (more specifically, the femur) of the driver DR.

[0040] Advantageously, though not necessarily, the optimal configuration OC of the cockpit 5 is also addressed by relating each predetermined value to the comfort angle γ. According to the non-limiting embodiment of Figure 2, the comfort angle γ is the angle of the elbow joint EL of the driver DR sitting in the driver's seat S of the road vehicle 1. In particular, angle γ is the angle formed between the driver DR's arm 23 (especially the humerus) and forearm 24.

[0041] According to some preferred but not limited embodiments, the optimal configuration takes into account vehicle variables such as attitude during a race or on the road, opening and closing of the hardtop, and / or external variables such as poor visibility or weather conditions.

[0042] In particular, for example, in a racing position, the track is usually less crowded than a road open to traffic, and it is useful to have a wider view of what is in front of the vehicle, so the minimum visibility of the ground T VS' increases and the tilt of the seat backrest S decreases. Conversely, in bad weather (rain or fog), the minimum visibility of the ground T VS' decreases.

[0043] Advantageously, though not necessarily so, according to the non-limiting embodiments of Figures 2 and 3, the anthropometric data of the driver DR includes the positions of several joints of the driver DR HA, KN, H, SH, EL, WR, HN, O, HE, thereby processing at least the driver DR's height h and limb lengths (as well as the positions of eyes O, ears HE, hands HN, etc.). In particular, the positions of the driver DR's joints are used to define the positions of the joints HA, KN, H, SH, EL, WR, HN, O, HE in the ergonomic position EP of the model M, starting from a comfort angle A46.

[0044] Advantageously, though not necessarily, the positions of several joints HA, KN, H, SH, EL, WR, HN, O, HE of the driver DR are used to process the ergonomic position EP of the model M, and the remaining angles A44, A57, A40, ν, etc. of the model M at the ergonomic position EP are calculated (in particular using trigonometry). Specifically, angles A46, A42, γ (and δ, i.e., the wrist angle included between the forearm 24 and the hand HN) are used as input. More specifically, the trigonometric calculations performed to position the model M at the ergonomic position EP are carried out using a two-dimensional coordinate system RF (with x on the horizontal axis and z on the vertical axis) located at the center of the front wheel of the vehicle 1 (as shown in the non-limiting embodiment of Figure 1).

[0045] Advantageously, though not necessarily, when the ergonomic position EP of model M is processed, it is corrected to account for changes in the posture of the cervical joints (e.g., moving the driver DR's neck laterally or downward from a relaxed driving position) and / or changes in the posture of the shoulder joints (e.g., forward protrusion due to a hunched posture).

[0046] These changes are determined, in particular, through experimental methods or by using / developing appropriate statistical research.

[0047] In particular, once the ergonomic position EP is calculated, the processing unit 4 processes the optimal configuration OC that the cockpit 5 should reach so that the driver DR can assume the ergonomic position EP while driving.

[0048] According to some preferred but non-limiting embodiments, as shown in Figures 4 and 5, the method also includes a control step of checking whether the optimal configuration OC is within the range of motion WS of the plurality of movable elements S, SW, RM of the cockpit 5 (particularly the seat S), thereby determining the possible portions 25 outside the range of motion WS. In particular, for portions 25 outside the range of motion WS (Figure 5, i.e., when the optimal configuration cannot be precisely reached due to mechanical limitations of the actuator system and / or movable elements, due to the ergonomics of the driver DR), the method also includes a step of calculating an attainable position 26 (where H is due to the ergonomic position EP and H' is attainable), which is processed particularly based on the position of the point of the driver DR's hip joint, and a step of changing the ergonomic position EP of the model M as a result. More precisely, the attainable position 26 is calculated by changing the angle A44 while keeping the position of the joint of the driver DR's knee KN constant. In this way, the angle A46 of the driver's ankle is kept constant while ensuring a sufficiently comfortable position.

[0049] According to the non-limiting embodiment of Figure 2, the plurality of actuator systems for achieving the optimal configuration OC include adjusting the height, depth and / or tilt of the seat cushion 8 of the driver's seat S, and / or adjusting the tilt and thickness of the backrest 12 of the driver's seat S, and / or adjusting one or more rearview mirrors RM of the vehicle 1, and / or vertical and horizontal adjustment of the steering wheel SW.

[0050] Figure 4 shows the possible three-dimensional operating range WS of the seat cushion 8 of the driver's seat S (which can be oriented horizontally and vertically, as well as inclined). In particular, the shape of the operating range WS changes with changes in the movement mechanism used for the seat cushion 8 of the driver's seat S. For example, linear movement from point 100 to point 103 (similar to movement from point 101 to point 102 and all intermediate segments) corresponds to sliding the seat S along direction OD. Furthermore, movement along the arc from point 100 to point 101 (similar to movement from point 103 to point 102 and all intermediate segments) corresponds to lifting the seat S along direction VD (and partially along direction OD as well). Finally, the three-dimensional movement in the shift from points 100~103 to points 100'~103' is a result of the change in the inclination of the seat cushion 8.

[0051] Advantageously, though not always, to obtain a better seating experience, the inclination of the seat cushion 8 is set to the maximum value that fits the position of point H of the hip joint (i.e., the maximum value of angle A57). In particular, by setting the inclination angle A57 of the seat cushion to this value, the position of the seat cushion 8 on the xz plane is fixed. At this point, the previously calculated point H of the hip joint is controlled to check whether it is actually within the remaining two-dimensional range of motion WS, and if point H determines the portion 25 outside the range of motion WS, it is moved back to the point closest to the range of motion WS on the xz plane. In particular, point H is moved along a circular arc (with a radius equal to the length of the driver's thigh 22) on the circumference, while keeping the point where the knee joint KN is located fixed.

[0052] According to some non-limiting embodiments, the method includes a further step of detecting anthropometric data of the driver DR by a fixed or movable interface device, the driver DR manually inputting the required anthropometric data. For example, the interface device may be a smartphone (PC or tablet) or the touchscreen of the vehicle 1, and using an application, the driver DR inputs the required anthropometric data such as height, weight, and limb dimensions.

[0053] According to some non-limiting embodiments, the driver (DR) inputs / displays / modifies their anthropometric data via a smartphone or tablet app.

[0054] According to other (or additional) non-limiting embodiments, the driver's anthropometric data is collected only once by the road vehicle manufacturer, for example, when the road vehicle is purchased.

[0055] Advantageously, though not always, the driver's anthropometric data can be more accurately detected by scanning devices available at car dealerships (e.g., 3D laser or body scanners).

[0056] Alternatively, or in addition, this method includes the further step of detecting anthropometric data of the driver DR by at least a sensor device 15, in particular a camera 16 facing the outside of the vehicle, and / or further sensor devices facing the inside.

[0057] Advantageously, though not necessarily, the sensor device 15, in particular the camera 16, detects anthropometric data of the driver DR approaching the vehicle 1 (by taking and processing photographs using the processing unit 4 and a known image processing system not described further) and simultaneously processes the optimal configuration.

[0058] While not necessarily advantageous, this method includes a boarding step in which an actuator device is controlled to cause the cockpit 5 to assume a retractable structure, in which at least some movable elements of the cockpit 5 (particularly the seat S and steering wheel SW) facilitate the boarding of the driver DR. That is, as the driver DR approaches the vehicle, the seat S lowers away from the steering wheel SW and the steering wheel SW is raised as high as possible. This makes it easier for the driver DR to board as the boarding space increases.

[0059] While not always advantageous, this method involves the additional step of dynamically adjusting the optimal configuration OC, particularly during driving. For example, the ergonomic configuration OC is adjusted according to the driver's fatigue level, mood, and the type of road the vehicle is traveling on (e.g., switching from a road open to traffic to a circuit, or vice versa). In this way, the driver DR is in the ergonomic position EP continuously, not just when riding in the vehicle 1. Furthermore, as the structure of the road being traveled changes, the associated ergonomic position also changes (e.g., when driving on a circuit, the driver needs to see further than on a road open to traffic, and therefore the vehicle parameters are adjusted accordingly).

[0060] In particular, this method includes the step of periodically (or continuously) monitoring at least one parameter relating to the current state of the driver DR (posture, fatigue level, seating position) or the current state of the vehicle (driving mode, road to be driven, etc.). Specifically, the parameter relating to the current state of the driver DR is monitored by one or more additional sensor devices located within the vehicle compartment 2, while the current state of the vehicle is monitored by one or more dedicated sensors (external camera, radar, GPS, etc.).

[0061] Advantageously, this method includes a further step of dynamically reprocessing the ergonomic position EP of the driver DR based on at least one parameter relating to the current state of the driver DR. Following the reprocessing of the driver's ergonomic position EP, the optimal configuration OC of the various actuator systems is reprocessed and controlled accordingly.

[0062] A non-limiting embodiment shown in Figure 6 illustrates a schematic diagram for calculating the ergonomic position EP of the driver DR using the method described above.

[0063] In particular, block 26 defines the measurements of the target body joints (by acquiring images with the sensor device 15 and / or by inputting the necessary measurements via an interface device such as a smartphone or touchscreen inside the vehicle 1). Specifically, the measurements of the target body joints are segments FT-HL, HL-HA, HA-FT, HA-KN, KN-H, H-SH', SH'-SH, SH-O X SH-O Y , including SH-EL, EL-WR, and WR-HN. Clearly, model M can be simplified by using fewer body joints to be targeted. Furthermore, in block 26, comfort inputs are predefined, including in detail angles A46, A42, γ, and δ. Furthermore, block 26 defines vehicle parameters to be considered in order to complete the calculation of the ergonomic position EP of model M. In particular, the parameters include physical measurements defined by the model of vehicle 1 used by the driver DR, i.e., the structure of vehicle 1. In detail, the parameters include the height of one or more pedals of vehicle 1 (in particular the height of the accelerator pedal), the height of the center of the front wheel of the vehicle (and thus the origin of coordinate system RF), the angle A47 defined between the sole of the foot and the inside floor of the vehicle, and so on.

[0064] Therefore, although not always the case, advantageously, the vehicle parameters used in calculating the ergonomic position EP change, and the model of road vehicle 1 changes.

[0065] Once the inputs for this method are specified in block 26, the flow switches to block 27, where point HA of the ankle relative to coordinate system RF is calculated by trigonometry. Given that point HA is known and angles A46 and A47 are used as predetermined inputs (e.g., pre-defined by experimental tables or appropriate statistical studies), block 28 calculates point KN where the knee joint of driver DR is located.

[0066] Conveniently, though not necessarily, block 29 involves calculating angle A40, which is the angle defined between the driver DR's fuselage 21 and the (vertical) direction VD. In particular, angle A40 is calculated using the inputs provided by blocks 26 and 28.

[0067] In particular, once angle A40 is calculated, block 30 specifies the position of point H for calculating angle A57 (based on information about angles A40 and A42). Specifically, the xz coordinates of point H at the hip joint are specified by the coordinates of point KN at the knee, the length of the driver DR's thigh, and the information about the angle A57 that has just been calculated.

[0068] Following the definition of the ergonomic position EP, the positions of the shoulder SH and eye O are defined in block 31. In particular, as indicated by the arrows in Figure 6, the data from blocks 26, 29, and 30 are required as input to complete the processing.

[0069] Meanwhile, block 32 calculates the angle ν, that is, the angle between the vertical direction VD and the driver DR's arm 23. In block 31, the shoulder support point SH' and the actual shoulder point SH are calculated, and if the angle γ is known, then the angle ν can also be calculated so that the driver DR can drive in a way that is deemed comfortable for the shoulder and arm.

[0070] Finally, in block 33, the processing of the ergonomic position EP is completed by calculating the points of the driver DR's arm 23, forearm 24, and hand HN.

[0071] Once the ergonomic position EP processing is complete, the optimal configuration is calculated using the parameters that were just calculated as limit values. In particular, if the optimal configuration cannot be reached, an achievable position is calculated (minimizing changes to the optimal configuration as much as possible, for example, by keeping the knee point constant as described above).

[0072] A non-limiting embodiment in Figure 7 shows a possible schematic diagram of a method for automatic cockpit adjustment. In particular, block 26 is divided into three subblocks 34, 35, and 36, which include inputs for the method described above and define the target body joints, comfort inputs, and vehicle 1 parameters, respectively.

[0073] Following the specification of these inputs, block 37 calculates the ergonomic position EP according to the above-mentioned content, namely the comfort input, vehicle parameters, and limb length. In block 38, the mechanical and possible limits set by the operating range WS of the movable elements of the cockpit 5 are applied. Finally, taking the mechanical limits into account, the attainable ergonomic position (different from the standard ergonomic position EP) is calculated as necessary, and the results obtained so far are converted into commands to be transmitted to the movable elements (i.e., the actuators of the seat S, steering wheel SW, and rearview mirror RM).

[0074] During use, when a driver approaches the road vehicle 1, it is first necessary to confirm whether the driver DR is known. If the driver is known, their preferences are restored from the database; if the driver is unknown, the sensor device 15 requests or autonomously detects the driver's anthropometric data, and after obtaining it, the optimal (or obtainable) configuration OC is calculated (according to the steps described above). Preferably, to facilitate entry for the driver, the steering wheel SW and seat S are retracted before the driver gets into the vehicle 1. Once the entry of the driver DR is detected, the actuator system is operated to reach the optimal configuration OC, allowing the driver DR to drive the vehicle 1 with a good level of comfort without wasting time adjusting the movable elements.

[0075] The non-limiting embodiments shown in Figures 8 and 9 illustrate a vehicle 1 equipped with a sensor device 15 (having a camera 16) on the driver's side pillar 17. Clearly, what has been described so far also applies to the adjustment of the passenger side cockpit.

[0076] In some non-limiting cases, the sensor device 15 is used to perform facial recognition of the driver DR to determine whether the person is a known driver (whose data exists inside the memory unit 3) or an unknown driver.

[0077] In particular, camera 16 detects the driver's anthropometric data as long as the driver's height h is lower than the detection space DS. More precisely, camera 16 detects the driver's anthropometric data when the driver DR is standing at a predetermined distance VDS from vehicle 1. In some non-limiting cases, the greater the driver's height h, the greater the distance VDS from vehicle 1 for detecting anthropometric data.

[0078] To an advantage, though not necessarily, camera 16 takes multiple different photographs as driver DR approaches vehicle 1.

[0079] According to some non-limiting embodiments, this method includes a further step in which the driver DR slightly modifies the optimal configuration OC based on the driver's preference or the type of road the driver is driving on (e.g., country road, city road, highway, loop road, parking lot, traffic, etc.). This modified configuration is stored in the memory unit 3 and reused each time the same driver DR approaches the vehicle 1 for boarding (or each time the vehicle 1 driven by the same driver DR travels along that type of road).

[0080] Conveniently, though not always, each block described so far represents a possible embodiment independent of the other blocks.

[0081] To the advantage of the vehicle, though not necessarily so, vehicle 1 is configured to perform the methods disclosed to date.

[0082] Although the present invention described above relates to examples of specific embodiments, its scope of protection should not be considered limited to the examples of embodiments described above, as it also includes all variations, modifications, or simplifications covered by the appended claims, such as different types of interfaces, different driver detection methods, different types of vehicles (e.g., motorcycles or front-wheel drive vehicles), different ergonomic data, different types of actuator systems or models M, and different correction methods.

[0083] This invention offers many advantages.

[0084] Firstly, the method and vehicle described above do not require manual readjustment of all movable elements in the cockpit each time the driver changes.

[0085] Furthermore, in the case of inexperienced drivers, they can adopt ergonomic positions that would otherwise be unattainable and unset.

[0086] A further advantage of the present invention is that it avoids the rough approximations required to calculate ergonomic position from height alone, and allows for the processing of a detailed model of the driver.

[0087] Furthermore, the present invention makes it easier for the driver to get into the vehicle and enables the driver to autonomously reach the optimal configuration in seconds based on detected or previously stored data.

[0088] Furthermore, by adjusting from the driver's ankle, drivers with extremely different physical characteristics can have similar reaction times and comfort levels. [Explanation of symbols]

[0089] 1 vehicle 2 Cabin 3 Memory Units 4 Processing Units 5 Cockpit 6 Actuator System 7 Actuator System 8 seat cushions 9 Actuator system 10 Actuator Systems 11 Actuator System 12 Backrest 13 Actuator System 14 Actuator System 15 Sensor device 16 cameras 17 Pillar 18. Control Panel 19 feet 20 Tibia 21 Torso 22 Thigh 23 Arm 24 Forearm 25. The part outside the operating range 26 blocks 27 blocks 28 blocks 29 blocks 30 blocks 31 blocks 32 blocks 33 blocks 34 blocks 35 blocks 36 blocks 37 blocks 38 blocks 39 blocks 40 blocks A40 Angle A42 angle A44 angle A46 angle A47 angle A57 angle AO horizontal axis AV vertical axis DR Driver DS detection space EL Elbow EP ergonomic position FS soles of the feet FT (Foot) H Hip joint h Height HA ankle HE ear HL heel HN Hand KN Knee M model O eye Optimal Overclocking Configuration OD direction RM rearview mirror S seat SH Shoulder SH' Shoulder support point SW Steering Wheel T ground VD direction Distance from VDS vehicle VS' ground visibility VS'' Control Panel Visibility WR Wrist WS operating range α angle β angle γ angle δ angle ν angle

Claims

1. A method performed by a data processing unit (4) for automatically adjusting the cockpit (5) in a road vehicle (1) driven by a driver (DR), wherein the method is: The data processing unit (4) determines anthropometric data specific to the driver (DR) through at least one sensor device equipped with a camera, wherein the camera is installed on the road vehicle (1) and configured to capture an overall image of the driver (DR), and the determination step is as follows: The data processing unit (4) processes the ergonomic position (EP) of a digitized model (M) of the driver (DR) sitting in the road vehicle (1) based on the anthropometric data, The data processing unit (4) processes the optimal configuration (OC) of the cockpit (5) based on the ergonomic position (EP) of the model (M), and the process includes processing the optimal configuration (OC) so that the driver (DR) is in the ergonomic position (EP) determined by the model (M) when in use. The data processing unit (4) operates a plurality of actuator systems (6, 7, 9-11, 13-15) to adjust a plurality of movable elements of the cockpit (5) and bring the cockpit (5) to the optimal configuration (OC), Includes, The anthropometric data includes at least one digitized skeleton model generated by the camera, which includes the joint positions and limb lengths of the driver (DR). The ergonomic position (EP) is determined by calculating a plurality of comfort angles associated with the driver's joint positions, including at least the angles of the ankle joint (HA), the hip joint (H), and the elbow joint (EL), and comparing the calculated comfort angles with predetermined ergonomic thresholds. The angle of the ankle joint (HA) is the angle formed between the driver's foot and leg, the angle of the hip joint (H) is the angle formed between the driver's torso and thigh, and the angle of the elbow joint (EL) is the angle formed between the driver's upper arm and forearm. The optimal configuration (OC) of the cockpit (5) is determined by associating the ergonomic position (EP) with predetermined visibility parameters, and the predetermined visibility parameters are The minimum visibility (VS') of the ground T as determined by the aforementioned driver (DR), The minimum field of view (VS'') of the control panel (18) mounted on the dashboard located in front of the front seats of the road vehicle (1), Includes, The data processing unit (4) further includes the step of operating the plurality of actuator systems to adjust at least the seat height, seat tilt, steering wheel position, and rearview mirror orientation based on the optimal configuration (OC), A method characterized by the following features.

2. The method according to claim 1, wherein the optimal configuration (OC) of the cockpit (5) is also processed by associating each predetermined value with a second comfort angle (A42), the second comfort angle (A42) being the angle of the hip joint (H) of the driver (DR) sitting in the driver's seat (S) of the road vehicle (1), based on the anthropometric data of the driver (DR) captured by the camera and included in the skeleton model.

3. The method according to any one of claims 1 to 2, wherein the optimal configuration (OC) of the cockpit (5) is also processed by associating each predetermined value with a third comfort angle (γ), the third comfort angle (γ) being the angle of the driver's (EL) elbow with hand (HN) on the steering wheel (SW) of the road vehicle (1), based on the anthropometric data of the driver (DR) captured by the camera and included in the skeleton model.

4. The method according to any one of claims 1 to 3, wherein the optimal configuration (OC) takes into account vehicle variables including the attitude during a race or on the road, opening and closing of the hardtop, and / or visibility or weather conditions.

5. The method according to any one of claims 1 to 4, wherein the anthropometric data of the driver (DR) includes the ergonomic positions of a plurality of joints of the driver (DR), thereby processing at least the driver's (DR) height (h) and limb lengths, including the positions of the body joints in the ergonomic position (EP) of the model (M).

6. The method of claim 5, wherein the positions of the body joints of the driver (DR) are used to process the ergonomic position (EP) of the model (M), and accordingly, angles associated with the body joints of the model (M) in the ergonomic position (EP) are calculated.

7. The method according to any one of claims 1 to 6, wherein the ergonomic position (EP) of the model (M) is adjusted to take into account changes in the posture of the cervical joint and / or the posture of the shoulder joint.

8. The data processing unit (4) further includes a control step of checking whether the optimal configuration (OC) is within the operating range (WS) of the plurality of movable elements of the cockpit (5), thereby determining the possible portion (25) outside the operating range (WS), The method according to any one of claims 1 to 7, wherein, with respect to a portion (25) outside the operating range (WS), the data processing unit (4) includes the steps of calculating an obtainable position based on the position of a point of the driver's (DR) hip joint (H), and as a result changing the ergonomic position (EP) of the model (M), the obtainable position is calculated while keeping the position of the driver's (DR) knee joint (KN) constant.

9. The method according to any one of claims 1 to 8, wherein the plurality of actuator systems (6, 7, 9-11, 13-15) for achieving the optimal configuration (OC) include adjusting the height and depth of the seat cushion (8) of the driver's (DR) seat, and / or adjusting the inclination and thickness of the backrest (12) of the driver's (DR) seat, and / or adjusting one or more rearview mirrors of the road vehicle (1), and / or adjusting the vertical and horizontal of the steering wheel.

10. The method according to any one of claims 1 to 9, wherein the data processing unit (4) further includes detecting the anthropometric data of the driver (DR) through a fixed or movable interface device, and the driver (DR) can manually input additional anthropometric data to interpolate the skeleton model.

11. The method according to any one of claims 1 to 9, wherein the camera is facing inward and / or outward of the road vehicle (1).

12. The method according to claim 11, wherein the camera is directed outward from the road vehicle (1) and mounted on the driver-side pillar (17) of the road vehicle (1), and is used to detect the anthropometric data of the driver (DR) approaching the road vehicle (1) and to process the optimal configuration (OC).

13. The data processing unit (4) further includes the step of dynamically adjusting the optimal configuration (OC) during operation, The aforementioned step of dynamically adjusting is: The steps include periodically monitoring at least one parameter relating to the current state of the driver (DR) or the current state of the road vehicle (1), A further step of dynamically reprocessing the ergonomic position (EP) of the driver (DR) based on at least one parameter relating to the current state of the driver (DR), The method according to any one of claims 1 to 12, comprising the reprocessing of the ergonomic position (EP) of the driver (DR), followed by the reprocessing and control of the optimal configuration (OC) of the plurality of actuator systems.

14. The data processing unit (4) controls the actuator system (6, 7, 9-11, 13-15) so that the cockpit (5) takes a storage configuration for accommodating the driver (DR), and further includes a boarding step that facilitates the driver (DR) getting into the road vehicle (1) by using at least some of the movable elements of the cockpit (5), The method according to any one of claims 1 to 13, wherein, following the boarding step, with the driver (DR) seated in the road vehicle (1), the actuator system (6, 7, 9-11, 13-15) adjusts at least some of the movable elements of the cockpit (5) to reach the optimal configuration (OC).

15. Road vehicle (1), A memory unit (3) configured to store the driver's (DR) anthropometric data, A data processing unit (4) configured to process or receive the ergonomic position (EP) of a digitized model (M) of the driver (DR) seated in the road vehicle (1), based on the aforementioned anthropometric data, and further configured to process or receive the optimal configuration (OC) of the cockpit (5) such that the driver (DR) is in the ergonomic position (EP) when in use, based on the ergonomic position (EP) of the model (M), Multiple actuator systems (6, 7, 9-11, 13-15) are configured to adjust multiple movable elements of the cockpit (5) to provide the optimal configuration (OC), Equipped with, A road vehicle (1) wherein the data processing unit (4) is configured to perform the method according to any one of claims 1 to 14.

16. A driver's seat (S) and A first actuator system (6) comprising a linear actuator system configured to adjust the parallel movement of the driver's seat (S) in a direction parallel to the longitudinal axis of the road vehicle (1), A second actuator system (7) includes a rotary actuator system configured to adjust the height of the seat cushion (8) of the driver's seat (S), A third actuator system (9) for adjusting the inclination of the seat cushion (8) of the driver's seat (S), A fourth actuator system (10) and a fifth actuator system (11) are configured to adjust the inclination and thickness of the backrest (12) of the driver's seat (S), respectively. A sixth actuator system (13) and / or a seventh actuator system (14) are configured to adjust the position of the steering wheel in the road vehicle (1) vertically and horizontally, respectively. A road vehicle (1) according to claim 15, comprising at least one additional actuator system configured to adjust the mirrors in accordance with the anthropometric data of the driver (DR) and the optimal configuration (OC).

17. A first sensor device (15) is attached to the driver-side pillar (17) of the road vehicle (1) and is configured to detect the human body measurement data of the driver (DR) approaching the road vehicle (1), Installed within the road vehicle (1), at least one second sensor device (15) configured to detect the position of the driver's (DR) eyes in order to provide the data processing unit (4) with feedback regarding the accuracy of the optimal configuration (OC) based on the visibility parameters, A road vehicle (1) according to claim 16, further comprising:

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