Method for teleoperated control of a ground-bound passenger motor vehicle

Abstract

The invention relates to a method for teleoperated control of a ground-bound passenger motor vehicle (1), wherein an operator controls the passenger motor vehicle (1) by means of a control unit (2) spatially separated from the passenger motor vehicle (1), wherein accelerations (a) of the passenger motor vehicle (1) are determined by means of at least one acceleration sensor (3). The driving comfort for persons transported by means of the passenger motor vehicle (1) is improved by calculating, by means of a computing unit (4), comfort data (5) for the persons to be transported by means of the passenger motor vehicle (1) from the accelerations (a), wherein the comfort data (5) are transmitted to the control unit (2), wherein the comfort data (5) are visually displayed on a display device (6) of the control unit (2) in order for the operator to control the passenger motor vehicle (1).

Description

[0001] Method for teleoperated control of a ground-based passenger vehicle

[0002] The invention relates to a method for the teleoperated control of a ground-based passenger vehicle having the features of the preamble of patent claim 1.

[0003] In such a method for the teleoperated control of a ground-based passenger vehicle, an operator controls the passenger vehicle using a control unit spatially separated from the passenger vehicle. With teleoperated control, the operator is physically decoupled from the vehicle, and the driving tasks to be performed are performed remotely. For this to succeed, the operator's field of vision must be similar to that of a driver sitting in the passenger vehicle. The passenger vehicle has one or more cameras, the data from which are presented to the operator via a display device on the control unit. The operator can thus recognize obstacles, road conditions, or traffic signs and control the passenger vehicle accordingly. The passenger vehicle is also referred to as a vehicle or car in this document.

[0004] DE 10 2020 129 456 A1 shows a trajectory prediction from a pre-calculated or dynamically generated bank of trajectories for autonomous vehicles (AV). The vehicle is part of an AV system. The AV system includes sensors for measuring or inferring state or condition properties of the vehicle, such as the position, linear and angular velocity, as well as the acceleration of the vehicle and the heading. Examples of sensors are GPS and inertial measurement units (IMUs), which measure both the linear accelerations and angular velocities of the vehicle. The AV system includes computer peripherals coupled to computing devices for providing information and warnings to a user (e.g., an occupant or a remote user) of the motor vehicle and for receiving inputs from the same. Passenger-specific data, such as passenger comfort data, is transferred to a cloud server orstored in a passenger profile.

[0005] DE 10 2021 128 156 A1 describes techniques for monitoring and controlling autonomous vehicles (AVs). For example, at least one processor determines that a first AV is located in a field of view of a user wearing an augmented reality display device, obtains first data relating to an operation of the first AV, and causes at least a portion of the first data to be presented to the user using the augmented reality display device. For example, a graphical user interface is presented in the field of view of the user using the augmented reality display device, and at least the portion of the first data is included in the graphical user interface such that at least the portion of the first data appears to be spatially proximate to the first AV in the user's field of view. The operation of the AV can be remotely monitored and / or controlled.For example, a command center can be implemented with one or more computer systems located remotely from the AV. The command center can receive information from the AV (e.g., data describing the AV's operation) and send information to the AV (e.g., commands instructing the AV to perform specific tasks). Passenger-specific data, such as passenger comfort data, is stored on a cloud server or in a passenger profile.

[0006] EP 3 605257 A1 shows another autonomous vehicle in which vehicle data is displayed to the person being transported, e.g. to increase driving comfort.

[0007] Another autonomous vehicle is known from EP 4 130 921 A1. The vehicle's movements are also planned with regard to the comfort of the passengers being transported.

[0008] In contrast to teleoperated control, the aforementioned autonomous vehicles are not controlled by a human operator, but are controlled automatically. For people transported in a teleoperated vehicle, the ride is less comfortable, i.e. the vehicle is exposed to accelerations that are perceived as unpleasant. For example, correspondingly high, current accelerations are perceived as unpleasant. Furthermore, vibrations acting on the human body can be negatively perceived. Due to resonances in the human body, vibrations with different frequencies are perceived with varying intensity. Vibrations in the low frequency range of 0.1 Hz - 0.5 Hz can lead to severe discomfort, which is also known as motion sickness, similar to seasickness. Vibrations in the high frequency range make reading and writing while driving more difficult.

[0009] The invention is therefore based on the object of designing and / or developing the method for the teleoperated control of a ground-based passenger vehicle in such a way that the disadvantages of the prior art are avoided or at least reduced. In particular, the driving comfort for passengers transported by the passenger vehicle is to be improved. This object underlying the invention is now initially achieved by a method for the teleoperated control of a ground-based passenger vehicle with the features of patent claim 1.

[0010] One aspect of the invention is essentially that comfort data for the persons to be transported by means of the passenger vehicle are calculated from the accelerations by means of a computing unit, wherein the comfort data are transmitted to the control unit, wherein the comfort data are visually displayed on a display device of the control unit for the operator to control the passenger vehicle.

[0011] This allows the operator to react to uncomfortable driving conditions and, in particular, to remotely control the vehicle in such a way that such uncomfortable driving conditions are avoided in the first place. Such a visual representation of comfort data is simple and cost-effective to implement, for example, compared to a simulator movable in multiple axes, which provides a haptic representation of comfort for the operator.

[0012] The comfort data preferably comprise a lateral acceleration for left turns, a lateral acceleration for right turns, a positive longitudinal acceleration, a negative longitudinal acceleration, a positive vertical acceleration and / or a negative vertical acceleration, which are preferably displayed separately on the display device in real time.

[0013] This allows the operator to directly see which of their actions—which essentially include steering, accelerating, braking, and, in some cases, shifting gears—result in which driving comfort. Steering results in lateral acceleration for left or right turns. Accelerating results in positive longitudinal acceleration, while braking results in negative longitudinal acceleration. Vertical accelerations occur, for example, when driving through potholes or over speed bumps, which are used to reduce speed on roads.

[0014] More preferably, the lateral accelerations and / or the longitudinal accelerations are represented by means of a preferably circular area. The position of the area is selected depending on the direction of acceleration and / or the acceleration value relative to a reference point representing the passenger car. For example, a symbol of the passenger car is represented in a plan view, wherein the reference point is located within the symbol, in particular in an area of ​​the vehicle's center of gravity. In a left-hand bend, the area to the right of the reference point is represented. In a right-hand bend, the area to the left of the reference point is represented. When accelerating, the area below the reference point is represented. When braking, the area above the reference point is represented. Mixed positions are conceivable, for example when steering and braking occur simultaneously.The value of the respective acceleration can be represented by the distance from the reference point, with a short distance representing low acceleration and a long distance representing high acceleration. Such a representation of the accelerations can be intuitively interpreted by the operator, allowing the operator to control the vehicle with a particularly high level of comfort.

[0015] In an advantageous embodiment of the method, the vertical accelerations are displayed in a preferably circular area using a color scale. This can advantageously be the same area as for the lateral accelerations and / or the longitudinal accelerations. However, it is also conceivable that the area for the vertical accelerations is always displayed at the same location, advantageously in the area of ​​the reference point. Preferably, the vertical accelerations are displayed in absolute values, so that the operator does not distinguish between positive and negative vertical acceleration. The color scale mentioned is independent of the position of the area on the display device.

[0016] In a particularly preferred embodiment of the method, the color scale ranges from a first color, in particular green, for a vertical acceleration of zero to a second color, in particular red, for a vertical acceleration that has exceeded an upper limit with regard to ride comfort. In particular, two colors are selected that are particularly easy to distinguish by the human operator, which applies to green and red. Preferably, two complementary colors are selected.

[0017] Preferably, the upper limit of the vertical acceleration has a value of 3 m / s 2 up to 4 m / s 2 , especially 3.5 m / s 2 This upper limit of vertical acceleration was determined primarily in test drives and related surveys of the passengers being transported.

[0018] According to an alternative embodiment of the method, the lateral accelerations and / or the longitudinal accelerations are displayed using a color scale. Displaying the accelerations using a color scale has the advantage that selecting an appropriate color, e.g., red, yellow, or orange, can easily attract the operator's attention, and this color is also easily recognizable by the operator. Red, yellow, and orange are generally known as warning or signal colors.

[0019] Advantageously, the color scale ranges from a first color, in particular green, for a respective lateral or longitudinal acceleration of zero to a second color, in particular red, for a respective lateral or longitudinal acceleration which has exceeded an upper limit value with regard to driving comfort.

[0020] Here, too, two colours, preferably two complementary colours, are chosen which are particularly easy to distinguish by the human operator.

[0021] Further preferably, the upper limit of the lateral acceleration has a value of 3.5 m / s 2 up to 4.5 m / s 2 , especially 4 m / s 2 , on.

[0022] In a preferred embodiment of the method, the upper limit of the longitudinal acceleration has a value of 1.7 m / s 2 up to 2.3 m / s 2 , especially 2 m / s 2 , on.

[0023] These two upper limits of lateral acceleration and longitudinal acceleration were also determined in particular in test drives and associated surveys of the persons being transported.

[0024] Preferably, the lateral accelerations and / or the longitudinal accelerations are each displayed in a bar-shaped area. In particular, four bar-shaped areas are displayed, arranged in a cross. The bar-shaped areas for the lateral accelerations are aligned horizontally, and the bar-shaped areas for the longitudinal accelerations are aligned vertically. This representation of the accelerations can also be intuitively interpreted by the operator, allowing the operator to control the vehicle with a particularly high level of comfort.

[0025] Further preferably, the comfort data comprise a continuous comfort value. The continuous comfort value is determined using frequency-weighted accelerations and / or a jerk for a period of 4 seconds to 6 seconds, preferably 5 seconds. Advantageously, the comfort data comprise an average comfort value. The average comfort value is determined using frequency-weighted accelerations and / or a jerk for a period of 4 minutes to 6 minutes, preferably 5 minutes.

[0026] The continuous comfort value and the average comfort value can also be used to evaluate vibrations that are particularly located in the resonance range of the human body, which can cause discomfort and thus reduce ride comfort. The calculation of the continuous comfort value and the average comfort value is based on the evaluation system from DIN 12299. However, DIN 12299 was developed for ride comfort in rail vehicles. The calculation methods implemented here have therefore been adapted to ground-based passenger vehicles. For this purpose, the corresponding limit values ​​and / or coefficients have also been adapted.

[0027] According to an advantageous embodiment of the method, the continuous comfort value and / or the average comfort value is displayed in a circular region, in particular enclosing the lateral accelerations, the longitudinal accelerations and / or the vertical accelerations, by means of a color scale.

[0028] Thus, even if the operator pays attention to the lateral accelerations, the longitudinal accelerations and / or the vertical accelerations, the continuous comfort value and / or the average comfort value can still be recognized at least peripherally.

[0029] There are now numerous possibilities for advantageously designing and developing the method according to the invention. Reference is made to the claims subordinate to claim 1. A preferred embodiment of the method according to the invention will now be explained and described in more detail with reference to the drawing and the accompanying description. The drawing shows:

[0030] Fig.1 shows a schematic representation of a signal flow diagram of the method for teleoperated control of a ground-based passenger vehicle,

[0031] Fig.2 shows a highly schematic representation of the teleoperated controllable passenger vehicle in a plan view, Fig.3a - 3f show a schematic representation of a first embodiment of the display of comfort data for a respective driving situation, and

[0032] Fig.4a, 4b show a schematic representation of a second embodiment of the representation of the comfort data for a respective driving situation.

[0033] Fig. 1 shows the method for remotely controlling a ground-based passenger vehicle 1 using a signal flow diagram. The passenger vehicle 1 itself is shown in Fig. 2. An operator controls the passenger vehicle 1 using a control unit 2 arranged spatially separate from the passenger vehicle 1. Accelerations a of the passenger vehicle 1 are determined using at least one acceleration sensor 3.

[0034] The passenger vehicle 1 is, in particular, a road vehicle. In the passenger vehicle 1, all vehicle functions can be controlled via a built-in, so-called drive-by-wire system (DbW). The vehicle functions can thus be controlled electrically. The vehicle functions are controlled via a central vehicle processing unit 4.F and with the aid of CAN bus data connections. The drive-by-wire system (DbW) has servo motors and / or actuators with which, for example, braking and acceleration impulses, as well as steering movements, can be implemented. The data sent from the control unit 2 to the passenger vehicle 1 are converted into control signals for the servo motors and / or actuators in the vehicle processing unit 4.F while driving. The passenger vehicle 1 preferably has a plurality of cameras, the data from which are transmitted by means of a transmitter 1.S are transmitted to the control unit 2 for the operator while driving so that the operator can recognize obstacles, road conditions or traffic signs while driving.

[0035] From the accelerations a, comfort data 5 for the passengers to be transported by the passenger vehicle 1 are calculated by means of a computing unit 4. The comfort data 5 are transmitted to the control unit 2. On a display device 6 of the control unit 2, the comfort data 5, in addition to the data from the cameras, are visually displayed for the operator to control the passenger vehicle 1. The computing unit 4 can be implemented both in the area of ​​the control unit 2 and in the area of ​​the passenger vehicle 1, e.g., as part of the vehicle computing unit 4.F.

[0036] The comfort data 5 is thus available to the operator, in addition to the camera data, for controlling the passenger vehicle 1. Thus, the haptic feedback of the passenger vehicle 1, which is missing for the operator, is represented by visual information. This is possible with very little effort, while still achieving a high level of ride comfort for the passengers being transported.

[0037] The comfort data 5 show a lateral acceleration a x for left turns, a lateral acceleration a- x for right turns, a positive longitudinal acceleration a y , a negative longitudinal acceleration a- y , a positive vertical acceleration a z and / or a negative vertical acceleration a. z, which are shown in real time, preferably separately, on the display device 6. Figures 3a to 3f show a first embodiment of how this can be done, and Figures 4a and 4b show a second. In the simplest case, the acceleration values ​​a measured by means of the acceleration sensor 3 are simply converted into a visually good, preferably intuitively recognizable form, from which it can be recognized in particular which type of acceleration is how unpleasant for the persons to be transported. This conversion is done using so-called comfort criteria 5.K, which are made available to the computing unit 4. Such comfort criteria 5.K, by means of which it can be determined which type of acceleration is how unpleasant for the persons to be transported, are preferably determined in test drives and associated surveys. It is also conceivable that the accelerations a x , a- x , a y , a- y , a z, a. z be converted into Rücke, i.e. the changes in acceleration a x , a- x , a y , a- y , a z , a. z viewed over time and displayed by means of the display device 6. To calculate the jerk, the corresponding acceleration a x , a- x , a y , a- y , a z , a. z be derived with respect to time, which is possible in particular with the aid of the computing unit 4 and corresponding numerical methods.

[0038] The lateral accelerations a x , a- x and / or the longitudinal accelerations a y , a- yare shown according to Fig. 3a to 3f by means of a preferably circular area, wherein the position of the area is selected depending on the acceleration direction and / or the acceleration value relative to a reference point 7 representing the passenger vehicle 1. A vehicle silhouette is shown in a top view around the reference point 7 for illustration purposes. In Fig. 3a, the directions of the lateral accelerations a are also shown with dashed arrows, representative of Fig. 3a to 3f. x , a- x and the longitudinal accelerations a y , ay. The value of the respective acceleration a x , a. x , a y , a- y is represented by the distance to reference point 7, where a small distance represents a low acceleration value and a large distance represents a high acceleration value. The value of the respective acceleration a x , a- x , a y, a- y is first converted into a corresponding distance using the computing unit 4. The distances then also determine the direction of the area to the reference point 7. Fig.3a to 3f show six different driving situations of the passenger vehicle 1 . Fig.3a shows the reference point 7 in the middle of the circular area, whereby lateral accelerations a x , a- x and longitudinal accelerations a y , a- y of zero, which occur at a standstill or during motorway driving without change. Fig.3b shows the circular area relatively far to the right of the reference point 7, which causes a lateral acceleration a x which results in a steep left turn. Fig.3c and 3d show the reference point 7 in the center of the circular area, whereby lateral accelerations a x , ax and longitudinal accelerations a y , a- yof zero. Fig.3e shows the circular area to the left above the reference point 7, which represents a lateral acceleration a- x and a longitudinal acceleration a- y which result from slightly unpleasant braking in a right-hand bend. Fig.3f shows a circular area to the right below the reference point 7, which causes a lateral acceleration a x and a longitudinal acceleration a y which result from comfortable acceleration in a left-hand bend.

[0039] The vertical accelerations a z , a. z are shown in Fig. 3a to 3f, 4a and 4b in a preferably circular area using a color scale. This is, according to Fig. 3a to 3f, the same circular area as for the lateral accelerations a x , a- x and the longitudinal accelerations a y , a- y. The color of the circular area then indicates the vertical acceleration a z , a. z In the illustrated top view of the silhouette of the passenger car 1, the vertical accelerations a z , a. z cannot be represented based on the position to the reference point 7. The color of the circular area is preferably determined based on the value of the vertical acceleration a z , a. z selected so that there is no distinction between the different directions of the vertical acceleration a z , a. z , upwards or downwards.

[0040] The color scale ranges from a first color, especially green, for a vertical acceleration a z , a. z from zero to a second color, especially red, for a vertical acceleration a z , a. zwhich has exceeded an upper limit in terms of driving comfort.

[0041] The upper limit of the vertical acceleration a z , a. z has a value of 3 m / s 2 up to 4 m / s 2 , especially 3.5 m / s 2 , on.

[0042] Fig.3c shows a vertical acceleration a exceeding this upper limit z , a. z , which occurs, for example, when driving through a pothole, where the color red is symbolized by hatching with thick lines slanting to the right. The other figures 3a, 3b and 3d to 3f show a very low vertical acceleration a z , a. z , where the color green is symbolized here by hatching with thin lines slanting to the right.

[0043] According to Fig. 4a and 4b, the lateral accelerations a x , a- x and the longitudinal accelerations ay , a. y represented using a color scale.

[0044] The color scale here also ranges from a first color, in particular green, for a respective lateral or longitudinal acceleration a x , a- x , a y , a. y from zero to a second color, in particular red, for a respective lateral or longitudinal acceleration a x , a. x , a y , a. y which has exceeded an upper limit in terms of driving comfort.

[0045] The upper limit of the lateral acceleration a x , a- x has a value of 3.5 m / s 2 up to 4.5 m / s 2 , especially 4 m / s 2 , on.

[0046] The upper limit of the longitudinal acceleration a y , a. y has a value of 1.7 m / s 2 up to 2.3 m / s 2 , especially 2 m / s 2, on.

[0047] The lateral accelerations a x , a- x and the longitudinal accelerations a y , a. y are shown in a bar-shaped area as shown in Fig.4a and 4b. To the right of reference point 7, the lateral acceleration a x for left turns in a bar-shaped area. To the left of reference point 7, the lateral acceleration a- x for right-hand curves is shown in a bar-shaped area. Below the reference point 7, the positive longitudinal acceleration a y shown in a bar-shaped area. Above the reference point 7, the negative longitudinal acceleration a- yshown in a bar-shaped area. Fig. 4a shows a basic representation. Fig. 4b shows the bar-shaped area to the right of reference point 7 with medium-thick, left-sloping lines, symbolizing the color yellow, which indicates a lateral acceleration a x which occurs during normal driving through a left-hand bend. The color yellow represents an average acceleration value, which lies between the zero acceleration value associated with the color green and the acceleration value associated with the color red, which exceeds the upper limit. Fig. 4b shows the bar-shaped area above reference point 7 with thin lines slanting to the right, symbolizing the color green, which represents a very low longitudinal acceleration a. y which results from normal left-hand bend driving. To determine the value of the lateral accelerations a x , a- xand the longitudinal accelerations a y , a. y to be more clearly represented, the larger the value of the respective lateral accelerations a x , a- x or longitudinal accelerations a y , a. y a longer bar-shaped area is filled with the corresponding color.

[0048] The comfort data 5 show a continuous comfort value C ct where the continuous comfort value C ct by means of frequency-weighted accelerations and / or by means of a jerk for a period of 4s to 6s, preferably 5s.

[0049] The comfort data 5 can still provide an average comfort value N M v, where the mean comfort value N M v is determined by means of frequency-weighted accelerations and / or by means of a jerk for a period of 4 minutes to 6 minutes, preferably 5 minutes.

[0050] The continuous comfort value Cct and / or the average comfort value N M v is in a circular area, especially the lateral accelerations a x , a- x , the longitudinal accelerations a y , a. y and / or the vertical accelerations a z , a. z enclosing, represented by a color scale.

[0051] The color scale here also ranges from a first color, especially green, for a continuous comfort value C ct or average comfort value N M v from zero to a second color, in particular red, for a continuous comfort value C ctor average comfort value NM , which has exceeded an upper limit with regard to ride comfort. Here, too, the colors are symbolized by hatching. Fig.3a and 3f show hatching with thin lines slanting to the right in the circular area, symbolizing the color green, which symbolizes a pleasant ride. Fig.3b, 3c and 3e show hatching with medium-thick lines slanting to the left in the circular area, symbolizing the color yellow, which symbolizes a slightly unpleasant ride. Fig.3d shows hatching with thick lines slanting to the right in the circular area, symbolizing the color red, which symbolizes an unpleasant ride with an increased risk of motion sickness, which can result, for example, from abrupt driving or a generally poor driving style.

[0052] The following describes the calculation of the continuous comfort value C ct and the mean comfort value NM are described in detail. The longitudinal and lateral accelerations a x , a. x , a y , a. y are amplified or attenuated using a weighting function Wd depending on the oscillation of the signal. The vertical accelerations a z , a. z are amplified or attenuated using a weighting function Wb depending on the signal oscillation. The values ​​of the weighting functions Wd and Wb are defined in DIN 12299 and adopted here accordingly.

[0053] The resulting weighted acceleration at, Wi The effective value of the signal is determined over a data vector of 4s to 6s, preferably 5s. The calculation formula is:

[0054] Finally, the continuous comfort Ca calculated from the weighted lateral, longitudinal and vertical accelerations of the mean values ​​over the three effective values:

[0055] The determined value is then converted using the following table, representing the comfort in color:

[0056] The medium comfort N M v should preferably also be incorporated into the concept of a "driving style score." The driving style score should serve as a point system for the overall evaluation of the trip. Continuous comfort C a helps the operator or teleoperator to evaluate their driving style in real time. However, the method is not suitable for evaluating the journey over a longer period of time. For this purpose, the N M v Procedures are used to evaluate the driving style over a period of 4 to 6 minutes, preferably 5 minutes. The average comfort determination is based on the continuous comfort C a. For the calculation of the average comfort N M v the four to six, especially five second blocks of continuous comfort C a stored for over a minute to calculate the 95th percentile from the stored blocks. The percentile P = 95 means that 95% of all values ​​are equal to or below this value. After the percentile for the weighted lateral a^ p d 95 , longitudinal a^ d 95 and vertical acceleration a^,g5 were determined, the average comfort N can be calculated using the following formula M v can be calculated according to the DIN 12299 standard:

[0057] Then the medium comfort N M v can be converted into a “driving style score” using the following table:

[0058] It is also conceivable to use the continuous comfort value C ct and / or the average comfort value N Mv to use a so-called UlC value, which is determined using a UIC method. The UIC method is an evaluation system for rail vehicles based on DIN 12299 and was designed for determining comfort on winding routes. DIN 12299 also includes the average comfort rating NVA-

[0059] The UIC method describes the following formula for calculating a UIC rq note:

[0060] UIC rq note = 0.094 N VA + 0.6 y 50 + 0.37 y 50 + 0.110

[0061] For this purpose, the average comfort rating NVA was expanded to include lateral acceleration and lateral jerk. 50 is the 50th percentile of the lateral acceleration in the vehicle. The lateral jerk in the vehicle is calculated with the 50th percentile over y 50This equation determines comfort in an interval from 0 to 5, with the value 5 describing a very uncomfortable ride. Since this UIC method also evaluates rail vehicles, 0 defines the inclination of the train carriage, which is negligible in the vehicle. In order to adapt the UIC method to a ground-based passenger car or a road vehicle, the value NVA was therefore further increased by C a and the coefficients of lateral acceleration and lateral jerk were adjusted empirically based on simulation tests. The resulting UIC assessment method for a ground-based passenger vehicle, in particular a road vehicle, is thus:

[0062] UIC rq note = 8 C ct + 0.5 y 50 + 0.25 y 50

[0063] The value ranges from 0 to 8, with the ride being classified as comfortable up to a UIC comfort rating of 5. This system has great potential, as all three relevant components – vibrations, lateral acceleration, and lateral jerk – are combined for determining comfort, making the differentiation of different driving styles clearer. The median is used for the 50th percentile calculation. Using computing unit 4, the lateral acceleration, lateral jerk, and continuous comfort C are calculated. t After the median lateral acceleration and lateral jerk have been calculated, the "UIC comfort rating" (UIC rq rating) is determined using the above-mentioned calculation formula and can then be used for visualization.

[0064] List of reference symbols

[0065] 1 passenger car

[0066] 1.S Sender

[0067] 2 Control unit

[0068] 3 Accelerometer

[0069] 4 Computing unit

[0070] 4.F Vehicle computing unit

[0071] 5 Comfort data

[0072] 5.K Comfort criteria

[0073] 6 Display device

[0074] 7 Reference point a Accelerations a x Lateral acceleration for left turns ax Lateral acceleration for right turns a y positive longitudinal acceleration ay negative longitudinal acceleration a z positive vertical acceleration az negative vertical acceleration

[0075] C ct continuous comfort value

[0076] NMV average comfort value

[0077] UlC rq note UIC comfort note

[0078] DbW Drive-by-Wire System

Claims

Patent claims 1. Method for the teleoperated control of a ground-based passenger vehicle (1), wherein an operator controls the passenger vehicle (1) by means of a control unit (2) arranged spatially separately from the passenger vehicle (1), wherein accelerations (a) of the passenger vehicle (1) are determined by means of at least one acceleration sensor (3), characterized in that comfort data (5) for the persons to be transported by means of the passenger vehicle (1) are calculated from the accelerations (a) by means of a computing unit (4), wherein the comfort data (5) are transmitted to the control unit (2), wherein the comfort data (5) are visually displayed on a display device (6) of the control unit (2) for the operator to control the passenger vehicle (1).

2. Method according to claim 1, characterized in that the comfort data (5) include a lateral acceleration (a x) for left turns, a lateral acceleration (a- x ) for right turns, a positive longitudinal acceleration (a y ), a negative longitudinal acceleration (a- y ), a positive vertical acceleration (a z ) and / or a negative vertical acceleration (a. z ), which are preferably displayed separately on the display device (6) in real time.

3. Method according to claim 2, characterized in that the lateral accelerations (a x , a- x ) and / or the longitudinal accelerations (a y , a. y ) are represented by means of a preferably circular area, wherein the position of the area is selected as a function of the acceleration direction and / or the acceleration value relative to a reference point (7) representing the passenger vehicle (1).

4. Method according to one of claims 2 or 3, characterized in that the vertical accelerations (a z , a. z ) in a preferably circular area using a color scale.

5. Method according to claim 4, characterized in that the color scale is changed from a first color, in particular green, for a vertical acceleration (a z , a. z ) from zero to a second color, in particular red, for a vertical acceleration (a z , a. z ) which has exceeded an upper limit in terms of driving comfort.

6. Method according to claim 5, characterized in that the upper limit of the vertical acceleration (a z , a. z ) has a value of 3 m / s 2 up to 4 m / s 2 , especially 3.5 m / s 2 , has.

7. Method according to claim 1, 2, 4, 5 or 6, characterized in that the lateral accelerations (a x , a- x ) and / or the longitudinal accelerations (a y , a. y ) can be represented using a color scale.

8. Method according to claim 7, characterized in that the color scale is changed from a first color, in particular green, for a respective lateral or longitudinal acceleration (a x , a- x , a y , a. y ) from zero to a second color, in particular red, for a respective lateral or longitudinal acceleration (a x , a. x , a y , a. y ) which has exceeded an upper limit in terms of driving comfort.

9. Method according to claim 8, characterized in that the upper limit of the lateral acceleration (a x , a- x ) has a value of 3.5 m / s 2 up to 4.5 m / s2 , especially 4 m / s 2 , has.

10. Method according to claim 8 or 9, characterized in that the upper limit of the longitudinal acceleration (a y , a. y ) has a value of 1.7 m / s 2 up to 2.3 m / s 2 , especially 2 m / s 2 , has.

11. Method according to one of claims 7 to 10, characterized in that the lateral accelerations (a x , a- x ) and / or the longitudinal accelerations (a y , a. y ) are each displayed in a bar-shaped area.

12. Method according to one of the preceding claims, characterized in that the comfort data (5) have a continuous comfort value (Cd), wherein the continuous comfort value (Cct) is determined by means of frequency-weighted accelerations and / or by means of a jerk for a period of 4s to 6s, preferably 5s.

13. Method according to one of the preceding claims, characterized in that the comfort data (5) have an average comfort value (NMV), wherein the average comfort value (NMV) is determined by means of frequency-weighted accelerations and / or by means of a jerk for a period of 4 minutes to 6 minutes, preferably 5 minutes.

14. Method according to claim 12 or 13, characterized in that the continuous comfort value (Cd) and / or the mean comfort value (NMV) in a circular area, in particular the lateral accelerations (a x , a- x ), the longitudinal accelerations (a y , a. y ) and / or the vertical accelerations (a z , a. z ) is represented by a color scale.

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