Methods and systems for controlling vehicle body motion and occupant experience

• US 10,513,161 B2
• Filed: 12/06/2017
• Issued: 12/24/2019
• Est. Priority Date: 06/03/2015
• Status: Active Grant

• Current Assignee: ClearMotion, Inc.
• Original Assignee: ClearMotion, Inc.
• Inventors: Anderson, Zackary Martin, Giovanardi, Marco, Ekchian, Jack A., Godwin, Olivia D., Tucker, Clive, Laplante, John A., Graves, William, Avadhany, Shakeel, Finnegan, Michael W.
• Primary Examiner(s): Kan, Yuri
• Application Number:
  US15/833,738
• Publication Number:
  US 20180162186A1
• Time in Patent Office: 748 Days
• CPC Class Codes: A61B 5/4023 Evaluating sense of balance
• CPC Class Codes: B60G 17/016 characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input B60G17/017 takes precedence
• CPC Class Codes: B60G 17/0162 mainly during a motion involving steering operation, e.g. cornering, overtaking B60G17/0164 takes precedence
• CPC Class Codes: B60G 17/0165 to an external condition, e.g. rough road surface, side wind
• CPC Class Codes: B60G 17/017 characterised by their use when the vehicle is stationary, e.g. during loading, engine start-up or switch-off
• CPC Class Codes: B60G 17/019 characterised by the type of sensor or the arrangement thereof B60G17/01941 takes precedence
• CPC Class Codes: B60G 17/0195 characterised by the regulation being combined with other vehicle control systems conjoint control of vehicle sub-units including control of suspension systems B60W10/22
• CPC Class Codes: B60G 2400/05 Attitude
• CPC Class Codes: B60G 2600/182 Active control means
• CPC Class Codes: B60G 2800/012 Rolling condition
• CPC Class Codes: B60G 2800/014 Pitch; Nose dive
• CPC Class Codes: B60G 2800/016 Yawing condition
• CPC Class Codes: B60G 99/002 Suspension details of the suspension of the vehicle body on the vehicle chassis
• CPC Class Codes: B60K 2360/178 Warnings
• CPC Class Codes: B60K 35/00 Instruments specially adapted for vehicles; Arrangement of instruments in or on vehicles
• CPC Class Codes: B60K 35/25 using haptic output
• CPC Class Codes: B60K 35/28 characterised by the type of the output information, e.g. video entertainment or vehicle dynamics information; characterised by the purpose of the output information, e.g. for attracting the attention of the driver
• CPC Class Codes: B60N 2/0244 with logic circuits
• CPC Class Codes: B60N 2/0268 using sensors or detectors for adapting the seat or seat part, e.g. to the position of an occupant
• CPC Class Codes: B60N 2/14 rotatable, e.g. to permit easy access B60N2/10 , B60N2/2869 take precedence
• CPC Class Codes: B60N 2/501 : actively controlled suspension, e.g. electronic control
• CPC Class Codes: G09B 9/042 : providing simulation in a real vehicle G09B9/052, G09B9/058 take precedence

Abstract

In one embodiment, one or more suspension systems of a vehicle may be used to mitigate motion sickness by limiting motion in one or more frequency ranges. In another embodiment, an active suspension may be integrated with an autonomous vehicle architecture. In yet another embodiment, the active suspension system of a vehicle may be used to induce motion in a vehicle. The vehicle may be used as a testbed for technical investigations and/or as a platform to enhance the enjoyment of video and/or audio by vehicle occupants. In some embodiments, the active suspensions system may be used to perform gestures as a means of communication with persons inside or outside the vehicle. In some embodiments, the active suspensions system may be used to generate haptic warnings to a vehicle operator or other persons in response to certain road situations.

Claims

1. A method of reducing road induced motion within a vehicle, the method comprising:

controlling a first active suspension system associated with a first portion of the vehicle in at least a first range of frequencies to reduce a motion of the first portion of the vehicle;

controlling a second active suspension system operatively interposed between the first portion of the vehicle and a second portion of the vehicle in at least a second range of frequencies different from the first range of frequencies to reduce a motion of the second portion of the vehicle.

2. The method of claim 1, wherein the first range of frequencies includes frequencies greater than frequencies included in the second range of frequencies.

3. The method of claim 2, wherein the second range of frequencies is between or equal to 0.1 Hz and 0.5 Hz.

4. The method of claim 2, wherein the first range of frequencies is between or equal to 1.0 Hz and 10.0 Hz.

5. The method of claim 1, wherein the first portion of the vehicle is a vehicle chassis.

6. The method of claim 1, wherein the second portion of the vehicle is selected from the group consisting of a seat, a passenger compartment, and a vehicle cab.

7. The method of claim 1, wherein the first active suspension system reduces motion within the first range of frequencies to a greater degree than the second active suspension system, and wherein the second active suspension system reduces motion within the second range of frequencies to a greater degree than the first active suspension system.

8. The method of claim 1, wherein the motion of the second portion of the vehicle is the relative motion between the second portion and the first portion.

18. The method of claim 1, further comprising controlling the first active suspension system with a first controller and controlling the second active suspension system with a second controller.

19. The method of claim 1, wherein the first portion of the vehicle is a vehicle body and the first active suspension system is interposed between the first portion of the vehicle and multiple wheel assemblies of the vehicle.

9. A vehicle, comprising:

a first portion of the vehicle;

a second portion of the vehicle;

a third portion of the vehicle;

at least one actuator of a first active suspension system operatively disposed between the first portion and the second portion; and

at least one actuator of a second active suspension system operatively disposed between the second portion and the third portion;

wherein a relative motion between the first portion and the second portion is at least partially controlled in a first range of frequencies by the first active suspension system, and

wherein a relative motion between the second portion and the third portion is at least partially controlled in a second range of frequencies by the second active suspension system, and wherein the second range of frequencies is different from the first range of frequencies.

10. The vehicle of claim 9, wherein the first portion of the vehicle is selected from the group consisting of an unsprung mass and a wheel assembly, wherein the second portion is selected from the group consisting of a vehicle body, a chassis, and a sprung mass, and wherein the third portion is selected from the group consisting of a seat, a work surface, and a passenger compartment.

11. The vehicle of claim 9, further comprising:

a first controller operatively coupled to the first active suspension system; and

a second controller operatively coupled to the second active suspension system.

12. The vehicle of claim 9, wherein the first portion of the vehicle includes multiple wheel assemblies of the vehicle.

13. The vehicle of claim 12, wherein the second portion of the vehicle is a vehicle body.

14. The vehicle of claim 9, wherein the first range of frequencies includes frequencies greater than frequencies included in the second range of frequencies.

15. The vehicle of claim 9, wherein the second range of frequencies is between or equal to 0.1 Hz and 0.5 Hz.

16. The vehicle of claim 9, wherein the first range of frequencies is between or equal to 1.0 Hz and 10.0 Hz.

17. The vehicle of claim 9, wherein the first active suspension system is configured to reduce motion within the first range of frequencies to a greater degree than the second active suspension system, and wherein the second active suspension system is configured to reduce motion within the second range of frequencies to a greater degree than the first active suspension system.