EP4413558A1 - Proprioception system for a driving simulator - Google Patents

Abstract

A proprioception system comprising a first structure bearing a seat or cabin which is oriented in a front-to-rear direction, a pivot link pivoting about a horizontal axis between the first structure and a second structure, the second structure being deformable following the geometry of an isosceles trapezoid which is deformable between the pivot link and a base of the second structure, and a guide means for moving the base along a front-to-rear linear path over a support. A first actuator controls the pivoting of the first structure relative to the second structure, a second actuator controls the deformation of the second structure, and a third actuator controls the translation of the second structure relative to the third structure. Lastly, the system comprises means for coordinated control of the first, second and third actuators. The invention is applicable to vehicle driving or piloting simulators.

Description

Title

Proprioceptive unit for driving simulator

Field of invention

The present invention relates to a proprioceptive, immersive, adaptive and connected driving or steering unit, intended to generate proprioception effects in particular during acceleration, braking and cornering while driving a vehicle.

State of the art

For example, document WO2018185658A1 discloses a proprioceptive unit comprising mechanical guide hoops making it possible to move a seat for a user along curved trajectories.

In such a plant it also becomes possible to eliminate the mechanical support arches of the seat which existed in the prior art and in particular in the document, the accelerations being here created thanks to the electronic control of independent movements.

Summary of the invention

It relates more particularly to a new dynamic unit capable of supporting any type of seat or cabin capable of receiving one or more drivers or pilots, and providing gravitational accelerations in a particularly effective, reliable and compact manner using particular combinations of displacements.

For this purpose, according to a first aspect, a proprioceptive unit is proposed comprising a first structure carrying a seat or cabin oriented in a front/rear direction, a pivoting connection about a horizontal axis between the first structure and a second structure, the second structure being deformable according to the geometry of a deformable isosceles trapezium between said pivoting connection and a base of the second structure, and a guide means for moving the base along a forward/backward linear path on a support, a first actuator for controlling the displacement in pivoting of the first structure with respect to the second structure, a second actuator for controlling the deformation of the second structure, and a third actuator for controlling the movement in translation of the second structure relative to the support, and coordinated control means of the first, second and third actuators.

The plant optionally includes the following additional characteristics, taken individually or in any combination that the person skilled in the art will apprehend as being technically compatible with each other:

* the isosceles trapezoid determining the deformation geometry of the second structure has a vertex whose length is between 60 and 85% of the length of the base, and side arms whose length is between 55 and 75% of the length from the base.

* The first actuator comprises a jack operating between points of the first structure and of the second structure remote from said pivoting connection.

* the second actuator comprises a jack operating between opposite regions of the deformable isosceles trapezium.

* the pivoting connection between the first and second structures is located at a location located lower than one region of the seat or cabin where the head of the user is intended to be located, and the coordinated control means are capable of controlling the first actuator and the third actuator such that horizontal displacement of said region is minimized.

* the control unit also includes a device for displaying a virtual environment for a user installed in the seat or cabin.

* the display device comprises at least one screen attached to a movable support, and a device for controlling the movement of the display device according to the movement of the seat or cabin.

* the control unit also includes a masking screen of the real environment around the control unit and the display device. A simulation system, in particular driving simulation, is also proposed, comprising a proprioceptive unit as defined above, sensor means for detecting driving actions by a user installed in the unit, a display device for the user , and a control device responding to the signals supplied by the sensor means to control in a coordinated manner a dynamic scene represented by the display device and the movements of the plant using its actuators.

Brief description of the drawings

Other aspects, objects and advantages of the present invention will appear better on reading the following detailed description of preferred embodiments thereof, given by way of non-limiting example and made with reference to the appended drawings.

On the drawings:

- Figs. 1A and 1B are respectively a side view and a front view of a proprioceptive unit according to the invention, in a neutral position,

- Figs. 2A-2B to 6A-6B are respectively side and front views of the plant of Figs. 1A and 1B, in positions displaced from the neutral position,

- Figs. 7A to 7H illustrate different postures of the unit for different commands at the level of two actuators of the unit, and

- Fig. 8 represents a superposition of different postures of the plant to show a certain geometric property.

Detailed Description of Preferred Embodiments

It should be noted on a preliminary basis that from one figure to another, identical or similar elements or parts are designated as far as possible by the same reference signs, and will not be described each time.

Referring first to Figs. 1A and 1B, a proprioceptive, immersive, adaptive and connected control unit has been represented in an initial state or neutral position. The longitudinal X, transverse Y and vertical Z directions are illustrated in these figures.

The control unit comprises an upper part 100 comprising a platform 110 carrying a driving position 120 comprising a seat 122 and control elements, here a block 124 comprising a steering wheel 125 and pedals 126. These elements are connected to appropriate sensors, known way.

The upper part 100 is carried by a mobile intermediate structure 200 which forms in cross section a deformable isosceles trapezium 220, this structure comprising a connection 210 pivoting about an axis parallel to Y between an upper region 221 of the trapezium and the platform 110, while a jack 230 comprising a jack body 231 and a jack rod 232 operates between said upper region 221 and the platform 110, being connected thereto according to pivoting connections with axes parallel to the transverse axis Y, to control the pivoting of said platform 110 and therefore of the driving position 120 as will be seen in detail below.

The two side arms of the trapezoid 220 are designated by the references 222 and 223 in Figure 1B. Its base is designated by the reference 224. It will be noted that the stability of the intermediate structure with respect to a rotation around the transverse horizontal axis is preferably obtained by providing two deformable trapezoids, respectively front and rear, designated by the references 220av and 220ar. The deformability of the trapezoids is obtained by pivoting links around respective axes oriented along the horizontal longitudinal axis X (axis perpendicular to the drawing of Fig. 1 B).

The base 224 of the deformable trapezoid(s) is defined by a platform 230 of the intermediate structure, this platform carrying wheels 231 by which it can move with guidance on horizontal rails 310 carried by a fixed ground structure 300, the rails 310 being oriented in the front/rear or longitudinal direction X. The deformation of the trapezoid(s) is ensured here by a cylinder 240 comprising a cylinder body 241 and a cylinder rod 242, which cylinder operates between the region of a lower corner of the deformable trapezium 220 and the region of the opposite upper corner, in being attached to the trapezoid in these regions with the possibility of pivoting along an axis oriented along the X direction.

The front-to-back movement of the structures 100 and 200 on the rails is ensured by a motor 250 or even a jack.

The control unit includes a control unit which receives as input the signals picked up at the level of the pedals and the steering wheel (accelerations, braking and changes of direction), in order, on the one hand, to control the progress of a performance in virtual reality either in a helmet virtual reality, either on one or more display screens surrounding the user in an immersive way, and on the other hand to control the movements of the driving position 120 by controlling the cylinders 230, 240 and the motor 250 to apply to the body of the user the corresponding accelerations and orientations.

Preferably, the jacks 230, 240 and the motor (or jack) 250 are of the electric type.

Figures 2A, 2B to 6A, 6B show the control unit with different positions of the driving position 120.

In FIGS. 2A and 3B, the jack 240 has been actuated to lean the driving position to the left (relative to the direction of driving), which will generate for the user a lateral force to the left; this typically corresponds to the force experienced during a turn to the right; this effect is typically adjustable depending on the curvature of the turn and the speed at which it is taken.

In Figures 3A and 3B, the driver's seat is tilted to the opposite side.

In Figs. 4A and 4B, the driving position 120 with the aid of the cylinder 230 is inclined so that the user is leaning forward, thus applying to the latter a force corresponding to that of braking. The inclination varies in function of the braking force, and this effect can be combined with a displacement of the unit on the rails 310 using the motor 250, in particular if a frontal impact effect is desired.

Figs. 5A and 5B illustrate the inclination of the driving position 120 in the opposite direction, corresponding to a situation of acceleration of the vehicle, the inclination being controlled to be all the greater as strong acceleration is simulated. Likewise, movement along rails 310 can be applied by motor 250 to simulate a rear impact.

Figures 6A and 6B illustrate the case of braking in a bend, the driving position 120 being both leaned forwards and to the right, thanks to a combination of the actions of the cylinders 230 and 240.

It is understood that by judiciously combining the commands at the level of the cylinders 230, 240 and of the motor (or cylinder) 250, it is possible to achieve a very large number of proprioception effects, by minimizing the harmful effects when linked in particular to the movement of the head. in translation.

On this subject, it should be noted that the use of the deformation of an isosceles trapezoid makes it possible to prevent the user's head from crossing the axis of rotation of the seat at the initialization of the movement, this so that it resists the centrifugal force produced by this inclination. The design of these trapezoids responds to achieve this result with relatively precise choices of the respective lengths of the base, the top and the side arms. In a particular example, these dimensions are 60 cm for the base, 50 cm for the top and 35 cm for the side arms. More generally, a length of between 60 and 85% of the length of the base is adopted for the top, and for the side arms a length of between 55 and 75% of the length of the base.

It is also observed that the rotation of the driving position 120 with respect to the structure 200 around the axis extending in the direction Y (link 210) can take place at the base of the seat 122 as illustrated or in any other suitable location, noting that the combination of forward or rearward pivoting and translation along the rails 310 can be optimized according to the signals delivered by position sensors fitted to the virtual reality headset when the pilot puts it on.

Compared to moving the driving position on hoops as illustrated in document WO2018185658A1, the kinematics obtained thanks to the deformation, in a transverse plane YZ, of a deformable isosceles trapezium, provides several advantages:

- for the same lateral displacement, it makes it possible to significantly increase the angle of inclination, which makes it possible to feel a greater quantity of acceleration for a given lateral displacement,

- it makes it easier to hold and therefore guide the driver's seat, the design and construction of the latter being more complex, and its stability more delicate, when it has to roll over hoops,

- finally, when tilting around an axis parallel to the Y direction (typically in the event of violent acceleration/braking), it avoids having to raise the driver's seat along the arches, which would require motors much more powerful to overcome the force of gravity and the use of moving mass balancing systems which would be heavy, complex and not always reliable,

- on the contrary, in the present invention the seat, while moving concomitantly, only pivots relative to its axis in the direction Y with masses balanced on either side, which makes it possible to limit the need for power of the two cylinders;

- it nevertheless makes it possible to reduce the movements of the driver's head to a minimum, this being based on two actions for controlling the movements:

1) during the installation of the driver, the position of the head (in fact of the inner ear) is identified using sensors, for example external sensors fitted to a virtual reality helmet (sensors fitted in particular to a helmet commercially manufactured by HTC Company, Taipei, known as "Vive Pro", or again of any appropriate sensor in the case of images projected on screens, this position being used as a reference position for controlling the movements of the seat

2) then, the control unit systematically and automatically compensates for the longitudinal displacement of the head procured by the rotation of the seat by performing an opposite displacement of the same value using the motor 250 along the rails 310, so in that it essentially does not advance or retreat (it only goes up or down with the body according to a straight line or a slight arc of a circle, as illustrated in Figs. 7A to 7H). It is this kinematics with tilting of the body that makes it possible to provide gravitational decelerations, even to the strongest, without feeling the major parasitic effect of the recoil of the pelvis or the kidneys that one feels with a movement of failover not corrected in this way.

Figs. 7A to 7H show for different settings of the jack 230 and the motor (or jack) 250, the distance taken horizontally between the head and the pivoting link 210, and the way in which the upper body moves tangentially to an arc of a circle vertical. The setback distance of the seat relative to its axis of rotation 210, preferably of the order of 550 to 600 mm depending on the size and position of the user, makes it possible to provide without parasitic effect, by simple rotation at the level of the pivoting connection 210 between the structures 100 and 200, an upward or downward acceleration creating a very realistic lifting and falling effect of the seat in the event of the vehicle taking off due to a speed bump or crossing a speed bump, d a median or sidewalk curb.

Conversely, it is also possible, to create a longer or stronger acceleration effect, to no longer compensate for all the longitudinal displacements of the head, provided that the latter then advances at the initialization of the movement. Thus Figs. 7A (neutral position) and 7B to 7F show that by tilting the structure 100 forward from different angles while moving back all of the structures 100 and 200 from corresponding determined distances, the user's head (here more precisely the headrest of the seat 122) does not undergo any component of horizontal displacement, whereas different braking intensities are simulated (different tilting angles of the structure 100). Fig. 8 which represents a superimposition of numerous views of the control unit in different positions, clearly shows that the user's head, previously identified by the sensor(s) of the virtual reality helmet or others as mentioned above, and therefore the position is taken into account to control the movements of the cylinder 230 and of the motor (or cylinder) 250, moves along a generally vertical rectilinear trajectory V during position changes exerted to simulate acceleration or braking.

Conversely, Figs. 7G and 7H show the same effect for two tilts of the 100 structure backwards, simulating two levels of acceleration without the user's head experiencing substantial horizontal displacement.

As indicated above, the plant described above can be supplemented by the addition of N panoramic display screens (typically three screens) arranged side-by-side with suitable inclinations, replacing the reality helmet Virtual.

Rather than incorporating these screens into the support structure of the pedals and the steering wheel, which would unbalance it, weigh it down, and create lateral bulk for the space-consuming simulator, while requiring the industrial development of a specific model, according to another aspect (not shown), the control unit incorporates a telescopic arm with movements controlled in synchronism with those of the driving position and supporting the screens, this arm being mounted on a fixed support, for example on the ceiling of a room in which is installed the central. The support structure of the screens then advantageously incorporates a veil pivoting at its two ends on its horizontal axis so as to conceal, for the various possible positions of the seat, the visual space corresponding to the terrestrial reference, and to avoid the effects of nausea for the driver.

When stationary, the arm can advantageously be deployed in the "lecturer" position to project the driving routes of the students in turn during the feedback and discussion sessions by the educator, with the veil in the anti-reflective position and acting as a sound box above the screens.

Of course, the present invention is in no way limited to the embodiments described and represented, but the person skilled in the art will be able to make numerous variants and modifications thereto.

It applies to the simulation of vehicle driving, in particular wheeled land vehicles, more particularly motor vehicles.

Claims

Claims 1 . Proprioceptive unit comprising a first structure carrying a seat or cabin oriented in a forward/rear direction, a connection pivoting about a horizontal axis between the first structure and a second structure, the second structure being deformable according to the geometry of an isosceles trapezium deformable between said pivoting connection and a base of the second structure, and a guide means for moving the base along a forward/rear linear path on a support, a first actuator for controlling the pivoting movement of the first structure with respect to the second structure, a second actuator for controlling the deformation of the second structure, and a third actuator for controlling the movement in translation of the second structure relative to the support, and coordinated control means of the first, second and third actuators. 2. Plant according to claim 1, characterized in that the isosceles trapezoid determining the deformation geometry of the second structure has a top whose length is between 60 and 85% of the length of the base, and side arms whose length is between 55 and 75% of the length of the base. 3. Plant according to claim 1 or 2, wherein the first actuator comprises a jack operating between points of the first structure and of the second structure remote from said pivoting connection. 3. Plant according to claim 1 or 2, wherein the second actuator comprises a jack operating between opposite regions of the deformable isosceles trapezium. 4. Central according to one of claims 1 to 3, wherein the pivoting connection between the first and second structures is located at a location located lower than one region of the seat or cabin where the user's head is intended. to be located, and the coordinated control means are able to control the first actuator and the third actuator in such a way that horizontal displacement of said region is minimized. 5. Proprioceptive unit according to one of claims 1 to 4, further comprising a device for displaying a virtual environment for a user installed in the seat or cabin. 6. Central according to claim 5, in which the display device comprises at least one screen attached to a movable support, and a device for controlling the movement of the display device according to the movement of the seat or cabin. 7. Proprioceptive unit according to claim 6, further comprising a screen for masking the real environment around the unit and the display device. 8. Simulation system, in particular driving simulation, comprising a proprioceptive unit according to one of claims 1 to 7, sensor means for detecting driving actions by a user installed in the unit, a display device for the user, and a control device responding to the signals provided by the sensor means to control in a coordinated manner a dynamic scene represented by the display device and the movements of the plant using its actuators.