CN115019289A

CN115019289A - Method for detecting the fatigue state of a driver, electronic fatigue detection system and motor vehicle

Info

Publication number: CN115019289A
Application number: CN202210205790.1A
Authority: CN
Inventors: R·贝伦特; A·布罗西格; F·奥伯斯特
Original assignee: Volkswagen AG
Current assignee: Volkswagen AG
Priority date: 2021-03-04
Filing date: 2022-03-04
Publication date: 2022-09-06
Also published as: DE102021202123A1

Abstract

The invention relates to a method for identifying a fatigue state of a driver, as well as an electronic fatigue identification system and a motor vehicle, in particular a method for identifying a fatigue state of a driver (2) of a motor vehicle (1), wherein the fatigue state of the driver (2) is evaluated depending on at least one current seating position (4) of the driver (2) in a vehicle seat (5) of the motor vehicle (1); comparing the current seating position (4) of the driver (2) with at least one reference seating position (7) which is detected during the time interval between the entry of the driver (2) into the motor vehicle (1) and the start of a forward travel of the motor vehicle (1) and which characterizes a wake-up reference state of the driver (2); the current fatigue state of the driver (2) is evaluated on the basis of a comparison between the current seating position (4) and the reference seating position (7). The invention also relates to an electronic fatigue recognition system (3) and a motor vehicle (1).

Description

Method for detecting a fatigue state of a driver, electronic fatigue detection system and motor vehicle

Technical Field

The invention relates to a method for detecting the fatigue state of a driver of a motor vehicle, wherein the fatigue state of the driver is evaluated as a function of at least one current seating position of the driver in a vehicle seat of the motor vehicle. The invention further relates to an electronic fatigue detection system and to a motor vehicle having a corresponding electronic fatigue detection system.

Background

A driver assistance system for fatigue detection and/or attention assessment of a vehicle driver is known, for example, from DE 102004034748 a 1. Here, fatigue recognition is carried out by evaluating the actual lane usage and the actual road course. In particular, a deviation of the driver from the desired lane is detected and fatigue is inferred.

A driver assistance system for fatigue detection and transient sleep (sometimes also referred to as transient dozing) avoidance for a vehicle driver is known from DE 202014004917U 1. In this case, the driver data are detected and the fatigue state of the driver is inferred by reaction detection.

DE 102011104203 a1 discloses a device and a method for detecting fatigue of a driver of a motor vehicle by means of a weight transfer of the driver in a seat of the motor vehicle. This can be done, for example, with a weight detection sensor in the motor vehicle seat.

Disclosure of Invention

The aim of the invention is to be able to determine the fatigue recognition of a driver better and more accurately.

This object is achieved by a method for detecting a fatigue state of a driver of a motor vehicle, an electronic fatigue detection system and a motor vehicle.

One aspect of the invention relates to a method for detecting a fatigue state of a driver of a motor vehicle, wherein,

-assessing the fatigue state of the driver on the basis of at least one current seating position of the driver in a vehicle seat of the motor vehicle,

it is characterized in that the preparation method is characterized in that,

-comparing the current seating position of the driver with at least one reference seating position, which is detected during a time interval between the driver entering the motor vehicle and the start of forward travel of the motor vehicle and which characterizes a wake-up reference state of the driver, wherein,

-assessing the current fatigue state of the driver from the comparison between the current seating position and the reference seating position.

By means of the proposed method, an improved assessment of the driver's current fatigue state can be detected, since the driver's current seating position in the vehicle seat is compared with a reference seating position, in which the driver is clearly not fatigued and therefore attentive. Thus, it is possible to determine a seating position or a reference seating position for each driver and each person individually, in which the respective driver can perform forward travel with the motor vehicle with concentration and without fatigue. Thus, an accurate and efficient assessment of the respective current fatigue state of the driver can be made by accurately comparing the individual reference seating positions adapted to the respective driver with their current seating positions. Thus, compared to the prior art, an individualized and accurate fatigue identification can be performed.

In contrast to known driver assistance systems for identifying fatigue, a non-fatigue state of the driver can thereby be detected and taken into account for assessing the actual fatigue of the driver. For example, an imminent or incipient momentary sleep can be recognized and the driver can be warned in time. As a result, the driver is more attentive and therefore does not pose a safety risk to himself or other traffic participants.

In particular, the proposed method can be advantageously used for long-term forward travel of the vehicle in road traffic, since the driver may generally become less attentive and fatigued over time. As fatigue increases, a physical weakness occurs, whereby the driver is no longer able to ensure safe advancement of the vehicle. When the first signs of fatigue appear, the driver tries to correct his relaxed, powerless posture by sliding back and forth on the vehicle seat. Here, the driver tries to obtain a comfortable seating position. This can be detected as the current seating position of the driver.

If necessary, the proposed method can be carried out by means of a driver assistance system for fatigue monitoring and/or fatigue recognition and/or attention assessment of the driver.

The reference seating position of the driver is determined in particular at the beginning of forward travel of the motor vehicle. For example, the driver is continuously observed or monitored so from the point in time when the driver enters the vehicle until the point in time when the vehicle advances, so that the at least one reference seating position can be determined. In other words, in one embodiment, the driver in the vehicle seat is monitored, in particular continuously monitored, at the time interval or period between the entry and the rolling-off of the vehicle. In particular, within this time interval, the respective sitting state of the driver in the vehicle seat can be detected as a sequence of images, in particular as a video recording. So that the reference seating position, in which the driver is not tired, i.e. in a state of concentration, can be detected by means of the seating habits and/or the seating conditions and/or the seating behavior of the driver. In particular, the seating position is determined as a reference seating position at which the vehicle starts to roll away after the vehicle driver enters. In this case, the following can be used as starting points: the vehicle driver is most concentrated and not fatigued.

By means of the reference seating position, a wake-up reference state of the driver can be characterized in which the driver can control the forward travel of the vehicle without safety concerns. When the driver occupies the reference seating position, then the following can be taken as a starting point: the driver is in a state of being awake and ready to drive, in which state the driver can drive the vehicle in road traffic without risk. The awake reference state may optionally be an awake reference state or a not-tired reference state. For example, the use of the wake reference state may characterize the driver's upright sitting position and/or attentive gaze and/or head-up. In other words, the wake reference state reflects the following driver state: in this state, the driver is not tired, and the attention is focused on driving the vehicle in road traffic.

For example, the current fatigue state of the driver may be detected by means of a facial recognition system. In particular, the face recognition system may be a face detection system or face evaluation software.

Thus, the reference seating position can be generated individually for each driver by means of its characteristics. This may be particularly true: the driver does not have the same reference seating position in every trip due to the current situation or disease process or temporary injury. Thus, at each travel of the driver, for that particular travel with the motor vehicle, the location at which the driver is as well attentive or awake as possible can be determined. The reference seating position can thus be determined individually and as a function of the situation, and the fatigue state of the driver can thus be analyzed and/or evaluated accurately and in adaptation to the respective forward driving or forward situation.

In particular, the reference seating position can be determined anew each time the motor vehicle is driven forward again. In particular, the driver assistance system can thus determine the fatigue state using a continuous learning process or a continuous learning method, in order to be able to determine and evaluate the fatigue state even better and more individually and more specifically for the reference seating position and subsequently also for the fatigue state during future forward travel of the driver. Thus, in the evaluation of the fatigue state, various parameters and/or characteristics of the respective driver can be taken into account. A separate evaluation of the adaptation to its fatigue can thus be made for each driver.

In particular, fatigue states are used to characterize the driver's wakefulness state and/or attentiveness state. By means of the fatigue state, it is possible to assess or estimate the degree to which the vehicle is currently able to safely drive the motor vehicle in road traffic. For example, the driver may then be alerted or noticed of his fatigue, depending on the type of current fatigue state of the driver. Likewise, the current fatigue state of the driver can be provided exclusively to the driver assistance system of the motor vehicle.

In particular, the method according to the invention is a computer-implemented method.

For example, the driver may be referred to as a vehicle operator or vehicle driver. In one embodiment of the invention, it is provided that a difference between the seating position and the reference seating position is determined as a function of a comparison between the seating position and the reference seating position, wherein the fatigue state of the driver can be divided into at least two fatigue degrees, wherein the current fatigue state of the driver is assigned to the first fatigue degree or the second fatigue degree as a function of the determined difference. For example, the degree of fatigue may be classified or divided into different types. In order to classify the degree of fatigue, in particular, a "verification anchor KSS (karolinsks sleepiness Scale)" or an "HFC (Human Factors counseling) fatigue Scale" may be used. Also, other scientific scales may be used to divide the degree of fatigue. By means of the mentioned division scale, the respective degree of fatigue can be divided into at least two, in particular ten, degrees of fatigue.

In other words, by classifying the current fatigue state of the driver into different degrees of fatigue, the current fatigue state may be more accurately classified and/or evaluated. It is thus possible to achieve that no strong reaction of the driver assistance system is immediately undertaken at the lowest fatigue level. Thus, the driver assistance system, in particular the electronic fatigue recognition system, can accurately classify and/or grade the respective current fatigue state of the driver. In this case, it can be predetermined at which corresponding degree of fatigue the particular countermeasure or warning is to be implemented or, in the worst case, emergency braking is to be carried out.

The determined degree of fatigue may be stored or stored, for example, in a fatigue database or a digital or electronic database. The database can be part of a driver assistance system of the motor vehicle or part of a backend or data cloud.

In particular, a comparison can be continuously made between the seating position and the reference seating position by means of an electronic processing unit. In this case, depending on the respective difference or deviation between the current seating position and the reference seating position, the respective degree of fatigue can be recognized or classified as the current fatigue state of the driver, so that the fatigue state of the driver can be evaluated or evaluated in an improved manner, individually and on a case-by-case basis.

In a further embodiment of the invention, provision is made for the fatigue recognition system, in particular the electronic fatigue recognition system, of the motor vehicle to be provided with a degree of driver fatigue which is characteristic for the determined difference, wherein this provided information is taken into account in a future fatigue assessment of the driver, in particular the fatigue recognition system of the motor vehicle is mechanically trained on the basis of the provided information and the seating position and the reference seating position.

In particular, the fatigue level of the driver can be determined or ascertained by an electronic evaluation unit, in particular a unit outside the vehicle or integrated in the vehicle, and transmitted to the fatigue detection system by a wired or wireless communication link.

It is also conceivable that the electronic evaluation unit is part of the fatigue identification system and that the data determined thereby can already be transmitted immediately to the fatigue identification system. The fatigue detection system is arranged in particular as an electronic driver assistance system in a vehicle. With the aid of the fatigue detection system, depending on the type of fatigue of the driver, corresponding measures can be carried out to increase the attention of the driver, or can be introduced in order to design the motor vehicle to run safely forward despite the increased fatigue of the driver.

For example, the fatigue identification system may comprise a machine learning unit or a deep learning system, or may be communicatively interconnected with such. The fatigue identification system can thus advantageously undergo a continuous learning process. Thus, in future forward driving of the driver, their corresponding fatigue can be evaluated and evaluated faster and more efficiently. In this way, a continuous learning process of the fatigue detection system can be carried out automatically, in particular mechanically. Thus, a more accurate and unambiguous assessment is produced in respect of the respective fatigue state and/or attentive state of the driver.

In a further embodiment, it is now provided that during the time interval between the entry of the driver into the motor vehicle and the start of the forward travel of the motor vehicle, a body reference point of the body of the driver and a seat reference point of the motor vehicle seat on which the driver is seated are continuously detected by the detection unit of the motor vehicle and taken into account for determining the reference seating position. In particular, the reference seating position is determined from the detected body reference point and the detected seat reference point and the relationship and/or ratio and/or distance between the body reference point and the seat reference point, in particular the determined reference seating position of the driver is stored in an electronic user profile of the driver, in particular in a comparison between the current seating position and the reference seating position, taking into account the deviation between the body reference point and the seat reference point.

In other words, in order to determine the reference seating position, specific coordinates are required. The coordinates may be coordinate points or corner points or reference points. During the time period for determining the reference seating position, the specific coordinates of the body, in particular the upper body, of the driver are detected with a detection unit of the motor vehicle, which may be, for example, an interior space camera or a driver observation camera or a sensor unit. Reference points of the individual person, for example the shoulder position, chin position, head position, can be detected. The torso of the driver may also be detected and considered. With the aid of this data, in particular in an electronic evaluation unit, a body reference point of the body of the driver can be determined or ascertained. With the aid of this data, in particular in an electronic evaluation unit, a body reference point of the body of the driver can be determined or generated or determined. Furthermore, special coordinates or reference points of the vehicle seat are also required. In this case, the upper corner position of the vehicle seat and/or the position of the headrest and/or the type or position of the vehicle backrest can be determined as a seat reference point.

The respective reference points can be determined by means of image analysis algorithms or image analysis software or image processing programs using image material recorded in the passenger compartment of the motor vehicle. In particular, the detected or determined body reference points and seat reference points may be stored in a database or back end for future determination of reference seating positions and fatigue states. With the aid of the determined reference points of the driver and of the vehicle seat, the reference position can be determined precisely by calculation. In this case, the relationship and/or ratio and/or distance and/or angle between each other is calculated or determined, in particular with respect to the respective body reference point and seat reference point. In other words, for example, a distance between a driver body reference point and a seat reference point of the vehicle seat is determined. The respective sitting position of the driver in the vehicle seat can thus be determined. With these relationships of the various reference points relative to each other, a normal optimal body position or seating position can be determined as a reference position and used for fatigue assessment.

The determined reference seating position of the driver can be stored in an electronic, digital user profile of the driver in an electronic or external storage unit of the vehicle. In future forward drives of the motor vehicle, the driver can thus be used by means of a face recognition method, for example "face ID" or "face recognition", in the determination of the new reference position. Thus, when a driver enters a motor vehicle, the driver may be identified or distinguished via these particular face recognition or face detection methods. Thus, the data stored in the electronic user profile may be used to determine the reference location. In particular, the reference seating position can thereby be verified, checked and in particular calculated more quickly.

In order to express it in a further language, the body reference point and the seat reference point can be evaluated, in particular relative to one another, in order to improve the assessment of the fatigue state of the driver. Thus, when determining the deviation between the respective reference seating positions, it is also possible to determine a slipping off or sinking of the driver in the vehicle seat. This allows a more accurate and more efficient assessment or determination of the fatigue or the current state of fatigue of the driver.

In a further embodiment, it is provided that a first time period relating to the current dwell time of the driver in the current seating position and/or a second time period relating to the duration of the position change by the driver from the reference seating position into the current seating position is determined, wherein the first time period and/or the second time period are/is taken into account when evaluating the current fatigue state of the driver. The first time period and/or the second time period can be carried out, in particular, using a timer or using a time measuring unit of an electronic fatigue identification system. In other words, by means of the current dwell time of the driver in the current seating position, it can be determined from when the driver has not moved significantly any more in the vehicle seat. If the driver sits on the vehicle seat with no change in seat position since a certain time, it can be concluded that the driver has fallen asleep or that there is a momentary sleep state. Thus, a limit value relating to the degree of fatigue can be defined for the dwell time. Basically, from the driver's stay time in the current seating position, the relevant fatigue level can be deduced.

How long it takes for the driver to leave the reference seating position and transfer into the current seating position after initially occupying the reference seating position is indicated by means of the position change duration. This can likewise be taken into account for assessing the fatigue state. In particular, by means of the duration of the change in position, it is in principle already possible to determine which fatigue state or degree of fatigue the driver is in. If the driver has moved into the current seating position early or immediately after occupying the reference seating position, there has been a state of fatigue or inattention of the driver early. The longer the driver has been changing from the reference position to the current seating position, the more awake or attentive the driver is. Thus, these two time periods have provided critical cues as to the state of driver fatigue or attention concentration. For machine training of the electronic fatigue identification system, the first and second time periods may also be considered.

In order to be able to determine the reference seating position in an improved manner, it is provided that the seating position of the driver and/or the seating behavior of the driver are continuously detected by means of a detection unit during a time interval between the driver entering the motor vehicle and the start of forward travel of the motor vehicle, wherein the detection unit is machine-trained in the determination of the reference seating position by means of the detected seating position and/or the detected seating behavior. In other words, the driver is observed or monitored continuously or continuously during the time interval. In particular, a sequence of images or video shots of the driver may be recorded during the time interval for determining the reference seating position. With the aid of these recorded data, the driver can therefore be evaluated and analyzed in the corresponding time intervals.

In particular, the optimal reference seating position for the driver can be determined by means of continuously detecting the driver. During the time interval, the driver is thus monitored for his own personal seating behavior or corresponding habits of his personal seating position. Therefore, when the driver is not tired or in a state of concentration, the reference seating position can be accurately determined.

In order to be able to determine the respective reference seating position more quickly and more efficiently in the future driving of the driver, the detection unit can be trained in particular mechanically by means of the seating position and/or the seating behavior and/or the body reference point and/or the seat reference point.

In particular, the detection unit may be present in the vehicle as a separate unit. For example, the detection unit may be part of an already existing driver assistance system of the vehicle. This may be, for example, a driver observation camera or a passenger cabin camera or an interior camera of the motor vehicle. Also, the detection unit may be part of or an integral part of the fatigue identification system. In particular, the detection unit is provided for the connection to a communication technology of a fatigue identification system, and in particular of a machine learning unit.

In a further advantageous embodiment of the invention, it is provided that, in the evaluation of the fatigue state of the driver, ambient information of the surroundings of the motor vehicle and/or interior spatial information of the passenger compartment of the motor vehicle and/or vehicle information of vehicle components and/or route information of the driving route of the motor vehicle and/or additional information of a driver assistance system of the motor vehicle and/or image information of a viewing camera of the driver of the motor vehicle are taken into account. In other words, diverse and extensive information, data or parameters may be taken into account when assessing the fatigue state. Thus, it is possible to perform fatigue evaluation that is accurate and suitable for the respective situation on the part of the driver. In particular, this data or the information just listed can be transmitted or provided to an electronic fatigue identification system. For example, data or information from the vehicle external systems and/or service providers and/or servers and/or data clouds and/or other traffic participants can be transmitted to the electronic fatigue identification system of the motor vehicle via a connection by means of communication technology.

Using the ambient information of the surroundings, in particular topographical information can be provided in the surroundings of road conditions, oncoming traffic or motor vehicles. For example, the interior spatial information of the passenger compartment can be understood as information about the child seat and/or the mobile charging station and/or the navigation system and/or the smartphone and the smart device or tablet or smartphone interconnected with the motor vehicle. The route information is in particular information or data of a navigation system. In this case, for example, the respective course or route diagram can be taken into account when determining the fatigue state.

In addition, additional information from other driver assistance systems of the motor vehicle can be taken into account for assessing the fatigue state. For example, speed information and/or acceleration information and driving behavior and/or stability information of the motor vehicle can be taken into account. Furthermore, various sensor data from sensors, such as driver observation cameras, interior space cameras or seat detection mats, can be considered. In particular, redundant possibilities for evaluating the fatigue state can thus be created.

For example, information from the techniques already mentioned in the prior art for identifying fatigue can additionally be taken into account. Here, fatigue recognition or fatigue determination may be considered on the basis of steering or via the eyelid closing time or eye closing of the driver. In particular, a redundant determination of the fatigue state can thereby be created. In particular, fatigue identification systems known from the prior art can be verified by means of the proposed method.

In a further embodiment, it is provided that, depending on the estimated fatigue state of the driver, an acoustic and/or visual and/or haptic warning message, in particular a warning signal, is output to the driver of the motor vehicle by means of an output unit of the motor vehicle, in particular a control signal is provided to the at least one driver assistance system depending on the estimated fatigue state of the driver. In other words, the driver may be warned and/or reminded in cascade depending on the current fatigue state or the respective degree of fatigue of the driver. Depending on the fatigue state or the degree of fatigue, the driver can be warned acoustically and/or visually and/or haptically or attentively. In this case, for example, a stimulus can be output to the driver by means of the fatigue state, so that the attention of the driver can be increased. By means of the information provided about the current state of fatigue, in particular by means of the at least one driver assistance system, the speed of the motor vehicle can be reduced or adapted, for example. In particular, in the worst case, i.e. when the driver is asleep, an automatic emergency braking or an automatic emergency stop operation may be performed. Therefore, the vehicle can be safely stopped. The at least one driver assistance system may be, for example, an autopilot, an emergency assistance or an emergency braking assistance or a lane keeping assistance. Furthermore, the driver assistance system braking time and/or warning time of the motor vehicle can be adjusted or adapted as a function of the respective fatigue state of the driver. The safety of the motor vehicle in road traffic, and in particular of other traffic participants, can thus be increased.

It is likewise conceivable that, depending on the fatigue state and in particular depending on the fatigue level or degree of fatigue, the determined vehicle function and/or vehicle system is no longer released, i.e. deactivated, for the driver.

Another point that may be considered in assessing the fatigue state is the corresponding daytime or timeclock or brightness state, e.g. day, night or dusk. Weather conditions such as snowfall, fog or humidity may also be considered.

Another aspect of the invention relates to an electronic fatigue identification system having an evaluation unit and a detection unit, wherein the electronic fatigue identification system is designed to carry out a method according to the preceding aspect or an improvement thereof. In particular, the above method may be performed with an electronic fatigue identification system. The electronic fatigue detection system is in particular an electronic or digital system integrated or arranged in the motor vehicle. For example, the electronic fatigue recognition system may be part of a motor vehicle as a driver assistance system. In particular, the electronic fatigue recognition system is electronically and digitally interconnected with other driver assistance systems or vehicle components. In particular, electronic fatigue detection systems are interconnected digitally in the on-board network of a motor vehicle.

Another aspect of the invention relates to a motor vehicle having the electronic fatigue detection system described above. In particular, the motor vehicle comprises an electronic fatigue identification system according to one of the preceding aspects or embodiments thereof. In particular, the electronic fatigue detection system is part of an electronic on-board system or system of a motor vehicle.

The motor vehicle is, for example, a passenger car or a lorry or a bus or an electric vehicle or a hybrid vehicle or a vehicle with an internal combustion engine. The motor vehicle can also be a partially autonomous vehicle, in particular a fully autonomous vehicle. In particular, automotive vehicles are highly automated vehicles.

The invention also comprises a control device for a motor vehicle. The control device may have a data processing device or processor means arranged to execute an embodiment of the method according to the invention. For this purpose, the processor means may have at least one microprocessor and/or at least one microcontroller and/or at least one FPGA (field programmable gate array) and/or at least one DSP (digital signal processor). Furthermore, the processor means may have a program code arranged for performing an embodiment of the method according to the invention when executed by the processor means. The program code may be stored in a data memory of the processor means.

The motor vehicle according to the invention is preferably designed as a motor vehicle, in particular as a passenger car or a truck, or as a passenger car or a motorcycle.

Embodiments of the various aspects should be considered advantageous embodiments of the other aspects and vice versa.

The invention also comprises an improvement of the electronic fatigue identification system according to the invention and of the motor vehicle according to the invention, which have the features already described in connection with the improvement of the method according to the invention. For this reason, the electronic fatigue recognition system according to the invention and a corresponding improvement of the motor vehicle according to the invention are not described again here.

The invention also comprises a combination of features of the described embodiments.

Drawings

Embodiments of the present invention are described below. For this purpose:

fig. 1 shows a schematic view of a motor vehicle with an electronic fatigue identification system;

FIG. 2 shows a schematic view of the driver of the motor vehicle of FIG. 1 in a current seating position; and

fig. 3 shows a further schematic illustration of the driver of the motor vehicle in fig. 1 in a reference seating position.

Detailed Description

The embodiments explained below are preferred embodiments of the present invention. In the exemplary embodiments described, the components described each represent a separate feature of the invention which is to be considered independently of one another, which also each independently of one another improves the invention, and which therefore also individually or in different combinations than those shown are to be considered as a constituent part of the invention. Furthermore, the described embodiments can also be supplemented by other features of the invention which have already been described.

In the figures, elements having the same function are provided with the same reference numerals, respectively.

In particular, fig. 1 shows a schematic view of a motor vehicle 1 with which a driver 2 can drive forward along a predetermined route or a predetermined course of road or any forward course. The motor vehicle 1 may be a truck or a bus or a car, for example. Alternatively, the motor vehicle 1 may be an electric vehicle or a hybrid vehicle or a vehicle with an internal combustion engine. Furthermore, the motor vehicle 1 can be designed as a highly automated vehicle or as a partially autonomous vehicle or as a fully autonomous vehicle.

The driver 2 is in particular a driver of the motor vehicle 1.

In particular, the following may occur: the driver 2 becomes fatigued during travel with the motor vehicle 1 and thereby becomes inattentive to forward travel and traffic conditions. This can occur in particular during long-distance travel or also during long highways. In particular, in the case of a truck as the motor vehicle 1, the risk of fatigue is particularly high.

In order to be able to detect early onset of fatigue or inattention of the driver 2, the motor vehicle 1 may have an electronic fatigue detection system 3. The electronic fatigue detection system 3 is in particular an integrated unit in the motor vehicle 1. For example, the electronic fatigue detection system 3 is integrated as a driver assistance system in an electronic on-board network system of the motor vehicle 1. It is also conceivable to configure the electronic fatigue recognition system 3 or the fatigue recognition system as an external unit in an external data cloud or in a backend. In this way, various input and output information or input and output signals can be transmitted back and forth via the communication-technical connection between the rear end and the motor vehicle 1.

By means of the electronic fatigue recognition system 3, the fatigue state of the driver 2 can be recognized or detected, in particular as a function of the sitting position or the sitting behavior of the driver 2. Identifying fatigue by means of the sitting position of the driver 2 is advantageous, because slack weakness of the body of the driver 2 may occur as fatigue increases. Thus, in case of increased fatigue, the driver 2 will slide away or shift from the optimal seating position into an inattentive seating position. In particular, when fatigue occurs, people try to counteract the fatigue by correcting a sitting position or a sitting position on a seat. It is this behavior that can be used to assess the fatigue state of the driver 2.

The fatigue state of the driver 2 can be evaluated or assessed as a function of at least one current seating position 4 (see fig. 2) of the driver 2 on a vehicle seat 5 of the motor vehicle 1. In particular, the vehicle seat 5 is a driver seat of the motor vehicle 1 or a seat of a vehicle driver. Furthermore, fatigue of the co-driver or fatigue of other passengers in the vehicle 1 can also be evaluated or identified.

In order to be able to assess the actual fatigue or fatigue state of the driver 2, the current sitting position 4 can be compared with at least one reference sitting position 7 (see fig. 3) by means of the electronic fatigue recognition system 3, in particular by means of the electronic assessment unit 6 or the electronic calculation unit or the electronic processing unit. The reference seating position 7 is in particular individually adapted to the respective driver 2. Each driver 2 is assigned its own reference seating position 7 so that an accurate and precise fatigue identification or fatigue assessment can be carried out. It is thus possible to determine the optimum range of the respective seating positions of the driver 2 using the reference seating position 7. The reference seating position 7 indicates, in particular, a state of the driver 2 in which the driver 2 is not tired and can be characterized as a driver or a traffic participant with a concentration. Thus, by means of the electronic fatigue recognition system 3, by means of a comparison between the reference seating position 7 and the current seating position 4, an accurate and situation-adapted and individual assessment of the respective fatigue state of the driver 2 is possible.

The reference seating position 7 can be detected or determined during a time interval or period between the entry of the driver 2 into the motor vehicle 1 and the start of travel of forward travel, in particular when the ignition is switched on or when acceleration is taking place or during a gear change. Thus, after the driver 2 has entered the motor vehicle 1, the time period during which the driver 2 has assumed an optimal and comfortable seating position or seating behavior for him can be observed or detected. In this case, during this time interval of the driver 2, it can be observed or detected continuously by means of the detection unit 8. The detection unit 8 is, for example, a unit of the electronic fatigue recognition system 3. The detection unit 8 may also be a detection unit already present in the motor vehicle 1 or in a driver assistance system or vehicle system. In this case, the detection unit 8 will transmit the detected data to the electronic fatigue identification system 3 via a connection of a communication technology, for example wirelessly or by wire. The detection unit 8 is, for example, one or more cameras, or one or more sensors, or a driver viewing camera or a vehicle interior camera.

In particular, the entire process from the driver's entry into occupying the optimal seating position can be continuously collected or recorded by the detection unit 8. In other words, a video or video recording of the positioning process of the entry and driver 2 on the vehicle seat 5 can be achieved.

For example, the body reference point 9 may be detected by means of the detection unit 8 during a time interval. The body reference points 9 of the body of the driver 2 can be, in particular, physically unique or physically specific or physically individual features and/or characteristics. In particular, the body torso or upper body of the driver 2 can be analyzed or detected by the detection unit 8. In particular, as the body reference point 9, coordinates or coordinate points of the body may be detected. For example, the height of the shoulders and/or the orientation of the shoulders or chin or the head position or the head circumference or chest height or the unique features at the neck may be determined as body reference points 9.

Furthermore, in addition to the body reference point 9, a seat reference point 10 of the vehicle seat 5 of the motor vehicle 1 can also be detected with the detection unit 8 (see fig. 2 and 3). These seat reference points are also similar coordinates of the vehicle seat 5 or of the driver's seat. Here, for example, the upper left or right corner of the vehicle seat 5 or a headrest of the vehicle seat 5 or a backrest region of the vehicle seat 5 can be determined. For example, the detection unit 8 may determine the

respective reference points

9, 10 from a point in time when the engine is started or the ignition of the vehicle is switched on. Such detection may also be evaluated similarly to recorded video.

With the body reference point 9 and the sitting position 10, the reference sitting position 7 can be determined accurately and precisely, in particular by means of the electronic evaluation unit 6. In this case, the respective relationship and/or ratio and/or distance between the

reference seating positions

9, 10 between the vehicle seat 5 and the driver 2 can be evaluated or analyzed by means of the evaluation unit 6. These information can be assigned individually to the respective vehicle 5 and the respective driver 2, for example. For example, the determined body reference points and/or

seat reference points

9, 10 and a certain reference seating position 7 can be assigned to the driver 2 in an electronic digital user profile 11 and stored. These stored or stored data or information can thus be used or taken into account in the evaluation of fatigue, and in particular in the determination of the reference seating position 7, in future forward drives of the driver 2. The electronic user profile 11 can be integrated in a digital memory unit in the on-board electrical system of the motor vehicle 1 or in a driver assistance system or infotainment system of the motor vehicle 1. Likewise, the electronic user profile 11 may be a data storage unit external to the motor vehicle 1, such as optionally a backend or a data cloud.

For example, the respective relationship between the body reference point 9 and the sitting position 10 can be observed and determined with the electronic fatigue recognition system 3 within a time interval of, for example, 5 minutes or 3 minutes or 6 minutes. By means of the corresponding relationship, the evaluation unit 6 can determine, in particular, the operating range of the normal body position of the driver 2. This can therefore be used as a reference seating position 7.

For example, in the future evaluation of the fatigue state of the driver, and in particular in the determination of the reference seating position 7 by means of facial recognition software or facial recognition algorithms ("facial recognition" or "facial ID"), the respective driver can be identified and evaluated with regard to its assigned information in the electronic user profile 11, so that the current reference seating position 7 can be quickly determined by means of the data stored in the electronic user profile 11. Also, the data stored in the electronic user profile 11 can be used to check the plausibility of the current reference seating position 7.

In order to be able to determine the reference seating position 7 in a further improved manner, it is provided, in particular, that the electronic fatigue recognition system 3 comprises a machine learning unit 12. In particular, the machine learning unit 12 is integrated in or interconnected with the electronic fatigue identification system 3.

By means of the fatigue recognition system 3, the evaluation unit 6, and in particular the electronic fatigue recognition system 3, can be automatically trained or taught robotically. In particular, the detection unit 8 can also be trained machine-wise by means of the machine learning unit 12. Thus, an automatic learning process can be employed for determining the current reference position 7 by means of the detected body reference point, seat reference point, current seating position 4, reference seating position 7 or other extensive information and data. A still faster and more efficient determination of the seating position 7 can be made in future procedures. In particular, such teaching may be performed using deep learning algorithms. In this case, for example, the previous reference position 7 can be compared with the current reference position 7, checked for plausibility or updated if a significant deviation occurs. This learning process can be carried out, for example, each time the vehicle is restarted or each time the motor vehicle 1 resumes driving. Thereby, faster teaching of the electronic fatigue identification system 3 and its components or units is possible. Furthermore, the seating position of the driver 2 and/or the seating behavior of the driver 2 may be continuously detected during the time interval between the entry of the driver 2 into the motor vehicle 1 and the start of the forward travel of the motor vehicle 1. This can likewise be used for determining the reference seating position and for identifying the fatigue state, as well as for the training process of the machine. An individual and individualized data collection for the driver 2 is thus possible. In particular, the reference seating position 7 is determined directly before the starting or advancing of the motor vehicle 1.

It may occur, for example, that the driver 2 changes his sitting position during forward driving even when he is not tired. It may for example be the case that the driver 2 changes the seat setting of the vehicle seat 5, or bends forwards, or sets an infotainment system or a communication system. In order to be able to filter these events as information that is not relevant for the evaluation of fatigue recognition, a relationship between the body reference point 9 and the seat reference point 10 can be employed. In this case, it is advantageous here that the distance or the ratio between the

reference seating positions

9, 10 remains the same even when the vehicle seat 5 is adjusted. For example, a single event may be filtered out by the maximum horizontal distance between the backrest and the shoulder. For example, a forward lean may be identified, or turned to the co-driver, or entered into the infotainment system. The distance between the shoulders and the corner points may optionally be determined for an optimal seating area. These distances are optionally determined from a minimum or maximum value or from these distances from the standard deviation in the time interval. Thus, with the aid of the aspects just described, it is possible to perform an exact distinction: whether there is fatigue by means of the current sitting position change or whether the driver 2 performs other tasks in the motor vehicle 1 while awake. Thus, a selection for fatigue assessment can be made. For this purpose, for example, in addition to the

actual reference points

9, 10, the body contour of the driver 2 and/or the vehicle seat 5 and/or possibly also the brightness differences can be taken into account.

In order to actually identify or evaluate the fatigue state of the driver 2, the current seating position 4 is compared with the reference seating position 7 and analyzed. In this case, deviations between the body reference point 9 and the seat reference point 10 can be taken into account for this purpose, in particular. For this purpose, the difference between the seating position 4 and the reference seating position 7 can also be determined from a comparison between the seating position 4 and the reference seating position 7. This is done, for example, according to the body reference point 9 and the seat reference point 10.

In order to be able to evaluate the respective current actual fatigue state of the driver 2, the respective fatigue state of the driver 2 may be classified or categorized. Scientific tables and/or scales and/or standards may be used here in order to be able to divide the fatigue state of the driver 2 into a plurality of fatigue degrees or fatigue levels or fatigue classes. For example, the electronic fatigue recognition system 3 can call up corresponding data relating to fatigue from the external database 13 or the data cloud for this purpose. The actual fatigue state can thus be accurately classified or classified. It is thus possible to assess how attentively and wakefulness the driver 2 is actually currently paying.

The current seating position of the driver 2 is evaluated, monitored and analyzed by means of the evaluation unit 6 during the entire forward travel of the motor vehicle 1. In this case, in particular, the frequency, distance or time at which the driver 2 leaves the region of the reference position 7 is evaluated. In particular, with frequency is meant an increased switching or back-and-forth between the current seating position 4 and the reference position 7. From this, increased or imminent fatigue can be inferred. In particular, when the driver 2 leaves the reference position 7 for a long time, the fatigue state can be evaluated. In particular, if an increase in the frequency of entering and exiting from the reference position 7 is detected, an increased fatigue can be inferred.

For example, the fatigue level or the degree of fatigue of the driver 2 characterized for a specific reference value between the seating position 4 and the reference seating position 7 can be communicated or provided to the fatigue recognition system 3 or the evaluation unit 6. From this information provided, the electronic fatigue recognition system 3 can be trained machine by means of the data or information provided, detected and stored by the machine learning unit 12 for recognizing or evaluating the fatigue state. The electronic fatigue recognition system 3 is thus automatically taught or learned for accurately and precisely assessing the current individual fatigue status of the respective vehicle driver. For example, additional time periods may be determined in addition to the time intervals. For this purpose, for example, a first time period can be mentioned, which is specified in relation to the current dwell time of the driver 2 in the current seating position 4. In other words, how long the driver 2 is in the current seating position 4, i.e., in the inattentive and fatiguing seating position, is represented by the first time period. The longer the driver 2 is in the current sitting position 4, i.e. in a inattentive body posture, it can be concluded that there is increased fatigue or increased inattention. A further second period of time can be determined with which a position change duration between the reference seating position 7 and the current seating position 4 of the driver 2 occurs. It is thus determined how long it takes for the driver 2 to change from the ideal reference seating position 7 into the current seating position 4 from the start of driving, i.e. in a poor seating position. The faster this process occurs, i.e. the shorter the duration of the position change, the earlier it can be concluded that: early fatigue and therefore early inattention of the driver 2 in road traffic is not focused.

This time period may also be determined when the driver 2 is outside the reference range or the reference seating position 7 for the applicable time. The frequency of entry into and exit from the reference range may also be assessed by applicable thresholds. This takes place, in particular, taking into account the applicable time range. Thus, if the driver 2 exceeds the applicable threshold or exceeds the frequency for this threshold, increased fatigue can be inferred.

For example, a shoulder line of sight (also sometimes referred to as side view) may be filtered out by the horizontal distance between the body reference point 9 and the seat reference point 10 so that it is not evaluated as a change relative to the reference seating position 7.

For example, additional information may be used or considered to be employed to assess fatigue status. Environmental information such as road conditions, oncoming traffic, time of day, brightness, weather, complexity of the driving situation, number of lanes and/or number of vehicles around the motor vehicle 1 may be taken into account here, for example.

These influence, in particular, the attention required for safe forward driving of the motor vehicle 1 in road traffic.

In particular, when evaluating the fatigue state of the driver 2 by the electronic fatigue recognition system 3, and in particular by the evaluation unit 6, the ambient information of the surroundings of the motor vehicle 1 and/or the interior space information of the passenger compartment of the motor vehicle 1 and/or the vehicle information of the vehicle components and/or the route information of the driving route of the motor vehicle 1 and/or additional information of the driver assistance system of the motor vehicle 1 and/or the image information of the driver observation camera of the motor vehicle 1 are taken into account. Thus, an improved and more efficient and more accurate assessment of the respective fatigue or inattention of the driver may be made with diversified information.

Furthermore, the method for identifying fatigue described herein can be used to check the plausibility of fatigue identification systems already mentioned in the prior art. Furthermore, fatigue recognition by means of the current seating position 4 can be considered as an additional function for the existing fatigue system. Information from existing prior art techniques (for example, in particular based on steering or fatigue detection via blinking or closed eyes) can also be additionally taken into account as further information for evaluating the fatigue state. The electronic fatigue recognition system 3 can thus be digitally interconnected with various driver assistance systems and/or support systems in the motor vehicle 1 or with external servers.

With the aid of the fatigue state or the respective degree of fatigue determined in this way, measures can be initiated or taken with the aid of the electronic fatigue recognition system 3 for the respective state or inattentive state of the driver 2. For this purpose, on the one hand, the corresponding data of the fatigue state can be made available to the infotainment system of the motor vehicle 1 or to the output unit 14 of the motor vehicle 1. By means of the output unit 14, for example, an acoustic and/or visual and/or haptic warning message or warning signal can be output to the driver 2. The driver 2 can thus be alerted or noticed of his current fatigue. The driver 2 can also be alerted or awakened by tactile stimulation with the help of the output unit 14. In particular, these warning functions can be performed in cascade. Depending on the type or degree of fatigue, a corresponding warning level may be set. For example, in the first cascade of warning levels, only an optical warning can be output. In the subsequent level, a visual and audible warning may be output. In the subsequent level, an acoustic, acoustic and haptic warning can be output if there is still no reaction or if the sitting position has not changed significantly. Depending on the current situation-dependent and adapted to the driver's situation, the respective attention of the driver 2 can thus be increased by a corresponding warning.

If fatigue is in a critical or aggravating phase, as a further possibility, at least one driver assistance system 15 or vehicle system can be actuated with the aid of the current fatigue state evaluated. This can be done in particular by means of the electronic fatigue recognition system 3. By means of the driver assistance system 15 or the autopilot or the emergency assistance or the emergency brake assistance or the lane keeping assistance, interventions into the current driving behavior of the motor vehicle 1, in particular automatic interventions, can be carried out by means of the driver assistance system 15. Thus, for example, in the worst case, i.e. in the case of very severe fatigue, an emergency stop operation or an emergency braking process can be carried out by the driver assistance system 15. Furthermore, the driver assistance system 15 may adapt the braking and warning points in time of the driver assistance system 15 according to the respective fatigue state. For example, in the case of a highly automated vehicle as the motor vehicle 1, the driver assistance system 15 can bring the motor vehicle 1 to a slow stop in the event of increased fatigue. Braking interventions, steering interventions or acceleration interventions can also be carried out. In particular, such interventions are carried out on the driving behavior of the motor vehicle 1 by means of the driver assistance system 15, so that no risk or no risk arises for the driver 2 or other traffic participants.

List of reference numerals

1 Motor vehicle

2 drivers

3 electronic fatigue recognition system

4 current seating position

5 vehicle seat

6 electronic evaluation unit

7 reference seating position

8 detection unit

9 body reference points

10 seat reference point

11 electronic user profile

12 machine learning unit

13 database

14 output unit

15 a driving assistance system.

Claims

1. A method for detecting a fatigue state of a driver (2) of a motor vehicle (1),

-assessing the fatigue status of the driver (2) depending on at least one current seating position (4) of the driver (2) in a vehicle seat (5) of the motor vehicle (1),

it is characterized in that the preparation method is characterized in that,

-comparing a current seating position (4) of the driver (2) with at least one reference seating position (7) detected during a time interval between the entry of the driver (2) into the motor vehicle (1) and the start of a forward drive of the motor vehicle (1) and characterizing a wake-up reference state of the driver (2), wherein,

-assessing the current fatigue state of the driver (2) as a function of a comparison between the current seating position (4) and the reference seating position (7).

2. The method as set forth in claim 1, wherein,

it is characterized in that the preparation method is characterized in that,

-determining a difference between the current seating position (4) and the reference seating position (7) from a comparison between the current seating position (4) and the reference seating position (7), wherein the fatigue status of the driver (2) can be divided into at least two degrees of fatigue, wherein the current fatigue status of the driver (2) is assigned to one of the at least two degrees of fatigue depending on the determined difference.

3. The method of claim 2, wherein the first and second light sources are selected from the group consisting of,

it is characterized in that the preparation method is characterized in that,

-providing the fatigue degree of the driver (2) assigned to the determined difference value to a fatigue recognition system (3) of the motor vehicle (1), wherein the assigned fatigue degree is taken into account in a future fatigue evaluation of the driver (2), in particular by machine training the fatigue recognition system (3) of the motor vehicle (1) with the aid of the provided information and the current seating position (4) and the reference seating position (7).

4. The method according to any one of the preceding claims,

it is characterized in that the preparation method is characterized in that,

during the time interval between the driver (2) entering the motor vehicle (1) and the start of a forward travel of the motor vehicle (1), a body reference point (9) of the driver (2) and a seat reference point (10) of a vehicle seat (5) of the motor vehicle (1) on which the driver (2) is seated are continuously detected with a detection unit (8) of the motor vehicle (1) and taken into account for determining the reference seating position (7), in particular the reference seating position (7) is determined depending on the detected body reference point (9) and the detected seat reference point (10) and the relation between the body reference point (9) and the seat reference point (10), in particular the determined reference seating position (7) of the driver (2) is stored in an electronic user profile (11) of the driver (2), in particular in the comparison between the current seating position (4) and the reference seating position (7), a deviation between a body reference point (9) and the seat reference point (10) is taken into account.

5. The method according to any one of the preceding claims,

it is characterized in that the preparation method is characterized in that,

-determining a first time period related to a current stay time of the driver (2) in the current seating position (4), and/or-determining a second time period related to a duration of a position change by the driver (2) from the reference seating position (7) into the current seating position (4), wherein the first and/or second time period is additionally taken into account when evaluating the current fatigue state of the driver (2).

6. The method according to any one of the preceding claims,

it is characterized in that the preparation method is characterized in that,

during the time interval between the entry of the driver (2) into the motor vehicle (1) and the start of the forward travel of the motor vehicle (1), the seating position of the driver (2) and/or the seating behavior of the driver (2) is continuously detected with a detection unit (8), wherein the detection unit (8) is machine-trained in determining the reference seating position (7) by means of the detected seating position and/or the detected seating behavior.

7. The method according to any one of the preceding claims,

it is characterized in that the preparation method is characterized in that,

when evaluating the fatigue state of the driver (2), ambient information of the surroundings of the motor vehicle (1) and/or interior spatial information of a passenger compartment of the motor vehicle (1) and/or vehicle information of vehicle components and/or route information of a driving route of the motor vehicle (1) and/or additional information of a driver assistance system (15) of the motor vehicle (1) and/or image information of a driver observation camera of the motor vehicle (1) are taken into account.

8. The method according to any one of the preceding claims,

it is characterized in that the preparation method is characterized in that,

an output unit (14) of the motor vehicle (1) outputs an acoustic and/or visual and/or haptic warning message, in particular a warning signal, to a driver (2) of the motor vehicle (1) depending on the estimated fatigue state of the driver (2), in particular a control signal being provided to at least one driver assistance system (15) depending on the estimated fatigue state of the driver (2).

9. An electronic fatigue identification system (3) having an evaluation unit (6) and a detection unit (8), wherein the electronic fatigue identification system (3) is configured for carrying out the method according to any one of the preceding claims 1 to 8.

10. A motor vehicle (1) having an electronic fatigue identification system (3) according to claim 9.