CN103264697B - Based on the system and method for chaufeur work load scheduling driver interface task - Google Patents

Abstract

Disclose a kind of system and method based on chaufeur work load scheduling driver interface task.The power manipulation state that can check vehicles, chaufeur determine one or more measurements of chaufeur work load to the input etc. of vehicle.Then, can postpone based on chaufeur work load and/or stop driver interface task to be performed, thus not increase chaufeur work load.Such as, selectively, can dispatch based on the execution of chaufeur work load to driver interface task, and driver interface task is performed according to scheduling, to minimize the impact performing driver interface task and bring for chaufeur work load.

Description

Based on the system and method for chaufeur work load scheduling driver interface task

The application is the applying date is on July 29th, 2010, and application number is 201080068204.9, and denomination of invention is the divisional application of the application for a patent for invention of " system and method for based on chaufeur work load scheduling driver interface task ".

Technical field

Embodiments of the invention relate in general to a kind of for the system and method based on chaufeur work load scheduling driver interface task.

Background technology

Particular vehicle can provide information entertainment information, navigation information etc. to strengthen driving experience.Along with the mutual increase between chaufeur and these vehicles, promote that when not increasing chaufeur work load such can be useful alternately.

Summary of the invention

Can from the measurement of vehicle, chaufeur and/or environmental information determination chaufeur work load.Can optionally postpone based on the chaufeur work load determined or stop the execution of specific driver interface task.Selectively, can based on the execution of the chaufeur work load scheduling driver interface task determined, and make driver interface task according to this scheduled for executing subsequently.

Accompanying drawing explanation

Fig. 1 is the example block diagram of hybrid working burden estimating system.

Fig. 2 is the exemplary graph of car speed, traction and braking curve.

Fig. 3 A to Fig. 3 C is the exemplary graph of the state of motion of vehicle represented with yaw rate and angle of side slip.

Fig. 4 A to Fig. 4 C is driftage, the exemplary graph of longitudinal direction and manipulation limit surplus of breakking away.

Fig. 5 is the exemplary graph of car speed, traction and braking curve.

Fig. 6 A to Fig. 6 C is the exemplary graph of the state of motion of vehicle represented with yaw rate and angle of side slip.

Fig. 7 A to Fig. 7 C is driftage, the exemplary graph of longitudinal direction and manipulation limit surplus of breakking away.

Fig. 8 and Fig. 9 is the exemplary graph finally manipulating limit surplus and risk.

Figure 10 and Figure 11 is for high request environment and the low exemplary graph requiring the accelerator pedal position of environment respectively.

Figure 12 and Figure 13 is the histogram of the standard deviation of the accelerator pedal position of Figure 10 and Figure 11 respectively.

Figure 14 is the diagram of curves of the curve conformed to the histogram of Figure 12 with Figure 13.

Figure 15 A to Figure 15 D is the exemplary graph of accelerator pedal position, steering wheel angle, chaufeur control action (DCA) exponential sum car speed respectively.

Figure 16 A to Figure 16 C is that turnicator activates, airconditioning control activates, the exemplary graph of instrument carrier panel (IP) index respectively.

Figure 17 is the schematic diagram that another vehicle followed by vehicle.

Figure 18, Figure 19 and Figure 20 are the exemplary graph of car speed, close velocity and travelled distance respectively.

Figure 21 and Figure 22 is the exemplary graph of interval and interval (HW) index respectively.

The exemplary graph that Figure 23 A to Figure 23 E is rule-based index respectively, IP index, DCA index, synthetic work burden estimate (WLE) exponential sum car speed.

Figure 24 is the exemplary graph for characterizing driver requested subordinate function based on WLE index.

Detailed description of the invention

I. introduction

Chaufeur work load/requirement can indicate such vision, health and perception requirement, the secondary activation of such as information amusement, phone, perspective suggestion etc. chaufeur is placed in primary flight activate on and surmount described primary flight and activate (making chaufeur except carrying out primary flight activation, also carry out the secondary activation of suggestion).

Chaufeur sometimes may be thought that they can activate at primary flight discussed above improperly and take sb's mind off sth between secondary activation.Therefore, if by estimating that driver requested operation is used for modulation communication and mutual with the Vehicular system of chaufeur, then estimate that driver requested operation can have remarkable value.But complicated driving environment may need novelty Forecasting Methodology to estimate chaufeur work load.The development can carrying out the intelligent system of chaufeur work load identification is of value to the man machine interface (HMI) that chaufeur is exported in customization.

In order to estimate work load continuously, may need to design the estimator of the prediction work burden when different driving environment and/or chaufeur.In adaptive compartment, communication service can based on the environment predicting driving demand wherein, and the value of service is sent to chaufeur.In addition, the chaufeur work load (such as, long-term characterization) characterized in a period of time can be useful.Such estimation for chaufeur work load can allow not only suppress during the high workload burden time period or postpone the communication technology in compartment, and makes the communication technology in compartment be adapted to long drives requirement.

Specific embodiment described herein can be provided for the method and system that work load estimates (WLE).WLE can from the state estimation/classification performing chaufeur work load for the observable vehicle of self adaptation real-time HMI task management, chaufeur and environmental data.In some cases, WLE can use independent real-time technique and/or adopt real-time mixed method to estimate work load.Such as, additional prediction continuously for chaufeur work load can be supplemented based on chaufeur, vehicle and the environmental interaction algorithm to rule-based (rule-based).WLE algorithm can be combined to calculate with special study and Computational intelligence technology and predict the WLE index (such as, representing the continuous signal of the work load load prediction for chaufeur) gathered.In some cases, the driving demand of chaufeur can be inferred from observable information of vehicles, described information of vehicles comprises speed, acceleration/accel, brakes, turns to, interval, instrument carrier panel and/or mutual etc. the change of console.

Exemplarily, WLE index can be used for arranging/avoid/order of restriction/customized voice and/or present to chaufeur other tasks/information to improve function.During needing vehicle performance to operate, in driving environment in danger, during carried out the high movable time period by instrument carrier panel etc., can limit/customize/stop customizing messages for chaufeur.

Intelligent Hybrid algorithmic method can consider long-term and short-term driver actions.WLE mixed method can catch chaufeur event, situation and behavior, to adjust the communication of vehicle and chaufeur.These and other technology described here can aid forecasting chaufeur increase/reduce sensed condition state and existing vehicle sensors can be used.

WLE index also can allow, based on driving demand/work load, the level of communication is presented to chaufeur.Message priority (such as, low, high) can to determine whether Message Transmission during specified time to chaufeur based on the burden of prediction.Also specific HMI information can be required to present to chaufeur based on the long drives of chaufeur.Selectively, mixing WLE framework can in conjunction with GPS and digital map database to consider road scene situation and condition.Information about the physiological status (comprising heart rate, sight line and breathing) of chaufeur can be used as amount of imports other places and is attached to WLE framework, for anormal detection.In other example, the WLE index of prediction can be sent to chaufeur and avoid carrying out secondary task under high workload burden to remind chaufeur.Other scheme is also feasible.

Fig. 1 is the block diagram of the embodiment of WLE system 10 for vehicle 11.System 10 can comprise the tracking of rule-based work load index subsystem 12, vehicle, chaufeur and/or environment and evaluation work bears index subsystem 13, the work load index of dependence environment gathers subsystem 14 and entirety gathers/WLE long-term characterization subsystem 16.Subsystem 12,13,14,16(individually or in combination) one or more controller/processing equipment etc. can be implemented as.

Subsystem 12(as explained in following part VII) can by driver information and/or environmental information (such as, can obtain from the controller local area network of vehicle (CAN)) be used as input information of vehicles, and export the rule-based index representing chaufeur work load.Subsystem 13(as explained in following part III to VI) can by driver information and/or environmental information (such as, can obtain from the CAN of vehicle) be used as input information of vehicles, and export the one or more chain indexs (such as, manipulating the limit (HL) index, chaufeur control action (DCA) index, instrument carrier panel (IP) index, interval (HW) index) representing chaufeur work load.Subsystem 14(as explained in following part VIII) index that produced by subsystem 13 can be used as input, and output tracking (T) index.Subsystem 16(as explained in following part VIII) rule-based exponential sum T index can be used as input, and export WLE index (as what explain in following part Ⅸ) and/or the long-term characterization of WLE index.

In other embodiments, system 10 can lack subsystem 12,14,16.That is, specific embodiment can be constructed to only produce one or more work load index.Exemplarily, system 10 can be constructed to only produce IP index based on particular vehicle information (in following description).In these situations of single measurement that only there is chaufeur work load, do not need to gather.Therefore, in this example, WLE index is IP index.In these and other embodiment, scheduler 18 can be constructed to the long-term characterization producing WLE index.Other arrangement is also feasible.

WLE index can be sent to scheduler 18, scheduler 18 can be implemented as one or more controller/processing equipment/etc.Scheduler 18(as in following part Ⅹ explain) can be used as filter-based on WLE index prevent/delay will be transferred to chaufeur information arrive chaufeur.Such as, if WLE index is greater than 0.8, then can stop all information be intended to for chaufeur.If WLE index is close to 0.5, then only can stop the information of types of entertainment, etc.Scheduler 18 also can be dispatched based on the transmission of WLE exponent pair by the information being transferred to chaufeur.Such as, vehicle maintenance information, Text To Speech reading, Inbound Calls etc. can be postponed during the time period of high workload burden.In addition, scheduler 18 can characterize based on long-term WLE index and make vehicle export as chaufeur is customized, as discussed in more detail below.Such as, the output comprising the particular vehicle system of control of cruising, adaptive learning algorithms, music suggestion, configurable HMI etc. can based on long drives requirement.

The work load state of chaufeur can be inferred from observable information of vehicles, described information of vehicles comprises speed, acceleration/accel, brakes, turns to, interval, instrument carrier panel are mutual etc. change.Exemplary characteristics/the standard (metric) relevant to chaufeur work load load listed by table 1.

Table 1

Exemplary characteristics/the standard relevant to chaufeur work load

Standard	Be intended to the behavior effect quantized
		Average velociity	Large speed increases/reduces
Maximum speed	Large speed increases
		Average time interval (interval time)	The interval of reducing
Minimum interval	The minimum interval of reducing
		Brake response time (BRT)	The BRT reduced
Braking abrupt change	The frequency increased
		Bearing circle Overturn ratio	The frequency of the increase of little reversion
With mutual (such as, the pressing IP button) of IP	The frequency increased
		Volume of traffic	The density increased
Steering position	New driving environment
		Average velociity	Large speed increases/reduces
Maximum speed	Large speed increases

Table 2a and table 2b lists the example information that can obtain/access via CAN known in the art.Following information can be used as the input of any algorithm described here.

Table 2a

The example information that can obtain via CAN

Accelerator pedal position	Microphone inputs
		Steering wheel angle	Glass stand sensor
Seat sensor	The speed of a motor vehicle
		Turn sign	Yaw rate
Defrosting signal	Transverse acceleration
		Temperature controls	Longitudinal acceleration
Headlight state	Wheel speed
		Country beam state	Throttle position
Fog lamp state	Master cylinder pressure
		Radio tuner order	Chaufeur requested torque

Rain brush state	Total axle torque
		Gear	Total torque distribution
Rain sensor	Bank velocity
		Configurable HMI	Angle of side slip
Touch HMI	Respective side inclination angle

Table 2b

The example system information that can obtain via CAN

Pull-in control system
	Anti-skid brake system
Electronic stability controls
	Adaptive learning algorithms
Relaxed by the collision of braking
	Blind spot monitors
Automatic train stop helps

II. the simple discussion that vehicle stabilization controls

The manipulation of vehicle determines the ability of turn inside diameter and manipulation.Vehicle needs by its four adjacent road surfaces of tire contact plane, thus maximizes its handling.Exceed the tire meeting spinning of its limit of adhesion, skid or trackslip.The condition that one or more tire exceedes its limit of adhesion can be called as limit manipulation condition, and limit of adhesion can be called as the manipulation limit.Once tire reaches its manipulation limit, common chaufeur no longer can control vehicle usually.When so-called understeer, what vehicle fully performed chaufeur turns to input, and the front tyre of vehicle exceedes its manipulation limit, and vehicle is ignored the turning to request of chaufeur and continues to keep straight on.When so-called ovdersteering, what vehicle excessively performed chaufeur turns to input, and the rear tyre of vehicle exceedes its manipulation limit, and vehicle continues spinning.In order to the object of safety, most vehicle is manufactured to the understeer when its manipulation limit.

In order to compensate wagon control when can not control to meet or exceed the vehicle of the manipulation limit at chaufeur, electronic stability control (ESC) system be designed to redistribute tire force with produce effectively can make vehicle and chaufeur turn to the moment asking to turn to conforming to.That is, the situation that vehicle avoids understeer or ovdersteering is controlled.

Since nineteen ninety-five comes out, ESC system has been implemented in various platform.Carry out gradually in vehicle year 2010, realize comprehensive installation to vehicle year 2012, FMVSS 126 requires that ESC system is installed on gross weight grade 10, on any vehicle of less than 000 pound.ESC system can be implemented as the expansion of anti-skid brake system (ABS) and full speed pull-in control system (TCS).ESC system can provide driftage and lateral stability to help to vehicle dynamics with the center that is intended to of chaufeur.It also can make brake-pressure (higher or lower than chaufeur applied pressure) and single wheel proportional, thus produces effective torque to resist the unexpected driftage of vehicle and laterally to slide fortune.This makes braking, accelerate or sliding period for the course changing control enhancing when manipulating the limit of any traction surface.More particularly, the intention path of chaufeur responds with the actual vehicle inferred from onboard sensor and compares by current ESC system.If the response of vehicle and intention path different (understeer or ovdersteering), and if require ESC controller vehicle is remained on intention path on and minimize the out of control of vehicle, then ESC controller to select wheel apply brake and reduce engine torque.

The data existed in ESC system can be used to carry out detectable limit manipulation situation, so do not need new sensor.Exemplarily, consider the vehicle being equipped with ESC system, ESC system uses Yaw rate sensor, steering wheel sensor, lateral accelerometer, vehicle-wheel speed sensor, master cylinder brake-pressure sensor, longitudinal acceleration meter etc.As defined in ISO-8855, define vehicle movement variable in a coordinate system, wherein, car frame fixing on car body have vertical axis upwards, along the longitudinal direction of car body axle and point to the lateral shaft of driver side from passenger side.

Generally speaking, vehicle feedback rank can be calculated control from the judgement single kinematic variable (such as yaw rate, angle of side slip or their combination) and other control command (such as chaufeur braking, engine torque request, ABS and TCS).Wagon control level commands is discussed below.

Known auto model acquisition vehicle dynamics, vehicle are along the yaw rate ω of the vertical axis of car body _zand at the vehicle side slip angle β that its back axle defines _r, and meet following equation:

$I_z{\stackrel{\·}{\mathrm{\ω}}}_z=-b_f{c}_f({\mathrm{\β}}_r+b{\mathrm{\ω}}_{\mathrm{zt}}{v}_x^{-1}-\mathrm{\δ})+b_r{c}_r{\mathrm{\β}}_r+M_z$

(1)

$M({\stackrel{\·}{v}}_x{\mathrm{\β}}_r+v_x{\stackrel{\·}{\mathrm{\β}}}_r+b_r{\stackrel{\·}{\mathrm{\ω}}}_z+{\mathrm{\ω}}_z{v}_x)=-c_f({\mathrm{\β}}_r+b{\mathrm{\ω}}_z{v}_x^{-1}-\mathrm{\δ})-c_r{\mathrm{\β}}_r$

Wherein, v _xthe moving velocity of vehicle, M and I _zthe total mass of vehicle and the yaw rotation inertia of vehicle, c _fand c _rthe cornering stiffness of front tyre and rear tyre, b _fand b _rthe distance from the center of gravity of vehicle to front axle and back axle, b=b _f+ b _r, M _zbe the effective torque being applied to vehicle, δ is front vehicle wheel deflection angle.

The steering wheel angle δ of measurement and the moving velocity v of estimation can be used _xas input from the target yaw rate ω that turn to intention of formula (1) calculating for reflecting chaufeur _ztwith target side slip angle β _rt.In such calculating, we suppose at prevailing roadway condition (such as, high friction level and small cornering stiffness c _fand c _r) under steering vehicle.Also can perform turn for the stabilized conditions limit Signal Regulation, filtering and gamma correction to be to finely tune target yaw rate and target side slip angle.These expected values calculated represent the intention path of chaufeur on prevailing roadway.

Yaw rate feedback controller is mainly from the yawer that yaw error (difference between the yaw rate of measurement and target yaw rate) calculates.If vehicle left-handed turning and ω _z>=ω _zt+ ω _zdbos(wherein, ω _zdbostime dependent dead band), or vehicle right-hand turning and ω _z≤ ω _zt-ω _zdbos, then vehicle oversteer and the ovdersteering controlling functions activated in ESC.Such as, effective tosional moment request can calculate as follows (to be applied to vehicle to reduce ovdersteering trend):

During left steering: M _z=min (0 ,-k _os(ω _z-ω _zt-ω _zdbos)) (2)

During right steering: M _z=max (0 ,-k _os(ω _z-ω _zt+ ω _zdbos))

Wherein, k _osbe the gain of velocity dependent, it can as given a definition:

$k_{\mathrm{os}}=k_o+(v_x-v_{\mathrm{xdbl}})\frac{k_{\mathrm{dbu}}-k_{\mathrm{dbl}}}{v_{\mathrm{xdbu}}\text{-}{v}_{\mathrm{xdbl}}}\text{---}\left(3\right)$

Wherein, parameter k _o, k _dbl, k _dbu, v _xdbl, v _xdbuadjustable.

If ω when the vehicle turns to the left _z≤ ω _zt-ω _zdbos(wherein, ω _zdbostime dependent dead band), or when vehicle right-hand turning ω _z>=ω _zt+ ω _zdbos, then the understeer controlling functions in ESC is activated.Effective tosional moment request can calculate as follows:

During left steering: M _z=max (0 ,-k _us(ω _z-ω _zt+ ω _zdbus)) (4)

During right steering: M _z=min (0 ,-k _us(ω _z-ω _zt-ω _zdbus))

Wherein, k _usit is adjustable parameter.

Angle of side slip controller is the supplementary feedback controller of above-mentioned ovdersteering driftage feedback controller.Angle of side slip controller will estimate angle of side slip β _rwith target side slip angle β _rtcompare.If the difference of the two exceedes threshold value beta _rdb, then angle of side slip controlled reset is activated.Such as, effective tosional moment request calculates as follows:

During left steering: ${\mathrm{\β}}_r\≥0:M_z=\min (0,k_{\mathrm{ss}}({\mathrm{\β}}_r-{\mathrm{\β}}_{\mathrm{rt}}-{\mathrm{\β}}_{\mathrm{rdb}})-k_{\mathrm{sscmp}}{\stackrel{\·}{\mathrm{\β}}}_{\mathrm{rcmp}})---\left(5\right)$

During right steering: ${\mathrm{\β}}_r\≥0:M_z=\min (0,k_{\mathrm{ss}}({\mathrm{\β}}_r-B_{\mathrm{rt}}-B_{\mathrm{rdb}})-k_{\mathrm{sscmp}}{\stackrel{\·}{\mathrm{\β}}}_{\mathrm{rcmp}})$

Wherein, k _ssand k _sscmpadjustable parameter, it is the time derivative of the compensation of angle of side slip.

Other controlled reset term based on variable can be produced similarly, such as yaw acceleration and sideslip gradient.When main vehicle movement variable be yaw rate or angle of side slip time, above-mentioned effective tosional moment can be directly used in the wheel determining to control and will be sent to the amount of the brake-pressure of corresponding control wheel.If vehicle dynamics depends on multiple kinematic variable, then will carry out control and judge and arrangement priority ranking.The final effective tosional moment judged is used to determine finally to control wheel and corresponding brake-pressure subsequently.Such as, during the event of ovdersteering, outer front vehicle wheel is chosen as control wheel, and during the event of understeer, interior rear wheel is chosen as control wheel.In large sideslip situation, outer front vehicle wheel is chosen as control wheel all the time.When to occur to break away simultaneously and ovdersteering driftage time, calculate the amount of brake-pressure by entirety consideration yaw error and angle of side slip control command.

Except the situation that the above steering operation due to chaufeur causes exceeding the manipulation limit, vehicle can arrive its limit manipulation condition in its longitudinal movement direction.Such as, accumulated snow and eisbahn carry out braking and may cause pinning wheel, which increase the stopping distance of vehicle.On similar road, open up the engine may cause drive wheel skid and vehicle can not be made to advance.For this reason, manipulate the limit also can be used to these and non-ly turn to driving situation.That is, the tire situation that longitudinally braking or propulsive effort arrive its peak value also can be included in the definition of the manipulation limit.

ABS function monitors the rotary motion of each wheel relative to Vehicle Speed, and this can by longitudinal sliding motion rate λ _irepresent, wherein, i=1,2,3,4, is directed to the near front wheel, off front wheel, left rear wheel and off hind wheel, λ respectively _ifollowing calculating:

${\mathrm{\λ}}_1=\frac{{\mathrm{\κ}}_1{\mathrm{\ω}}_1}{\max ((v_x+{\mathrm{\ω}}_z{t}_f)\cos \left(\mathrm{\δ}\right)+(v_y+{\mathrm{\ω}}_z{b}_f)\sin \left(\mathrm{\δ}\right),v_{\min })}-1$

${\mathrm{\λ}}_2=\frac{{\mathrm{\κ}}_2{\mathrm{\ω}}_2}{\max ((v_x+{\mathrm{\ω}}_z{t}_f)\cos \left(\mathrm{\δ}\right)+(v_y+{\mathrm{\ω}}_z{b}_f)\sin \left(\mathrm{\δ}\right),v_{\min })}-1---\left(6\right)$

${\mathrm{\λ}}_3=\frac{{\mathrm{\κ}}_3{\mathrm{\ω}}_3}{\max (v_x-{\mathrm{\ω}}_z{t}_r,v_{\min })}-1,$ ${\mathrm{\λ}}_4=\frac{{\mathrm{\κ}}_4{\mathrm{\ω}}_4}{\max (v_x-{\mathrm{\ω}}_z{t}_r,v_{\min })}-1$

Wherein, t _fand t _rthe half of the wheelspan of front axle and back axle, ω _ithat i-th vehicle-wheel speed sensor exports, κ _ii-th wheel velocity factor of proportionality, v _ythe cross velocity of vehicle in its c.g. position, v _minit is the parameter preset reacting admissible minimum longitudinal velocity.Notice that formula (6) is only just effective when vehicle is not under reversing mode.The braking started when chaufeur produces too large slip (such as ,-λ at wheel place _i>=λ _bp=20%), then ABS module will be released in the brake-pressure at wheel place.Similarly, cause producing in the process of large slip on i-th driven wheel at the large throttle of applying, request is reduced engine torque to TCS module and/or request brake-pressure is applied on the relative wheel on identical axletree.As a result, by monitoring λ _iwith λ _bpand λ _tphave many close to predicting that ABS or TCS activates.

III. manipulation limit index

Although above-mentioned ESC(comprises ABS and TCS) effectively realize security purpose, further enhancing is also feasible.Such as, control may expect to increase ESC system for roll stability.But the suitable correction that ESC attempts carrying out can be offset by chaufeur or surrounding environment.At the tire force of the vehicle accelerated considerably beyond the towability of road/tire, even if this vehicle can be caused under the intervention of ESC can not to avoid the event of understeer.

In general, what manipulate limiting case accurately determines the direct measurement that usually can relate to road and tire characteristics, or obtains from many correlated variables the information included in the infeasible situation of direct measurement.At present, these two kinds of methods are all not mature enough with real-time implementation.

Due to the feedback characteristic of ESC system, ESC system can be configured to by monitoring that vehicle movement variable (vehicle performance parameter) (the such as last point variable described) determines potential limit manipulation situation.When kinematic variable differs specified quantitative (such as, exceeding specific dead band) with its reference value, ESC system can start to calculate the order of difference control for brake and determine to control wheel.Corresponding brake-pressure is sent to and controls wheel with stable vehicle subsequently.The starting point that ESC activates can be regarded as the beginning manipulating the limit.

More particularly, we can to relatively manipulating limit surplus h _xcarry out as given a definition:

Wherein, x is the deviation of kinematic variable and its reference value, be defined in the interval, dead band that x when not starting ESC, ABS or TCS falls into.X can be any control variable (or other suitable control variable any) of definition in last point.

Definition h in formula (7) _xadvantage to be that driving situation can be expressed as with being quantized different classes of.Such as, h is worked as _xwhen≤10%, driving situation can be classified as red area situation, and in red area situation, chaufeur pays particular attention to or take some special action (such as, making car retardation); Work as 10%<h _xduring <40%, driving situation can be classified as yellow area situation, and in yellow area situation, chaufeur needs paying special attention to of certain grade; Work as 40%<h _xwhen≤100%, driving situation can be classified as general case.In usual cases, chaufeur only needs the normal driving attention keeping him.Certainly, also other scope can be used.

More particularly, let us is used in the last point of control variable calculated to discuss h _xcalculating.By arranging x=ω _z-ω _ztand come to calculate at ovdersteering situation (now, ω when the vehicle turns to the left from formula (7) _z> ω _zt, the ω when vehicle right-hand turning _z> ω _zt) period vehicle driftage manipulation limit surplus h _oS, wherein, ω _zdbosit is the ovdersteering yaw rate dead band (OSDB) of definition in formula (2).

Similarly, by arranging x=ω _z-ω _ztand carry out the driftage manipulation limit surplus h calculating vehicle under understeer situation from formula (7) _uS, wherein, ω _zdbusit is the understeer yaw rate dead band (USDB) of definition in formula (4).Note, above-mentioned dead band may be the function of amount etc. of the speed of a motor vehicle, the amount of target yaw rate, the yaw rate of measurement.Dead band in dead band in understeer situation (x<0) and ovdersteering situation (x>0) is different, and they are adjustable parameters.

By arranging x=β _r-β _rtand carry out the sideslip manipulation limit surplus h calculating vehicle from formula (7) _sSRA.

The longitudinal direction manipulation limit of vehicle relates to the propulsive effort of tire or the situation of the braking force arrival manipulation limit.By arranging x=λ _i, and the traction control coming to calculate for i-th driven wheel from formula (7) manipulates limit surplus .Also by arranging x=λ _i, and the ABS coming to calculate for i-th wheel from formula (7) manipulates limit surplus .Final traction manipulation limit surplus and braking manipulation limit surplus can be defined as:

$h_{\mathrm{ABS}}=\underset{i\&Element;\left\{\mathrm{1,2,3,4}\right\}}{\min }{h}_{{\mathrm{ABS}}_i},h_{\mathrm{TCS}}=\underset{i\&Element;\left\{\mathrm{1,2,3,4}\right\}}{\min }{h}_{{\mathrm{TCS}}_i}---\left(8\right)$

Note, when computationally stating manipulation limit surplus, further screening conditions can be used.Such as, can use the combination of some conditions in following condition following condition of conditioned disjunction that manipulation limit surplus is set to 0: the amount of target yaw rate exceedes specific threshold; The amount of the yaw rate measured is greater than specific threshold; The input that turns to of chaufeur exceedes specific threshold; Or limiting case, the turning acceleration/accel of such as vehicle is greater than 0.5g, the deceleration/decel of vehicle is greater than 0.7g, vehicle to be to exceed the speeds etc. of threshold value (such as, 100mph).

For known riving condition, calculate and the validity verifying them to test above-mentioned manipulation limit surplus, the vehicle being equipped with the research ESC system developed by Ford Motor Company is used to perform vehicle testing.

For the riving condition drawn by car speed, throttle and braking described in fig. 2, the vehicle movement variable of measurements and calculations is as shown in Fig. 3 A to Fig. 3 C.The corresponding limit of manipulation separately surplus h _uS, h _oS, h _tCS, h _aBS, h _sSRAshown in Fig. 4 A to Fig. 4 C.This test execution is when all ESC calculate operation, and the free form obstacle skiing on snow pad travels.Closedown brake-pressure applies, thus vehicle is close to real limit manipulation condition.

As another test, steering vehicle on the road surface with high friction level.Describe the speed of a motor vehicle, traction and braking curve in Figure 5.State of motion of vehicle is shown in Fig. 6 A to Fig. 6 C.The corresponding limit of manipulation separately surplus h _uS, h _oS, h _tCS, h _aBS, h _sSRAshown in Fig. 7 A and Fig. 7 B.

The envelope variable of all independent manipulation limit surpluses is defined as

h _env=min{h _OS,h _US,h _TCS,h _ABS,h _SSRA} (9)

Consider because signal noise may cause envelope to manipulate the unexpected change of limit surplus, use low-pass filter F (z) to make h _envsmoothly, thus obtain the final manipulation limit (HL) index or surplus:

h＝F(z)h _env(10)

For the vehicle testing data shown in Fig. 2 and Fig. 3 A to Fig. 3 C, final manipulation limit surplus is described in fig. 8, and for the vehicle testing data shown in Fig. 5 and Fig. 6 A to Fig. 6 C, final manipulation limit surplus is described in fig .9.

HL index can provide the continuous variable between 0 and 1, and it is many close to (wherein, value 1 represents that chaufeur is in the manipulation limit of vehicle) to indicate the manipulation limit of chaufeur and vehicle to have.The driving demand be even more important information should can be provided during such as low μ driving path condition based on the HL index of model.

Suppose along with vehicle manipulates the limit close to it, need more vision, health and perception to note maintaining wagon control, chaufeur work load information can be inferred from HL index.Along with the work load of chaufeur increases, HL index increases.Along with the work load of chaufeur reduces, HL index reduces.

IV. chaufeur control action index

Chaufeur control action (DCA) index can provide the continuous variable between 0 and 1, and indicates chaufeur for total rate of change of the control action such as accelerating, brake and turn to.Can reflect the driving demand of increase from the operating level increase rate of change of chaufeur, vice versa.Therefore, DCA index can provide the measurement of the rate of change (driving demand) relevant from the different chaufeurs of the wagon control action carrying out different aspects.

Such as, consider that acceleration pedal rate of change is on the impact of driving demand.With reference to Figure 10 and Figure 11, such as, respectively low require situation and high request situation under temporally draw real-time accelerator pedal position.Require situation compared to low, the rate of change of the acceleration pedal in high request situation is obviously relatively larger.

The standard deviation of the accelerator pedal position of Figure 10 and Figure 11 is respectively shown in Figure 12 and Figure 13.

With reference to Figure 14, the gamma function of standard form is used to produce the probability corresponding to the distribution of Figure 12 and Figure 13:

$y=f\left(x\right|a,b)=\frac{1}{b^a\mathrm{\&Gamma;}\left(a\right)}{x}^{(a-1)}{e}^{\left(\frac{x}{b}\right)}---\left(11\right)$

Wherein, a is factor of proportionality, and b is form factor.Dotted line represents low driving demand distribution of standard deviation, and solid line represents high driving demand distribution of standard deviation.These probability distribution of acceleration pedal rate of change illustrate the grade of the difference between driving demand classification and current class opportunity.Such as, the standard deviation of 2% can represent low driving demand with larger probability, and the standard deviation of 10% can represent high driving demand etc. with larger probability.This technology can be applied to brake pedal position, steering wheel angle and/or other chaufeur control action parameter similarly.Therefore, DCA index can be estimated driver requested based on the rate of change of the driver actions for acceleration pedal, brake pedal, bearing circle etc.

The average of the standard deviation rate of change shown in Figure 14 can change for different chaufeur.DCA index calculates can be considered these averages changed and calculate relative change rate.The derivative of chaufeur input also can be combined into and obtain expection action.Variance can be obtained from the covariance determinant analyzing each factor (such as, accelerator pedal position/speed, brake pedal position/speed, steering wheel angle position/speed etc.) to calculate.

In a particular embodiment, by calculating DCA index based on the covariance determinant affecting driving demand of each factor of following formula recursive calculation:

$\mathrm{\&Delta;}{x}_k=x_k-{\stackrel{\&OverBar;}{x}}_k---\left(12\right)$

${\stackrel{\&OverBar;}{x}}_{k+1}=(1-a){\stackrel{\&OverBar;}{x}}_k+\mathrm{\&alpha;}\&CenterDot;x_k---\left(13\right)$

$G_{k+1}=\left[\frac{(I-P_k\&CenterDot;\mathrm{\&Delta;}{x}_k)\&CenterDot;G_k}{(1-a)}\right]---\left(14\right)$

$P_{k+1}=G_k\&CenterDot;\mathrm{\&Delta;}{x}_k^T\&CenterDot;\frac{a}{(1-a)+a\&CenterDot;\mathrm{\&Delta;}{x}_k\&CenterDot;P_k\mathrm{\&Delta;}{x}_x^T}---\left(15\right)$

Wherein, x _kthe two-dimensional vector of (at moment k place) each chaufeur control action and derivative thereof, be mean number (it can constantly update during each drive cycle, and resets after each drive cycle), α is calibration forgetting factor, G _kbe the covariance inverse matrix estimated, I is identity matrix, P _kthe covariance matrix estimated, the Δ x from formula (12) _ktransposed matrix.

The recursive calculation determinant det of covariance matrix, provides below:

${\det }_{k+1}{=(1-\mathrm{\&alpha;})}^n{\det }_k\&CenterDot;(1+\mathrm{\&alpha;}\&CenterDot;\mathrm{\&Delta;}{x}_k\&CenterDot;G_k\&CenterDot;\mathrm{\&Delta;}{x}_k^T)---\left(16\right)$

Wherein, n is vector x _ksize.It utilizes these parameters to provide to accelerate relative to the chaufeur of the mean number of specific driver, brake and/or the measurement of estimation rate of change of turning efficiency.It also provides the one-dimensional measurement of total square deviation, wherein, can follow the tracks of described one-dimensional measurement to catch the marked change of the rate of change gathered of chaufeur control action.

Final DCA index (index) can be continuous signal between 0 and 1 by ratio, and can be provided by following formula:

DCA index=max(acceleration pedal variance, brake pedal variance, turn to variance) (17)

Use above technological analysis as the accelerator pedal position drawn in Figure 15 A and the steering wheel angle as drawn in Figure 15 B.The example for DCA index that Figure 15 C shows based on the input of Figure 15 A and Figure 15 B exports.In this example, the determinant (16) of covariance matrix provides the measurement of the estimation rate of change of chaufeur acceleration and turning efficiency.By using the maxim of each rate of change to produce the DCA index drawn in figure 15 c and carrying out homogenization to each rate of change and gather.The speed of a motor vehicle is drawn in Figure 15 D, as a reference.The rate of change of increase is captured as the value (indicating higher driving demand) closer to 1 in DCA index, and the rate of change of reduction is captured as the value (indicating low driving demand) such as between 0 and 0.2 in DCA index.

V. instrument carrier panel index

The instruction that driver activation can be provided alternately of chaufeur and instrument carrier panel and/or other interface relevant with touch/voice.The increase of such driver activation's rank can increase the perception requirement to chaufeur.As shown in table 1, the increase that chaufeur button press activates can increase chaufeur work load.The frequency of interaction controlled with car cabin can be gathered for aggregate index, wherein, rain brush controlled, climate controlling, volume control, turnicator, console control desk, vehicle window control, automatic seat controls comprising alternately of controlling with car cabin, voice command interface etc.Therefore, instrument carrier panel (IP) index provides and represents chaufeur and the mutual continuous output (between zero and one) of instrument carrier panel, electronics and/or other HMI any.

Such as, when k pressing/trigger button/interface arrangement at any time, export and provided by following formula:

BP _i(k)=α·BP _i(k-1)+(1-α)·I (18)

When there is no pressing/trigger button/interface arrangement, exporting and being provided by following formula:

BP _i(k)=α·BP _i(k-1)+(1-α)·0 (19)

Wherein, BP _ibe press/trigger pursuit gain for the button/interface of each tracked button/interface, α is calibration forgetting factor.

Then, IP index exports and can be provided by following formula:

IP index=max(BP ₁,BP ₂,BP ₃,BP ₄.......BP _n) (20)

Wherein, n is the quantity of tracked button/interface.Any technology that gathers described herein also can be used to determine IP index.Exemplarily, can use and technology like the technology type described referring to formula (28) and (29) etc.

Example turnicator and air-conditioning activate input and draw in Figure 16 A and Figure 16 B respectively.The IP index obtained thus is determined according to formula (18), (19) and (20) and draws in Figure 16 C.In this example, build up time and steady-state value are based on the duration activated.

VI. interval index

Interval index provides the continuous variable between 0 and 1, and instruction is just by the degree of closeness of the vehicle driven and front (or side) vehicle (or other object).As shown in Table 1, can infer from the minimum interval of the average time interval reduced and/or reduction the work load load increased.

The interval relying on present speed can be obtained from following formula:

${\mathrm{HW}}_{\mathrm{curr}}=\frac{(r_p\left(k\right)-r_f\left(k\right))}{v_f\left(k\right)}---\left(21\right)$

Wherein, r _pk () is the position of k front vehicles at any time, r _fk () is the position of following vehicle, v _fk () is the speed of following vehicle.Equispaced HW _mk () can be obtained by following formula:

HW _M(k)=HW _M(k-1)+α(HW _curr-HW _M(k-1)) (22)

Wherein, α is the time constant for Exponential Filtration, can select as required.Then, HW index can obtain from following formula:

$\mathrm{HWIndex}=\left[\mathrm{\&gamma;}(1-\frac{{\mathrm{HW}}_M}{{\mathrm{HW}}_{\mathrm{MAX}}})\right]---\left(23\right)$

Wherein, γ is HW index sensitive gain, HW _mAXit is calibration value.Can select/regulate gain according to the interval time met needed for maximal index 1.

In other embodiments, can based on such as chaufeur type selecting/adjustment sensitive gain.If known chaufeur type (such as " youth ", " old age ", " teenager ", " new hand ", " veteran " etc.), then correspondingly can adjust sensitive gain.Based on the certificate carried by chaufeur known in the art, chaufeur can be identified as " youth ", " old age ", " teenager " etc.Can by detecting test of vehicle certificate, and certificate is used to the type identifying chaufeur.Selectively, vehicle can provide and allow themselves the select button of type of chaufeur identification.But, any suitable/known technology can be used to classify to chaufeur.Can sensitive gain be increased for " teenager " and " new hand " chaufeur, and can sensitive gain be reduced for " veteran " chaufeur etc.In other embodiments, sensitive gain can be chosen as greater value for " teenager " and " new hand " chaufeur, and sensitive gain can be chosen as smaller value for " veteran " chaufeur etc.Therefore, when same intervals, HW index can be greater value for " teenager " chaufeur and be smaller value for " veteran " chaufeur etc.

Selectively (or extraly), can select/regulate sensitive gain based on ambient conditions.The humidity determined by suitable/known technology (such as by detecting wheel skid) or icy roads situation can cause sensitive gain to increase.Dry roads situation can cause sensitive gain to reduce.Can use any suitable ambient conditions comprising volume of traffic, geographic position etc. select/change sensitive gain.

Can also calculate and Infrastructure interval apart with like the compute classes in formula (21), (22) and (23), wherein, Infrastructure comprises cross roads, highway, high request highway geometry etc.In this case, HW index can be obtained by following formula:

HW index=max(HW ₁,HW ₂,......HW _n) (24)

Wherein, n is the quantity of the project of the separation of just tracked high driving demand.Also can use the weighting function for formula (24).

In other embodiments, the interval of the increase returned from the volume of traffic of the increase of adjacent lane can be used as deviation (bias) input of HW index.(volume of traffic of increase can increase driving demand, as shown in table 1.）

In other embodiments, collision time can be followed the tracks of in the scheme being less than 1000ms.When potential be about to collide, HW index export can be defaulted as maxim 1.

With reference to Figure 17, collision time t _ccan be calculated by following formula:

$t_c=\frac{-V_x\&PlusMinus;\sqrt{{\left(V_x\right)}^2+2\left(A_x\right)\left(X\right)}}{\left(A_x\right)}---\left(25\right)$

Or $t_c=\frac{X}{V_x}$

Wherein, V _xclose velocity, A _xbe relative acceleration, X is the distance between vehicle.Range and range rate information can be obtained to car communication system etc. from any suitable/known radar system, vision system, laser radar system, car.

Consider the calculating of to follow the HW index in scene in example vehicle, Figure 18 to Figure 20 illustrates close velocity and travelled distance between main car speed during this scene, vehicle.Figure 21 and Figure 22 respectively illustrates interval (being calculated by formula (22)) and HW index (being calculated by formula (23)).

VII. rule-based subsystem

Referring again to Fig. 1, rule-based subsystem 12 can comprise the fact for determining event two scale notation output identification and knowledge base.Subsystem 12 can provide specific specialists engineering science and vehicle driver's environmental interaction rule supplementing using other assembly as system 10.Knowledge can be represented as one group of rule.The specific activation of Vehicular system can be comprised.

Each rule specifies the suggestion of output services burden, and if have (condition), then (action) structure.Perform an action when the condition part of satisfied rule part.The suggestion (0 or 1) that each rule can specify output services to bear.Can monitor/obtain multiple vehicle parameter by subsystem 12 from the CAN of such as vehicle in any suitable/known mode, described vehicle parameter comprises longitudinal acceleration, transverse acceleration, deceleration/decel, steering wheel angle, button use etc. (such as, in Table 2a and table 2b).The fact relevant to these parameters and combination thereof can be used for setting model rule.

The system convention realized by subsystem 12 can according to following form:

If

Vehicle_parameter1>x _iand Vehicle_parameter2>y _i

Then (26)

Enable during event for the specific delays of car cabin system or information entertainment or restriction from Expert Rules.Rule-based output also can be processed with the driving demand for condition of advocating based on expert and special characteristic make be used to provide correlation output and gather.

Rule based on information, such as, can be listed in above table 2a and 2b.Such as, if steering wheel angle >105 degree, then Event_Flag=1(event flag=1).Certainly, also Else Rule can be built.

VIII. gather

One or more in HW index, DCA index, IP exponential sum HL index can be gathered to use following technology to be formed by subsystem 14 to follow the tracks of (T) index.But, only needing to use/calculate/and determine in the embodiment of an index, can not need to gather.

In a particular embodiment, short-term gathers and can be used to dispatch/postpone/postpone and will be transferred to the information/task of chaufeur.When needing the highest driving demand estimated, T index can be provided by following formula:

T Index=max(DCA Index,IP Index,HL Index,HW Index) (27)

In other embodiments, exported to the average/maximum of exponential quantity as described below gathering of combination employing dependence environment.Can be combined to form the T index provided by following formula by subsystem 14 for example, referring to Fig. 1, DCA index, IP index, HL exponential sum HW index:

$T\mathrm{Index}=\frac{\underset{i=1}{\overset{N}{\mathrm{\&Sigma;}}}{w}_i{y}_i}{\underset{i=1}{\overset{N}{\mathrm{\&Sigma;}}}{w}_i}---\left(28\right)$

Wherein, w _iit is the weight according to the dependence environment being added to the driving demand value in input.Launch formula (28) to obtain:

$T\mathrm{Index}=\frac{{\mathrm{WLE}}_{\mathrm{DCA}}{w}_{\mathrm{DCA}}+{\mathrm{WLE}}_{\mathrm{IP}}{w}_{\mathrm{IP}}+{\mathrm{WLE}}_{\mathrm{HL}}{w}_{\mathrm{HL}}+{\mathrm{WLE}}_{\mathrm{HW}}{w}_{\mathrm{HW}}}{w_{\mathrm{DCA}}+w_{\mathrm{IP}}+w_{\mathrm{HL}}+w_{\mathrm{HW}}}+\mathrm{bias}---\left(29\right)$

Max(Tracking_Index)=1.0

Wherein, WLE _dCA, WLE _iP, WLE _hL, WLE _hWdCA index, IP index, the output of HL exponential sum HW index respectively.Corresponding weight is by w _dCA, w _iP, w _hL, w _hWprovide.

The example rule for gathering listed by table 3 and table 4.

Table 3

For the example rule gathered based on environment

Table 4

For the more example rules gathered based on environment

Subsystem 16 can use the above technology described with reference to subsystem 14 to gather rule-based exponential sum T index for WLE index.Exemplarily, WLE index can be provided by following formula:

WLE Index=max(T Index,Rule-Based Index) (30)

Exemplary rule-based index, IP exponential sum DCA index are drawn respectively in Figure 23 A and Figure 23 C.For the situation of the highest driving demand situation considering estimation, use technology described here to summarize these indexes and drawn in Figure 23 D.The speed of a motor vehicle is drawn, for reference in Figure 23 E.

Ⅸ. long-term characterization

In other embodiments, can by subsystem 16 and/or scheduler 18(according to configuration) characterize WLE index in time and advise to provide HMI.Long-term WLE characterizes can make HMI based on driving demand in time by chaufeur is customized.Such as, r is considered _kthat reflection is (at any time k) for the variable of the WLE exponential quantity of chaufeur.Suppose that driving demand is classified as with { 3 classes that a, b, c} represent, and have the fuzzy membership functions μ as defined in fig. 24 _a, μ _b, μ _c.Then, driving behavior d _kcan infer from example calculations below:

d _k=[μ _a(r _k),μ _b(r _k),μ _c(r _k)] (31)

Such as, if r _kvalue be 0.4, then d _kcan be represented as [0.18,0.62,0] (according to Figure 24).Filtered (for a long time) distortion driving behavior can be expressed from the next:

$d_{f_k}=(1-\mathrm{\&alpha;})d_{f_{k-1}}+\mathrm{\&alpha;}{d}_k---\left(32\right)$

Wherein, α is that (thus α specifies/determine assessment TERM DEFORMATION driving behavior to calibration forgetting factor time period).For the long term probability (p of each classification _k) _ican obtain from following formula:

${\left(p_k\right)}_i={\left(d_{f_k}\right)}_i{\left(\underset{j\&Element;\{a,b,c\}}{\mathrm{\&Sigma;}}{\left(d_{f_k}\right)}_j\right)}^{-1}---\left(\text{33}\right)$

According to formula (33), for the filtered distortion driving behavior of each classification divided by the filtered distortion driving behavior sum for all categories such as, if be represented as [0,0.16,0.38], then (p _k) _a0 will be equaled divided by 0+0.016+0.38((p _k) _ato 0 be equaled), (p _k) _b0.16 will be equaled divided by 0+0.016+0.38((p _k) _bto 0.29 be equaled), (p _k) _c0.38 will be equaled divided by 0+0.016+0.38((p _k) _cto 0.71 be equaled).

Then, the final long-term WLE index of driving demand characterizes i _kcan infer from following formula:

$i_k=\underset{i\&Element;\{a,b,c\}}{\arg }\max {\left(p_k\right)}_i---\left(34\right)$

Use above example, (p _k) _ithe maxim of value is 0.71((p _k) _c).Therefore, can infer that driving behavior is current from formula (34) and be in " high request " classification.

Ⅹ. scheduler

Scheduler 18 can the WLE index of computation, the long-term characterization of WLE index or DCA index, IP index, any one (for only using/calculate/determine the embodiment of single index) in HL exponential sum HW index be to information entertainment systems and/or modulating alternately between other conversational system and chaufeur.WLE index provides the work load load of estimation, for arranging/avoid/and customization/restriction/scheduling is presented to voice command and other task of chaufeur, to improve functional and safety.

Can comprise alternately with the example of chaufeur: produce Text To Speech conversion, produce incarnation communication, produce about Inbound Calls prompting, produce perspective dynamical system order, produce the suggestion of perspective voice, produce haptic response via such as feeling bearing circle or produce other audio frequency, vision and/or sense of touch output etc.Each task in these example driver interface tasks can have relative priority.Such as, the prompting produced about Inbound Calls can have high priority, and produce perspective voice suggestion can have low priority.

Any suitable/known technology can be used to priority type be distributed to given driver interface task.Exemplarily, scheduler 18 can realize high/low priority protocol, wherein, distributes high priority, distribute low priority by the suggestion that all vehicles being sent to chaufeur are initiated by by all promptings about Inbound Calls produced.But, other precedence scheme can be used.Exemplarily, the numeral between 0 and 1.0 can represent the priority of task: particular task can distribute the priority of 0.3, and other task dividable joins the priority etc. of 0.8.In other embodiments, the priority type relevant to driver interface task can be distributed by the controller/treater/subsystem (not shown) producing task known in the art.

Therefore, specific embodiment can allow driver interface task to present by dispatching sequence based on work load and priority.Such as, if WLE index (or any one index depended on the circumstances) has the value between 0.4 and 0.6, then scheduler 18 can only allow to perform high priority driver interface task.When WLE index is less than the value of 0.4, lower priority tasks can be scheduling to more late execution by scheduler 18.Such as, if WLE index has the value between 0.7 and 1.0, then scheduler 18 can stop the execution of all driver interface tasks.During these high workloads burden, when WLE index is less than the value of 0.7, high-priority task can be scheduling to more late execution by scheduler 18, and when WLE index is less than the value of 0.4, lower priority tasks can be scheduling to more late execution by scheduler 18.

Similarly, if long drives behavior is characterized by " high request ", then regardless of its priority, specific/all task can be postponed/delayed/scheduled, until long drives behavior is characterized by " middle requirement " or " low requirement ".Selectively, if long drives behavior has any probability being in such as " high request " classification, then specific/all task can be postponed/delayed/scheduled, until the probability being in " high request " is 0.Certainly, other scheme is also feasible.Such as, in the embodiment that priority type is not used to classification of task, all tasks can be postponed/delayed/scheduled according to the work load of inferring.

When receiving Inbound Calls during high workload burden, Inbound Calls can be proceeded to voice-mail system by scheduler 18.Once WLE index reaches appropriate value, scheduler 18 just can produce the prompting that instruction receives Inbound Calls.

Algorithm disclosed herein can be sent to processing equipment, in such as system 12,13,14,16 and 18 any/all, described processing equipment can comprise any existing electronic control unit or special electronic control unit that take various forms, and described various ways includes but not limited to: be permanently stored in the information that can not write in storage medium (such as ROM device) and be stored in the information can write on storage medium (such as floppy disk, tape, CD, ram set and other magnetic and light medium) changeably.Described algorithm also can be embodied as the executable object of software.Selectively, suitable nextport hardware component NextPort (such as special IC (ASIC), field programmable gate array (FPGA), state machine, controller) or the combination of other nextport hardware component NextPort or device or hardware, software and fastener components can be used to carry out implementation algorithm whole or in part.

Although illustrate and describe embodiments of the invention, be not intended to these embodiments are illustrated and describe likely form of the present invention.The word used in the description is descriptive words instead of restricted word, should be understood that and can carry out various change without departing from the spirit and scope of the present invention.

Claims (16)

1. a vehicle, comprising:

At least one treater, be configured to: (I) is based on the interval between the history determination vehicle of vehicle and the distance of another vehicle and the speed of vehicle and another vehicle, (II) determines chaufeur type, (III) receives the multiple driver interface tasks that will be performed, and (IV) postpones based on described interval and chaufeur type selecting or stop at least some task in described multiple driver interface task to be performed.

2. vehicle as claimed in claim 1, wherein, each driver interface task in described multiple driver interface task comprises priority type, wherein, at least one treater described is configured to: also optionally postpone based on priority type or stop at least some task in described multiple driver interface task to be performed.

3. vehicle as claimed in claim 1, wherein, described multiple driver interface task comprises the prompting produced about Inbound Calls, wherein, to postpone or the step that stops at least some task in described multiple driver interface task to be performed comprises based on described interval and chaufeur type selecting: Inbound Calls is proceeded to voice-mail system.

4. vehicle as claimed in claim 1, wherein, described multiple driver interface task comprises at least one in following operation: produce audio frequency output, generation vision exports and produces sense of touch and exports.

5. a vehicle, comprising:

At least one treater, is configured to: receive the multiple driver interface tasks that will be performed; Optionally postpone based on chaufeur type and the distance between vehicle and another object or stop at least some task in described multiple driver interface task to be performed.

6. vehicle as claimed in claim 5, wherein, at least one treater described is configured to: also postpone based on speed selection or stop at least some task in described multiple driver interface task to be performed.

7. vehicle as claimed in claim 5, wherein, at least one treater described is also configured to determine chaufeur type.

8. vehicle as claimed in claim 5, wherein, each driver interface task in described multiple driver interface task comprises priority type, wherein, at least one treater described is configured to also optionally postpone based on priority type or stop at least some task in described multiple driver interface task to be performed.

9. vehicle as claimed in claim 5, wherein, described multiple driver interface task comprises the prompting produced about Inbound Calls, wherein, comprise based on chaufeur type with apart from the step optionally postponed or stop at least some task in described multiple driver interface task to be performed: Inbound Calls is proceeded to voice-mail system.

10. vehicle as claimed in claim 5, wherein, described multiple driver interface task comprises at least one in following operation: produce audio frequency output, generation vision exports and produces sense of touch and exports.

11. vehicles as claimed in claim 5, wherein, described object is the crossing of another vehicle on another vehicle of vehicle front, the track adjacent with vehicle or road.

12. 1 kinds, for the method for the driver interface task of management vehicle, comprising:

Based on the speed of vehicle and the interval between the distance determination vehicle of vehicle and another vehicle and another vehicle;

Determine at least one environmental conditions;

Receive the multiple driver interface tasks that will be performed;

Optionally postpone based on described interval and at least one environmental conditions described or stop at least some task in described multiple driver interface task to be performed.

13. methods as claimed in claim 12, wherein, each driver interface task in described multiple driver interface task comprises priority type, wherein, also optionally postpones based on priority type or stops at least some task in described multiple driver interface task to be performed.

14. methods as claimed in claim 12, wherein, described multiple driver interface task comprises the prompting produced about Inbound Calls, wherein, optionally to postpone based on described interval and at least one environmental conditions described or the step that stops at least some task in described multiple driver interface task to be performed comprises: Inbound Calls is proceeded to voice-mail system.

15. methods as claimed in claim 12, wherein, described multiple driver interface task comprises at least one in following operation: produce audio frequency output, generation vision exports and produces sense of touch and exports.

16. methods as claimed in claim 12, wherein, recursively determine described interval.