DE102005055971A1 - Driver`s load determining method for motor vehicle, involves carrying out standardization of loading factors, such that individual loading factors are represented by loading stages that correspond to instantaneous intensities of factors - Google Patents

Abstract

The method involves determining different loading factors acting on a driver, and combining the factors with each other. The individual loading factors are assigned to respective discrete loading stages, which characterize different intensities of the individual loading factors. The standardization of the loading factors is carried out in such a manner that the individual loading factors are represented by the loading stages, which correspond to the instantaneous intensities of the loading factors.

Description

The The invention relates to a method for determining the load of a driver based on unified loading factors accordingly the preamble of claim 1.

modern Motor vehicles have a variety of facilities which provide information to the driver or warning them of critical traffic situations or operating conditions. So that these information and warning messages actually support the driver and not distract from his actual driving task and additionally burden it is necessary to the current load condition of the driver determine and according to the time as well as the type and To optimize the duration of messages.

In order to determine the burden of a driver can in the German patent application DE 103 22 458 A1 proposed to determine a variety of different, acting on the driver load factors. From this, a driver-independent load value and a driver-dependent load value should then be determined in order to shoot from their combination on the total load of the vehicle driver. How can be determined from the different load factors concretely the individual load factors and the total load of the driver, is not apparent from the published patent application.

In the German Offenlegungsschrift DE 102 11 069 A1 It is proposed to design an information output depending on the current load of the vehicle driver. For this purpose, several, acting on the driver load factors are determined and added together after individual normalization and averaging, in order to conclude on the total load of the driver. However, it is not apparent to those skilled in the published patent application in which way the data of load factors determined in the most diverse ways and with the aid of very different sensors should be sensibly normalized or weighted.

task The invention is a method for determining the load a driver to find, which makes it possible For this purpose, different load factors are to be used and traceable correlate with each other.

The The object is achieved by a method having the features of the patent claim 1 solved. Advantageous embodiments and further developments of the invention will be by the subclaims described.

at the method for determining the load of a driver different load factors, which angle the driver to the vehicle certainly. These load factors are then normalized and with each other Combined to from the result of the combination on a the load of the driver to close the descriptive value. In an inventive way, each individual load factor each assigned a plurality of discrete load levels, each having different intensities describe the individual load factor. On this basis, then the standardization of the load factors such that the individual Load factors represented by those load levels which correspond to the instantaneous intensity of the stress factor.

Follow The invention will be explained in detail with reference to figures. there shows

1 an example for determining the vehicle dynamics resulting load factor,

2 an example for determining the stress factor resulting from the path complexity,

3 an example for determining the load factor resulting from the traffic environment,

4 an example for the determination of the stress factor resulting from the weather,

5 an example for determining the vehicle condition resulting load factor,

6 a possibility for determining the value describing the load of the vehicle driver, by the combination of AND / OR links,

7 a further alternative for determining the value describing the load of the driver, by means of the use of a table,

8th an alternative for determining the value describing the load of the vehicle driver, by means of the weighting of the load levels,

9 the procedure for the individualization of the load describing the driver's burden.

• 1 ≅ vorausschauend, ruhig
• 2 ≅ komfortabel
• 3 ≅ dynamisch, sportlich.

In the 1 the determination of the load factor resulting from the vehicle dynamics is shown by way of example. The, loading factor Vehicle dynamics considers the combination of longitudinal and lateral acceleration of the vehicle or the identified driving maneuvers / operations, such as turning, lane change, overtaking, parking, reversing, turn signals. Preferably, this load factor is converted by normalization into one of the following 3 discrete load stages:

• 1 ≅ anticipatory, calm
• 2 ≅ comfortable
• 3 ≅ dynamic, athletic.

In profitably, this becomes the basis of normalization Rules determined in volunteer tests. As dynamic or athletic can e.g. a serpentine journey with rapidly changing speed be classified as both high lateral accelerations than also high longitudinal accelerations occur. A straight-ahead ride at a constant speed Preferably, the level is assigned predictively or quietly.

• 1 ≅ leicht
• 2 ≅ mittel
• 3 ≅ schwierig.

An example of the determination of the strain complexity resulting from the path complexity is given in 2 demonstrated. The 'load factor of line complexity' describes the load resulting from the existing line geometry and the traffic regulation (eg: right of way regulation). Preferably, this load factor is converted by normalization into one of the following 3 discrete load stages:

• 1 ≅ easy
• 2 ≅ medium
• 3 ≅ difficult.

in this connection For example, from the stored link attributes of a digital map and / or the over a GPS sensor and Determined wheel speeds vehicle position determines the track complexity. For example, e.g. a confusing intersection in a "30-zone" a difficult one Track section while a straight stretch of motorway between individual exits could be classified as easy.

• 1 ≅ komfortabel (niedrig)
• 2 ≅ normal (mittel)
• 3 ≅ kritisch (hoch).

The 'load factor traffic environment' describes the situation to the preceding vehicle or the traffic density of the environment; its determination shows by way of example the 3 , Preferably, this load factor is converted by normalization into one of the following 3 discrete load stages:

• 1 ≅ comfortable (low)
• 2 ≅ normal (medium)
• 3 ≅ critical (high).

Preferably could an ACC sensor (autonomous cruise control) information about the Distance to vehicles in front, as well as their relative speed and acceleration available put. As part of the standardization of the load factor traffic environment this can be critically normalized to the load level, if driving ahead a strong delay Vehicle was detected while a normalization to the load level, comfortable 'at a distant, with constant speed away moving vehicle is done. additionally It is conceivable that starting from a supplementary Recording the traffic density at its high value the load level 'critical', at mean value the load level, normal 'and at low value the load level 'comfortable' results.

• 1 ≅ gut
• 2 ≅ mittel
• 3 ≅ schlecht.

The classification of the 'load factor weather' shows 4 describes the view from the vehicle, preferably in the 3 load levels:

• 1 ≅ good
• 2 ≅ medium
• 3 ≅ bad.

To the Example from the state of the lighting controls (dipped beam, High beam, fog lights, ...) and numerous sensors, in particular for brightness, Rain and temperature, will be the rating of the weather combination certainly. The qualitative evaluation of the combinations for brightness, Rain, fog, snow, glare, u. a. gives the classification of View into the different load levels. A bad view is e.g. in fog or at night and heavy rain. On the other hand is one good view e.g. given by day and no precipitation. In addition, can advantageously a small or strong jump in brightness for a transitional phase lead to a medium or poor view.

• 1 ≅ gut
• 2 ≅ mittel
• 3 ≅ schlecht.

The classification of the 'load factor vehicle condition' describes the road safety, wear and load of the vehicle; its determination is exemplified in 5 demonstrated. Preferably, this load factor is converted by normalization into one of the following 3 discrete load stages:

• 1 ≅ good
• 2 ≅ medium
• 3 ≅ bad.

In the interim evaluations 'traffic safety' and 'wear and tear' of the vehicle are preferably combined warnings of numerous vehicle systems, in particular of the engine, brakes, transmission, lighting and signaling. The information about the 'load' is generated from the seat occupancy, tank level and trailer operation information. The qualitative assessment of the combinations of 'traffic safety', 'wear' and 'load' gives the classification of the 'load factor vehicle condition' in several load levels. A bad vehicle condition results for example, from very low pressure in the tires and high load on worn brake pads and failed (defective) headlight lamps. A good vehicle condition is characterized by the "proper" condition of the vehicle (ie no warnings or excessive loading).

The above examples for to be taken into account when determining the current driver load Stress factors is not exhaustive, but may vary depending on Use case also be supplemented by additional other Belastungsfak factors. On the other hand, it is also conceivable in application-specific to consider only a selection from the known load factors and so to limit the necessary effort in terms of sensors and computing capacity.

As also the number of load levels for the individual load factors should not be limited to 3 needs, it is also conceivable different load factors to be provided with a different number of load factors.

In a particularly advantageous embodiment of the invention can even be defined a load level, which is the absence of information about the intensity describes this loading factor. That way, the process can for determining the load of a driver generally for a variety of vehicle types and applications, since in vehicles, which over have no means to determine a particular load factor, this Load factor is set to the load level, absence of information '. In the universal one Version of the load determination according to the invention underlying logic is then already the case so designed displayed.

There in an inventive way, the most varied load factors, which on the most diverse physical and psychological models based, on for all uniform, scalar load levels have been normalized, these can to determine the load of the driver easily by means of logic and tables linked together become.

In a particularly advantageous embodiment of the invention, the individual load factors normalized according to load levels are supplied to a combination of logical AND and / or OR operation for evaluation and determination of the load of the vehicle driver, as shown by way of example in FIG 6 demonstrated. In this case, the maximum of the load levels assigned to the respective load factors is determined by the OR operation. In contrast, the result of an AND operation is the minimum of the load levels assigned to the respective load factors. From these maximum and minimum values, taken alone or in combination, a value for the load of the vehicle driver can be derived. Of course, instead of a simple AND or OR logic, more complex logic links of individual load stages can also be used in a corresponding manner.

In the 7 a possibility for combining the load factors is shown by means of a table. The table shows possible combinations of the load levels representing the individual load levels. The respective combinations are assigned values which describe the load of the vehicle driver resulting from this combination of load factors. Such a table can be realized for quick access as a look-up table in the memory of a computing unit.

Around to minimize the necessary storage space can be profitable ones in the table Combinations are limited to those combinations, expected to occur in the context of a real traffic situation is. Since it can not be excluded that, in particular in extreme situations, a combination of load levels of load factors, which is not included in the table, it offers itself in particular advantageously to define a default load value, on which in these cases resorted is and which with a predefined, the burden of the driver to describe Value is occupied.

Another way to determine the load of the driver from the load factors described by load levels is in the 8th demonstrated. In a first step, the load levels are weighted and added together. In this way, the scalar load levels generally result in a steady load value. In order to discretize this load value back into graded values describing the load of the vehicle driver, the increasing load value is subjected to a multi-level threshold comparison. In this case, the value of that level whose associated threshold value was not exceeded by the steady load value is used as the value for the load of the vehicle driver.

In a particularly advantageous manner, in the method for determining the load of a driver, a possibility for individualization of the load describing the load of the driver, which for example by means of a with the 6 . 7 or 8th described Vorge intended. This individualization could be carried out in particular by means located in the surroundings of the vehicle driver, for example a knurling wheel. Alternatively or additionally, however, it would be profitably also possible to provide an electronically controlled personalization means available, this could be operated for example via electronically-occupied feeler or by means of a slot in a card reader insertable smart card. At the same time it would be conceivable to influence the individualization of the load value by means of radio communication; Thus, for example, the specification for the individualization of the load value for a vehicle driver could be made via a remote-controlled, driver-individual setting.

Claims (9)

Method for determining the load of a driver, in which different load factors acting on the driver are determined and in which these load factors are normalized and combined with one another in order to deduce from the result of the combination a value describing the load on the driver, characterized in that each of the individual load factors is assigned in each case a plurality of discrete load stages, which respectively describe different intensities of the individual load factor, and that the normalization of the load factors takes place in such a way that thereafter the individual load factors are represented by those load stages which correspond to the instantaneous intensity of the load factor. Method according to claim 1, characterized in that that each of the load factors has an equal number of load levels allocated. Method according to one of the preceding claims, characterized characterized in that the load factors associated with a load level is what the lack of information about the intensity of this Stress factor describes. Method according to one of the preceding claims, characterized characterized in that the combination of load factors by a logical AND and / or OR combination of these each representing Load stages takes place. Method according to one of claims 1 to 3, characterized, that the combination of the load factors is done by means of a table, in which possible Combinations of the individual load factors representing Load levels listed are, and in which of the respective combinations values are assigned, which describe the burden of the driver. Method according to claim 5, characterized in that that listed in the table Combinations of load levels essentially on those combinations limited with their occurrence in the context of a real traffic situation is calculated. A method according to claim 6, additionally comprising Default load value is defined, which is used in the cases in which the combination of the current load levels is not is included in the table, and which with a predefined, the burden of the driver descriptive value is occupied. Method according to one of claims 1 to 3, characterized, that for combining the load factors the load levels of a weighting and then added together, and that this sum then again into individual the load of the driver descriptive values is discretized. Method according to one of the preceding claims, characterized characterized in that before further processing of the value, which the burden of the driver describes this by means of an operable by the driver setting is modified.