DE102010032772A1 - Method for operation and maintenance of complex systems by person, involves using input and control elements for controlling or influencing performance of complex system - Google Patents

Abstract

The method involves using the input and control elements for controlling or influencing the performance of a complex system. The control elements are formed or modified as complete man-machine interfaces. The control elements comprise sensors for the detection of an operation and flow of an actuation before the triggering of a user-selected system interference.

Description

The invention generally relates to the interface between humans and technical devices, in particular the variable and interactive use of controls that are used at the same time as input and output elements. Controls thus become complete human-machine interfaces (man-machine interface = MMI) with much more generalized function assignments.

Due to ever-increasing technical complexity, modern technical systems often require quite complex control, input and output elements, but the operation of the technical system should be as simple as possible. The complex system state in turn, the u. a. detected by sensors must be reproduced in any way by suitable representations, which i. a. is achieved by means of optical signals, displays and / or by means of acoustic signals, but the clarity of the presentation must not be lost.

The use of complex systems by humans therefore presupposes both an adaptation of the operating possibilities to the given abilities of the human being (this is generally his motor skills with a - technically - limited speed), as well as an adaptation of the system representation to the human perception abilities ( these are the sensory abilities of humans with limited channel capacity and - technically speaking - relatively long processing and reaction time).

In such a system classification with signal processing and representation, input and output systems are in the given overall concept i. a. separate units to be seen or imagined.

In the real situation, however, the operation, the recording and the perception of the system behavior or the current system state, as well as the signal processing and the signal representation, as well as the integration of the "human component", are not separable; Man, machine (more generally: technical system) and the associated interface construction then constitute a functional unit.

The and serve to represent this situation in the state of the art. In a certain sense, the whole presents itself as a higher-order control loop in which the person (using the technical system) is included:
Input variables ( 3 ) of different origin and cause ( 2 ) affect the technical system ( 1 ) and influence this (cf. ). The system ( 1 ) responds to these input variables in a system-specific manner. In the course of these reactions, the affected system parameters change, for. B. by sensors (not shown here) can be detected. These sensory quantities or the state parameters of the system provide output variables ( 4 ) of the system, which is further processed by defined methods ( 5 ) can be.

These outputs (( 4 ) ( 7 ) in and ( 19 ) in ) are also part of the actual sizes of the system ( 1 ), which are either directly accessible to humans or must be detected by sensors and prepared for presentation. Via the display elements, the internal parameters are also accessible to the user. But also other, not detected by sensors, or directly perceived by humans and u. U. also not accessible parameters are among the actual sizes.

With a closed signal flow chain ( ) "Human ( 11 ) - Entrance ( 9 ) - System ( 8th ) - Exit ( 6 ) - Human ( 11 ) "Is now a system in which the outputs are detected and displayed, by the user in any way compared with what he wants, and in which the user on the input variables influence the system. In the event of discernible deviations, it will influence the system in a suitable way by determining the input variables ( 10 ) manipulated purposefully. However, this is precisely what (measure, compare, act) represents a closed-loop control, even if it is to be seen as a special feature that the human being, who is himself part of this closed control loop, also sets the setpoint specifications.

The output quantities ( 7 ) can be used in very different ways to the user ( 11 ) z. B. by suitably designed display units ( 6 ), whereupon the human via the controls ( 9 ) new (changed) input variables ( 10 ) on the system ( 8th ), which in turn will change system behavior.

In is an example of the comparable situation of relocated to a car, which is only due to the presence of wheels ( 25 ) and a border ( 12 ) (Body) is indicated. The orientation of the following examples to automobiles, however, does not limit the scope of the invention; an application of the invention is given in general.

The system controls ( 14 ) capture, z. B. by means of sensors, various system parameters, but also parameters that are relative to the environment, process them in a suitable manner in order to give people ( 21 ) then as output variables ( 19 ) via displays ( 17 ) and / or signal generator ( 18 ).

(Generally, there are multiple system controls, for example, for each subsystem ( 24 ) a separate control, in individual cases, but also a total or central control can be provided)

The system behavior associated with the use of a vehicle is not determined solely by the behavior of the technical components, but (even substantially) by the behavior of the vehicle relative to its environment. The driver ( 21 ) perceives the driving environment (the respective traffic conditions, inclines, wet road, speed, obstacles, etc.) via its visual system ( 13 ), at the same time from the control panel ( 14 ) offered parameter representations ( 17 ) ( 18 ), estimates the situation of the vehicle relative to the respective environment (speed, acceleration, etc.), develops from this assessment and from his experience (hopefully realistic) ideas about the setpoints to be maintained by the system, sets these target values (his wishes) firmly and influences the system ( 12 ) or the system control ( 14 ) through his inputs ( 20 ) via the controls ( 22 ) 23 ) in such a way that these nominal values of the overall system ( 12 ) can be achieved.

Information about the technical condition of the system (oil level, exact speed, engine speed, etc.) are available as additional output values ( 15 ) 16 ) 19 ) of the system and are represented by display elements ( 17 ), which may be mounted in the vehicle console, or by means of acoustic signals ( 18 ) to the driver (via the environmental and system parameters perceivable by himself ( 13 )).

In addition to this rather global consideration of the environment of the invention, the framework conditions that are closely associated with the respective system itself must be classified as state of the art:

The controls ( 22 ) ( 23 ) within the vehicle ( 12 ) are adapted to humans. They are for a manual operation ( 22 ), for a foot operation ( 23 ) and can be of a very wide variety of types (eg switches, switching sensors or analogue value transmitters, etc.). The electrical signals of the operating elements are reached via suitable connections ( 20 ) the system control ( 14 ) derived from these input values ( 20 ) the control processes for the system (in this example also the controls of the subsystems ( 24 ), z. As engine, transmission, clutch, etc.) is determined and executes. (The identifiers of input values ( 20 ) and the associated compounds ( 20 ) are the same, as are output values and related connections as well as other values arriving and / or leaving on any channels).

From the prior art it is now known that by means of relatively simple operating functions, eg. B. switching functions, quite complex technical processes can be triggered. The operating function often only initiates the complex procedure initially.

A switching function is to be understood here as any form of input or actuation possibility which relates to one or more system functions and which can switch these on, off or over. The complex sequence of technical individual actions is then no longer handled by individually operable switching functions, but automated by an electronic system control. In general, this is done in the prior art by a high-quality signal and data processing, usually using a microcontroller or comparable complex units (ASICs, FPGAs, etc.), as well as a suitable system-internal actuators and sensors.

All of this makes perfect sense, because ultimately complex technical sequences of operations by humans can only very rarely be carried out in the same optimal way as can be achieved with automatic control.

Such a technical background can be found in many places in our daily lives: In a car z. For example, powertrain control is becoming increasingly automated. In this case, the switching operation of a motor vehicle transmission as a subsystem of the "total system vehicle" u. U. almost completely automated; a process that includes the step selection, the execution of the shift, and the clutch control. The user often only generates signals for the respective system control via the given operating elements. This signals to the "complete system motor vehicle" what the driver is currently expecting from the vehicle (user request, driver request).

The operating elements of the system "motor vehicle" in this regard are the gas pedal (accelerator pedal), with which the driver signals his speed request and his acceleration request to the system and the driving switch, with which he the step selection of the transmission and the shift strategy (eg automatically, manually) can influence. But also the steering wheel, the clutch operation and even the brake pedal (with which the driver signals the desired speed reduction) can be in the prior art only sensory controls or input elements, while the actual, the physical processes inside the system (and often the system behavior in relation to the outside world) can not be influenced directly by the user and much of it is not perceived.

Due to the complexity of these processes and due to the external driving situations and the driving environment, however, there are always situations in which the user not only has to grasp the vehicle's behavior, which is directly perceptible to the environment, but also has to provide additional information to him. Humans need this information so that they do not misalign their sequence of actions in an often seemingly normal system. To represent such parameters, acoustic and optical signals are used in the prior art.

But this ultimately limits the perceptive ability of the user. Steer him z. If, for example, too many signals are emitted during the journey, this can lead to safety-threatening situations just as if too little information is available.

On the other hand, signals have a dependency which is dependent on the respective situation and is not always the same and has a different weighting.

As you can see, the user of a complex system is caught between a simple operation and a simple system presentation. He has to make his decisions out of the given amount of information (which can be too big, but also too small) and then has to influence the system without overstraining it. However, the limited abilities of a person also entail restrictions in terms of system perception and an already limited knowledge of the system. Misjudgment in the operation will ultimately be unavoidable. In addition, the human being involved in the control loop causes very large dead times in the control processes that take place at the overall system level.

For this reason, technical driver assistance systems are the subject of modern vehicle and traffic development. These driver assistance systems ensure - even in the case of a non-optimal driver behavior - a usage behavior that is close to the optimum or warn against misjudgments, eg, B. at a relation to the current speed too small distance to the vehicle in front.

Typical man-machine interfaces in the context to be seen here are formed in the prior art by operating elements (switches, buttons, levers, etc.) and display or signal elements. The controls serve the user of a technical device to control the device, to activate various functions and to signal his or her desire or desire to activate or deactivate certain device functions. This request is then implemented (directly or by a device or system control) in appropriate functions and activities. The resulting each new state and / or the current parameters are prepared suitable for the user and then made accessible by the display or signal elements (ia optically or acoustically).

Controls and display elements are in the state of the art here i. a. separate units to be seen.

However, there are also known connections of controls and indicators. Touch-sensitive screens (so-called touchscreens) are an example of this: On a display surface, control elements are displayed in the context of an already provided monitor image, eg. B. switch symbols. These switching elements are therefore only pictures. Detecting a touch of the monitor surface at the position of the depicted control allows the respective system to respond as if a physically real switch were operated there. Since a haptic or tactile feedback comparable to a real mechanical switch is missing here (only the term "haptic feedback" is used hereafter), an effectively recognized actuation of the virtual switch is often additionally signaled to the user by means of an acoustic signal.

Analog-like inputs (eg potentiometers, sliders, etc.) can also be implemented with a touch screen.

• – Ein KFZ-Gaspedal (Fahrpedal) mit integriertem Elektromotor erlaubt z. B. eine haptische Rückkopplungen an den Nutzer, z. B. zur Ökonomisierung seines Fahrverhaltens (um so Treibstoff sparen zu können).
• – Auch die Nutzung einer derartigen Rückkopplung zur Warnung bei einem zu geringen Sicherheitsabstand (z. B. durch ein Pulsieren des Gaspedals) ist bekannt.
• – Die aktive Einflussnahme der Systemsteuerung auf die Lenkung eines Kraftfahrzeugs ist bekannt; eine Lenkkrafterhöhung trägt hier bei hoher Geschwindigkeit zur Verbesserung der Fahrsicherheit bei und kann ebenfalls hier eingeordnet werden (auch wenn der Fahrer das u. U. gar nicht mitbekommt, ist die dazu gehörende Aktuatorik als Ausgabeelement anzusehen).
• – Die u. U. gegebene haptische Wahrnehmung eines ABS-Eingriffs über das Bremspedal (durch eine ratternde Bewegung) stellt ebenfalls die Signalisierung eines definierten Betriebszustands des KFZs über ein Bedienelement an den Nutzer dar.

Further examples of connections of controls and output elements are known in the art:

• - A car accelerator (accelerator pedal) with integrated electric motor allows z. As a haptic feedback to the user, z. For example, to economize on his driving behavior (so as to be able to save fuel).
• - The use of such a feedback to warn if too low Safety distance (eg by a pulsation of the gas pedal) is known.
• - The active influence of the system control on the steering of a motor vehicle is known; a steering effort increase here at high speed to improve driving safety and can also be classified here (even if the driver may not even notice, the associated actuator is to be regarded as an output element).
• - The u. U. haptic perception of an ABS intervention via the brake pedal (by a rattling movement) also represents the signaling of a defined operating state of the vehicle via an operating element to the user.

These measures are represented as "signal reproductions linked to the operating element": In this case, an operating element (in the sense of a unit to be seen separately) is actuated and the driver's request is thus defined. The system reacts to this, the change in the system behavior caused by the input can be detected directly by the user or is detected by sensors and transmitted to the user by means of signal transmitters that are located in the immediate vicinity of the operating element.

However, a significant change in the technical state beyond the spatial proximity of the input and output element can not be detected, even if such combinations often represent very interesting technical solutions. Input and output are still separated by units that can be seen separately in the signal sequence.

Also in connection with the so-called driver assistance systems, a measure deemed necessary by the system control is performed immediately in the prior art; it is only from the effects of the resulting event that - following a sensory detection of suitable parameters - a signalization of this then currently given state to humans takes place in the technical-logical sequence of events. The feedback of information thus takes place only after the use of the effect of such a measure, but u. U. then already can constitute a massive intervention by the system control. The intervention of the system control has u. U. long ago begun and the resulting effect has long been used before the effect is recognizable or a signal that is to signal this new condition, the driver can be perceived at all.

When activating an ABS system, the system changes z. B. (periodically) specified by humans requirements for the brake and performs under defined conditions all necessary measures immediately. If there is a direct connection between the brake pedal and the brake pressure generating system, it comes - due to the structure of the brake system - activated ABS system to a noticeable on the brake pedal, rattling effect, which is available to the people as a haptic signal and him over informs about the ongoing processes.

In this context, therefore too much human operation is assumed (for ABS-like actuation, for example, stutter braking). The fate of humans is simply not enough. A shortening of the given by the limited responsiveness of the people involved in the control loop dead times is therefore not even tried, because that would not really be reached anyway.

However, the resulting feedback is not introduced as wanted information to humans, but is merely a useful accessory of the actually realized braking systems. The same happenings would be comparable to other forms of signaling not taking place via haptic feedback in the order of events being handled. In a brake pedal, which consists only of a potentiometer, such information feedback would not be given in the prior art.

Such a sequence in the use of a system (ie the operation of controls, the onset of action, the detection of the effect with sensors or the perception of the effect itself and possibly even the preparation of the measured values in a "human-appropriate" form) in the prior art equally both in safety-critical operations, as well as in the normal case in the use of technical systems before. An operation changes the system behavior, the effect triggered or achieved thereby (safety-critical or not) is directly recorded or sensory recorded, suitably converted and then signaled to humans, who then only react to this information with its own large dead time and the operating parameters again can influence suitably.

The invention is based on the recognition that in the respective technical event, an extended beyond the mere proximity of control element and information feedback, extended benefits can be given if desired by the driver target function (by a once started operating movement of the system control immediately, yet before an actual triggering of the function can be detected) already in advance their effect can be assessed, ie even if the system function is not actually triggered or executed. If then this assessment directly and directly (because mediated by the control element itself) can be signaled to the user, then consequences, which can arise from an operation on an input element, in a sense forwarded to the user predictive.

Even if there are only fractions of seconds between the beginning of an operating movement and the actual function triggering, a considerable benefit can be drawn from this. An information feedback takes place namely u. U. already during the ongoing operation of the respective control element. The driver can thereby obtain information about the consequences of an operation of a control element, even before the event itself occurs and its reaction can be sharpened so even before the occurrence of an event. Under certain circumstances, an incorrect operation that has started can even be completely avoided if the feedback from the driver is noticed quickly enough; With some controls, it might even be useful to constructively extend the operating paths (more precisely the operating times) of an operating element so that certain operating errors can still be aborted with greater certainty.

An important reason for such a measure can z. B. be that in the conventionally guided in the prior art feedback (see and ) when the real use of a system is always the reaction time of the people flows into the action. If z. B. after the operation of a control a safety-critical function because monitored by the respective control and disabled, just not running, then this state is signaled to the user only via another information way (ie, visually or acoustically). Above all, the ability of humans to react to unknown or unexpected situations with irritations makes a great potential for forming dead-time in the control loop.

After an incorrect operation, the human must first perceive the respective warning signal itself, that is, to implement it only sensory, to grasp and classify its meaning. Only then can he react to it at all. But then still suitable, z. For example, in order to be able to initiate hazard-repelling measures, a lot of time has already been lost due to the delays caused by the user of a complex system itself. U. too much time.

The object of the method according to the invention is therefore to shorten the man-made loop dead times in a control loop in which the human being is involved, and to reduce the consequences arising therefrom.

In this context, there are additional tasks on the one hand to generate predictive information and this information to the user at an earliest possible time accessible, but above all to make aware and on the other hand to specify the necessary characteristics of the operating elements used in the process according to the invention and to realize.

This is achieved by the characterizing features of claim 1. Essentially, this is achieved by the fact that with the inventive method a feedback of signals to humans or an information transfer does not start only when the system operation caused by the operation is already running, but anticipatory information already determined during the operation and the user (forward-looking) are provided.

To achieve this, the input elements are compared to the prior art suitable to design or modify sensor so that the system control z. B. can recognize that and ultimately as an actuator to be activated even before that really happens. For this purpose, a corresponding (possibly additional) sensor system must be provided, which must be assigned to the respective control element in such a way that a corresponding detection signal is available practically from the first time of a touch or actuation. Starting with the first touch of the operating element (eg a switch), it must be possible to detect the manner in which an actuation of the input element is currently taking place, so that the system controller can estimate therefrom the target of the actuation and therefrom the expected consequences for the system behavior, even before the current operation triggers the system function itself.

This is possible in the prior art in very different, but well-known manner and particularly simple in switching functions. So z. B. switch components with piezo elements or films or other pressure or force sensitive surface elements or -Verkleidungen be provided as sensor components whose signals provide information about all the forces exerted on actuation forces; Alternatively, the often already detected (as actual switch function itself) switch movements directly reflect the respective operating status. The later to described by way of example Operating element already provides such information "from the beginning" on a constructive basis.

The detection of the operating movement from the beginning is therefore easily possible. The consequences to be derived from this can be determined within a few milliseconds by the system controller. The result of this inference estimation can - before the actual triggering of each associated with an actuation system functions - to the user of the system, so even during the ongoing operation and also directly via the control element itself, but above all with respect to the consequences forward-looking transmitted become.

For this purpose, the control element must additionally be suitably modified actuarially: So that during the operation of the control element, provided by the system control information on the impact of the operation, can be transmitted perceptible to the user, a directly installed in the control properly (or with the control element suitably connected) actuator assembly be designed so that z. B. haptic perceptible effects can be mediated appropriate to the respective operating movement.

This is possible in the prior art in very different, but in a known manner. So z. As such actuators by electromechanical vibrators, by piezoelectric elements, by motors, etc. for excitation or resistance generation can be realized, or quite different pressure or force events mediating components are used, for. B. by continuously or pulsating compressed air between a serving finger or the operating hand and the surface of a switch assembly is passed or by means of compressed air, the friction coefficients are affected, etc ..

The modifications should in any case be such that the information provided can be conveyed via a tactile effect, directly at the position of the actuation.

The difference between an inventively modified control loop with control elements modified according to the invention and a control loop (of the same structure in the structure) of the prior art can be shown and used in manifold ways.

By z. B. the intention of the driver of a motor vehicle immediately (within milliseconds) from a just started operating action out of the system control can be detected, so that consequences of the consequences of this operation can be estimated and derived information feedback on the control itself to At a time when the system has not actually responded to the operation physically, some of the man-made dead times in the sequence occurring events u. U. significantly reduced.

• – mit der Auslösung bzw. der Kontaktherstellung einer Bedienfunktion auf die Bedienung überhaupt erst reagiert,
• – erst dann die durch die Betätigung der Bedienungselemente angeforderten Maßnahmen einleitet, aus denen
• – erst dann das veränderte Systemverhalten mit sich ändernden Parametern folgt, was
• – erst dann zu einer Informationsrückkopplung an den Menschen führt, wobei dieses
• – entweder direkt über das erkennbare Verhalten des Systems,
• – oder über eine (meist) vom Bedienelement getrennt zu sehende Signaleinheit erfolgt, informiert im erfindungsgemäß veränderten Rückkopplungskreis mit erfindungsgemäß modifizierten Bedienelementen das System den Nutzer
• – direkt über das jeweils gerade betätigte Bedienelement,
• – beginnend vom ersten Zeitpunkt einer Betätigung an oder zumindest kurz nach einer beginnenden Betätigung, auch bei jedem Betätigungsversuch oder Betätigungsansatz, und
• – noch vor dein Zeitpunkt beginnend, an dem das Bedienelement die vom Nutzer mit der Bedienung angeforderte Funktion wirklich auslöst,

vorausschauend über die zu erwartenden Folgen aus dem jeweiligen Betätigungsversuch.While in the previous feedback loop on the prior art, the respective system

• - reacting to the operation in the first place by triggering or making contact with an operating function,
• - only then initiates the requested by the operation of the controls measures from which
• - only then the changed system behavior with changing parameters follows what
• - only then leads to an information feedback to humans, this being
• Either directly through the recognizable behavior of the system,
• - Or via a (usually) separated from the control unit to be seen signal unit, informs in accordance with the invention modified feedback loop with inventively modified controls, the system the user
• - directly via the currently operated control element,
• Starting from the first time of an actuation on or at least shortly after an incipient actuation, also with each actuation attempt or actuation approach, and
• - starting before your time, when the control really triggers the function requested by the user with the operation,

anticipatory of the expected consequences of the respective attempt at actuation.

Thus, at least the time that man needs to change the operating element in the given frame of an operator (move, turn, etc.) is gained. But other reaction time shares shorten u. U. drastically because on the one hand not only the consequences of the operation in the form of really perceptible system changes must show. On the other hand, however, user reactions are prepared in other contexts by the direct feedback so far that the reaction and dead times can be considerably shortened there as well.

Control elements in such modified control circuits can also be used as information points where the user can selectively retrieve information. By the driver controls z. For example, if it is only being used as a test (for example, if it is tapped), it learns what the system is actually doing would polled. Again, this can be very useful under certain conditions.

Under certain circumstances, the method according to the invention represents a completely new form of operation for complex systems.

The difference between the dead times caused by the user involved in the control loop ("human-induced dead times") of a prior art system and a system modified according to the invention can also be considerable and can have a serious influence on the overall situation after an incorrect operation. The method also has the advantage that the user will not develop the feeling that he is not the master of the event. The responsibility for what is happening here remains with the user of the system, for which however the comfortableness can be increased.

In the context according to the invention, additional haptic feedbacks, which are still conveyed during an actuation via the operating elements themselves, are preferred in the foreground for a "normal signal". An application of the inventive concept using other feedback forms (optically, acoustically) is of course also possible and useful in principle.

One important reason for providing predictive information about haptic feedback that passes directly over each control element is the limited or channeled perception of the human being. Essentially, humans use their optical perception system to B. to pay attention to the driving and the driving environment (road, traffic signals, road users, etc.), but must also be aware of acoustic signal that reach him (horns, traffic news, etc.) alert. However, the more optical or acoustic feedback signals the system offers it, the more it must either attract attention from the system, e.g. B. from driving and thus away from the road on these signals, or ignoring signals while maintaining his attention to the system, at least in part. The capacity of the human to record signals is simply limited in a complex event. Under these circumstances, he will also perform one or the other not so optimal operation, simply because and if the driving action allows only a small (residual) channel capacity.

Deviating from the classical reaction flow scheme, according to the invention, the control element itself indicates that the measure provided by the user could bring about a critical state (or even is unauthorized), then the course of a faulty operation with all can its consequences significantly shortened or over such a generated increase in attention a malfunction are also completely prevented.

Since the human has previously focused on this process to actuate the operating element at least in the first place and has experienced a first haptic feedback when the operating element is first touched, this haptic channel of the human is already preparatory open for a further perception. A piece of information arriving in exactly the same way as this first haptic perception thus reaches the human being on a channel already sensitively sensitized to perception. This is exactly what is achieved when the feedback information provided through the operating element itself (and not by other means, even though this will of course be possible) is fed to the person who is operating it; then the additional, forward-looking information meets, so to speak, an already wide-open sensory entrance door. Such psycho-physiological effects, in which neuronal signals first pave their way and then work faster and more effectively, are known from biomedical research (this includes, for example, the learning of reflexes).

The noticeable additional effects, which can be detected haptically directly on the control element, can therefore be perceived much more quickly than if this was done via another, unprepared channel. So-called shock seconds can u. U. shortened significantly, because a similar running preparation for a future event already in the preliminary stage of a still occurring effect seems possible.

Such measures not only affect safety-critical operating states, but can also be used and used effectively under normal operating conditions. They represent a possible additional influencing measure (in the motor vehicle, for example, for influencing driver behavior).

This can be considered as a new way of conveying information between a system and the respective one. Users can be seen, in which the control appears in a sense even as MMI in appearance.

Necessarily, a preselection of the signals to be exchanged and information to meet if they are to be used for feedback from the system to humans. These are therefore definitely adapt to the sensor technology of humans.

Analyzing such measures, goals and effects, then you can find that by means of additional haptic feedback on the controls a predictive system influence directly and immediately - ie still during the operation of the control element and even before detectable in any other way effect from this operation - makes sense It is possible, however, that the very different signal types (normal signals, warning signals, emergency signals, etc.) and the reactions necessary therefor should be taken into account and differentiated for different situations.

Warning signals can z. B. are classified according to aspects of the respective safety-critical relevance and their respective criticality (to be understood here as a measure to assess the danger of an event or a measure) and that in turn defines u. U. the interpretation of each Signalgebungs- and feedback channel.

Warning signals that signal an acute safety hazard, ie warn of an imminent danger (eg before a collision or before a dangerous technical defect, eg the pressure drop in a brake system of a motor vehicle), must be fast, direct and penetrating , Depending on the nature and urgency, these signals must clearly drown out the respective signal background and be designed to attract attention. These situations are often independent of the operating state, and these are certainly interpreted differently in a car, as in an operating room.

Warning signals that signal a safety hazard, but still no immediate acute danger (for example, a dangerous technical defect, but, for example, still allows an emergency drive) must also be given quickly and immediately, but can at least be designed so that covered Emergency reactions are not triggered thereby. Can such a situation z. B. come through a faulty operation, then this can be avoided with the inventive concept.

Warning signals that require a quick response but are not safety-relevant or dangerous (eg faults in the electrical system of a moving vehicle) can be generated by suitably designed normal signaling. However, situations that are ultimately the reason for such warning signals when using a system should not occur at all. In this context too, situations which are provoked by incorrect operation can be avoided with the method according to the invention.

Further delineate are signals that are not classified as a warning signal, but which reflect the current state of the system and which are necessary or at least useful for optimal driving behavior. Normally these are provided via visual and / or acoustic warning signals (indications of consumption, of defined functions, of temperatures of different components, etc.). However, such signals may also refer to situations where there is operator dependency (eg, a wrong gear selection of a transmission). In all these cases, the inventive method can be used meaningfully.

Further delimit are signals whose meaning for a currently given system state, eg. B. for the particular driving situation of a vehicle, are irrelevant per se, but which have a long-term significance, such. This includes, for example, the signaling of maintenance intervals, tank contents displays, oil level readings, possibly oil level indicators, as well as the display of other diagnostic signals. Such information is i. a. only to a limited extent in the inventive concept, although not necessarily negligible, because "anticipatory" yes signaled that without maintenance, a system error will occur. If z. B. the oil level or the oil condition is no longer acceptable, could -. B. when starting - by a suitable haptic feedback (eg., By a steering wheel shaker, an accelerator pedal shaking, o. Ä.) Reported to the driver that without proper maintenance, the vehicle could fail in the future. If under such conditions each time when starting a shaking z. B. occurs on the steering wheel, the user (unlike a warning lamp) u. U. motivate quickly to remedy this situation.

• 1. Die „Normalein- und ausgabe”, „Normalsignalgebung”, „Normalsignalverarbeitung” und das bisherige, auf dem Stand der Technik gegebene, technische Umfeld können bestehen bleiben. (In sind daher alle diesbezügliche Elemente und Signalführungen, so wie in , auch vorhanden und die Bezeichnungen sind wie in gleich, wenn und soweit die damit bezeichneten Dinge in beiden Abbildungen gleich sind). Das Gefühl bei der Betätigung an einem erfindungsgemäßen Bedienelement kann genauso ausfallen, wie das auch bei einem Bedienelement auf dem Stand der Technik gegeben wäre, wodurch das (erste) haptische „Erlebnis” bei beiden Bedienelementen gleich ist. Das kann z. B. bei einer ausgefallenen Sensorik und/oder Aktuatorik oder bei einem Ausfall oder Wegfall der Steuerung, z. B. der Elektronik nützlich sein, weil dann das Bedienelement immer noch normal genutzt werden kann.
• 2. Es sind besondere Bedingungen an die erfindungsgemäßen Bedienelemente (22) (23) zu stellen, weil erfindungsgemäß eine Sensorik eingesetzt werden muss, die eine Betätigung an diesen Bedienelementen von Anfang an erfassen kann.
• 3. Die Bedienelemente (22) (23) müssen mit Mitteln versehen sein, mit denen während einer Bedienung haptisch erfassbare Effekte direkt am Bedienelement generiert werden können, die vom Nutzer bei der Bedienung spürbar sein müssen, z. B. eine Aktuatorik oder andere geeignet Ausgabeelemente aufweisen.
• 4. Von der Systemsteuerung (14) gesteuert, gelangen von ihr generierte Informationen über geeignete Verbindungen (26), (27) an die Bedienelemente (22) (23) und generieren hier über die Aktuatoren zusätzliche, haptisch erfassbare Effekte. Die Informationen von einer Systemsteuerung an den bedienenden Nutzer werden also im Sinne einer Rückkopplung auf den Menschen direkt über das/die jeweilige(n) Bedienelement(e) geleitet. Diese signalisieren z. B. dem Nutzer, wie die aus der gerade vom Nutzer vorgesehenen Bedienung wahrscheinlich resultierenden Folgen einzuschätzen sind. Das System kann damit zu einer ablaufenden Bedienung gewissermaßen sein Einverständnis signalisieren, kann „kommentieren” oder „meckern” und/oder kann sich bei Bedarf auch „wehren”. Information fließt hierbei vom System bzw. von der Systemsteuerung in Richtung des Nutzers.
• 5. Das System wird nur in Notfällen oder bei einer akut gegebenen Gefahr die vom Fahrer gewünschte Aktivitäten nicht ausführen (oder sogar notwendig werdende Maßnahmen auch aktiv ergreifen); es wird daher letztendlich nicht explizit verbotene Wünsche des Nutzers, wenn auch u. U. „nur unter Protest” ausführen. Information fließt hierbei vom System bzw. von der Systemsteuerung in Richtung des Nutzers.
• 6. Besteht der Fahrer gegen den signalisierten Widerstand des Systems auf der Ausführung, dann wird dieses Verhalten von der Systemsteuerung als zusätzliche Information genutzt. Z. B. kann es schließen, dass der Fahrerwunsch vordringlich ist, dass z. B. ein Notfall vorliegt (oder eben auch nicht). Dabei fließt zusätzliche, von der Systemsteuerung aber erst aus der Interpretation des Bedienungsverhaltens gewonnene Information vom Menschen in Richtung der Systemsteuerung.
• 7. Zusätzlich stehen mit den so modifizierten Bedienelementen Informationszentralpunkte zur Verfügung, an denen der Fahrer z. B. Informationen von der Systemsteuerung abrufen kann. Indem er das Bedienelement in spezifischer Weise betätigt (z. B. ohne wirklich die jeweilige Systemfunktion aufzurufen das Bedienelement nur antippt) und so z. B. Informationen über die Bereitschaft des Systems erhält. Hier ist eine Vielfalt von Anwendungen denkbar. Hier ist auch denkbar, einen so modifizierten Schalter in verschiedenen Betriebsmodi zu betreiben, die unter bestimmten Betätigungsbedingungen (die z. B. nicht unbedingt zur primären Systemsteuerung benötigt werden, wie z. B. mit dem Bedienelement ein Muster – Kreis, Schräge, usw. – nachzufahren) von der jeweiligen Systemsteuerung abhängig aktiviert werden können.

Finally, it makes sense to change all controls that have an impact on system functions (and also all control loops involved) according to the invention. This is the in the illustrated state of the invention:

• 1. The "normal input and output", "normal signal", "normal signal processing" and the previous, given the state of the art, technical environment can remain. (In are therefore all related elements and signal routing, as in , Also available and the terms are as in the same, if and to the extent that the things indicated are the same in both figures). The feeling of being at one Control element according to the invention may be the same, as would be the case with a control element on the prior art, whereby the (first) haptic "experience" is the same for both controls. This can z. B. in a failed sensor and / or actuators or in case of failure or omission of the controller, z. As the electronics be useful, because then the control can still be used normally.
• 2. There are special conditions for the control elements according to the invention ( 22 ) ( 23 ), because according to the invention a sensor must be used, which can detect an actuation of these controls from the beginning.
• 3. The controls ( 22 ) ( 23 ) must be provided with means by which haptic detectable effects can be generated directly on the control during operation, which must be felt by the user in the operation, eg. B. have an actuator or other suitable output elements.
• 4. From the Control Panel ( 14 ), information generated by it on suitable connections ( 26 ) 27 ) to the controls ( 22 ) ( 23 ) and generate here via the actuators additional haptic detectable effects. The information from a system control to the serving user is thus passed on directly via the respective control element (s) in the sense of a feedback to humans. These signal z. B. the user, as the likely from the operation just intended by the user probably resulting consequences are. The system can thus to a certain extent signal its consent, can "comment" or "complain" and / or can also "defend" if necessary. Information flows here from the system or from the system control in the direction of the user.
• 5. The system will not perform the activities desired by the driver (or even actively take any necessary action) in an emergency or acute danger; it is therefore ultimately not explicitly prohibited wishes of the user, although u. U. "only under protest" run. Information flows here from the system or from the system control in the direction of the user.
• 6. If the driver is against the signaled resistance of the system on the execution, then this behavior is used by the system control as additional information. For example, it may conclude that the driver's request is urgent that z. B. an emergency (or not). In the process, additional information, gained by the system control but only from the interpretation of the operating behavior, flows from the person in the direction of the system control.
• 7. In addition, with the so modified controls central information points available to the driver z. B. can retrieve information from the control panel. By operating the control element in a specific manner (eg without actually calling the respective system function, the control element just taps) and so on. B. receives information about the readiness of the system. Here is a variety of applications conceivable. Here, it is also conceivable to operate such a modified switch in different operating modes which, under certain operating conditions (eg, not necessarily required for primary system control, such as a pattern - circle, slope, etc., with the control). - nachzufahren) can be activated depending on the respective system control.

With the control element configured in accordance with the invention, there is a completely configured human-machine interface. The properties of an input interface and the properties of an output interface have virtually merged into a single entity. The output of information essentially serves, but u. Not only, signaling the consequences of an initiated operation.

It is conceivable that the exchange of information can also serve completely different purposes.

The invention will be illustrated by an example assumed control element and with reference to the figures:

and serve the already made representation of the prior art.

shows the use frame designed according to the invention in comparison to ,

The presentation of the shows a possible embodiment of an operating element according to the invention, which can be used in a modified control loop according to the invention.

In connection with any control element can (eg. ) starting from a given switch position, the attempt, the operating element ( 22 ) ( 23 ) initially only slightly to move in a particular direction, be underlaid by the control panel with a slight hum or a slight vibration. Actuation in an allowed or sensible direction may be underlaid with a different tone or vibration (in terms of frequency, amplitude, waveform, etc.) than when attempting to do so in an unauthorized or meaningful sense To do direction. By such, for normal feeling in the switch handling additional, additional acoustic or vibration feedback so the user can be signaled directly - and even before the actual function triggering - how to classify its operation from the system view.

Even if the user does not even try to use an operator control ( 22 ) ( 23 ) really trigger connected system function, he can still retrieve the associated information. The system control generates a haptic effect on the operating element by means of a suitable control ( 27 ) ( 26 ) of the actuators. In this sense, the control element (the switch) thus represents an information node on which information can be retrieved as needed. Such an application is quite expandable.

The normal haptic feedback that provides such a switch depending on the structure, z. B. modified or extended by a suitable actuator so that the switch, so to speak, against a currently running operation "noticeable", z. B. by a controlled by the system control, dependent on the project of the user, variably designed rotary or pushing force for operation is required (possibly additionally underlaid with a vibration) and / or additional information about the haptic channel on the expected consequences are provided , This need not and will not be done so that exact predictions will be transmitted, but rather in the sense that a universal warning such as a "Caution", "Attention", "Does not work" or "That's dangerous, let that be" is given. The relevant design can and will deliver a sales-oriented and further delimiting own task area.

On the other hand, if the user 14 ) on the controls ( 22 ) ( 23 ) via the supply lines ( 26 ) ( 27 ) is made by means of suitable actuators, noticeable additional resistance is to make a obviously classified by the system control as "unfavorable" circuit, then the reverse can be interpreted as information from the user to the system controller and / or can be used by the system control to assess the urgency of Operation are used. A system control can in this way z. B. recognize that an emergency control is necessary.

It is also conceivable that in this way complete communication protocols can be handled, in which the switch can also be operated in different modes. For example, retrieving information multiple times without actually triggering the associated system function could enable a special information mode.

The speed of the operating movement can have a "modulating" influence on the value or meaning of an operation. A quick operation can u. U. have a different meaning, as a quiet, slow operation. Such design and modification options can also be used meaningfully in the design of control circuits according to the invention and / or in control elements modified according to the invention.

Such a fundamental and new concept for the design of the feedback signals to humans, for the exchange of information and also the input modalities can be adapted or implemented in connection with an operating element on multi-dimensional constructions. For example, a rotational movement of an operating element could be combined with a rocking and / or sliding movement, or a plurality of operating elements of different significance could be used, wherein each operating component can have its own, specific additional haptic feedback. At each switch position z. B. (here, the image of a trough-ball-spring construction is useful) the next state, which can be taken from the respective position by a switch operation (eg., First, from a rotational movement), visited by the driver and be taken. The switching level can also be moved upwards altogether and / or below or to the right and / or to the left additionally.

• 1. nur die mechatronischen Funktionen der Bewegungs- und Vibrationssteuerung der Schalterebene in allen vorgesehenen Dimensionen zu ermöglichen und
• 2. die jeweiligen Bewegungspositionen (für die haptisch kontrollierbaren Lagen der Schalter) sensorisch zu erfassen und auszuwerten.

Such a switch function designed according to the invention can be divided analytically into the sub-functions "switching movement" and "haptic or acoustic control". It is sufficient u. U., no real switch functions (in the form of electrical or mechanical contacts) provide, but

• 1. to allow only the mechatronic functions of movement and vibration control of the switch level in all intended dimensions and
• 2. Sensory detection and evaluation of the respective movement positions (for the haptically controllable positions of the switches).

Just the last point is versatile in the concept according to the invention, because it is given the movement of a control element from the beginning. An additional sensor is not necessary in this case.

Controls become virtually virtual-mechanical and communicative enabled units "with a modifiable by sensors and actuators behavior", which can be suitably z. B. may be directed against the movement or actuation attempts of the user. Thus, such an operating element is a separate, complete MMI (also a very simple one in itself, such as a switch, for example).

The mechanical degrees of freedom of movement, sensors for detecting switch movements and the actuators for generating resistance or for producing sound or vibration are therefore to be designed appropriately in the construction and design of a control element (pneumatic or electromechanical actuators).

The representation of a control element according to the invention takes place here on the basis of only as an example, ie not an actual design and not an actual execution should be presented (which anyway adapted to the respective purpose and the respective target group constructively interpreted and can range from "factual" or "simply functional" to "boldly futuristic"); it should thus be made clear only the inventive principles of predictive signal feedback via the control. Basically, an ergonomic design is sought.

The components ( 92 ) ( 97 ) ( 98 ) ( 99 ) of the switch assumed here ( 90 ) can z. On a fixed base component ( 98 ), the switch as a whole with the system to be operated ( 96 ), applied and made variable in shape and size.

• – Eine erste Komponente (98) stellt die Basis des Bedienelements insgesamt dar; das soll der Teil des Fahrschalters sein, der die mechanische und/oder die elektrische Verbindung zum Fahrzeug bzw. zum System (96) herstellt.
• – Eine auf dieser Basiskomponente (98) aufliegende zweite Komponente (97) ist gegenüber dieser ersten Komponente (98) auf spezifische Weise durch die Eigenschaften der Grenze (95) definiert beweglich. Diese Grenze stellt an sich die eigentliche funktionelle Schicht der Bedienkomponente für eine erste Funktionsgruppe dar und kann durch die aufliegende Hand genutzt, z. B. verschoben, rotiert, durch ein Ausüben von Druck oder durch ein „Nachzeichnen von bestimmten Figuren oder Konturen” betätigt werden.
• – Eine, auf dieser zweiten Komponente (97) liegende dritte Komponente (99) bzw. (92) ist gegen diese zweite Komponente (97) auf eine definiert andere Weise an der jeweiligen Grenze (89) beweglich; dies stellt die zweite Bedienkomponente für eine zweite Funktionsgruppe dar und kann z. B. mit den auffliegenden Fingern nach vorn und hinten verschoben werden.

This here in the example of illustrated operating element ( 90 ) can z. B. a driving switch for use in a motor vehicle and consists essentially of individual components that are mutually defined in a suitable manner movable:

• - a first component ( 98 ) represents the base of the control as a whole; this is supposed to be the part of the travel switch that controls the mechanical and / or electrical connection to the vehicle or system ( 96 ).
• - One on this base component ( 98 ) second component ( 97 ) is opposite this first component ( 98 ) in a specific way by the characteristics of the border ( 95 ) defined movable. This limit in itself represents the actual functional layer of the operating component for a first functional group and can be used by the resting hand, for. B. shifted, rotated, be actuated by exerting pressure or by a "tracing of certain figures or contours".
• - One, on this second component ( 97 ) third component ( 99 ) respectively. ( 92 ) is against this second component ( 97 ) in a defined way at the respective border ( 89 ) movable; this represents the second operating component for a second function group and can, for. B. be moved with the flying fingers forward and backward.

Each movement of the components among each other is detected by sensors at the respective interfaces, so that an anyway-looking actuating movement can be detected from the beginning.

The hand of the user is comfortable after contacting the hand with the switching arrangement on the control element arrangement ( 87 ), the fingertips of the relaxed resting hand practically automatically slide into the anatomically adapted, on the surface of the at least one upper component ( 88 ) incorporated wells ( 91 ). By an attractively designed, derived from a round body bearing surface ( 87 ), which is not necessarily part of the second component ( 97 ), the hand rest is defined. This will also change the motion frame of the second component ( 97 ) meaningfully defined, because the possibility of movement defined by the given form for the hand also all conveniently executable movement options. If possible, only the movements that are comfortable for the hand should also be used to determine possible operating movement.

• – einer Drehbewegung,
• – einer seitliche Bewegung oder auch
• – einer Vor- oder Rückbewegungen

dieser Komponente (97) und damit der Anordnung (90) insgesamt, kann er seine jeweiligen Wünsche der jeweiligen Systemsteuerung mitteilen. Es bewegen sich praktisch die zweite Komponente (97) zusammen mit der evtl. darauf befindlichen, mindestens einen dritten Komponente (88) des Bedienelements als Einheit. Die funktionelle Zuordnung dieses Typs von Bewegungen erfolgt praktisch nur durch eine sensorische Erfassung der Grenzflächenbeziehung (95) zwischen der Basiseinheit (98) und der zweiten Komponente (97).A first form of operation of a vehicle with such an operating element, the driver z. B. by movements of the second component ( 97 ) compared to the basic component ( 98 ): For example with

• A rotational movement,
• - a lateral movement or too
• - a forward or backward movement

this component ( 97 ) and thus the arrangement ( 90 ) altogether, he can communicate his respective wishes to the respective control panel. Virtually the second component ( 97 ) together with the at least one third component ( 88 ) of the operating element as a unit. The functional assignment of this type of movement is practically only by a sensory detection of the interface relationship ( 95 ) between the base unit ( 98 ) and the second component ( 97 ).

In the base unit ( 98 ), but also in each component suitable actuators may be incorporated with which z. B. the resistance of movement between the components can be increased or by which the components can be put into vibration. This can z. B. by means of electromechanical or other, for. B. pneumatic actuators happen, for. B. simply by introducing pressure medium in the spaces between the components or between hand and components, etc. It is sufficient z. B. the frictional resistance between the components by influencing the boundary layers ( 95 ) or ( 89 ) to change. This is possible in many ways, for. B. by means of suitable rough surface design of the boundary layers and magnetically variable friction coefficients, z. B. higher friction force when the magnetic field by an increased contact pressure or by a magnetically variable surface property or by means of suitable motor elements between the components with which counter forces can be generated, or by introducing compressed air, whereby z. B. Friction coefficients can be changed, etc ..

As a further example, stepper motors are mentioned, which (without current supply to the windings) have a certain number of breakpoints and with energization of both windings (at the same time) only half at breakpoints. If two mutually movable components of a control element coupled to the rotor and stator of such a motor, then experiences a movement of the components against each other periodically recurring resistance points with an existing power supply, without energization occur additional resistance points halfway. Appropriately triggered, other, diverse solutions can be realized in this way.

Likewise, the individual components or the boundary layers can be assigned vibration-generating elements (for example piezoelectric elements) in order to be able to vibrate individual components or the drive switch as a whole. The waveform of these vibrations (eg sawtooth, sinusoidal, etc.) is of great importance in signaling a resistance to an actuation direction. Another possibility is to conduct compressed air pulse-like or continuously into the space between the skin of the serving hand and the operating component. Depending on whether a pressure medium supply pulsed, sawtooth, sinusoidal or continuously happens, the haptic perception can vary greatly and differ.

Any combinations of the possibilities shown are conceivable and possible.

Normally, d. H. upon actuation of the components of the travel switch in a meaningful and permitted direction, the operation and the "actuation experience" of a switch designed according to the invention may not initially differ, or only slightly, from the actuation of a switch in the prior art.

The driver tries z. B. insert another gear in the transmission while driving, then he leads his hand in the direction of the switch and makes contact with the switch, simply by hanging up his hand here. The feeling that the driver gives to the driver (via the hand) is a first haptic feedback and control function; The driver simply knows, even without looking, that he has found the switch in the expected position and has learned how to operate it for the intended operation. For most switch operations, this is an unconscious, very elementary process that will involve a brief "visual pick-up" and the touching of the switch assembly.

The subsequent operation can then often be done without further visual inspection. The feeling imparted by the touched switch gives the user the certainty of mastering the switch as well.

At the same time, however, this first haptic experience also opens up to the user the haptic channel for information that additionally enters or comes in via the operating element.

By actuating the switch, it initiates its desired change in system behavior (eg, by moving a component forward, backward, sideways to right, sideways to left, etc., or even a rotary motion with the switch as a whole tries, puts a pressure on him, etc.).

He learns (ia again about this haptic feedback) when his effort to operate this switch in the desired manner, has success, z. B. by simply perceiving the self-triggered by him movement of the switch and / or a "snapping" or "snapping" feels or even hears a beep. The "snap" or "rest" can z. For example, those thresholds that are so typical in a normal switch that make it easy to perceive the making of a contact; this could be the holding moments of a (energized or de-energized) stepping motor, etc.

However, a switch or control circuit modified according to the invention is also a step beyond the state of the art in a normal case. First of all, the associated system control system detects immediately by the suitably designed sensor system when an actuation begins and in which direction the actuation is running. From this, the system controller can draw conclusions directly about the target of the movement and the consequences thereof, can also use the corresponding apparatuses (actuators) to direct the information thus determined to the user or modify the behavior of the respective switch component.

For example, he (the switch) may already signal to the driver in the normal case that he agrees with this decision, eg. For example, by signaling "its approval" by a specific signal that may be a "happy hum" or a "happy vibration" (whatever that may be). The particular design of a waveform signaling this condition will not have a universal character, because a sporty youthful driver and the like will not be able to do so. U. may perceive other waveforms as pleasant, as a safety or economy considered older driver type. Depending on the particular target group, therefore, one will construct specific or even individual signal characteristics with which the system controller can signal its approval of the event via this additional haptic feedback. The driver can conclude that the system is active.

However, if the driver actuates the switch in a less sensible direction (which can also be classified as meaningful, meaningless or even unauthorized by the system controller immediately, ie within a few milliseconds), then the switch would be to the previous state of the art Technology does not distinguish the haptic control for the driver. The fact that an operation is not meaningful or even illegal, the driver without modification of the invention will be determined only by the fact that the system does not respond to his operation as expected or surprising, and only when he has even perceived the signaling itself. In the case of only economically questionable, but not yet dangerous switching mode, the driver would like the u on the state of the art. U. not at all, but u. U. annoy only about its high fuel consumption. (Or the transmission control takes away his sovereignty over his vehicle and corrects his wishes for optimality, which in some cases will be useful).

The inventively modified system also allows this function in such a simple case, but at least informs the driver if he is currently performing an inappropriate operation and thus could drive more optimally. This sets new standards in the operation of systems.

As another example, it is again assumed that the driver of a vehicle while driving tries to insert another, this time not optimal transmission gear. Again, the user guides his hand toward the switch and makes contact with the switch by resting his hand on it. The feeling that the driver handshakes over the driver's hand is the same as in the example above, and again represents the part of the first haptic control that is always there, even when e.g. B. no suitable control system is given and there is no actuator in the controls (or they have failed). The driver simply knows, even without looking, that he has found the switch in the expected position, (feels it), knows how he can use it and can operate it (for example, forward, to or move laterally, or one Perform rotary movement).

From the beginning of such a control movement (ie, at a time when the system is not yet affected, because the switching direction can already be detected, but the switching function has not really been triggered), the system control can recognize what the driver intends or wishes and can use a model (which will be available anyway for the design of the system control) to assess whether this project is "reasonable" and / or "allowed" or "forbidden" and can be used (usually within a few milliseconds) Derive reviews and make decisions. Depending on how the driver's desire declines, the control panel gives approval, a warning, or shows its resistance. This is done via at least one actuator, which is assigned to the operating element or via a mechanically effective resistance control. The information transmission to the driver thus takes place directly via the operating element (the driving switch) and there, prepared by a previous, first haptic perception, encounters a thus already opened perception channel for this additional haptic perception in the same place.

The user can "feel" by a sudden additional noticeable resistance of the switch or a noticeable strong vibration, so by an extended haptic signal perception, whether his project in the control panel on approval or not much love. Familiarized the user of the system control, then even before an incipient effectiveness of the respective misuse of the user already "corrective behavior" triggered or reflexes prepared or even triggered.

The immediate effect that is set, on the one hand, that the driver is immediately made aware by this behavior of the operating element that "something is not right", and not only the system behavior itself must perceive. He also detects this faster, than in another way, because the haptic channel is already open by the first haptic perception. The following in the overall action the driver can then also capture much faster.

However, if the driver forces the operation of the driver by z. B. ignored the additional noticeable resistance and / or the warning vibration of the drive switch (and thus insists on the actuation version, although he knows that he is doing a less than optimal shift attempt), then the system control can assume that there is a special situation. In emergency situations, this can - if the associated framework conditions are right - be passed on to the system controller as necessary information. This is also faster than if emergency responses have to be derived from the already running system itself.

The system control is so in the episode - even if so u. This may be due to a lack of control (possibly under an emergency program). A driver, the z. B. despite a warning of the system quickly and vigorously the accelerator pedal passes, just wants to leave his current location as quickly as possible, wants or must accelerate maximum. The behavior of the system then has to comply with this requirement and adapt to the situation.

Switching to neutral is z. B. bad at high speeds, but is not necessarily prohibited; the corresponding switch position is therefore not locked. A driver who therefore wants to force the transition of the circuit to neutral directly from a forward drive despite hectic warning from the system control, signals the system an emergency. Although not necessarily a suicidal or destructive program, the system must reach the next reasonable state as soon as possible, even if the system does not live up to its expectations. A good, economically meaningful behavior or - because classified as "unsuitable" - intended ignoring the driver's wish would be simply counterproductive here.

The driver would normally find out from the changed, wrong or even dangerous behavior of the system (of the vehicle) that a faulty operation has occurred when using a normal travel switch after an incorrect operation. He then has to perceive this state either directly or via a signal but first, has to make his decisions and can only then react (here are learned reflexes but accelerating, but do not change anything essential to the overall process).

The use of modified according to the invention controls as a driving switch and the use of a modified control loop would signal directly to the driver during the ongoing actuation attempt by an additional haptic information feedback that will emerge from the operation initiated by him out a special situation.

Since the haptic sensor channel of the user is already open due to the previously established contact with the control element, there is also a presensitization. The driver can thus perceive by the information so quickly, even before the potentially dangerous event has actually begun, already perceive that "something is not right". In a sense, this can prepare him for what is to happen immediately afterwards (perhaps only fractions of a second, but which may, under certain circumstances, provide a decisive time advantage over the current state of the art). By the u. The higher attention that may be generated by it may sensitize him. A so-called shock second (or just the human-induced loop dead time) can be significantly shortened.

If the driver actuates the switch in an unauthorized direction, then the associated forms of signaling for a corresponding, haptic feedback can be made suitable, the resistance of the switch can be set very high and possibly additional warning signals (even those that are not on the haptic Control of the control element run) can be additionally used.

The design can also be such that the responsibility of use is not taken out of the hands of the user. The modifications of the switch arrangement and the respective control circuit according to the invention, however, make it possible to design this better than has hitherto been possible in the prior art. There is no need to mention that this can be associated with sales arguments.

While in the prior art, the sensory detected state of the vehicle is prepared and displayed suitable for humans, so it is only then from and about the effect, eg. B. learns from the already used activation of the anti-lock braking system, the driver is informed about inventively designed controls forward-looking from a faulty operation in accordance with the invention changed control loop.

Another example is to illustrate this again: Using various sensors, a system control of a vehicle information from the immediate environment (ie not only intrinsic parameters) of the car record, process them and then via one of the currently used controls to the driver by means of additional haptic Forward feedback. So z. As techniques known with which the system controls a motor vehicle, including z. As a transmission control that can detect properties of the contact between road and tire, z. B. by the friction coefficient of the contact point tire road surface is determined.

Does the vehicle now z. B. while driving in an unpredictable dangerous driving situation, eg. B. by wet or icy roads, so threatening u. U. a rapidly occurring danger situation. The transition from a situation with just good tires to a new smooth road situation and / or the possibility of aquaplaning can be quite fast. The driver who has this new situation u. U. has not yet detected, thereby possibly pressed the accelerator pedal - just on almost sure reason - over a suddenly unreasonable degree addition, or wants to change in this situation in an unsuitable transmission gear.

A driver who learns after a corresponding operation of his incorrect operation only by a noticeably uncontrollable behavior of the vehicle, floats u. U. in acute danger. However, in such a case he can not with his abilities - simply due to the human inadequacies and the dead times that he causes in the loop - the control loop chain (human-input elements system (here the car) -ausgabenelemente-Mensch) in such a case really master more. Gives him according to the invention, the system control even while the current operation of the control element (control switch, accelerator, brake pedal, etc.) that the operation provided by him not only undesirable, but dangerous, then the driver knows - even before the vehicle "effect "That" something is not right ".

The information transfer via the accelerator pedal can, for. B. by a strong, pulse-like or jerky excitation of the accelerator pedal and / or done by an additional high resistance to further actuation. The reactions of the driver are comparable to realize rejecting. This should and can be done in such a way that the driver, so to speak, "experiences" that the vehicle asks him to cancel the expressed driver's request.

Similarly, this information can also be conveyed via the brake pedal. This is z. B. useful, because for the first caused by the shock change of the foot of the accelerator pedal to the brake pedal would interrupt the haptic information dissemination, on the other hand, because too strong braking in this situation could also have a dangerous effect; the predictive warning by haptic feedback directly via the respective control element makes sense here as well. While braking u. U. the ABS system can be activated as a safety measure, which may also be connected to a possibly haptic feedback to the driver (rattling pedal); However, this information shows in the state of the art only an already running events.

By an inventively provided vorrauschauend feedback with information on a yet to be expected events, and at a time when the vehicle is still no reaction to a faulty operation, the driver's reaction can be initiated immediately after taking note of such a haptic feedback at least already. He can and will then react differently and faster.

Due to the modifications according to the invention receives an operating element of a complex system (in a car so the gas pedal, the accelerator pedal, the steering wheel, the driving switch, etc.) beyond the state of the art additional significance as a human-machine interface. The operation of a control loop in the use of a complex system by humans, which is itself part of the control loop is safer by using the invention modified controls and a possible, predictive assessment of the consequences or by accompanying the operations with predictive information provision.

ABS

= Antiblockiersystem

KFZ

= Kraftfahrzeug

MMI

= Mensch-Maschine-Interface bzw. Mensch-Maschine-Schnittstelle

Overview of the abbreviations used:

SECTION

= Anti-lock system

motor vehicle

= Motor vehicle

MMI

= Human-machine interface or human-machine interface

Claims (10)

Method for the operation and use of complex systems by humans, which causes in the use of the system control dead times, being used for controlling or influencing the system behavior input or controls, characterized in that the controls such as complete man-machine interfaces are formed and / or modified, - that the controls have sensors with which a detection of the operation and the expiration of an operation before the release of the Users desired system influence is possible and - that the controls actuators or connected to the control actuators or directly connected to the control other output elements with which directly on the control, additional, preferably haptic detectable effects can be generated and / or - that the controls actuators or connected to the control element actuators, with which the haptic detectable behavior of the control element can be changed, which can be transmitted from a control panel - determined from the operation detection information directly via the control element to the user and / or - the behavior of the control element with respect to a Operation can be changed specifically. A method according to claim 1, characterized in that an operating element for operating a complex system has additional sensors, with the actuation of the operating elements from the beginning, d. H. can be detected even before a real function triggering. A method according to claim 1, characterized in that an operating element for operating a complex system has additional actuators or is connected to additional actuators such that thus haptic detectable effects can be triggered directly on the control. Method according to claims 1-3, characterized in that from the system control, the anticipated from the current operation plans events is determined and anticipated - About the additional haptic feedback and / or - Is made available to the user of the system as forward-looking information about the behavior of the control element over an operation. Method according to claims 1 to 4, characterized in that by the control panel, an operating project is anticipated accompanied by the behavior of the control element - Agreement signaled and / or - Displeased signals and / or - If necessary, can also "defend" or blocking an operating project. A method according to claim 1-5, characterized in that the system controller uses the respective user operating behavior to classify the importance of a current operation. A method according to claim 1-6, characterized in that the user of a system or the driver of a motor vehicle, which calls or influences a function of the system by a control element, before the actual onset of the function, the consequences and / or the criticality of this Measure is transmitted by an additional haptic feedback. A method according to claim 1-7, characterized in that at a failed sensor and / or actuator or in case of failure or omission of the control, for. As the electronics, the control can still be used normally. A method according to claim 1-8, characterized in that an operating element is used as an information point on haptic perceptible effects on which the user can retrieve information by actually triggering without a system function, the control (only rudimentary) operated. A method according to claim 1-9, characterized in that the modified switches can be operated in different operating modes by z. B. be traced with the control pattern, which can be activated depending on the respective system control.

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