DE102012112802A1 - Method for controlling a vehicle, involves determining period of time for generation of warning signal from transfer probability as function of driver's attention level - Google Patents

Method for controlling a vehicle, involves determining period of time for generation of warning signal from transfer probability as function of driver's attention level

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Publication number
DE102012112802A1
DE102012112802A1 DE201210112802 DE102012112802A DE102012112802A1 DE 102012112802 A1 DE102012112802 A1 DE 102012112802A1 DE 201210112802 DE201210112802 DE 201210112802 DE 102012112802 A DE102012112802 A DE 102012112802A DE 102012112802 A1 DE102012112802 A1 DE 102012112802A1
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Germany
Prior art keywords
driver
vehicle
warning signal
determined
characterized
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
DE201210112802
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German (de)
Inventor
Stefan Hegemann
Tobias Stephan
Marc Fischer
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Conti Temic Microelectronic GmbH
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Conti Temic Microelectronic GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
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Publication date
Application filed by Conti Temic Microelectronic GmbH filed Critical Conti Temic Microelectronic GmbH
Priority to DE201210112802 priority Critical patent/DE102012112802A1/en
Publication of DE102012112802A1 publication Critical patent/DE102012112802A1/en
Application status is Pending legal-status Critical

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    • GPHYSICS
    • G08SIGNALLING
    • G08GTRAFFIC CONTROL SYSTEMS
    • G08G1/00Traffic control systems for road vehicles
    • G08G1/16Anti-collision systems
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/08Interaction between the driver and the control system
    • B60W50/14Means for informing the driver, warning the driver or prompting a driver intervention
    • GPHYSICS
    • G08SIGNALLING
    • G08GTRAFFIC CONTROL SYSTEMS
    • G08G1/00Traffic control systems for road vehicles
    • G08G1/16Anti-collision systems
    • G08G1/165Anti-collision systems for passive traffic, e.g. including static obstacles, trees
    • GPHYSICS
    • G08SIGNALLING
    • G08GTRAFFIC CONTROL SYSTEMS
    • G08G1/00Traffic control systems for road vehicles
    • G08G1/16Anti-collision systems
    • G08G1/166Anti-collision systems for active traffic, e.g. moving vehicles, pedestrians, bikes
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0062Adapting control system settings
    • B60W2050/007Switching between manual and automatic parameter input, and vice versa
    • B60W2050/0072Controller asks driver to take over
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0062Adapting control system settings
    • B60W2050/0075Automatic parameter input, automatic initialising or calibrating means
    • B60W2050/0095Automatic control mode change
    • B60W2050/0096Control during transition between modes
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00Input parameters relating to the driver
    • B60W2540/22Psychological state; Stress level or workload

Abstract

The warning signal as a takeover prompt is output to a driver by a hazard warning device (8), to control the driver assistance system during an autonomous or semi-autonomous driving. The takeover probability is determined by a risk estimator (5), based on environment data and vehicle dynamics data of vehicle during autonomous or semi-autonomous driving. The driver's attention level is estimated by an attention estimation unit (7). The period of time for the generation of the warning signal is determined from the transfer probability as a function of the driver's attention level.

Description

  • The invention relates to a method for controlling a vehicle with an automated, semi-automatic and manual driving enabling driver assistance system according to the preamble of patent claim 1.
  • Research and developments in the field of autonomous vehicles for automatic or autonomous driving have been observable for some time now, an autonomous vehicle being understood to mean a vehicle that moves independently, with or without human passengers, from a starting point to a destination point.
  • Driver assistance systems for semi-autonomous driving, which assist the driver in driving the vehicle are now widely used in modern vehicles and are constantly being developed. For example, Adaptive Cruise Control (ACC), Blind Spot Detection (BSD), ie blind spot monitoring, Emergency Brake Assistant (EBA) as emergency brake system or Lane Departure Warning (LDW) as lane assistant are known. There are also semi-automatic or fully automatic parking systems.
  • Such driver assistance systems are already the first steps in the direction of an automated driving, as they already take over tasks from the driver or support him very strongly in these tasks.
  • Automation levels in autonomous driving or assistance functions are usually switched on and off via the steering wheel and / or via the brake pedal and / or the accelerator pedal (also called gas pedal) as vehicle control elements and thus provide an HMI interface between the driver and the vehicle or The driver assistance system recognizes steering wheel or brake pedal or accelerator pedal actuations by the driver assistance system via permanently set or situation-adapted detection thresholds.
  • Since fully or partially automatic driver assistance systems can fully assume the driver the complete driving task with regard to the longitudinal and lateral guidance of the vehicle over a longer period of time, can be expected with a reduced attention of the driver, since it is not ruled out that he retire from his driving task and Will pursue secondary employment. This has the consequence that in the case of a so-called driver takeover request, that is, when certain system limits are reached and the driver himself is to regain control of the motor vehicle, he can not or can not react quickly enough in an adequate manner. Therefore, a warning should be issued to the driver, who encourages him to actively intervene in the driving and to take over the driving task again.
  • So is from the Die EP 1 486 933 A1 A method for assisting a driver of a motor vehicle is known in which a prediction of the current situation of the surroundings of a vehicle is derived from acquired information about the external environment of the motor vehicle and a prediction of the driver reaction is made. Further, the driver response prediction and the situation prediction are linked together to arrive at a decision on countermeasures. As a countermeasure, overcoming the brake air clearance and other dead times is initiated, in which case additionally a driver warning can be generated, which consists in causing a brake pressure and / or a braking force modulation. Finally, as a further countermeasures, it is proposed to adopt optical, acoustic and / or haptic measures. By linking the driver reaction prediction with the situation prediction, it should be possible to respond to the current situation, depending on the behavior of the driver. For example. For example, if a slow driver reaction is predicted, automatic emergency braking may be activated earlier. Thus, the timing of such alerts should be flexible, taking into account the driver characteristics can be selected.
  • In this method, depending on the situation prediction and the associated driver reaction prediction over a medium to longer foresight horizon, decisions are made about possible system measures as active interventions or as passive warnings. An intervention by the driver is not provided in this known method, the output of a passive warning only serves as an advance warning of an impending system intervention.
  • Furthermore, the describes DE 10 2008 021 068 A1 a method for controlling a vehicle having a driver assistance system that activates a hazard warning device to alert the driver to actively intervene in the running of the vehicle. This hazard warning device has an environment detection device for detecting the surrounding situation of the vehicle, wherein a danger potential is determined from information supplied by the surroundings detection device and output when a hazard potential is determined by a sound output device of an acoustic signal for warning the driver. For this purpose, a direction of the danger potential is determined and the acoustic signal in Dependence of this determined direction spatially oriented output.
  • In this known method, however, it can not be ruled out that the directionally output acoustic signals strike the driver unprepared, for example because they are generated too early or too late for this particular driver.
  • Based on this prior art, the present invention seeks to provide a method of the type mentioned, in which the communication between the driver assistance system and the driver is improved, thereby increasing vehicle safety.
  • This object is achieved by a method having the features of patent claim 1.
  • In this method of controlling a vehicle, which
    • An autonomous, semi-autonomous and manual driving enabling driver assistance system,
    • An environment detection unit,
    • An evaluation unit evaluating the environmental data generated by the surroundings detection unit for evaluating the surrounding situation of the vehicle, and
    • According to the invention, a hazard warning device which can be activated by the driver assistance system during autonomous or partially autonomous driving to output a warning signal as a takeover request to the driver as a function of the assessment of the surrounding situation of the vehicle is characterized in that
    • The takeover probability is determined by means of a risk estimation unit on the basis of the surrounding data and vehicle dynamic data during autonomous or semi-autonomous driving, with which driver intervention is expected to be required in the near future,
    • The level of attention of the driver is estimated by means of an attention estimating unit, and
    • - From the acceptance probability depending on the attention levels of the driver, a period of time is determined until the generation of the warning signal.
  • This method according to the invention provides a considerably improved warning and acceptance strategy compared with the prior art, which, especially in autonomous or semi-autonomous driving, leads to a system behavior of the driver assistance system which is adapted to its level of attention. H. determines an optimal warning time for issuing a warning signal as a takeover request, whereby the driver is neither überforder nor unterforder and vehicle safety is thus significantly increased.
  • On the basis of the environment data and the vehicle dynamics data of the vehicle, the risk assessment unit evaluates the current traffic situation of the vehicle with regard to current and future situations that can no longer be mastered by the driver assistance system and therefore might require the intervention, ie the assumption of vehicle guidance. Thus, an estimate is made as to whether the system boundaries of the driver assistance system are reached with the current or forward-looking traffic situation, wherein the distance of the current driving state of the vehicle from this system boundary determines the acceptance probability with which a driver intervention is expected to be required soon.
  • The value of this acceptance probability is weighted by means of the value of the determined attention level, so that when determining the warning time for taking over the driving task, the condition of the driver is also taken into account. If, for example, an inattentive driver is detected, the time until the warning signal is generated must be shorter than with an attentive driver.
  • In an advantageous embodiment of the invention, it is provided that, in the case of a dangerous situation recognized by the evaluation unit on the basis of the environmental data, its risk of danger is estimated and the probability of acceptance is determined by the risk estimation unit as a function of the risk of danger. With such dangerous situations, both critical traffic situations and driving-dynamic critical driving conditions of the vehicle are detected, which can possibly lead to accidents.
  • According to a further embodiment, it is particularly advantageous if the nature of the anticipated driver intervention is determined as a function of the detected dangerous situation and the time duration until the warning signal is output is determined as a function of the type of driver's expected intervention. Thus, when determining the time duration, it is also considered whether, for example, only one brake operation will be required or a complicated steering movement.
  • Preferably, with the knowledge of the nature of the expected driver intervention, its duration for carrying out this driver intervention can be determined and, depending on this driver intervention duration, the time duration until the warning signal is output can be determined.
  • When determining the probable duration of the driver intervention not only the actual activity of the operation of a vehicle control element, such as. The brake or accelerator pedal or the steering wheel is taken into account, but also the detection, ie perception and processing of the surrounding situation of his vehicle, especially the dangerous situation. Because only after the driver has grasped the situation can action concepts arise for the driver so that these action concepts can be implemented, ie a driver intervention can take place. Each of these steps requires time to be considered in determining the length of time until the warning signal is generated. Furthermore, this driver intervention time period is also influenced by the level of attention of the driver, for example if the driver is currently operating a secondary activity, for example an audio or navigation device, or if he is judged to be distracted on account of his viewing direction. Of course, the expected duration of the driver intervention also depends on the complexity of the environment situation to be detected by the driver, ie whether, for example, there is dense traffic or a country road with little traffic is used.
  • Furthermore, according to a development of the invention, the attention level of the driver with at least one parameter with regard to the steering behavior and / or the pedal operation and / or the keystroke behavior and / or the tracking behavior and / or the line of sight of the driver and / or the blinking frequency and / or the head posture the driver and / or physiological driver measurements and / or the driving time and / or the pause duration are detected and evaluated.
  • Furthermore, the reaction time for carrying out the prospective driver intervention can also be determined from the type of driver's anticipated intervention and the driver's level of attention, so that preferably the time duration until the warning signal is generated can be determined as a function of the driver's reaction time.
  • It is particularly advantageous if, in accordance with a further embodiment of the invention, a spatially oriented acoustic and / or visual warning signal corresponding to the direction of the dangerous situation detected in the surroundings of the vehicle for directing the driver's attention to this dangerous situation is generated by means of the hazard warning device. Thus, the driver locates such a virtual warning signal in the same direction, in which the dangerous situation is detected by the driver assistance system. The attention of the driver is thus directed to this dangerous situation.
  • In this context, it is particularly advantageous if the direction of the detected danger source is determined in accordance with further development and the acoustic warning signal is spatially oriented in the direction of the detected danger source by means of the warning device.
  • Furthermore, it is provided according to a development of the invention that by means of a display unit as a hazard warning device indicative of the danger situation and / or the prospective driver transfer text information and / or indicative icon is generated as an optical warning signal. This is also intended to direct the attention of the driver to the danger situation, the takeover request or to the danger situation and the takeover request indicating message and information.
  • With a further advantageous embodiment of the invention, it is proposed that by means of an excitation device haptic perceptible suggestions to that vehicle control element are generated as a haptic warning signal, which is required to carry out the expected driver intervention. Thus, for example, the brake pedal can be modulated or the steering wheel can be acted upon by a directed steering torque in order to warn the driver on the one hand and to activate the other to actuate the brake pedal or the steering wheel and thus to take over the driver.
  • The invention will now be described in detail by means of an embodiment with reference to the single attached figure. These 1 shows a structural diagram for carrying out the method according to the invention.
  • In 1 are the components required for carrying out the method according to the invention in a vehicle with a autonomous, semi-autonomous and a manual driving enabling driver assistance system shown.
  • This vehicle includes an environment detection unit 1 with environmental sensors, for example camera and radar sensors, wherein the camera sensors can also detect the rear as well as the lateral region of the vehicle. The from this environment detection unit 1 generated environment data become an evaluation unit 4 fed to the evaluation of this environment data.
  • The vehicle data, ie vehicle dynamics data of the vehicle, are, for example, via the CAN bus as a vehicle data acquisition unit 2 the vehicle as well as the evaluation 4 fed. Finally, the vehicle can also be a navigation system 3 whose data in the same way the evaluation unit 4 made available become. Instead of the navigation system 4 can also be provided a digital map whose map data from the evaluation 4 be used.
  • With the evaluation unit 4 the environment data with the vehicle data of the vehicle data acquisition unit 2 and possibly with the data of the navigation system 3 merged and by means of a hazard detection unit 4a evaluated with regard to the recognition of dangerous situations. Detected dangerous situations affect both critical traffic situation, so for example. Collisions with other road users, as well as critical conditions of the vehicle. When a dangerous situation is detected by means of a risk assessment device 4b its risk is estimated and used as a parameter of a risk-weighting unit 5 fed.
  • With this risk-weighting unit 5 the likelihood of takeover is determined, which is expected to require driver intervention in the near future. This assumption probability is constantly based on that of the evaluation unit 4 detected dangerous situations and their risks to risks determined or estimated.
  • If, for example, the vehicle travels autonomously on a lane, the associated driver assistance system requires lane information that is supplied by the surroundings detection unit 1 to be delivered. If such a lane information can not be detected completely, only inadequately or not at all, there is a dangerous situation. Depending on the quality of the lane information, the hazard risk is also determined so that the likelihood of acceptance increases as the quality of the lane information deteriorates.
  • If the vehicle has an ABS system and a vehicle dynamics system (ESC, ESP) and displays the vehicle data of the vehicle data acquisition unit 2 in that the vehicle is in a critical situation, this vehicle condition is interpreted as a dangerous situation and the risk potential and, depending thereon, the acceptance probability are also estimated.
  • If the distance in a vehicle with an ACC system as a driver assistance system during a subsequent trip to a vehicle in front is reduced, a delay, ie a braking intervention on the part of the system is required. This situation is also interpreted as a dangerous situation, the potential hazard depending on the amount of deceleration power or the amount of braking force required. The assumption probability is again estimated depending on the hazard potential.
  • Furthermore, the determined on the basis of environmental data traffic density can be detected as dangerous situations and determined depending on the specific traffic density their risk potential to determine from this a takeover probability, which increases with increasing traffic density.
  • Furthermore, environmental scenarios can also be interpreted as dangerous situations, ie those with complex structures, eg roads with many junctions or intersections, in which many roads are involved. Even a dense edge development or obstructions, for example. By parked vehicles or suddenly emerging obstacles are also dangerous situations, their risk is determined and dependent on a takeover probability is determined.
  • In addition to the likelihood of transfer, the risk-weighting unit 5 Also, the type of driver intervention required and its duration for performing this driver intervention estimated and as corresponding parameters of a warning time detection unit 8th fed together with that of an attention estimating unit 7 Determined attention level of the driver as a further parameter, the time taken to issue a warning signal as a takeover request to the driver, so the warning time determined.
  • The type of driver intervention may, for example, represent a brake pedal and / or an accelerator operation and / or a steering wheel operation. The duration for carrying out the driver intervention relates not only to the operation of one or more of these vehicle control unit (s), but is understood as a complex driving task, in which the driver must first grasp the environment situation, in particular complex dangerous situations of his vehicle, so perceive and process , Because only after the driver has grasped the situation can action concepts arise for the driver so that these action concepts can be implemented, ie a driver intervention can take place. Each of these steps requires time to be considered in determining the length of time until the warning signal is generated. Of course, the expected duration of the driver intervention also depends on the complexity of the surroundings situation to be detected by the driver, ie whether there is dense traffic or a country road with little traffic, if a blind intersection is detected as a dangerous situation, or if only one's own Vehicle or several other road users must be considered.
  • Finally, the actual driver intervention period depends on the attention level of the driver From the driver, whether, for example, the driver is currently a secondary activity, for example. Serves an audio or navigation device, executes or rated as distracted due to his line of sight. Therefore, the type of driver intervention required and that of the risk estimation unit become 5 estimated driver intervention period by means of the warning time determination unit 8th with the of the attention estimation unit 7 focussed parameters of the attention level in order to determine from this the time until the generation of the warning signal as takeover request.
  • To determine the attention level of the driver, the attention estimation unit 7 from an interior sensor unit comprising, for example, an interior camera 6 the vehicle transmitted driver data. These interior sensors detect, for example, not only the position of the driver, the viewing direction, the blinking frequency, the head position, the physiological driver measurements, the driving time and / or the pause duration, but also the steering behavior, the pedal operations, the keystroke behavior and / or the driver's lane behavior , From this, a parameter indicating the level of attention is determined and the warning time-finding unit 8th fed. Thus, it can be detected whether the driver is distracted, for example, by an operation of various switches, or operation of a mobile phone or other devices, or whether the driver is tired and inattentive.
  • This warning time detection unit 8th determines, from the parameters of the attention level, the acceptance probability, the type of driver intervention and the driver intervention time period, a time until the warning signal is output as a request for acceptance by the driver. Furthermore, the reaction time for carrying out the anticipated driver intervention can also be determined from the type of the prospective driver intervention and the attentiveness level of the driver, so that the time period until the warning signal is generated can also be determined as a function of this reaction time of the driver.
  • This warning time detection unit 8th generates a control signal to control a hazard warning device 9 the vehicle according to the determined period of time. To generate this control signal, the warning time point detection unit 8th also the information about the detected dangerous situation of the evaluation unit 4 transmitted. This information includes the direction with respect to the vehicle in which the dangerous situation is detected.
  • With this direction information, a spatially oriented audible and / or visual warning signal at the end of the determined period corresponding to the direction of the detected in the vicinity of the vehicle hazard situation to direct the driver's attention to this danger situation by means of the hazard warning device 9 be generated. Thus, the driver locates such a virtual warning signal in the same direction, in which the dangerous situation is detected by the driver assistance system. The attention of the driver is thus directed to this dangerous situation. To generate the warning signal at the end of the determined time duration, signal sources arranged in the vehicle are generated 10a . 10b and 10c through the hazard warning device 9 driven.
  • So these can be placed at different locations of the vehicle signal sources 10a . 10b or 10c be designed as a sounder, so that an audible warning signal in the direction of the detected hazard spatially oriented by one or more of these sounders 10a . 10b or 10c be generated.
  • Furthermore, a loudspeaker system of the vehicle can also be controlled in such a way that, using the binaural hearing, a sound is generated which seems to come from the direction in which the dangerous situation was also detected.
  • Also, the signal sources 10a . 10b and 10c may be partially formed as optical signal sources, so that also here the direction information can be displayed to direct the attention of the driver in the direction of the detected danger situation.
  • Furthermore, by means of a display unit as an optical signal source 10a . 10b or 10c as danger warning device, a text information and / or indicative icon pointing to the dangerous situation and / or the anticipated driver acceptance are generated as an optical warning signal. This is also intended to direct the attention of the driver to the danger situation, the takeover request or to the danger situation and the takeover request indicating message and information.
  • Finally, with an excitation device, haptic perceptible suggestions can be generated on that vehicle control element as a haptic warning signal, which is required to carry out the anticipated driver intervention. Thus, for example, the brake pedal can be modulated or the steering wheel can be acted upon by a directed steering torque in order to warn the driver on the one hand and to activate the other to actuate the brake pedal or the steering wheel and thus to take over the driver.
  • With such a targeted alert, attention is directed to the hazard situation, or directed to where additional information is displayed, or where the driver needs to intervene.
  • With such a warning signal generated according to the invention a targeted warning is generated as a takeover request, whereby the reaction time of the driver is optimized by the appropriate guidance of his attention.
  • The determination according to the invention of the duration until the generation of the warning signal, that is to say the optimum warning time determined thereby, leads to a timely warning, without the driver being overtaxed.
  • QUOTES INCLUDE IN THE DESCRIPTION
  • This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.
  • Cited patent literature
    • EP 1486933 A1 [0007]
    • DE 102008021068 A1 [0009]

Claims (11)

  1. Method for controlling a vehicle, comprising: an autonomous, partially autonomous and a manual driving enabling driver assistance system, an environment detection unit 1 ), - an evaluation unit evaluating the environment data generated by the environment detection unit ( 4 ) for assessing the surrounding situation of the vehicle, and - an alarm warning device which can be activated by the driver assistance system during autonomous or semi-autonomous driving ( 8th ) for issuing a warning signal as acceptance request to the driver as a function of the assessment of the surrounding situation of the vehicle, characterized in that - by means of a risk assessment unit ( 5 ) on the basis of the environment data and vehicle dynamics data during autonomous or semi-autonomous driving determines the takeover probability with which a driver intervention is expected to be required in the near future, - by means of an attention estimation unit ( 7 ) the attention level of the driver is estimated, and - from the probability of acceptance depending on the level of attention of the driver, a period of time until the generation of the warning signal is determined.
  2. Method according to claim 1, characterized in that in one of the evaluation unit ( 4 ) on the basis of the environmental data recognized risk situation whose risk is estimated and depending on the risk of risk from the risk estimation unit ( 5 ) the takeover probability is determined.
  3. A method according to claim 2, characterized in that depending on the detected dangerous situation, the type of expected driver intervention is determined and the time is determined until the generation of the warning signal depending on the nature of the expected driver intervention.
  4. A method according to claim 2 or 3, characterized in that the duration of the anticipated driver intervention is determined and the time duration is determined until the generation of the warning signal as a function of this driver intervention period.
  5. Method according to one of the preceding claims, characterized in that the attention level of the driver with at least one parameter with respect to the steering behavior and / or the pedal operation and / or the key pressure behavior and / or the tracking behavior and / or the direction of view of the driver and / or the blinking frequency and / or the head posture of the driver and / or physiological driver measurements and / or the driving time and / or the pause duration are detected and evaluated.
  6. A method according to claim 4 and 5, characterized in that the reaction time for performing the prospective driver intervention is determined from the type of the prospective driver intervention and the attention level of the driver.
  7. A method according to claim 6, characterized in that the time period until the generation of the warning signal in dependence on the reaction time of the driver is determined.
  8. Method according to one of the preceding claims, characterized in that a spatially oriented acoustic and / or visual warning signal corresponding to the direction of the detected in the vicinity of the vehicle danger situation for guiding the driver's attention to this dangerous situation by means of the hazard warning device is generated.
  9. Method according to one of the preceding claims, characterized in that by means of a display unit as a hazard warning device indicative of the danger situation and / or the prospective driver transfer text information and / or indicative icon is generated as an optical warning signal.
  10. Method according to one of the preceding claims, characterized in that by means of an excitation device haptic perceptible suggestions are generated on that vehicle control element as a haptic warning signal, which is required to carry out the expected driver intervention.
  11. Method according to one of the preceding claims, characterized in that a direction of the detected danger source is determined and by means of the warning device, the acoustic warning signal in the direction of the detected hazard is generated spatially oriented.
DE201210112802 2012-12-20 2012-12-20 Method for controlling a vehicle, involves determining period of time for generation of warning signal from transfer probability as function of driver's attention level Pending DE102012112802A1 (en)

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