DE102016216986A1 - Method for supporting a driver - Google Patents

Abstract

The invention relates to a method for assisting a driver (20) while driving in a motor vehicle (2) with at least one vibrating device (10, 12, 14) associated with at least one component arranged in an interior of the motor vehicle (2) is, wherein it is provided that the driver (20) touches the component while driving, wherein for performing the method for at least one physical operating parameter of the motor vehicle (2) at least one guide value is specified in the drive to be performed, wherein values of the at least one physical operating parameters are sensed while driving, wherein a deviation of a respective sensory detected value of the at least one guide value is determined, depending on the deviation, a measure of vibration of the at least one vibrator (10, 12, 14) is set.

Description

The invention relates to a method and an arrangement for assisting a driver of a motor vehicle.

State of the art

A motor vehicle may be equipped with a lane departure warning, with which it can be monitored whether the vehicle while driving a designated lane is maintained. If the motor vehicle should leave the intended lane, the driver of the motor vehicle is provided via the lane departure warning an optical or acoustic signal via which the driver is informed about leaving the intended lane. In the case of a racing car, it is possible to inform the driver by means of an active accelerator or an active steering that a distance to a prescribed limit may have been exceeded.

An assistance system for assisting a driver of a motor vehicle is from the document DE 10 2006 008 981 A1 known. In this case, in the presence of a traffic-relevant situation, a haptic event is to be generated, which may be a vibration of a vehicle seat.

A driver's brake system is from the document DE 10 2014 218 520 A1 known. In this case, it is provided to detect an object which is located in front of the vehicle and, if necessary, to actuate the brake. In this case, a driver's guidance is communicated to a vehicle driver via a vibration of a vehicle seat with a brake-time indication.

Disclosure of the invention

Against this background, a method and an arrangement with the features of the independent claims are presented. Further embodiments of the method and the arrangement will become apparent from the dependent claims and the description.

When implementing an embodiment of the method with an embodiment of the arrangement, it is provided that at least one vibrator device is arranged in the interior space. It is possible that the at least one vibrating device is arranged in a vehicle seat, wherein in this vehicle seat in an embodiment, a plurality of vibrating devices at a plurality of positions, usually in the seat and / or backrest, may be spatially distributed. It is also possible to assign the at least one vibrating device to a steering wheel, for example to arrange it within the steering wheel.

In the method, physical operating parameters that influence a drive of the motor vehicle are monitored by sensors. For each such physical operating parameter is a guideline eg. A maximum value that should not be exceeded, a minimum value, which should not be exceeded, and thus, for example, to specify a desired value or threshold.

In the method, a currently detected value of the respective physical operating parameter is compared with the reference value provided for this purpose, wherein a deviation of this detected value from the reference value is determined. Depending on this deviation, it is possible to apply the at least one vibrating device as a function of a current operating situation of the motor vehicle and to quantitatively set a measure and thus a strength of a vibration to be performed by the vibrating device. Thus, the driver of the motor vehicle while driving a feedback (feedback) for an adhesive limit, a braking point and / or an ideal line as an operating parameter of the motor vehicle haptic and therefore to provide noticeable.

Such haptic feedback is usually faster to capture and process than a visual or audible feedback. Alternatively and additionally, it is possible, as a physical operating parameter, a kinematic variable, d. H. to sensory capture a current location, a current speed and / or a current acceleration of the motor vehicle, wherein the ideal line and thus provided for the motor vehicle line or track on the at least one kinematic variable is usually location dependent to define.

In a first possible embodiment of the method is the driver of the motor vehicle feedback on a liability and thus the adhesion limit of wheels of the motor vehicle or tires that mounted on the wheels, and to provide the driving on the roadway. In this case, at least one sensor is used to determine a force currently transmitted between the wheels and the roadway, for example via a slip of the wheels. If the motor vehicle is designed as a four-wheel drive vehicle, the force is, for example, about a current value of the speed, which is to be detected via a radar device as a sensor, based on a speed of the wheels to use. Alternatively or additionally, a current angle of a skew of the motor vehicle, for example via a steering angle sensor and a calculation of an optical flow of a front camera as a sensor of the motor vehicle, is to be determined here as the physical operating parameter. Furthermore, a current value of the transmitted between the motor vehicle and the road F force is determined using the Kamm circle. With the circle Kamm a relationship of forces is described, which act while driving on a wheel of the motor vehicle, among other things, a distinction between a braking force and / or driving force in the direction of travel and a cornering force perpendicular to the direction of travel. In addition, a maximum value F _{max of} the transmittable force F between the wheels and the roadway for defining the adhesion limit is provided as a guide value. In the case of passenger cars, this maximum value F _{max is achieved} on dry roads at a slip angle in the range of 8 ° -12 °, for tires as used in Formula 1 at a slip angle of approximately 5 ° (slicks) or 6 ° ( Grooved tires) or at higher values but in the range of less than 8 ° in other racing tires.

If the deviation of the current value of the force F from the maximum value F _max and thus the guide value is smaller than a threshold value F _Δ that can be configured by the driver, then, for example, a vibrating device arranged in the vehicle seat is set into vibration p _{x, h} . It is provided that the smaller the deviation of the value of the currently transmitted force F deviates from the maximum value F _max and thus influences the adhesive limit (h), the greater the degree of adhesion dependent vibration p _{x, h} . Here, k _{x, h is} a constant. p _{x, h} = k _{x, h} · (F + F _Δ + F _max ) for F + F _Δ > F _max p _{x, h} = 0 for F + F _Δ ≤ F _max

The determination of F _max can be made as follows: Ideally, there are one to two GPS antennas (one front and one rear) in the vehicle. If necessary, the received signals can be corrected again by stationary DGPS receivers. From the received signals, together with an inertial sensor (eg with acceleration in the directions x, y, z, and / or three rotational speeds and / or three rotational accelerations), very precise values for the speeds of all wheels in the vehicle longitudinal direction v _x and determine the transverse direction v _y . For the slip angle α _{vl of} the left front wheel (the index "vl" stands for "front left", analogously "vr", "hl" and "hr" for "front right", "rear left", "rear right") applies depending on the wheel steering angle δ _vl :

The drive or brake slip λ _vl can be determined from the determined wheel angular frequencies and the wheel diameter.

The components of the actual force F _vl from slip λ _vl and slip angle α _vl can now be determined with the aid of a carding diagram (for example for the tire "front left"), and then also the maximum value F _{max, vl} . The values F, F _max can then be determined as the sum of the corresponding values across all tires of the vehicle.

In an alternative variant, it is possible to invert a relationship between the deviation and the degree of vibration p _{x, h} . Accordingly, it is provided to reduce the amount of vibration p _{x, h} , the lower the deviation of the force F from the maximum value F _max . In this case, the less the haptic stimuli are to be processed by the driver, the better a driving dynamic limit is utilized by him. Furthermore, in this case, it is also easier for the driver to maintain his concentration when the motor vehicle is moved in the border area.

In a further alternative variant, it is also possible to vary the degree of vibration with an adjustable offset Δp _{x, h} , z. B. according to

In a further embodiment, a braking point assistant is to be implemented via the method. Along a route to be traveled, at least one location-dependent maximum value v _max (s) of the speed v at a location s is definable for the motor vehicle as at least one guide value. When driving, the current speed v is measured here with a sensor designed as a speed sensor and compared with this maximum value v _max (s) for the speed v. In this case, it is provided to set the extent of the vibration p _{x, b} on the basis of a deviation of the current speed v from the respective location-dependent maximum value v _max (s). This is based on current characteristics of the traffic lane, for example. Based on a coefficient map of a radius or an inclination of a traversed curve and due to operating parameters of the motor vehicle, for example. A contact pressure by a spoiler or a temperature of the tires, the maximum value v _max (s) determined. If a current value of the speed v to the maximum value v _max (s) as a guideline value at a current position of the motor vehicle is less than a threshold value v _{Δ of} the speed that can be defined or configured by the driver, for example, a vibrating device arranged in the vehicle seat is vibrated p _{x, b} offset. The lower the current speed v of the motor vehicle deviates from the maximum value v _max (s), the larger, taking into account a constant k _{x, b} , the vibration p _{x, b} for the braking point (b). p _{x, b} = k _{x, b} x (v + v _Δ + v _max (s)) for v + v _Δ > v _max (s) p _{x, b} = 0 for v + v _Δ <v _max (s)

In this case, too, it is alternatively possible to invert a dependency on the amount of vibration p _{x, b} from the deviation, whereby it is possible to reduce the amount of vibration p _{x, b} during running at the boundary region, the lower the actual speed v deviates from the maximum value v _max (s). In this case, the less the optimal boundary area is used _{, the} more the vibration p _{x, b} becomes.

Alternatively, it is also possible to take as v _max (s) a speed value which another motor vehicle has recorded at this point. For example, it is conceivable to drive a specially trained driver with a motor vehicle routes, especially if it is the track is a racetrack.

Preferably, in this case, a reaction time of the driver motor vehicle is taken into account. For this purpose, a predeterminable reaction time T _{r, b is} given, and then a distance .DELTA.s _r , which travels the motor vehicle during this time estimated, for example Δs _r = v * T _{r, b} + 1 / 2a * T _{r, b} ²

The speed is then precalculated, for example Δv _r = a · T _{r, b} v (t + T _{r, b} ) = v (t) + Δv _r .

The vibration p _{x, b} can then be determined p _{x, b} - k _{x, b} · (v (t + T _{r, b} ) + v _Δ - v _max (t + T _{r, b} )) for v (t + T _{r, b} ) + v _Δ > v _max (t + T _{r, b} ) p _{x, b} = 0 for v (t + T _{r, b} ) + v _Δ ≤ v _max (t + T _{r, b} )

In a development, it may be provided to learn the reaction time T _{r, b} . For example, a difference between maximum speed and current speed can be taken into account. If the actual speed during braking is greater than the maximum speed, it may be provided to increase the reaction time T _{r, b} , whereas if the actual speed is less than the maximum speed it may be provided to reduce the reaction time T _{r, b} , The amount by which the reaction time T _{r, b is} increased or reduced, for example, be proportional to the said speed difference. The proportionality factor can advantageously be chosen to be larger for the enlargement than for the reduction.

In addition, it may be provided to specify the reaction time T _{r, b} location-dependent. Thus, it may be provided at dangerous locations where a too late braking would be particularly dangerous to pitch a safety mark. This safety surcharge can be stored for example in a digital map, for example, at respective braking points, ie those points from which the maximum speed begins to decrease. Advantageously, the learning of the reaction time T _{r, b is} paused during the braking maneuver with safety margin.

Basically, it is in the playback of the feedback for the braking point If the driver to the braking point possible that before the described activation of the vibrator this with a predetermined clock frequency (eg: 1 Hz) repeatedly (eg twice) activated is, d. H. the vibrator would total z. B. activated three times. The driver can then learn very simply that he should brake the last (in the example: third) activation of the vibrator.

In a third embodiment, it is possible to provide the driver with a feedback about how he follows an intended and / or definable ideal line for the motor vehicle while driving. Here, a current position and thus a current location of the motor vehicle with a navigation device via a positioning system, eg. GPS, determined, in which case the navigation device is used as a sensor for determining the current location. Information about the current location can be substantiated using other sensors, such as a camera, a radar device and / or an ultrasound device as sensors for detecting an environment of the motor vehicle. Furthermore, current information about the weather can be considered. In addition, it is possible, from current values on the road to be traveled, which may be a racetrack, a current coefficient of friction of the road, empirical values for different ideal lines in each weather conditions and reference values for operating parameters of the motor vehicle, for example, a maximum possible acceleration and Delay depending on the speed to calculate the ideal line. It is possible to interpret on this ideal line and a track or trajectory of the motor vehicle. If this ideal line is to be defined for a motor vehicle designed as a racing car, its width is defined perpendicular to a direction of travel x such that the motor vehicle just fits into it.

In an intended embodiment of the method, the motor vehicle moves in the direction of travel. A deviation of a distance y for this purpose is to be sensed perpendicular to the direction of travel x. It is possible to activate a left or right in the vehicle seat arranged vibrator, if the motor vehicle deviates from the ideal line left or right. In this case, the degree and thus the strength of the vibration p is adapted to the deviation of a distance y from the ideal line perpendicular to the direction of travel x. In this case, it is also possible to take account of a ratio of the current speed v to the maximum value v _max (s) at the current location s and thus at the current position, since a deviation from the ideal line in defensive driving is substantially less dangerous than with aggressive driving. p = v / v _max (s) * y

It is possible that a learning effect for an untrained driver is improved if the deviation of the distance y from the guide value is smaller than a threshold value y _Δ and the vehicle _seat is not vibrated in this case. In this case, the driver only receives haptic feedback dependent on a constant k _y in such sections of the route, for which a greater potential for improvement is provided. p _{y, l} = k _y * v / v _max (s) * (y-y _Δ ) for y> y _Δ p _{y, l} = 0 for y ≤ y _Δ p _{y, l} = k _y * v / v _max (s) * (-y-y _Δ ) for - y> y _Δ p _{y, l} = 0 for -y ≤ y _Δ

Here, too, the specifiable reaction time T _{r, b} can advantageously be taken into account by determining the quantities y, v and V _max not at the current time t but estimating them at the future time t + T _{r, b} . Alternatively or additionally, the determination of the maximum speed v _max can take place as in the exemplary embodiment of the brake point assistant described above.

It can be provided, the reaction time T_{r, b} This can be done depending on the distance between current position and ideal line, preferably in curves. In the case of a right turn approached to the left of the ideal line or a left turn approached to the right of the ideal line, the reaction time T may be provided_{r, b} can increase, at a right approached by the ideal line right turn or a left approached from the ideal line left turn can be provided, the reaction time T_{r, b}  to reduce.

In a further development, it may be provided to pause the learning of the reaction time T _{r, b as a} function of an environmental sensor system. In particular, it may be provided to pause the learning if it is recognized that other motor vehicles are closer than a predefinable limit value on the motor vehicle. In this way, adjustments of the trajectory of the motor vehicle, which the driver makes depending on these other motor vehicles, can be disregarded.

In a further refinement, a lateral guidance assistant can be realized via the method. By way of example for the tire "front left", an optimal slip angle α _{opt, vl of} this tire is first determined. This can be done for example by means of a map. However, a learning algorithm can also be provided. This can work, for example, by means of an acoustic feedback, since the cornering force of the tire initially increases with increasing slip angle, at the optimum slip angle α _{opt, vl reaches} a maximum and then becomes smaller again. Squeaky tires indicate a too large slip angle and too small cornering force. The optimum slip angle α _{opt, vl} can then be determined as the maximum slip angle at which a noise level of a tire squeal is below a predefinable threshold value. In a preferred development, this optimum slip angle α _{opt, vl is} determined separately for each operating point of the tire, the operating point consisting for example of contact force F _{z, vl} and / or tire temperature and / or braking force.

A total factor Q _y can then be determined as a weighted sum over all tires

With a predetermined offset .DELTA.Q _{y, 0} and a predetermined signal weight k _{y, α} may then be the respective strengths of the vibration of the left and right arranged in the vehicle seat to determine vibrators p _{y, α, l} = k _{y, α} (Q _y -ΔQ _{y, 0} ) for Q _y > ΔQ _{y, 0} p _{y, α, I} = 0, otherwise p _{y, α, r} = k _{y, α} (-Q _y -ΔQ _{y, 0} ) for -Q _y > ΔQ p _{y, α, r} = 0, otherwise.

For example, when driving through a left turn and too large slip angle, the driver is then guided by the increasing vibration of the left shaker to reduce the steering angle.

In a further refinement, driving dynamics feedback can be implemented via the method. This is based on the idea that a motor vehicle with fast cornering i. A. tends to understeer, but also targeted or unintentionally in certain driving situations can be brought to oversteer. Partly can be achieved by skillful oversteer higher cornering speeds. If the understeer is too strong or too much oversteer, the cornering speed drops.

It can therefore be provided to determine slip angle α _v or α _{h of} the front axle or the rear axle respectively as a means, in particular as an arithmetic mean of the slip angle of the wheels of this axis, and to define as a measure α _U for oversteer α _U = - | α _v - α _h | for | α _v | > | α _h | α _U = 0, otherwise and analogously to be defined as a measure for the oversteer α _Ü = - | α _v - α _h | for | α _v | <| α _h | α _Ü = 0, otherwise

With a predefinable offset Δp _x , d and a predeterminable factor k _{α, w} can be frequency ω _α and / or vibration intensity p _{α of} the vibrator define as ω _α = k _{α, ω} α respectively. p _α = k _{α, p} | α | - Δp _{x, d} is determined.

In all the embodiments presented it is furthermore possible, in addition to at least one vibrating device in the vehicle seat, to put at least one vibrating device, which is associated with the steering wheel, into vibration p _{y, l} . Thus, for example, it is possible to haptically impart an angular momentum of the motor vehicle to the driver using several spatially distributed vibrators in the steering wheel and to inform him as to which direction and how strongly a current track of the motor vehicle is to be corrected in order to reach the ideal line reach. ω _α = k _{α, ω} α p _α = k _{α, p} | α | - Δp _{x, d}

Accordingly, it is provided that in the vehicle seat left a first vibrator and right a second vibrator is driven, the vibrator is to move left to a first directional measure in vibration p _l , whereas the vibrator right after a second direction-dependent measure in vibration p _{r is} to put. Overall, the measure of each directional vibration by forming the formulas given above is to be calculated as follows: p _l = p _{x, i} + p _{y, l} p _r = p _{x, i} + p _{y, r}

In this case, for a respective operating parameter, here i = h for the adhesion limit and i = b for the braking point, a proportion of the vibration in the direction of travel x must be taken into account. In the case of a combination of feedback regarding the ideal line with the adhesion limit, p _{x, i} = p _{x, h} . For a combination of feedback for a braking point, select px _{, i} = px _{, b} . In addition, the deviation of the distance y for spatially distributed Rütteleinrichtungen is set.

Depending on the driver's request, in addition to the degree of vibration, it may be necessary to set a frequency of the vibration as a function of the type of physical operating parameter and the deviation of the current value from the reference value provided for this purpose. It is possible, the feedback for the liability with the feedback for the brake point assistant and the feedback for the ideal line with different frequencies ω, for example. Ω _h for the adhesion limit, ω _b for the operating point, ω _r or ω _l for the distance y deviation dependent to be substantiated, whereby respective feedback from the driver are distinguishable. Here are time-dependent signals u (t) for the measure, ie, a first time signal u _l (t), after which the amount of vibration for the left-hand shaker is set, and a second time signal u _r (t), after which the measure to set the vibration for each vibrating device arranged on the left and on the right, calculate as follows: u _l (t) = p _{x, h} · sin (ω _h t) + p _{x, b} · sin (ω _b t) + p _{y, l} · sin (ω _l t) u _r (t) = p _{x, h} · sin (ω _h t) + p _{x, b} · sin (ω _b t) + p _{y, r} · sin (ω _r t)

It is also conceivable to take into account the variables ω _α or p _α , for example to u _l (t) = (p _{α, 0} + p _α ) sin ((ω _{α, 0} + ω _α ) t) × p _{×, h} sin (ω _h t) + p _{y, α, I} sin (ω _{y , α} t) + p _{x, b} · sin (ω _b t) + p _{y, l} · sin (ω _r t) u _r (t) = (p _{α, 0} + p _α ) sin ((ω _{α, 0} + ω _α ) t) × p _{×, h} sin (ω _h t) + p _{y, α, r} × sin (ω _{y, α} t) + p _{x, b} · sin (ω _b t) + p _{y, r} · sin (ω _r t)

Alternatively, it can be provided that the feedback for the adhesion limit and / or for the under- or oversteer is placed in each case on the inside of the jar, so as to suggest to the driver to steer better to the outside. Depending on the slip angles of the front and rear axle described above, the amplitudes can be determined as follows: p _{x, h, l} = p _{x, h} for α _v ≤ 0 or α _h ≤ 0 p _{x, h, l} = 0 for α _v 0 and α _h > 0 p _{x, h, r} = p _{x, h} for α ≥ 0 or α _h ≥ 0 p _{x, h, r} = 0 for α _v <0 and α _h <0

As a time signal can then be provided u _l (t) = (p _{α, 0} + p _α ) sin ((ω _{α, 0} + ω _α ) t) × p _{×, h, l} sin (ω _h t) + p _{y, α, l} × sin (ω _{y, α} t) + p _{x, b} · sin (ω _b t) + p _{y, l} · sin (ω _r t) u _r (t) = (p _{α, 0} + p _α ) sin ((ω _{α, 0} + ω _α ) t) × p _{×, h, l} sin (ω _h t) + p _{y, α, r} × sin (ω _{y, α} t) + p _{x, b} · sin (ω _b t) + p _{y, r} · sin (ω _r t)

Of course, it is also possible to use at least one arranged in the steering wheel vibrator. Thus, it is possible to transmit to the driver information about a deviation of actual values of a yaw rate as operating parameters of nominal values as reference values of the motor vehicle with a drive provided for this purpose by, for example, three vibrator devices. If, for example, in each case for a short time only the left vibrator in the vehicle seat and then the right vibrator in the steering wheel vibrated, the latter vibrator is to be put in vibration with an angular momentum in the appropriate direction, this is interpreted by the driver as turning left. To provide a feedback for a turn to the right, the right shaking device in the driver's seat and then the left shaking device in the steering wheel is vibrated first. Thus, the driver is haptically to convey how he should turn the motor vehicle and / or in which direction the driver on a screwing, for example, by deliberately initiating a drift or counter-swing should act, so that a driving maneuver runs optimally.

It is also possible to provide several possible ideal lines for a trajectory to be traveled for a combination of several successive curves to be traveled, in each case such an ideal line being taken into account. In this case, it is possible to suggest to the driver, before the ride, these ideal lines, for example via a computer-aided display panel, with the driver selecting the best ideal line for him. After a journey, the driver can find out whether an ideal line that he has chosen has achieved a hoped-for advantage over other ideal lines.

Alternatively, the driver as an embodiment for planning the trip to propose a so-called battle line to be designated ideal line, with the example. At a car race while a slower lap time compared to the ideal line can be achieved by the overtaking of a pursuer and / or difficult overtaking a preceding motor vehicle is facilitated. For this purpose, it is possible to sensory detect a distance to a pursuing or preceding motor vehicle by means of rear radar and to detect an imminent overtaking attempt on the basis of an insufficient distance and between an intended trajectory which is defined via an ideal line and a trajectory which is defined via a battle line to switch. Correspondingly, a trajectory for optimal overtaking of the vehicle traveling in front must be determined via a front radar.

In a car race, it is usually intended to hit the defined ideal line or battle line while driving as well as to always drive close to a limit of the adhesion of the wheels to the road and thus to the sticking limit. To better recognize successful rides and sections that are to be specially trained, a map is to be considered, in which a desired trajectory and a trajectory actually traversed are drawn. In this case, the desired trajectory is colored on the display device with the colors showing a maximum possible distance to the adhesive limit, whereas the trajectory actually traced is to be marked with colors, from which an actually reached distance to the adhesive limit is visible.

Learning effects to be achieved here for a track designed as a racetrack are great, since the driver can easily identify problematic sections when planning his training. In addition, the driver receives immediate haptic feedback during the journey if he has successfully mastered a problematic section of the route. Likewise, possible weaknesses during the journey through the haptic feedback can be easily identified.

By using the method, the driver can react reflexively to the vibrations provided for providing the feedback, so that he can achieve the best possible lap times even on unknown routes. This is, for example, for hobby racers as well as for professional car racing, where jogging facilities are allowed, attractive.

The measure of the dependence of the vibration on the deviation of the current value of the physical operating parameter from the respectively provided reference value is usually to be defined by a polynomial and accordingly, for example, linear or quadratic. Furthermore, the dependence on the measure of the deviation by another function or a map to calculate. The degree of vibration is also adjustable depending on the time. For example, it is possible for the degree of vibration, for example, by a DT1 member to filter as a linear, time-invariant transmission element in order to avoid continuous massage during a continuous drive at the limit, wherein a threshold value for the deviation of the operating parameter from the reference value must likewise be set via this DT1 element. Furthermore, with vibrations in other frequency ranges, the driver must be made aware of when he has exactly hit and / or exceeded a limit or a braking point.

If a plurality of vibrator devices are arranged in the driver's seat, it is possible to point the driver to the braking point when braking is performed by vibration of a vibrating device in a front region of the vehicle seat. On the other hand, a signal for accelerating is to be provided with a vibrator arranged in a rear portion of the vehicle.

Furthermore, it can be provided to control a loudspeaker in the motor vehicle as a function of the drive signal of the vibrator devices, for example by supplying this drive signal to the loudspeaker as well. This increases the quality of the feedback, since the human ear is better trained to distinguish densely spaced frequencies than the sense of touch. Alternatively, it is also possible to control the speaker with a multiple frequency of the vibrators to improve the overall impression. Through this overall impression of vibrators and speakers, the driver can interpret the feedback faster and more accurately. Likewise, the driver can feel faster from which direction the vibration comes.

It is also conceivable to place only one shaking device centrally (with respect to left-right) and to produce the impression on the right and left via loudspeakers that the vibration would come from the left or right part of the backrest.

It is also possible that the feedback is not output with vibrators but only via loudspeakers.

The vibrating devices in particular need not be permanently installed in the motor vehicle. It is only important that they are in the immediate vicinity of the driver's seat of the motor vehicle while driving. The vibrating devices can be designed, for example, removable. Furthermore, the vibrators can be installed in portable devices, such. As in bracelets, watches, glasses, helmets, garments etc. This feedback is also useful for cyclists.

Alternatively, motors with an imbalance could be used to generate the vibrations.

Further advantages and embodiments of the invention will become apparent from the description and the accompanying drawings.

It is understood that the features mentioned above and those yet to be explained below can be used not only in the particular combination indicated, but also in other combinations or in isolation, without departing from the scope of the present invention.

Short description of the drawing

1 shows a schematic representation of an example of a motor vehicle comprising an embodiment of the inventive arrangement.

1 shows a schematic representation of a motor vehicle 2 , which is an embodiment of the arrangement according to the invention 4 having. The car 2 includes a steering wheel 6 and a vehicle seat 8th , wherein in a seat surface of the vehicle seat 8th a first vibrator 10 and in a backrest of the vehicle seat 8th a second vibrator 12 is arranged. A third vibrator 14 is here in the steering wheel 6 arranged. These mentioned vibrators 10 . 12 . 14 and at least one sensor 16 and a controller 18 of the motor vehicle 2 are as components of the embodiment of the inventive arrangement 4 educated. 1 also shows a driver 20 of the motor vehicle 4 while driving on the vehicle seat 8th sits and with his hands the steering wheel 6 of the motor vehicle 2 operated and thus the steering wheel 6 and the vehicle seat 8th as components in an interior of the motor vehicle 2 touched.

In one embodiment of the method according to the invention is for at least one physical operating parameter of the motor vehicle 2 at least one guide value for a journey to be carried out specified. Values of the at least one physical operating parameter are read by the at least one sensor during the journey 16 captured and from the controller 18 determines a deviation of a respective sensory detected value of the at least one guide value. Depending on the deviation becomes a measure and thus a quantity or strength of a vibration of the at least one vibrator 10 . 12 . 14 set.

To provide feedback for an adhesion limit, as the at least one physical operating parameter, a force is determined between at least one wheel of the motor vehicle 2 and a roadway that is traveled while driving, taken into account. To provide feedback for a braking point, the speed of the motor vehicle is considered as the at least one physical operating parameter 2 considered in the direction of travel. If for the motor vehicle 2 During the journey an ideal line is provided, this is defined by a plurality of location-dependent guide values, for example. Of kinematic variables as operating parameters, for a position that is provided for the motor vehicle while driving. During travel, a distance of the motor vehicle from a respectively provided reference value for the position perpendicular to a direction of travel is further sensed as an operating parameter and compared with the reference value for determining the deviation.

Several spatially distributed vibrators 10 . 12 . 14 are set depending on a direction of the deviation of the at least one operating parameter of the guide value in vibration. This concerns, inter alia, a deviation of the location-dependent distance y from the ideal line, which is direction-dependent. It is envisaged that the motor vehicle 2 in an embodiment in the direction of travel x travels, which is oriented substantially tangentially parallel to the ideal line and perpendicular to a direction of the distance y.

Furthermore, it is possible that as the at least one physical operating parameter, a distance of the motor vehicle 2 is taken into account by at least one other road user, wherein as the at least one guideline a minimum value for the distance is given.

In addition, the vibration for the at least one Rüttelrichtung 10 . 12 . 14 activated only if the deviation of the sensory detected value from the standard value is less than or greater than a threshold value.

In a further refinement, a frequency of the vibration is set as a function of a type of the at least one operating parameter. Accordingly, different frequencies can be set for the speed, the force and the distance y.

The vibration is set to be stronger either with increasing or decreasing, usually absolute deviation of the respective value of the at least one physical operating parameter from the predetermined reference value.

QUOTES INCLUDE IN THE DESCRIPTION

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Cited patent literature

• DE 102006008981 A1 [0003]
• DE 102014218520 A1 [0004]

Claims (14)

Method for supporting a driver ( 20 ) while driving in a motor vehicle ( 2 ) with at least one vibrating device ( 10 . 12 . 14 ) associated with at least one component located in the immediate vicinity of a driver's seat of the motor vehicle ( 2 ), in particular in an interior of the motor vehicle ( 2 ), wherein it is provided that the driver ( 20 ) touches the component while driving, in which for carrying out the method for at least one physical operating parameter of the motor vehicle ( 2 ), at least one guide value is predefined for the journey to be carried out, wherein values of the at least one physical operating parameter are sensed during travel, a deviation of a respective sensory detected value being determined from the at least one guide value, wherein a measure of vibration depends on the deviation the at least one vibrating device ( 10 . 12 . 14 ) is set. Method according to claim 1, wherein as the at least one physical operating parameter a force acting between at least one wheel of the motor vehicle ( 2 ) and a roadway that is being traveled during the journey, is taken into account, wherein as the at least one guide value, a maximum value or minimum value for the force is given. Method according to claim 1 or 2, in which as the at least one physical operating parameter a speed of the motor vehicle ( 2 ) is taken into account in the direction of travel, wherein in each case a maximum value or minimum value for the speed is predetermined as the at least one guide value location-dependent. Method according to one of the preceding claims, in which for the motor vehicle ( 2 ) is provided during the journey an ideal line, which is defined by a plurality of location-dependent reference values for a position which is provided for the motor vehicle while driving, wherein as an operating parameter a deviation of the position of the motor vehicle ( 2 ) is taken into account. Method according to one of the preceding claims, in which as the at least one guide value at least one optimum slip angle of a tire of the motor vehicle ( 2 ), and wherein as the at least one physical operating parameter, an actual slip angle is specified. Method according to one of the preceding claims, in which a deviation between a slip angle of a front axle and a slip angle of a rear axle is specified as the at least one physical operating parameter. Method according to one of the preceding claims, in which it is specified as the at least one guide value that the deviation between the slip angle of the front axle and the slip angle of the rear axle becomes equal to zero. Method according to one of the preceding claims, in which a plurality of spatially distributed vibrating devices ( 10 . 12 . 14 ) are used, which are set in vibration depending on a direction of deviation of the at least one operating parameter of the guide value. Method according to one of the preceding claims, wherein the vibration is activated when the deviation of the sensory detected value from the standard value is less than or greater than a threshold value. Method according to one of the preceding claims, wherein a frequency of the vibration is adjusted depending on a type of the at least one operating parameter. Method according to one of the preceding claims, in which the vibration is adjusted more strongly either with increasing or decreasing absolute deviation of the respective value of the at least one physical operating parameter from the predetermined reference value. Method according to one of the preceding claims, in which an interior of the motor vehicle ( 2 ) arranged loudspeaker is driven depending on the degree of vibration of the at least one vibrator. Arrangement for assisting a driver ( 20 ) while driving in a motor vehicle ( 2 ), the arrangement ( 4 ) at least one sensor ( 16 ), a control device ( 18 ) and at least one vibrating device ( 10 . 12 . 14 ), wherein the at least one vibrating device ( 10 . 12 . 14 ) at least one component is assigned, which in an interior of the motor vehicle ( 2 ), wherein it is provided that the driver ( 20 ) touches the component while driving, it being further provided that for at least one physical operating parameter of the motor vehicle ( 2 ) at least one guide value is predetermined in the journey to be carried out, wherein the at least one sensor ( 16 ) is designed to sense values of the at least one physical operating parameter while driving, wherein the control device ( 18 ) is designed to determine a deviation of a respective sensory detected value from the at least one guide value and a measure of a vibration of the at least one vibrating device ( 10 . 12 . 14 ) depending on the deviation. Arrangement according to Claim 12, in which the at least one vibrating device ( 10 . 12 . 14 ) in a vehicle seat ( 8th ) and / or a steering wheel ( 6 ) as the at least one component in the interior of the motor vehicle ( 2 ) assigned.

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