DE102018129801A1 - Method and device for determining the required attention of a driver of a vehicle - Google Patents

Abstract

The invention relates to a method (100) for monitoring the attention of a driver of a vehicle (1). The method comprises ascertaining (101) a reaction period (t), which describes a time over which safe driving operation of the vehicle (1) is ensured if the driver's attention is not directed towards driving the vehicle (1), wherein the determination of the reaction period (t) is carried out repeatedly, and an adaptation (103) of a function of a system (3) in response to the determined reaction period (t) falling to a limit value (t).

Description

The present invention relates to a method and device for determining a required attention of a driver of a vehicle.

A driver's attention is often monitored in current vehicles. In some systems, for example, a driver's line of sight is recorded and checked to see whether the driver has opened his eyes. This detects fatigue to prevent a driver from falling asleep.

It is also known that a driver's distraction from driving a vehicle is reduced by deactivating functions that could distract the driver. So the reveals DE 102009018074 A1 for example a system in which a current driving situation is assessed and an incoming call is not put through to a driver if a current driving situation does not allow this.

Particularly in view of the fact that vehicles can increasingly take on driving tasks autonomously, it is necessary that the monitoring of a driver's attention of a vehicle can be adapted more flexibly to current requirements that actually arise for the driver.

According to the invention, therefore, a method for determining a required attention of a driver of a vehicle is created. This includes determining a reaction period, which describes a time over which safe driving operation of the vehicle is ensured if the driver's attention is not directed towards driving the vehicle, the determination of the reaction period being carried out repeatedly, and providing a parameter , which describes the reaction period, the parameter being updated with the repeated execution of determining the reaction period.

A device according to the invention is set up to carry out the method according to the invention.

The reaction period is thus a period which is selected such that safe driving of the vehicle is ensured if the driver of the vehicle has not paid attention to driving the vehicle over the reaction period. The response period is not necessarily chosen so that it describes a period of time until a specific accident situation. Rather, the reaction period is selected such that no critical driving situation occurs when any event occurs, so that the driver of the vehicle at least once during the reaction period focuses his attention on driving the vehicle. For example, the reaction period can be determined based in particular on a worst-case estimate, it being determined when the driver must react at the latest in order to prevent a critical driving situation in the most unfavorable course of a current traffic scenario.

The response period can depend on a variety of parameters. For example, a response period should be selected to be shorter if a current environment of the vehicle is such that a critical situation is likely to occur, and a response period should be selected to be comparatively long if the vehicle is in an environment in which an occurrence occurs a critical situation is comparatively unlikely. For example, the response time can be chosen to be very long on an empty dirt road, but should be chosen low if the vehicle is in busy rush hour traffic. However, this does not exclude that the response period can also be determined based on an acute dangerous situation. However, the response time is shorter than the time until a potential accident situation actually occurs.

The reaction period is therefore a period which is determined in particular based on an evaluation of a specific traffic situation for possible dangerous situations or is determined based on a statistical estimate of the probability of a dangerous situation occurring.

The reaction period determined in this way is thus, in particular, a period in which the driver of the vehicle is able to focus his attention on driving the vehicle, recognize a dangerous situation, and also react to it. The response period could therefore also be called the necessary attention interval.

The determination of the reaction period is carried out repeatedly. This means that the response period is a dynamic value that is continuously adjusted during operation of the vehicle. This means that the response period is up-to-date at all times and is adapted to current driving situations.

A parameter is provided which describes the reaction period, the parameter being repeated when the Determining the response period is updated. This means that a constantly updated response period is provided over a period of time. This is provided in the form of a parameter. It is not absolutely necessary for the response period to be provided as a value. It is sufficient if the reaction period is provided in coded form. For example, the value determined for the reaction period can be converted into a bit value of n-bit, each possible bit value corresponding to an associated reaction period.

The parameter is preferably provided via a vehicle bus. This enables the systems in the vehicle to access the parameters and thus the constantly updated response period and to adapt their functionality accordingly.

A function of a system is preferably adapted in response to the determined reaction period falling to a limit value or increasing to the limit value.

The functions of the system are adjusted in response to the determined reaction period dropping to or increasing to a limit value. The continuously and repeatedly determined reaction period is therefore continuously compared with a limit value. The limit value is preferably associated with a specific system in the vehicle. Several limit values can also be defined for a single system, different functions of the system being adapted if the reaction period falls or rises to an associated limit value in each case.

The system is preferably a system of the vehicle, in particular a system that is not required for driving the vehicle. The system is preferably a comfort system of the vehicle. Alternatively, the system is an external system, for example a cellular phone. By adapting the function of the system, a driver's attention available for driving the vehicle can be directed. It can thus be achieved that the driver's attention is directed to the driving of the vehicle to an extent that is actually necessary. The driver's attention is influenced by adapting the function of the system. The function of the system is thus, in particular, a function that attracts or requires driver attention. It can thus be avoided that the driver becomes unnecessarily fatigued, since the driver is required to pay attention that is not required.

The response period can become longer or shorter over a period of time, i.e. rise and fall. Jumps between successively determined reaction periods are preferably only permitted to a limited extent. For example, a sudden and sharp drop in the reaction period should be avoided. At the same time, a sudden increase in the reaction period may be permissible. This results from the fact that the driver could have moved into a position that is unfavorable for driving the vehicle, for example, if the reaction period was determined to be very long. If the response period were to drop too quickly, it might not be possible for the driver to focus his attention on driving the vehicle in good time. A difference between successive reaction periods is therefore preferably limited. This is preferably done by selecting an earlier reaction period lower in advance than a current traffic situation would allow.

The adaptation of the function preferably includes a limitation of the function of the system in response to the determined reaction period falling to the limit value, the system being such a system which adversely affects driving of the vehicle by the driver. In other words, this means that the driver of the vehicle is provided with fewer functions that he could theoretically use if the reaction period is short, that is to say below the limit value. In particular, individual system functions are deactivated or system adaptation options are limited. For example, a display of an infotainment system is deactivated, the options for setting a seating position are restricted, or the reception of calls for a telephone or an associated hands-free system is deactivated. A distraction of the driver can thus be minimized when his attention is required. At the same time, the driver can also be brought into a specific position in which he is able to actually drive the vehicle.

It is advantageous if the limitation of the function of the system comprises a limitation of an available selection of certain settings of the system for a user. This means that the user, especially the driver, is prevented from using the system in a manner that is inconsistent with the driver's required attention resulting from the response period.

It is also advantageous if the limitation of the function of the system comprises an automatic setting of the system to a setting which is an allowed setting for the system limited in function. That means with others Words that the system is automatically set so that it operates within a functional scope that is permissible depending on the response period. For example, the function of an electrically adjustable driver's seat is restricted to such an extent that only an upright sitting position is permitted. By automatically adjusting the system depending on the reaction period, the driver's seat is brought into an upright sitting position.

It is also advantageous if the reaction period is determined on the basis of an existing traffic situation in which the vehicle is located, the existing traffic situation being detected by means of a vehicle sensor system. The vehicle sensor system preferably comprises an ultrasound sensor, a camera and / or a lidar system. By using a vehicle sensor system, the traffic situation in the immediate vicinity of the vehicle can be recorded particularly precisely. This makes it possible to determine the reaction period precisely, particularly for relatively short reaction periods. This is particularly advantageous if the vehicle is in a manual mode, that is to say is not controlled autonomously.

Furthermore, it is advantageous if the reaction period is determined based on navigation information, traffic information and / or weather information. Navigation information is, in particular, information that is typically provided to a navigation system of the vehicle. The navigation information is thus preferably retrieved from a navigation system of the vehicle. Traffic information is information that generally describes a traffic situation. The traffic information is therefore preferably received via an external interface, for example by a radio system or a mobile radio system. Weather information describes a current or expected weather situation. Based on this, it can be concluded, for example, that the road to be driven is expected to freeze.

Weather information is also preferably received via an external interface, for example a radio interface or a mobile radio interface. The determination of the reaction period based on navigation information, traffic information and / or weather information makes it possible to determine the reaction period based on information that cannot be recorded locally by a vehicle sensor system. Among other things, this enables a forward-looking setting of the reaction period. For example, the reaction period can be slowly reduced when the vehicle approaches an accident site, which is described by the traffic information. So jumps between the values of the reaction period are avoided when the reaction period is determined again.

It is also advantageous if the reaction period is determined based on a degree of automation with which the vehicle is operated. For example, the response period can be selected to be comparatively long if the vehicle is operated in an autonomous mode and the response period should be selected to be comparatively short if the vehicle is operated manually or partially autonomously. This results from the fact that safe driving of the vehicle is typically ensured by the system for autonomous driving of the vehicle. It can therefore rather be assumed that safe driving is guaranteed for a certain period of time if the vehicle is operated autonomously. If, on the other hand, the vehicle is operated manually, the period over which safe driving operation of the vehicle is guaranteed is automatically limited. For example, even on an empty road, it can be assumed that there is a dangerous situation if the vehicle is operated manually and the driver's attention is not directed towards driving the vehicle. In the same situation, it can be assumed that safe driving of the vehicle is ensured if the vehicle is operated autonomously.

The driver's attention is preferably monitored, the function of the system being adapted only when the driver's attention falls below or exceeds a predetermined requirement. For example, it is not necessary to restrict the function of a system if, despite this function or use of this system, the driver focuses his attention sufficiently on driving the vehicle to intervene in driving the vehicle within the reaction period.

It is advantageous if the driver's attention is monitored by detecting the direction of the gaze, and the function of the system is adapted if the direction of gaze of the driver deviates from a predefined direction of gaze for a period that is longer than the reaction period. In particular, the function of the system is restricted. This means that whenever the driver's attention is not directed to driving the vehicle for longer than the reaction period, measures are taken to draw the driver's attention to driving the vehicle. As the reaction period is exceeded, further functions of the Systems adapted, in particular limited, or other systems are adjusted or limited in their function. The method enables the driver's attention to be acted on with increasing intensity, in order to direct the driver's attention to the driving of the vehicle.

The adaptation of the function of the system is in particular an adaptation of a system which requires the driver to interact with the system, provides the driver with visual or acoustic information, has a haptic influence on the driver, and / or restricts the driver's access to operating elements or enables, which are required for driving the vehicle. In particular, this includes infotainment systems, driving comfort systems and / or telecommunications systems. Systems of this type are particularly suitable for diverting the driver's attention, as a result of which they are also suitable, by appropriate adaptation, for influencing the driver's attention in a desired direction.

• 1 ein Ablaufdiagramm des erfindungsgemäßen Verfahrens gemäß einer beispielhaften Ausführungsform der Erfindung,
• 2 eine schematische Darstellung, welche den Verlauf eines Reaktionszeitraums über einen beispielhaften Zeitraum beschreibt, und
• 3 ein Fahrzeug mit einer Vorrichtung, die dazu geeignet ist, das erfindungsgemäße Verfahren auszuführen.

Further details, features and advantages of the invention result from the following description and the figures. Show it:

• 1 2 shows a flowchart of the method according to the invention in accordance with an exemplary embodiment of the invention,
• 2nd 2 shows a schematic illustration which describes the course of a reaction period over an exemplary period, and
• 3rd a vehicle with a device which is suitable for carrying out the method according to the invention.

1 shows a flow chart of a method 100 for determining a required attention of a driver of a vehicle 1 and to monitor the attention of the driver of the vehicle 1 . The procedure 100 is used by a device for determining the required attention of the driver of the vehicle 1 executed. A corresponding vehicle 1 with such a device is in 3rd shown. The device includes a computing unit 2nd which with a vehicle sensor system 4th of the vehicle 1 is coupled. The vehicle sensors 4th in this exemplary embodiment comprises a camera 6 and an ultrasonic sensor 7 which are arranged to surround the vehicle 1 capture. The computing unit 2nd is also with at least one system 3rd of the vehicle 1 coupled. The computing unit 2nd is here via a first interface with the vehicle sensors 4th coupled to obtain information from this. The computing unit 2nd is also via a second interface with the system 3rd coupled to adapt this by means of a control signal. The first interface and the second interface are preferably each an interface of a bus system of the vehicle 1 . So is the arithmetic unit 2nd via the vehicle's bus system 1 with the system 3rd connected, the bus system being in particular a CAN bus, a Flexray bus or a LAN. The computing unit 2nd also includes a cellular or Bluetooth interface 5 to obtain data external to the vehicle.

The procedure 100 comes with a commissioning of the vehicle 1 started. Was the procedure 100 is started, so the first step is 101 executed. In the first step 101 a reaction period is determined t _R , which describes a time over which a safe driving operation of the vehicle 1 is guaranteed if the driver does not pay attention to driving the vehicle 1 is directed.

In this exemplary embodiment, the reaction period is determined t _R based on a level of automation with which the vehicle 1 is operated. In the simplest case, this means that the response period t _R is set to a high value when the vehicle is operated in a fully automated driving mode and to a lower response period t _R is set when the vehicle is operated manually or semi-automatically. Alternatively, a previously determined reaction period t _R , increased or decreased based on an existing level of automation. The response period t _R can optionally be determined more precisely by evaluating how long a safe driving operation of the vehicle takes place 1 through the driving system for fully automated driving of the vehicle 1 can be guaranteed. It is preferably checked how large an available sensor range of the vehicle sensors 4th and based on this value determines how long it will be to drive the vehicle safely 1 is ensured by the driving system for fully automated driving of the vehicle before an unexpected event can occur.

Alternatively or additionally, the reaction period is determined t _R based on an existing traffic situation in which the vehicle is currently located. The present traffic situation is checked by means of the vehicle sensors 4th detected. The vehicle sensors 4th is a sensor system, which is the direct environment of the vehicle 1 detected. So the environment of the vehicle 1 in this embodiment from the camera 6 and the ultrasonic sensor 7 detected. The sensors of the vehicle sensors 4th are only chosen as examples. Alternative or additional sensors can also be used, for example a lidar system can be used to advantageously detect the Vehicle environment can be used. Based on the information provided by the computing unit 2nd from vehicle sensors 4th are provided, it can calculate how a current traffic situation in the environment of the vehicle 1 is procured. So stand by means of the information from the vehicle sensors 4th are provided, for example information about which other road users are in the vicinity of the vehicle 1 and how they move. Based on this information, the response period t _R determined. In what way the response period t _R is determined exactly depends on which object or which road user in the vicinity of the vehicle 1 is taken into account or should be taken into account. The following is the determination of the response period t _R based on the information provided by the computing unit 2nd from vehicle sensors 4th described in two examples.

In a first example to determine the reaction period t _R is the vehicle 1 on a straight road. A first object moves in an area in front of the vehicle 1 along the road. By means of the vehicle sensors 4th information acquired, a direction of movement, a movement speed and, based on this, an expected movement path of the first object are calculated. Furthermore, a trajectory is calculated along which the vehicle 1 is likely to move. This is done, for example, based on a current speed and a current steering angle of the vehicle 1 . It can now be recognized whether there is a collision between the vehicle 1 and the object comes. In this example it is assumed that the expected trajectory of the first object and the trajectory of the vehicle 1 are located so that there is no collision with the vehicle 1 is coming. In the following, a worst case scenario is calculated, which describes when there is a potential contact between the vehicle 1 and could come to the first object if the first object changes its trajectory and direction of movement as unfavorably as possible. Based on this information, it is calculated how much time remains before a possible dangerous situation arises in which the first object inadvertently contacts the vehicle 1 approximates so that there is a possible dangerous situation. Since a worst-case scenario was assumed, it can be assumed that a possible dangerous situation cannot occur before the calculated time has expired. This means that the vehicle runs safely over the calculated time 1 guaranteed. This calculated time for the possible dangerous situation is therefore called the reaction period t _R determined. The response period t _R describes a period of time in which an occurring situation is to be resolved by the driver in the worst case. It should be noted that even in the first example described, the calculation of the reaction period t _R depends on other parameters that are not explicitly listed and that result from the current traffic situation. For example, a possible speed of the first object is to be estimated at which the first object, in the worst case, moves in one direction of a movement path of the vehicle 1 emotional.

In a second example, the vehicle sensor system 4th recognized that the vehicle 1 moves towards a traffic sign indicating that the vehicle is stopping 1 required. Such a traffic sign is, for example, a traffic light or a stop sign. From the computing unit 2nd it is calculated how much time remains until the vehicle 1 the traffic sign passes if the direction of movement and speed remain unchanged. The response period t _R is chosen so that it is within the response period t _R cannot cross the traffic sign without stopping. If the traffic sign is a traffic light and there is no information regarding a possible signal change of the traffic light to a stop signal, the time until the traffic light is passed is the response period t _R selected because the vehicle is driven safely due to the unknown signal position when it passes the traffic lights 1 is no longer guaranteed.

From the examples described above it follows that different elements in a traffic situation at different reaction times to be preferred t _R being able to lead. It is therefore advantageous if from these several possible reaction periods t _R a common response period t _R is determined if there are several possible reaction periods t _R are available. This is preferably done in that a lowest of the possible reaction periods t _R is selected.

In the examples described above, the determination of the reaction period was t _R executed in such a way that this takes place at very specific computational values. In simplified embodiments, the determination of the reaction period can t _R also based on estimated statistical assumptions. For example, whenever there is a traffic light in front of the vehicle 1 the response period is recorded t _R be set to a predetermined time value. This can also be done regardless of how fast the vehicle 1 moves how far the traffic light is and what the current signal position of the traffic light is. Based on such an assumption, for example, whenever there is a traffic light in front of the vehicle 1 emerges, the response period t _R should be set to two seconds because this is a period of time over which Even in the worst case, safe driving of the vehicle 1 is guaranteed.

It can thus be seen that the response period t _R can be formed by a diverse combination of information generated by the vehicle sensor system 4th the computing unit 2nd to be provided.

Determining the response period t _R is carried out alternatively or additionally based on navigation information, traffic information and / or weather information. For example, information regarding route planning for the vehicle 1 retrieved and information about relevant information along the route.

Such relevant information is, for example: street class (inner city, outer city); Number of available lanes; Entrances / exits, intersections; Threading traces; Presence of traffic lights / right of way / stop / level crossing / right before left regulation; Sign: storage area; Sign: Attention left turn; "Brake hill"; Zebra crossing; Sign: Attention children; Shield: dangerous curve; School trips based on local school route map, school trip time / vacation.

The response period is based on this navigation information t _R determined. For example, different information is evaluated around the reaction period t _R to determine. The response period t _R is thus determined based on a statistical assumption, which describes a probability that the vehicle will operate safely 1 is guaranteed, so the future traffic situation corresponds to the properties described by the relevant information along the route. For example, whenever a traffic light is on a route of the vehicle 1 is the response period t _R set to a certain predefined target value when the vehicle 1 approaches the position of the traffic light. This specific predefined target value is selected so that the vehicle runs safely 1 is guaranteed for the period described by the target value, if this typically passes a traffic light. The target value should preferably be optimized based on experience.

In a corresponding manner, a wide range of navigation information can be used for a reaction period t _R and an associated area on the route of the vehicle 1 be assigned. This is particularly advantageous because of the reaction period t _R also for such areas along a route of the vehicle 1 can be determined in which the vehicle sensor system 4th of the vehicle 1 has no insight yet or because the response period t _R can also be determined when there is no vehicle sensor system 4th is available.

Traffic information is, for example, via the external interface 5 the computing unit 2nd receive. Traffic information is either statistical, location-based data and / or current reports as well as sample data. Traffic information includes, for example, the following data: traffic density; “mode of distribution” (ratio of cars, trucks, motorcycles, mopeds, bicycles, pedestrians, buses, trams, vans, heavy goods vehicles, agricultural vehicles, emergency vehicles, etc.); "Homogeneity" of traffic (esp. Speed distribution of road users); “Distances” (current and statistical); Frequent traffic jams; Focus of accidents; high number of lane changes; high traffic; statistical acceleration values / "driving dynamics curves" (for example, there is often heavy braking); Statistical “usage behavior” or “crowd sourcing” of actual attention: e.g. Here people very rarely look away from the street (or already), here people often play on the “navigation system” etc .; local danger, e.g. accident, breakdown, end of traffic jam, pedestrians / cyclists on the road, etc .; Emergency vehicles or forecasts of locations of emergency vehicles; Road conditions (coefficient of friction, potholes, etc.).

Furthermore, the traffic information can include the following data relating to known special situations: Kindergarten excursion (e.g. supervisor has an app that reports the location of the group), move / demo / procession and / or end of an event / church service (usually leads to an increased number of pedestrians).

The traffic information can correspond to the navigation information in the response period t _R be implemented. For example, a construction site on the route of the vehicle 1 to reduce the previously determined reaction period t _R lead or the response period will be set according to a time value assigned to the construction site.

Weather information is provided via the external interface 5 the computing unit 2nd based. The weather information includes, for example, the following options: visibility, fog, rain, snow, in particular in combination with a condition of an expected road surface. The weather information is processed according to the navigation information or according to the traffic information. For example, information regarding an icy road on a route of the vehicle 1 to decrease the response period t _R or to a correspondingly low selection of the response period t _R to lead.

As previously described, the response period t _R , based on information from a vehicle sensor system 4th are provided, based on navigation information, based on traffic information, based on weather information and / or based on a degree of automation of the vehicle. Each of these parameters can be used individually to determine the response period t _R to determine. However, any combination of these individual parameters is possible in order to determine the reaction period t _R to determine with increased accuracy. In particular, all of the above techniques can be applied to the reaction period t _R to determine. A lowest of all reaction periods is preferably determined, which is determined from the determination of the reaction period t _R according to one of the techniques previously described and this results in the lowest reaction period t _R is the final response period t _R determined and provided.

After the response period t _R in the first step 101 was determined, this is used as a parameter via the vehicle's bus system 1 provided. A parameter is thus provided which defines the reaction period t _R describes, the parameter with the repeated execution of determining the reaction period t _R is updated.

After the response period t _R in the first step 101 was determined and as a parameter via the vehicle's bus system 1 a second step will be provided 102 executed. The second step 102 is optional.

In the second step 102 the driver's attention is monitored. It is checked whether the driver's attention falls below or exceeds a predetermined requirement. The request is preferred by the reaction period t _R Are defined. For example, one in the vehicle 1 arranged camera captures a driver's line of sight. If the viewing direction is in a predefined viewing direction, for example forward, it is assumed that the driver is attentive. If the driver's gaze direction deviates from this predefined direction, it is assumed that the driver is not paying attention. If the driver is given current attention because he is looking ahead and can thus grasp the current traffic situation, no further actions are carried out and the method branches back to the first step 101 . However, the driver's attention is not given or is insufficient, in particular because it is longer than that due to the reaction period t _R defined time does not look in the predefined direction, so a third step 103 executed.

Repeats the second step 102 If it is found that the driver's attention repeatedly falls below a predetermined requirement, appropriate measures can be initiated. For example, videos can be paused, warnings displayed and an emergency stop carried out in an escalating manner.

In the third step 103 a function of the system is adapted 3rd in response to the determined response period t _R to a limit t _G falls off. The third step involves this 103 a test step 103a and an execution step 103b .

In the test step 103a is from the system 3rd the parameter related to the response period t _R describes. It is from the system 3rd checked whether the determined response period t _R over a time course to a limit value t _G falls off. For this purpose, it is determined whether a currently determined reaction period t _R less than or equal to the limit t _G is. The limit t _G is a predefined limit. The response period t _R is an indicator of the driver's necessary attention to ensure safe driving of the vehicle. Is the response period t _R low, this indicates that a high level of driver attention is required. Is the response period t _R high, this means that comparatively little attention from the driver is sufficient.

Is the determined response period t _R over the course of time not to the limit t _G dropped, the process branches back to the first step 101 . Is the determined response period t _R over the course of time to the limit value t _G has dropped, the determined response period is t _R less than or equal to the limit t _G, the execution step 103b executed in what functions of the system 3rd of the vehicle 1 adjusted and / or restricted.

In the third step 103 are based on the response period t _R now functions of systems 3rd of the vehicle 1 adapted and / or limited.

In the execution step 103b For example, the function of the system is limited 3rd in response to the determined response period t _R drops to the limit. The system 3rd is such a system, which is driving the vehicle 1 disadvantageous by the driver influenced. That's the system 3rd for example an infotainment system. The function of the system 3rd , that is, the infotainment system, is for example an output of information on a display of the infotainment system. The determined reaction period falls TR below the limit t _G the function of the system 3rd limited by deactivating the display. Limiting the functions of the system 3rd in this case, the system is set automatically 3rd , that is, the function of the system 3rd was limited without driver intervention. The system 3rd set so that the now active setting is a permitted setting for the system limited in function 3rd is. This means that the driver can no longer be distracted by the display of the infotainment system. It is therefore expected that the driver will turn his attention back to driving the vehicle 1 judges.

In this example, the function of the system 3rd automatically limited. In alternative embodiments or in other systems 3rd it may be beneficial if limiting the functions of the system 3rd includes limiting a selection of certain settings of the system by a user. In other words, this means that certain functions of the system 3rd can no longer be selected by a user, i.e. can no longer be activated. In the infotainment system, for example, activation of the display by the driver is prevented. This is done, for example, by switching an activation button to inactive. Thus, when attention is required, the driver can perform certain functions of the system 3rd do not activate which preclude his required attention.

The limit t _G is particularly dependent on the system 3rd to choose whose function is adapted, in particular limited. The limit value t _G preferably chosen so that it is high when the system 3rd attracts driver attention in the long term and that the limit value t _G is comparatively low when the system 3rd the vehicle's attention is comparatively short.

The display of the infotainment system is a function of a system that tends to keep the driver's attention short-term. One function of a system that keeps the driver's attention comparatively long-term is, for example, a driver's seat adjustment. For example, it is a function of the driver's seat that it can be brought into a lying position. In order for the driver to be able to pay attention to driving the vehicle, it is necessary to put the seat in an upright position again. This cannot happen within a few seconds. Such an adjustment of the driver's seat is therefore only permitted if the reaction period t _R is very high. For example, in the example of the adjustable driver's seat, the adjustment of the driver's seat to a lying position is always limited when the reaction period t _R to a limit t _G falls from 30 minutes. Is the response period t _R below the limit t _G of 30 minutes, it is not possible for the driver to put the driver's seat in a lying position.

The reaction period according to the invention t _R is therefore suitable for controlling or at least influencing driver actions.

2nd shows an exemplary scenario that simplifies the understanding of the invention. The vehicle 1 moves along a given route in this exemplary scenario. The position of the vehicle 1 along the route is shown along an x-axis. In addition, in 2nd for every point along the X axis, i.e. for every position of the vehicle 1 , if this is in the corresponding position, the reaction period determined for this position t _R shown. The response period t _R can be a low value 30th , an average value 31 and a high value 32 assume, each of these values defining an associated time value.

It is first assumed that the vehicle 1 yourself in a first position 20th located. In front of the vehicle at this time is on the route of the vehicle 1 a second position 21st , a third position 22 , a fourth position 23 , a fifth position 24th and a sixth position 25th . In the second position 21st there are some pedestrians along the route of the vehicle 1 . At the fourth position 23 there is a traffic light on the route of the vehicle 1 . In the sixth position 25th there is a construction site.

The vehicle is in the first position 20th , can by the vehicle sensors 4th of the vehicle 1 be detected that pedestrians are in the second position 21st are located along the road. Since the pedestrians could step onto the road at short notice, the reaction period is t _R to the low value 30th set. If the driver is not required to be attentive, the display of the infotainment system, for example, is deactivated at this time. The driver's attention is thus controlled in such a way that the driver is within the reaction period t _R with the low value 30th looks at least once on the street in front of him.

Has the vehicle 1 the second position 21st happens, there is no longer any danger that the pedestrian in front of the vehicle 1 could kick. The response period t _R will be raised. Because up to the fourth position 23 no obstacle in front of the vehicle 1 is the response period t _R to the high value 32 set. The display of the infotainment system can now be reactivated by the driver or is automatically reactivated.

Based on navigation information or based on vehicle sensors 4th , recognizes the computing unit 2nd that at the fourth position 23 the traffic light is located. Hence the response period t _R before the vehicle approaches the traffic lights to the mean value 31 reduced. This happens when the vehicle 1 yourself in the third position 22 located.

Has the vehicle 1 the traffic light at the fourth position 23 happens, so the response period t _R again to the high value 32 set because there are no indications that the vehicle is operating safely 1 up to the fifth position 24th could not be guaranteed. Based on navigation information and traffic information, the computing unit 2nd recognized that the construction site is in sixth position 25th located. Due to the construction site, the response period is t _R to the low value 30th to put.

Because the response period t _R now from the highest to the lowest value, i.e. from the high value 32 to the low value 30th , must drop, but the reaction period drops too quickly t _R is to be prevented, the response period when the vehicle approaches 1 to the sixth position 25th continuously decreased. Reaches the vehicle 1 an area before the sixth position 25th , the reaction period has t _R the low value 30th reached. This is the case, for example, when the value is high 32 for the response period t _R allows the use of a lying function in the driver's seat. This is for example between the fourth position 23 and the fifth position 24th the case. The response period falls t _R below the mean value 31 from, this function is done by automatically setting the system 3rd limited. This means that the driver's seat is moved to an upright position before the driver's attention is required for the construction site. This is done in the 2nd example shown in the seventh position 26 on which the response period t _R below the mean value 31 falls off.

As from the in 2nd The temporal or local course of the reaction period shown above t _R it's the response period t _R thus allows a direct jump upwards from the low value over time 30th to the high value 32 close. However, the response period is prevented t _R in the reverse way quickly falls off. Rather, such situations are recognized early and a slow decrease in the response period t _R is controlled.

In general, a vehicle is considered 1 created a response period t _R determined, which can also be referred to as time-to-react (TTR). This is in the vehicle 1 and also on brought systems 2nd distributed. The time describes the time required by the driver to react or take over. At the same time, this time also releases activities / settings in the vehicle or not. A response period t _R less than 10s would, for example, refuse a seat-recliner adjustment but would allow typing messages. The response period t _R is constantly updated by the vehicle1, for example depending on an automation situation (level 1-5), and additionally adjusted by parameters such as sensor range or view. In principle, it is possible that the response period t _R also stands at 8s for 30 minutes. A response period t _R of 30min (LEVEL4, for example, duration to an exit) would then also allow lying down. The response period t _R cannot change arbitrarily. For example, a jump from 30 minutes to 1 minute, for example, would be conceivable if the driver can be brought back from his lying position to a driving position during this time. A jump to 10s directly would not be allowed. The vehicle 1 should be able to act independently.

In addition to the above revelation, the revelation of the 1 to 3rd referred.

Reference symbol list

1

vehicle

2nd

Arithmetic unit

3rd

system

4th

Control electronics

5

external interface

6

camera

7

Ultrasonic sensor

20th

first place

21st

second place

22

third place

23

fourth place

24th

fifth place

25th

sixth place

30th

low response time

31

mean response period

32

high response time

100

method

101

first step

102

second step

103

Third step

103a

Test step

103b

Execution step

t _R

Response period

t _G

limit

QUOTES INCLUDE IN THE DESCRIPTION

This list of documents listed by the applicant has been generated automatically and is only included 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.

Patent literature cited

• DE 102009018074 A1 [0003]

Claims (10)

A method (100) for monitoring a driver's attention of a vehicle (1), comprising: - determining (101) a reaction period (t _R ), which describes a time over which a safe driving operation of the vehicle (1) is ensured if one The driver's attention is not directed to driving the vehicle (1), the determination of the reaction period (t _R ) being carried out repeatedly, and - providing a parameter which describes the reaction period (t _R ), the parameter being carried out repeatedly the determination of the reaction period (t _R ) is updated. Procedure according to Claim 1 , further comprising: - adapting (103) a function of a system (3) in response to the determined reaction period (t _R ) falling to a limit value (t _G ) or increasing to the limit value (t _G ). Procedure according to Claim 2 wherein adapting the function includes limiting the function of the system (3) in response to the determined response period (t _R ) dropping to a threshold, the system (3) being such a system that drives the vehicle adversely affected the driver. Procedure according to Claim 3 , • Limiting the function of the system (3) comprises limiting an available selection of certain system settings for a user, or • Limiting the function of the system (3) comprises automatically setting the system (3) to one setting, which is a permitted setting for the system (3) with limited functionality. Method according to one of the preceding claims, wherein the determination (101) of the reaction period (t _R ) is based on a present traffic situation in which the vehicle is located, the present traffic situation being recorded by means of a vehicle sensor system (4). Method according to one of the preceding claims, wherein the determination (101) of the reaction period (t _R ) is based on navigation information, traffic information and / or weather information. Method according to one of the preceding claims, wherein the determination (101) of the reaction period (t _R ) is based on an automation level with which the vehicle is operated. Method according to one of the preceding claims, further comprising: - monitoring (102) an attention of the driver, the adjustment (103) of the function of the system (3) only taking place when the attention of the driver falls below or exceeds a predetermined threshold value, - wherein the monitoring (102) of the driver's attention comprises in particular a direction of gaze detection, the adaptation (103) of the function of the system (3) taking place when the driver's gaze direction over a period which is longer than the reaction period (t _R ) , deviates from a predefined viewing direction. Method according to one of the preceding claims, wherein adapting the function of the system (3) is adapting a system which: Requires the driver to interact with the system (3), • provides the driver with visual or acoustic information, • has a haptic influence on the driver, and / or • Restricts or enables the driver to access control elements that are required for driving the vehicle. Device configured to carry out the method (100) according to one of the Claims 1 to 9 to execute.

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