DE102022101396B3 - Device for monitoring a handover of a driving function to a person and method for monitoring the handover of a driving function of a vehicle to a person - Google Patents

Abstract

The invention relates to a device (50) for monitoring a transfer of a driving function to a person (35). The device (50) contains a mobile part (10) that can be worn on the arm (11) or finger. The handset (10) has sensors (14, 15, 16) for detecting an acceleration and/or a position of a hand (12) assigned to the wrist (11). The device (50) includes a vehicle (30) with a steering wheel (13) for driving the vehicle (30). A control unit (20) of the device (50) has an interface (21). The interface (21) is designed to receive the acceleration and/or position of the hand (12) detected by the sensors. The control unit (20) is also set up to use the data on acceleration and/or position received from the handset (10) to determine when the hand (12) is approaching the steering wheel (13) and to determine a period of time up to which the hand ( 12) contacts the steering wheel (13). Depending on the determined period of time, the vehicle function is maintained, restricted or deactivated.

Description

The invention relates to a device for monitoring a transfer of a driving function to a person. In addition, the invention relates to a method for monitoring the transfer of a driving function of a vehicle to a person.

Many of today's assistance functions in vehicles depend on a driver being able to monitor the driving functions at any time and be able to intervene and take over at any time. This applies in particular to so-called Level 2 vehicles. Many such assistance functions allow the hands to be taken away from the steering wheel for a short time or possibly for a longer period of time without the associated driving function being interrupted. Such assistance functions are also referred to as "hands-free functions". In critical situations, the vehicle usually warns the person and requests that they take over the driving function accordingly. If this request is not complied with, a defined warning cascade is often initiated. If the person does not take over the driving function during this warning cascade, the vehicle can be brought to a standstill. If a safety concept of the vehicle is set very strictly or finely, false warnings and even unnecessary emergency braking of the vehicle can occur.

In this context, the disclosure document describes DE 10 2018 131 761 A1 a method and system for assisting a driver of a motor vehicle. A position of at least one hand of a driver of the vehicle on a steering element is determined. An intended driving maneuver is determined on the basis of the determined hand position. Vehicle information and/or information relating to the surroundings of the vehicle are determined. The intended driving maneuver is evaluated using the determined vehicle information. A control signal is generated by the vehicle based on the evaluation. A vehicle signal is generated or modified. In addition, the intended driving maneuver is influenced as a function of the control signal.

The disclosure document DE 10 2014 214 078 A1 describes a method for interacting with a driver of a vehicle during automated driving. Automated control of the vehicle is provided, as well as a mobile communication device for communication with the driver. A state of the driver is determined by means of the driver assistance system or the mobile communication device and/or a driving situation of the vehicle is determined by the driver assistance system. Depending on the determined state of the driver and / or the determined driving situation, the mobile communication device is controlled in one of the possible operating states.

Furthermore, the U.S. 2016/0 107 654 A1 a system and method for enabling user input.

Furthermore, the WO 2016 / 189 358 A1 a device for detecting a hand of a driver of a vehicle on a steering wheel of the vehicle.

The DE 10 2016 121 032 A1 discloses a system for use in implementing a vehicle function based on a user gesture that includes a hardware-based processing unit and a hardware-based storage device.

If a driver assistance system provides that a driving function no longer has to be performed by the vehicle, but by a human driver, the unpleasant situation can arise that the driver would like to take over the driving function, but the vehicle first deactivates the driving function or even the vehicle unnecessarily brought to a standstill. This can be due, for example, to the fact that the driver does not react quickly enough to a corresponding request from the vehicle, but basically wants to take control. Therefore, one object of the invention can be seen as recognizing the driver's intention to take over and thereby avoiding unnecessary restrictions when driving a vehicle.

This problem is solved with the help of the independent patent claims of this application. Useful and advantageous further embodiments result from the dependent claims, the description and the figures.

A first aspect of this invention relates to an apparatus for monitoring a handover of a driving function to a person. The handover of the driving function can also be regarded as a handing over of the driving function. The person is preferably positioned inside a vehicle. This person is in particular a driver of the vehicle. The driving function can in particular be a comfort driving function such as lane guidance and/or lateral guidance.

The device includes an arm, wrist and/or finger wearable handset. This wearable on the wrist, arm and/or finger Handset can be a bracelet, sensor band, ring and/or smart watch. The smartwatch is preferably worn close to the wrist. The handset is usually placed in the area of a forearm. The ring can be a sensor ring, which has sensors. The handset can be placed on the forearm, on the wrist, or on one or more fingers. Several handsets can be used. For example, a watch can be placed on the wrist and a sensor ring on the finger. The mobile part that can be worn on the arm, wrist and/or finger preferably contains a sensor system for detecting an acceleration and/or a position of a hand assigned to the arm, finger and/or wrist. The sensor system can include one or more sensors. In particular, these sensors can contain an acceleration sensor and/or a position sensor. The ring can also contain any sensors that the handset or smartwatch has. The smartwatch is in particular an electronic wristwatch, which also has the sensors. Since smartphone manufacturers currently also offer such electronic wristwatches, these electronic wristwatches are called smartwatches. In addition to the acceleration, a jerk can also be detected by means of the acceleration sensor. A jerk is in particular a time derivative of the acceleration or a third time derivative of the location.

The device also includes a vehicle with a steering wheel for driving the vehicle. In particular, the steering wheel is used to set a steering angle and thus to guide the vehicle. The steering of the vehicle can be taken over by the vehicle at least temporarily by the driving function within a predetermined framework of partially automated driving. The device also provides a control unit. The device or the control unit can in particular contain an interface. The control unit is preferably provided on the vehicle, but can instead be arranged in the portable handset. The interface is designed to receive the acceleration and/or position of the hand detected by the sensors. The control unit is set up to use the acceleration and/or position data received from the handset to determine when the hand is approaching the steering wheel and to determine the time it takes for the hand to make contact with the steering wheel. The control unit can thus in particular detect a movement of the hand towards the steering wheel and at the same time determine how long it takes for the person's hand to reach or contact the steering wheel. Contact of the hand with the steering wheel can be detected, for example, with the help of appropriate contact sensors in the steering wheel. These can be heat sensors and/or capacitive sensors, for example.

In order to be able to determine when the hand is approaching the steering wheel, the control unit can determine a (first) trajectory of the hand, for example. This trajectory can be used to determine when the hand is approaching the steering wheel. In particular, the control unit is set up to maintain, restrict or deactivate the driving function depending on the determined period of time. For this purpose, a comparison can be made with a predetermined threshold value. If the determined period of time exceeds the predefined threshold value, the control unit is preferably designed to at least restrict or completely deactivate the driving function. For example, lateral steering or lane guidance can be deactivated. Alternatively, other comfort functions such as seat heating or heating or an entertainment system can be switched off. In particular, the control unit can issue a warning signal to the person before the driving function is restricted or deactivated. This warning signal can be designed as a warning cascade with several differently designed warning signals. With the help of the warning signal or the warning cascade, the person can be prompted to take over a driving function such as steering or driving the vehicle. This is provided in particular when partially automated driving of the vehicle has reached its limits and safe operation of the vehicle is only possible with the help of the person as the driver. However, an important idea of the invention does not focus on the warning signal or the previously implemented warning cascade, but on whether the person is willing to take over the driving function after the warning. This willingness to cooperate on the part of the person is determined by the approach of the hand to the steering wheel. The length of time indicates in particular when the vehicle can expect the person to take over the driving function. If the person takes over the driving function, the person becomes a driver of the vehicle again. Before that, the person can be considered as an occupant of the vehicle. The control unit can thus recognize that the driving function is handed over to the person within the determined period of time. As a result, an unnecessary deactivation of the driving function or even an unnecessary emergency braking of the vehicle can be avoided. In particular, the control unit can at least delay a frequently provided emergency braking or deactivation of driving functions until at least the determined period of time has elapsed. Unnecessary emergency braking or deactivation of driving functions can thus be avoided in semi-automated driving. part car As a result, nome driving can be made more attractive.

An advantageous additional or alternative embodiment provides that the portable handset has an acceleration sensor and/or a position sensor for detecting acceleration data and/or position data of the hand. The control unit is preferably set up to determine a first trajectory of the hand on the basis of the acceleration data and/or a change in the position data over time and to determine the time period as a function of the determined first trajectory. In particular, a course of a distance between the hand and the steering wheel can be determined on the basis of the first trajectory. If the distance between the hand and the steering wheel decreases over time, it can be assumed that the hand is approaching the steering wheel. At the same time, based on the decreasing distance, the control unit can determine the length of time until the hand touches the steering wheel. If the trajectory is determined by an internal camera, it is preferably referred to as the “second trajectory”. The terms "first trajectory" or "second trajectory" merely represent a different designation without specifying an order. The first trajectory is preferably determined using the handset's sensors and can also be viewed as a "smartwatch trajectory". In contrast, the second trajectory is preferably obtained using the data from a camera and can be regarded as a "camera trajectory". The term “the trajectory” can include the first trajectory and/or the second trajectory.

Additionally or alternatively, the distance of the hand from the steering wheel can be determined using a signal strength, which the interface receives from the handset. Depending on the signal strength, the control unit can determine the distance between the handset and the steering wheel. Alternatively, the distance can be determined by means of a transit time measurement. For this purpose, the device can have a corresponding TOF camera (time-of-flight camera) or a TOF sensor. Based on the runtime method, the distance or a distance of the hand from the steering wheel can be determined. This is also possible over time, ie at several different points in time.

In particular, the control unit can recognize a periodic movement of the hand based on the first and/or second trajectory. In the case of a periodic movement of the hand, it can be assumed in particular that the hand is not approaching the steering wheel. A periodic hand movement can represent a waving of the hand, for example. When the hand is waved, the hand approaches the steering wheel for a short time, but at the same time moves away from the steering wheel again due to the periodic movement. In this case, an evaluation of the first and/or second trajectory by the control unit would result in the hand briefly approaching the steering wheel, but moving away from the steering wheel again just as quickly. To determine and/or evaluate the first and/or second trajectory, the control unit can convert the sensor data of the handset into a coordinate system based on the vehicle and/or the steering wheel. In this way, the control unit can be set up so that no time period is to be determined in the case of periodic hand movements or to specify a time period which has such a large value that leads to a deactivation or at least a restriction of the vehicle function.

An advantageous additional or alternative embodiment provides that the control unit is designed to compare the determined time period with a predetermined threshold value. Depending on this comparison, the driving function can be restricted, deactivated or maintained. In particular, based on the detected acceleration and/or position of the hand, the control unit can determine the first and/or second trajectory of the hand and classify this trajectory. The classification is used in particular to determine whether and to what extent the hand moves towards the steering wheel. For example, periodic hand movements can be assigned to a separate class. In particular, the predefined threshold value can be values from a few seconds up to one minute. The threshold value can depend in particular on the driving function and/or on the traffic situation. The traffic situation can be recorded using an external camera.

If the ascertained length of time falls below the threshold value, the vehicle function is preferably maintained. In particular, the control unit can individualize the threshold value with regard to the person. This means that the predetermined threshold can be adapted to a person's ability to react. If the control unit recognizes, for example, that the person regularly takes over the vehicle function quickly and reliably when requested to do so, the threshold value can be set a little lower than for another person who needs a little more time to do this. For this purpose, the determined time period can be recorded and assigned to the person. In this way, historical periods of time can be assigned to a person. As a result, an individualization of the predefined threshold value can be made possible. As a result, each individual person can be assigned their own threshold value for certain driving functions. These individually The control unit can take corresponding threshold values into account.

An additional or alternative embodiment provides that the device has a vehicle camera. The vehicle camera is used in particular to create one or more images of the surroundings of the vehicle. In particular, the control unit is designed to recognize a predefined traffic situation based on one or more images of the surroundings of the vehicle. The threshold value can be defined depending on the detected traffic situation. The control unit will tend to set the threshold value lower the more critical the traffic situation is to be assessed. If the control unit uses the vehicle camera to detect the end of a traffic jam, for example, the control unit can provide a very low threshold value in order to encourage the person to quickly take over the driving function. Alternatively, the driving function can even be terminated directly and braking initiated. Particularly in the case of traffic situations that are to be classified as critical (for example the end of a traffic jam), the control unit can provide for emergency measures such as an emergency stop or emergency braking to be initiated if the driving function is not transferred successfully. In this case, the vehicle would be braked in good time before the end of the traffic jam, so that the person would have more time to take over the driving function. If necessary, the vehicle can even be brought to a standstill if the traffic situation requires this. For example, the control unit can provide for the vehicle to be braked to a speed of approximately 50 km/h at the end of a traffic jam. In this case, there may be enough time for the person to reliably take over the driving function. Depending on the traffic situation, the vehicle can also be braked to a lower speed. In this way, the device for monitoring the transfer of the driving function to the person can be better adapted to a traffic situation.

An advantageous additional or alternative embodiment provides that the control unit is designed to maintain the driving function if the vehicle speed is below a minimum value. Additionally or alternatively, the control unit can deactivate the driving function if the speed of the vehicle is above a limit value. The device can have a speed sensor, a speed sensor and/or a sensor suitable for this purpose in order to determine the speed of the vehicle.

The recorded speed can be transmitted and/or made available to the control unit. The control unit can be set up to adapt the driving function depending on the detected speed of the vehicle. If the vehicle speed is below a minimum value, it can often be assumed that the traffic situation is not critical. The minimum value can be a walking speed, for example. This is a speed that is often used in a parking operation. In a parking process, in particular in a parking process that runs autonomously, it can happen that the person does not have their hands on the steering wheel. This applies in particular when there are no objects in the vicinity of the vehicle which could collide with the vehicle.

Additionally or alternatively, the device can have an ultrasonic sensor, which is designed to detect objects in the area surrounding the vehicle. If objects are detected in the vicinity of the vehicle, the control unit can determine whether there is a risk of collision with the vehicle in relation to these objects. For this purpose, the control unit can evaluate a movement of the vehicle and determine a collision probability. Depending on the collision probability, the control unit can set the predetermined threshold value. The threshold value tends to be lower the higher the collision probability is classified. The control unit is preferably set up to deactivate the driving function if the speed exceeds a limit value. The limit value can be a speed of 200 km/h, for example. At such a high speed, any delay can be detrimental. In this case, the control unit is designed to take direct and immediate measures that increase the traffic safety of the vehicle. Such a traffic situation can be, for example, a vehicle swerving out, which gets into a lane of the vehicle. In this situation, it may be necessary not to lose any time and immediately and immediately bring about a corresponding reduction in the speed of the vehicle. Requesting the person to take control of the vehicle in this case could take too long. This means that at speeds above the limit value, the determined time period can be set to zero by the control unit. In particular, this leads to the fact that the vehicle function is at least restricted and corresponding downstream safety measures can be initiated immediately. It can thus be ensured that the device for monitoring the transfer of the vehicle function in the case of extremely critical traffic situations, no unnecessary time is wasted.

An additional or alternative embodiment provides that the steering wheel contains at least one contact sensor for detecting contact with the hand. The contact sensor can be a heat sensor, which can determine contact between the hand and the steering wheel based on the warmth of the hand. Likewise, the contact sensor can be a capacitive sensor that detects a hand touching the steering wheel. The handset is set up in particular to detect a jerk and the control unit is set up to predict a steering angle based on the detected jerk when the hand is in contact with the steering wheel or without the hand being in contact with the steering wheel. The control unit can thus predict a steering angle based on a jerk that is detected by the handset. This can happen both when the hand has made contact with the steering wheel and in advance, when the hand has not yet made contact with the steering wheel.

The predicted steering angle can be provided in particular for other vehicle systems. Another vehicle system can be, for example, a collision avoidance system or an accident preconditioning system. In the case of accident preconditioning, the vehicle is prepared for an accident that can no longer be avoided. In this case, windows can be closed, specified electrical devices can be disconnected from a power supply and certain airbags can be activated in advance. As a result, a risk of injury can be minimized or the person's chances of survival can be increased. As a result, the further vehicle system can be made aware of a critical traffic situation in good time.

An advantageous additional or alternative embodiment provides that the control unit is designed to determine a first trajectory of the hand as a function of the data recorded by the sensors and to recognize or determine a grip on the steering wheel based on the determined first trajectory. A future steering angle is preferably predicted based on the gripping around, or a predicted steering angle can be checked for plausibility. A change of grip can be characterized in particular by the fact that the hand has already had contact with the steering wheel and detaches itself from the steering wheel, but is arranged in a predetermined spatial area around the steering wheel or is moving in this spatial area. In particular, a change of grip involves releasing the steering wheel from one point on the steering wheel and moving the hand to another part of the steering wheel, where the hand again comes into contact with the steering wheel.

The classification of trajectories can thus have at least three classes of trajectories. A first class can represent a hand approaching the steering wheel, a second class can identify periodic hand movements that do not result in the vehicle function being taken over, a third class can represent a hand reaching around. If you change your grip, it can usually be assumed that the steering angle will change. Depending on the trajectory of the gripping, a conclusion can be drawn as to the extent of the change in the steering angle. In particular, predictions about the steering angle can also be checked for plausibility. In particular, the predefined threshold value can be defined as a function of a change in the future steering angle. As a result, the transfer of the driving function to the person can be made even more reliable and safer.

An additional or alternative embodiment provides that the portable handset includes a vibration sensor for measuring shocks. In particular, the control unit is set up to additionally determine the period of time as a function of the measured vibrations. The vibrations can arise, for example, in certain predefined traffic situations. If the vehicle drives, for example, over a surface that is very bumpy, certain vibrations can penetrate into a passenger compartment of the vehicle, despite the shock absorber. Vibrations can be predicted and/or checked for plausibility by means of images of a surface on which the vehicle is driving. If the ground is bumpy, the person may need a little more time to take over the vehicle function. This can be taken into account by the control unit being set up to increase the duration in the event of vibrations. Depending on the strength of the vibrations, the time determined and/or the specified threshold value can be increased. In addition, vibrations within the passenger compartment can be detected with the help of the vibration sensor. The vibrations recorded in this way can be transmitted as measured values to other driver assistance systems or to other dynamic chassis. For example, an additional measure of comfort can be determined in this way.

The vibrations measured on the handset can be converted to a more accurate measure of comfort since these vibrations are measured directly on the person in the passenger compartment. Alternatively, a vibration sensor can be arranged on a transport item and vibrate ments can be recorded directly on this transported goods. As a result, driving movements within the motor vehicle can be mapped in a precise location, taking into account possible lever arms.

An additional or alternative embodiment provides that the vehicle has an interior camera. With the help of the inner camera, the hand can be optically recorded. In addition, the control unit can be set up to determine a second trajectory of the hand based on the internal camera and to match, compare and/or check the plausibility of the second trajectory with the data recorded by the sensors of the handset. Thus, this embodiment can provide for detecting the movement of the hand both with the help of the handset and with the help of the internal camera. A trajectory can be determined both by means of the sensors of the handset and by means of the internal camera. The first trajectory is preferably determined by the sensors of the handset, while the second trajectory is preferably determined by the internal camera. These two trajectories can be reconciled with each other. In particular, the data from the handset sensors can be merged with the data from the indoor camera to form a common data set. In this way, any gaps in the sensor data can be compensated for or filled. As a result, an approach of the hand to the steering wheel can be detected more reliably.

An additional or alternative embodiment provides a device in which the handset is designed as a ring with an acceleration sensor, position sensor and/or jerk sensor. The ring can be referred to as a sensor ring. The ring with sensors can be a so-called smart ring. The sensor ring can also have the same sensors as the handset or the smartwatch. The sensor ring can be arranged in particular on a finger of the hand. In an application of the invention or method, the ring is preferably placed on a finger of the hand. In particular, a separate sensor ring can be provided for each hand. The ring that can be positioned on the finger can be used to determine when the hand is approaching the steering wheel. The control unit can thus be designed to use the ring that can be positioned on the finger to determine when the hand is approaching the steering wheel and to determine the length of time until when the hand makes contact with the steering wheel. The features, examples and advantages mentioned with regard to the other embodiments apply mutatis mutandis and analogously to all embodiments relating to the sensor ring. The control unit can in particular be able to use the position data of the ring to infer a position of the hand. With the help of the data from the sensor ring, the respective positions of the hand can be derived.

A second aspect of the invention relates to a method for monitoring a handover or handing over of a driving function of a vehicle to a person. In particular, the method can include the following method steps. First, a request to take over a vehicle function can be issued. This request can be in the form of a warning signal or in the form of a warning cascade. For example, a warning cascade can be provided which has a time extension of about 10 seconds. In a further step, an acceleration and/or a position of a hand can be detected by means of a handset that can be worn on the wrist, arm and/or finger. The detected acceleration and/or the detected position of the hand can be transmitted to a control unit. For this purpose, the device or the control unit can have a corresponding interface. With the help of the transmitted data, the control unit can determine when the hand is approaching a steering wheel of the vehicle. The control unit is preferably set up to check whether the hand is approaching the steering wheel of the vehicle. In this way, it can be determined if the hand is approaching the steering wheel. Furthermore, the control unit can calculate or determine a period of time until when the hand contacts the steering wheel. For this purpose, the control unit can access the acceleration and/or position of the hand detected by the handset and evaluate it accordingly. The length of time until which the hand contacts the steering wheel can thus be determined. For this purpose, the control unit can evaluate the acceleration and/or position of the hand detected by the handset. Depending on the determined period of time, the driving function can be maintained, restricted or deactivated. The statements, examples and advantages of the device mentioned above apply mutatis mutandis and analogously to the method and vice versa.

The features, embodiments and advantages presented in connection with the device for monitoring the transfer of the driving function to the person according to the first aspect of the invention apply correspondingly to the method according to the second aspect of the invention and vice versa.

The invention also includes the control unit for the vehicle or the portable handset. The control unit has a processor device that is set up to carry out an embodiment of the method according to the invention. For this purpose, the processor device can have at least one microprocessor and/or at least one microcontroller and/or at least one FPGA (Field Programmable Gate Array) and/or at least one DSP (Digital Signal Processor). Furthermore, the processor device can have program code which is set up to carry out the embodiment of the method according to the invention when executed by the processor device. The program code can be stored in a data memory of the processor device. The apparatus may include a computer program that includes instructions that cause each embodiment of the method to be carried out. The computer program can be stored on a computer-readable medium. In particular, the computer program can be implemented by the control unit. For this purpose, the control unit can access the computer-readable medium on which the computer program is stored.

The vehicle according to the invention is preferably designed as a motor vehicle, motor vehicle, in particular as a passenger car or truck, or as a passenger bus or motorcycle.

The invention also includes the combinations of the described embodiments.

The invention also includes developments of the method according to the invention, which have features as have already been described in connection with the developments of the motor vehicle according to the invention. For this reason, the corresponding developments of the method according to the invention are not described again here.

The invention will now be explained in more detail using exemplary drawings. It should be noted that the drawings merely represent exemplary ways in which the invention can be implemented. In no event shall the drawings be construed as limitations.

• 1 eine schematische Darstellung eines Fahrzeugs mit einer Person als Fahrer;
• 2 eine schematische Darstellung einer am Lenkrad angeordneten Hand;
• 3 eine schematische Darstellung einer Hand, die nicht am Lenkrad angeordnet ist.

It shows:

• 1 a schematic representation of a vehicle with a person as a driver;
• 2 a schematic representation of a hand arranged on the steering wheel;
• 3 a schematic representation of a hand that is not arranged on the steering wheel.

The exemplary embodiments explained below are preferred embodiments of the invention. In the exemplary embodiments, the described components of the embodiments each represent individual features of the invention to be considered independently of one another, which also develop the invention independently of one another and are therefore also to be regarded as part of the invention individually or in a combination other than the one shown. Furthermore, the described embodiments can also be supplemented by further features of the invention that have already been described.

Elements with the same function are each provided with the same reference symbols in the figures.

In 1 a vehicle 30 with a person 35 is shown as a sketch. The person 35 is to be understood in particular as a driver. In certain driving functions of the vehicle 30 the hands 12 of the person 35 can be removed from a steering wheel 13 . The steering wheel 13 is in the 2 and 3 clearly visible. The vehicle 30 can have an exterior camera 31 . A control unit 20 of the vehicle 30 can use the external camera 31 to identify and assess a given traffic situation. The same can apply to a surface on which the vehicle 30 is driving. In dangerous or uncontrollable traffic situations, the vehicle 30 can warn the person 35 in particular and ask him to take over the steering wheel 13 . This can be done with the help of a warning message, a warning signal or a defined warning cascade.

In 2 a handset 10 is shown. The handset 10 is arranged on an arm 11 or wrist 11 and associated with a hand 12 . The handset 10 can be designed as a ring and worn on a finger. One ring can preferably be provided as handset 10 for each hand 12 . The handset 10 can be designed as a ring with sensors (sensor ring), bracelet, sensor band or smartwatch. The handset 10 is preferably a smartwatch, ie a type of smartphone around the wrist 11. The handset 10 can contain an acceleration sensor 14, a position sensor 15 and/or a vibration sensor 16. These sensors can record corresponding information and transmit it to the control unit 20 . The control unit 20 can have a corresponding interface 21 for this purpose. The interface 21 is indicated in the area of a dashboard. The interface 21 is set up in particular to receive sensor information from the handset 10 and forward it to the control unit.

In the event of a takeover request from the control unit 20, the handset 10 can use the sensors mentioned to detect whether the hand 12 of the person 35 is moving in the direction of the steering wheel. In particular, the control unit 20 can determine a first trajectory with the aid of the information recorded by the handset and, depending on this first trajectory, determine whether and when the hand 12 makes contact with the steering wheel 13 . Depending on this information acquired by the handset 10, the control unit 20 can calculate a period of time until when the hand 12 reaches the steering wheel 13 and contacts it. For this purpose, the control unit 20 can compare the determined time period with a predetermined threshold value. If the driver 35 does not react or deliberately does not touch the steering wheel 13, it can be provided that a warning cascade is shortened, since the driver 35 misuses the associated driving function or can even pose a safety risk. In this case, the control unit 20 can provide for initiating predetermined safety measures such as emergency braking.

If, after a request from vehicle 30, a corresponding reaction from person 35 is predictively recognizable, the driving function or control unit 20 can assume that driver 35 will soon take over the driving function within a predetermined period of time. In this case it can be assumed that a potentially critical situation will be solved by the person 35 himself. Based on the predicted reaction of the driver 35, the control unit can determine how long the movement of the hand 12 towards the steering wheel 13 lasts. For this purpose, the control unit 20 can receive the corresponding sensor data of the handset 10 . The handset 10 can use the acceleration sensor 14, the position sensor 15 and/or the vibration sensor 16 to receive sensor data and evaluate this sensor data accordingly. The evaluation can include determining the first trajectory, which indicates, among other things, how far the hand 12 is from the steering wheel 13 . In particular, a time profile of a distance d of the hand 12 from the steering wheel 13 can be determined.

In 3 the hand 12 is shown as an example, which has a distance d from the steering wheel 13 . In this situation, the handset 10 is further away from the steering wheel 13 than in 2 shown. In 3 the interface 21 is also shown. The interface 21 is designed to receive the acceleration and/or position of the hand 12 detected by the sensors 14 , 15 , 16 of the handset 10 . This information may be relayed to the controller 20 to analyze and/or monitor the handover of the driving function. The control unit 20 can thus determine the distance d of the hand 12 from the steering wheel 13 . For this purpose, the control unit can use the transmitted data to calculate and evaluate a trajectory. Alternatively, the control unit 20 can determine the distance d based on a signal strength of the handset 10 .

In the example of 3 the control unit 20 can assume that the hand 12 is not arranged on the steering wheel. Additionally or alternatively, the steering wheel 13 may include contact sensors 24 . With the help of these contact sensors 24, the control unit 20 can determine whether and how many hands 12 are arranged on the steering wheel 13. The control unit 20 can determine the movement or first trajectory of the hand 12 based on the sensors of the handset 10 . The steering angle can also be predicted using this sensor data. For this purpose, the control unit 20 can also take into account a jerk. The jerk can be determined by the acceleration sensor 14 . A gradient in the detected acceleration can lead to a jerk value.

In many cases, a steering angle of the steering wheel 13 is used to predict a lateral acceleration in the curve controller of a cruise control function. Such a predicted steering angle can be checked for plausibility with the help of the handset 10 . For this purpose, the sensor data of the handset 10 can be compared or adjusted with the predicted steering angle of the curve controller. In particular, the control unit 20 can use the external camera 31 to recognize predefined traffic situations and different ground conditions. The control unit 20 can set predefined threshold values as a function of the traffic situations identified.

The control unit 20 can provide different control signals depending on whether the determined time period up to which the hand 12 reaches the steering wheel 13 exceeds or falls below the threshold value. If the determined time exceeds the threshold value, the driving function can be restricted or deactivated. If necessary, it can even be provided that the vehicle 30 is braked or brought to a standstill. If, on the other hand, the determined period of time falls below the specified threshold value, the driving function can be maintained in many cases.

Likewise, the control unit 20 can use the sensor data of the handset 10 to detect a grip on the steering wheel 13 . A corresponding first trajectory can be determined for this purpose. The first trajectory is preferably determined by the sensors of mobile part 10 . A further second trajectory can be determined using the internal camera 22 . In principle, the first and second trajectories describe a movement of the hand 12 in space. When the trajectory is mentioned, the first trajectory is often meant. However, the statements made about the first trajectory can be transferred analogously to the second trajectory. If only the trajectory is mentioned, both the first and the second trajectory can be addressed.

The trajectory in a gripping process is characterized in particular by the fact that the Hand 12 releases the steering wheel 13 after contact and remains within a predetermined spatial area around the steering wheel 13. A gripping process is completed in particular by the hand 12 reaching and contacting the steering wheel 13 again after the steering wheel 13 has been released. If the person 35 is asked to take over responsibility for the driving function and if no expected, i.e. correct, reaction of the driver can be predicted, the driving function is usually terminated in order to continue operating the vehicle 30 as safely and risk-minimisingly as possible. A correspondingly provided warning cascade can be canceled or significantly shortened in order to be able to carry out the situation safely and with little risk. A typical warning cascade for accepting the request to the person 35 can last a few seconds. If no corresponding reaction of the driver 35 is predicted, that is to say no movement of the hand 12 towards the steering wheel 13 is detected, this warning time of several seconds can be significantly reduced. Valuable time can thus be gained to bring the vehicle 30 into a safe state, such as a standstill. The standstill can be carried out, for example, with the aid of emergency braking, which leads to an emergency stop of the vehicle 30 .

The handset 10 can also have the vibration sensor 16 . Vibrations in the vehicle 30 or on the person 35 can thus be measured. Accordingly, detected vibrations in the vehicle interior of vehicle 30 can be transmitted to other driver assistance systems or dynamic chassis. Vibrations determined in this way can also be made available as a measure of comfort for other assistance systems. It is also possible to arrange the vibration sensor 16 on an item to be transported and thus enable or monitor careful transport. In this way, driving movements within the vehicle 30 can be taken into account at a precise location, including possible lever arms.

The vehicle 30 may be an automobile, amphibious vehicle, land vehicle, or aircraft. The contact sensors 24 can be designed as thermal sensors or capacitive sensors. The handset 10 can be embodied as a smartwatch. The handset 10 can be attached to the wrist 11 of the person 35 in particular. The handset 10 can also be referred to as “wearable”. A "wearable" can be considered as a wearable item.

In 3 it can be seen that the hand 12 opposite the steering wheel 13 is at a distance d from the steering wheel. Assuming that the hand 12 moves in the direction of the steering wheel 13, the control unit 20 can determine how long this movement lasts or until when the hand 12 reaches the steering wheel 13 and touches it. This determined period of time can be compared with a correspondingly determined threshold value. This threshold value can depend on a traffic situation detected by the external camera 31 . Likewise, the hand movement can also be recorded with the aid of the internal camera 22 . A further, second trajectory of the hand 12 can be determined with the aid of the inner camera 22 . A trajectory, the first trajectory, can likewise be determined with the aid of the sensor data of the mobile part 10 . These two trajectories can be made to agree with each other. The control unit 20 can thus merge the sensor data from the handset 10 and the data from the internal camera 22 into a common data set and can determine an improved trajectory of the hand 12 .

With the help of this invention, a transition of the driving function from the vehicle 30 to a driver 35 can be better monitored and controlled. In this way, unnecessary warning messages or unnecessary security measures can be avoided. In particular, a willingness to cooperate on the part of the driver 35 can be determined with the aid of this invention. If there is a corresponding willingness to cooperate, it is usually not necessary to bring a vehicle to a standstill prematurely. In this way, driving comfort can be increased when the vehicle 30 is driven in a partially automated manner. This applies in particular to Level 2 powered vehicles 30.

Reference List

10

handset

11

arm, wrist

12

hand

13

steering wheel

14

accelerometer

15

position sensor

16

vibration sensor

20

control unit

21

interface

22

indoor camera

24

contact sensor(s)

30

vehicle

31

outdoor camera

35

person, driver, driver

50

contraption

Claims (11)

Device (50) for monitoring a transfer of a driving function to a person (35), comprising: - A handset (10) which can be worn on the arm (11), wrist (11) and/or a finger and which has a sensor system (14, 15, 16) for detecting an acceleration and/or position of a finger on the arm (11). and/or wrist (11) associated hand (12), - A vehicle (30) with a steering wheel (13) and an interface (21), wherein the interface (21) is designed by the sensors (14, 15, 16) detected acceleration and / or position of the hand (12). receive, - a control unit (20), which is set up - Based on the data received from the handset (10) on acceleration and/or position, determine when the hand (12) is approaching the steering wheel (13) and determine a period of time until when the hand (12) contacts the steering wheel (13). , and - to maintain, restrict or deactivate the vehicle function depending on the determined period of time. Device (50) after claim 1 , wherein the portable handset (10) has an acceleration sensor (14) and/or a position sensor (15) for detecting acceleration data and/or position data of the hand (12), and the control unit (20) is designed based on the acceleration data and / or a change in the position data over time to determine a first trajectory of the hand (12) and to determine the time period as a function of the determined first trajectory. Device (50) according to one of the preceding claims, wherein the control unit (20) is designed to compare the determined time period with a predetermined threshold value and to restrict, deactivate or maintain the driving function based on this comparison. Device (50) after claim 3 with a vehicle camera (31), the control unit (20) being designed to recognize a predefined traffic situation using images of an area surrounding the vehicle (30) and to define the threshold value as a function of the identified traffic situation. Device (50) according to one of the preceding claims, wherein the control unit (20) is designed to maintain the driving function if the speed of the vehicle (30) is below a minimum value and/or to maintain the driving function if the speed of the vehicle (30) is above a limit value to deactivate the driving function. Device (50) according to one of the preceding claims, wherein the steering wheel (13) includes at least one contact sensor (24) for detecting contact with the hand (12), the handset is set up to detect a jerk and the control unit (20) set up is to predict a steering angle based on the jolt detected when the hand (12) comes into contact with the steering wheel (13) or without the contact, and in particular to provide the predicted steering angle for other vehicle systems. Device (50) according to one of claims 2 until 6 , wherein the control unit (20) is designed to determine the first trajectory of the hand (12) as a function of the data recorded by the sensors (14, 15, 16) and, based on the determined first trajectory, to grip the steering wheel (13) to recognize or to determine, a future steering angle being predicted or a predicted steering angle being checked for plausibility, preferably on the basis of the gripping around. Device (50) according to one of the preceding claims, wherein the portable handset (10) includes a vibration sensor (16) for measuring tremors and the control unit (20) is set up to additionally determine the duration as a function of the measured tremors. Device (50) according to any one of the preceding claims, wherein the vehicle (30) has an interior camera (22) to optically detect the hand (12), and the control unit (20) is set up based on the interior camera (22) a to determine the second trajectory of the hand (12) and to compare, compare and/or check the plausibility of the second trajectory with the data recorded by the sensors (14, 15, 16) of the handset (10). Device (50) according to one of the preceding claims, wherein the mobile part (10) is designed as a ring with an acceleration sensor, position sensor and/or jerk sensor, and in particular the control unit (20) is designed to prevent the hand from approaching by means of the ring that can be positioned on the finger (12) to determine the steering wheel (13) and to determine a period of time until when the hand (12) contacts the steering wheel (13). Method for monitoring a transfer of a driving function of a vehicle (30) to a person (35) by carrying out the following method steps: - detecting an acceleration and/or a Position of a hand (12) by means of a handset (10) that can be worn on the arm (11), wrist (11) and/or finger, - transmission of the detected acceleration and/or position of the hand (12) to a control unit (20), - Checking whether the hand (12) is detected approaching a steering wheel (13) of the vehicle (30), - determining a period of time until when the hand (12) contacts the steering wheel (13) based on the detected acceleration and / or position of the hand (12), - maintaining, restricting or deactivating the vehicle function depending on the determined period of time.

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