DE112014001436T5 - Coordinated vehicle response system and method for driver behavior - Google Patents

Abstract

Methods for evaluating driver behavior, including monitoring vehicle systems and driver monitoring systems, to detect a driver's slow reaction time, carelessness and / or attention. For example, if it is determined that a driver is drowsy, the response system may modify the operation of one or more vehicle systems. The reaction system may simultaneously modify the control of two or more systems in response to driver behavior.

Description

BACKGROUND

The present embodiment relates to motor vehicles, and more particularly to a system and method for responding to driver behavior.

Motor vehicles are operated by drivers under different conditions. Lack of sleep, monotonous stretches, the use of objects or health conditions can increase the likelihood that a driver becomes drowsy or inattentive while driving. Sleepy or inattentive drivers may have delayed reaction times.

SUMMARY

In one aspect, a method for controlling vehicle systems in a motor vehicle includes receiving information from a first vehicle system, determining the degree of drowsiness, and detecting a hazard. The method also includes changing the control of the first vehicle system using at least the drowsiness level, selecting a second vehicle system different from the first vehicle system, and changing the control of the second vehicle system using at least the drowsiness level.

In a further aspect, a method of controlling vehicle systems in a motor vehicle includes operating a first vehicle system, wherein operation of the first vehicle system includes determining a drowsiness level of the vehicle driver, changing control of the first vehicle system, and outputting the hazard information to a second vehicle system , The method further includes operating a second vehicle system, wherein operation of the second vehicle system includes determining the degree of drowsiness, receiving danger information, verifying the hazard, and changing the control of the second vehicle system.

In another aspect, a motor vehicle includes a first vehicle system and a second vehicle system in communication with the first vehicle system. The first vehicle system can detect at least one hazard and is configured to determine the degree of drowsiness for the driver. The second vehicle system may detect at least one hazard and is configured to determine the degree of drowsiness for the driver. The operation of the first vehicle system may be changed depending on the level of drowsiness, and the operation of the second vehicle system may also be changed according to degree of drowsiness. The second vehicle system is configured to check for at least one hazard when the first vehicle system has detected at least one hazard.

Other systems, methods, features, and advantages will be or become apparent to those skilled in the art upon consideration of the following figures and detailed description. It is intended that all such additional systems, methods, features, and advantages be included within this description and summary, fall within the scope of the embodiments, and be protected by the following claims.

BRIEF DESCRIPTION OF THE DRAWINGS

The embodiments may be better understood with reference to the following drawings and detailed description. The parts in the figures are not necessarily to scale. The emphasis is rather on the presentation of the basics of the embodiments. Furthermore, in the figures, like reference numerals designate corresponding parts in different views.

1 is a schematic view of an embodiment of various parts and systems for a motor vehicle;

2 is a schematic view of an embodiment of various vehicle systems;

3 Fig. 12 is a schematic view of one embodiment of various autonomous monitoring systems;

4 is an embodiment of a method for controlling a vehicle system according to the driver behavior;

5 is a table illustrating the effect of a reaction system on different vehicle systems;

6 is one embodiment of a method for determining a degree of drowsiness and for operating one or more vehicle systems;

7 is an embodiment of a method for operating a vehicle system having a control parameter;

8th is an embodiment of a relationship between a body-state index (body state index) and a control coefficient;

9 is an embodiment of a calculation unit for determining a control parameter;

10 is one embodiment of a relationship between the body state index and a vehicle system status;

11 FIG. 10 is a schematic view of one embodiment of a method for monitoring eye movement of a driver that may determine whether the driver is drowsy; FIG.

12 FIG. 10 is one embodiment of a method for monitoring eye movement of a driver to determine if the driver is sleepy; FIG.

13 FIG. 10 is a schematic view of an embodiment of a method for monitoring head movement of a driver to determine if the driver is drowsy; FIG.

14 FIG. 10 is one embodiment of a method for monitoring head movement of a driver to determine if the driver is sleepy; FIG.

15 Figure 3 is a schematic view of an embodiment of a method for monitoring the distance between the driver's head and a headrest to determine if the driver is drowsy;

16 FIG. 10 is one embodiment of a method of monitoring the distance between the driver's head and a headrest to determine if the driver is drowsy;

17 FIG. 10 is a schematic view of one embodiment of a method for monitoring control information to determine if the driver is sleepy; FIG.

18 is one embodiment of a method for monitoring control information to determine if the driver is drowsy;

19 FIG. 10 is a schematic view of one embodiment of a method for monitoring lane departure information to determine if the driver is sleepy; FIG.

20 FIG. 10 is one embodiment of a method for monitoring lane departure information to determine if the driver is sleepy; FIG.

21 FIG. 10 is a schematic view of one embodiment of a method for monitoring information about the autonomic nervous system to determine if the driver is sleepy; FIG.

22 is one embodiment of a method for monitoring information about the autonomic nervous system to determine if the driver is drowsy;

23 FIG. 10 is a schematic view of an embodiment of a method of changing the operation of a power steering when a driver is drowsy; FIG.

24 FIG. 10 is a schematic view of an embodiment of a method of changing the operation of a power steering when a driver is drowsy; FIG.

25 FIG. 10 is an embodiment of a method of controlling power steering when a driver is drowsy; FIG.

26 FIG. 10 is one embodiment of a comprehensive method of controlling steering assistance in response to driver behavior; FIG.

27 FIG. 12 is a schematic view of an embodiment of a method of changing the operation of an air conditioner when a driver is drowsy; FIG.

28 FIG. 12 is a schematic view of an embodiment of a method of changing the operation of an air conditioner when a driver is drowsy; FIG.

29 FIG. 10 is an embodiment of a method of controlling an air conditioner when a driver is drowsy; FIG.

30 Fig. 10 is a schematic view of one embodiment of various devices that may be used to wake a drowsy driver;

31 FIG. 10 is a schematic view of one embodiment of a method for awakening a drowsy driver using tactile, visual, and audio devices; FIG.

32 is an embodiment of a method for awakening a drowsy driver using tactile, visual, and audio devices;

33 Fig. 10 is a schematic view of an electronic pretensioner system for a motor vehicle;

34 FIG. 12 is a schematic view of a method of waking a driver using the electronic pretensioner system. FIG 31 ;

35 FIG. 10 is an embodiment of a method of controlling an electronic pretensioner system according to driver behavior; FIG.

36 FIG. 12 is a schematic view of one embodiment of a method of operating an antilock brake system when a driver is fully awake; FIG.

37 is a schematic view of an embodiment of a method for changing the operation of the anti-lock braking system 34 when the driver is sleepy;

38 is an embodiment of a method for changing the operation of an anti-lock brake system according to the driver's behavior;

39 is an embodiment of a method for changing the operation of a brake system according to the driver behavior;

40 is an embodiment of a method for changing the operation of a brake assist system according to the driver behavior;

41 is an embodiment of a method for controlling the brake assist according to the driver behavior;

42 is an embodiment of a method for determining an activation coefficient for the brake assist;

43 is a schematic view of an embodiment of a motor vehicle, which is operated with an electronic stability control system;

44 FIG. 12 is a schematic view of one embodiment of a method for changing the operation of the electronic control assistance system. FIG 41 when the driver is sleepy;

45 is an embodiment of a method for changing the operation of an electronic stability control system according to the driver behavior;

46 FIG. 10 is one embodiment of a method for controlling an electronic stability control system in response to driver behavior; FIG.

47 FIG. 10 is an embodiment of a method for setting an activity threshold for an electronic stability control system; FIG.

48 is a schematic view of an embodiment of a motor vehicle, which is equipped with a collision warning system;

49 is an embodiment of a method for changing the control of a collision warning system according to the driver's behavior;

50 is an embodiment of a comprehensive method for changing the control of a collision warning system according to the driver's behavior;

51 Fig. 12 is a schematic view of an embodiment of a motor vehicle equipped with an automatic speed control system;

52 FIG. 12 is a schematic view of one embodiment of a method of changing the control of the automatic cruise control system. FIG 51 according to the driver's behavior;

53 Fig. 10 is an embodiment of a method of changing the control of an automatic cruise control system according to the driver's behavior;

54 FIG. 10 is an embodiment of a method for changing the operation of an automatic cruise control system in response to driver behavior; FIG.

55 is an embodiment of a method for changing a traveling speed of a vehicle according to the driver's behavior;

56 Fig. 10 is an embodiment of a method of controlling a speed control related function to maintain a low speed;

57 Fig. 12 is a schematic view of an embodiment of a motor vehicle operated with a lane departure warning system;

58 FIG. 12 is a schematic view of an embodiment of a method of changing the control of the lane keeping warning system. FIG 57 when the driver is sleepy;

59 FIG. 10 is an embodiment of a method of changing the control of a lane keeping warning system according to the driver's behavior; FIG.

60 FIG. 10 is an embodiment of a method for changing the operation of a lane departure warning system in response to driver behavior; FIG.

61 is an embodiment of a method for setting a road crossing threshold;

62 FIG. 10 is an embodiment of a method for changing the operation of a lane keeping assistance system in response to driver behavior; FIG.

63 is a schematic view of an embodiment in which a blind spot warning system is active;

64 FIG. 13 is a schematic view of an embodiment in which a blind spot warning system is active and a dead angle monitoring area is increased in response to driver behavior; FIG.

65 is an embodiment of a method for changing the control of a blind spot warning system;

66 FIG. 10 is one embodiment of a method for controlling a blind spot warning system in response to driver behavior; FIG.

67 is one embodiment of a method for determining a threshold for a blind spot warning system;

68 is an embodiment of a table for selecting an alert type according to the body-state index;

69 FIG. 12 is a schematic view of an embodiment of a collision mitigation brake system in which no warning is provided when the driver is alert; FIG.

70 FIG. 12 is a schematic view of one embodiment of a collision mitigation braking system in which a warning is provided when the driver is drowsy; FIG.

71 FIG. 12 is a schematic view of one embodiment of a collision mitigation braking system that does not include an automatic seatbelt pretensioner when the driver is alert; FIG.

72 FIG. 12 is a schematic view of an embodiment of a collision mitigation braking system in which an automatic seat belt pretensioner is provided when the driver is drowsy; FIG.

73 FIG. 10 is one embodiment of a method for controlling a collision mitigation braking system in response to driver behavior; FIG.

74 is an embodiment of a method for timing collision thresholds;

75 is an embodiment of a method for operating a collision mitigation braking system in a first warning stage;

76 is an embodiment of a method for operating a collision mitigation braking system in a second warning stage;

77 is an embodiment of a method for operating a navigation system according to the driver monitoring;

78 Fig. 12 is a schematic view of an embodiment of a reaction system including a central controller;

79 is an embodiment of a method for changing the operation of one or more vehicle systems;

80 FIG. 10 is one embodiment of a method for controlling selected vehicle systems in response to driver behavior; FIG.

81 is an embodiment of a method for determining a risk level associated with a potential hazard;

82 FIG. 12 is a schematic view of one embodiment of a first vehicle system and a second vehicle system communicating over a network; FIG.

83 is an embodiment of a method for changing the control of two vehicle systems;

84 FIG. 12 is a schematic view of an embodiment of a motor vehicle configured with a blind spot warning system; FIG.

85 FIG. 12 is a schematic view of an embodiment of a motor vehicle configured with a blind spot warning system in which the vehicle changes lanes; FIG.

86 FIG. 12 is a schematic view of an embodiment of a motor vehicle configured with a blind spot warning system in which the size of the blind spot warning area is increased when the driver becomes drowsy; FIG.

87 FIG. 12 is a schematic view of an embodiment of a motor vehicle configured with a blind spot warning system and an electronic power steering system that cooperates with the blind spot warning system; FIG.

88 is an embodiment of a method for controlling a blind spot warning system in cooperation with an electronic power steering system;

89 FIG. 12 is a schematic view of an embodiment of a motor vehicle configured with a cross-traffic warning blind spot warning system and a brake control system cooperating with the blind spot warning system; FIG. and

90 is one embodiment of a method for controlling a blind spot warning system in cooperation with a brake control system.

DETAILED DESCRIPTION

The following detailed description is provided by way of example, and those skilled in the art will recognize that other embodiments and implementations may fall within the scope of the embodiments described herein. The exemplary embodiments will first be described generally with respect to the parts of a motor vehicle, vehicle systems and methods for evaluating driver behavior, and the operational response. After the general description, exemplary implementations of the determination of driver behavior and the operational response are presented. Furthermore, embodiments associated with the evaluation of driver behavior, operational response and system communication within the vehicle will be described. For organizational purposes, the description is divided into sections, which are indicated by headings, but which are not intended to be restrictive.

With respect to the drawings, which are intended to illustrate one or more exemplary embodiments and are not intended to be limiting thereof, they illustrate 1 - 3 various environments and systems in which one or more of the embodiments discussed herein may operate and / or include. In 1 is a schematic view of an embodiment of various parts for a motor vehicle 100 illustrated. The term "motor vehicle" as used in this detailed description and claims refers to all movable vehicles that can carry one or more persons and are powered by any form of energy. The term "motor vehicle" refers to, but is not limited to: cars, trucks, vans, minivans, off-road vehicles, motorcycles, scooters, boats, watercraft, and airplanes.

In some cases, a motor vehicle includes one or more motors. The term "motor" used in this specification and claims refers to any equipment or machinery that can convert energy. In some cases, potential energy is converted into kinetic energy. For example, energy conversion may include a situation where chemical, potential energy of a fuel or fuel cell is converted to rotational kinetic energy, or electrical potential energy is converted into kinetic rotational energy. Motors may also include devices for converting kinetic energy into potential energy. For example, some engines may include regenerative braking systems in which kinetic energy of a drive is converted into potential energy. Engines can also include devices that can convert solar or nuclear energy into another form of energy. Some examples of engines include, but are not limited to: internal combustion engines, electric motors, solar energy converters, turbines, nuclear power plants, and hybrid systems that include two or more different types of energy conversion processes.

For better understanding, only some parts of the motor vehicle 100 shown in the current embodiment. It is further noted that in other embodiments, some of the parts may be optional. In addition, it is to be understood that in other embodiments, all other arrangements of the parts illustrated herein are for driving the motor vehicle 100 can be used.

In general, the motor vehicle 100 be powered by any kind of energy source. In some embodiments, the motor vehicle 100 be configured as a hybrid vehicle that uses two or more energy sources. In other embodiments, the motor vehicle 100 be powered by a single energy source, such as a motor.

In one embodiment, the motor vehicle 100 an engine 102 include. In general, the number of cylinders in the engine 102 vary. In some cases, the engine can 102 include six cylinders. In some cases, the engine can 102 be a three-cylinder, four-cylinder or eight-cylinder engine. In still other cases, the engine can 102 have any number of cylinders.

In some embodiments, the motor vehicle 100 Devices for communication and in some cases for the control of the various with the engine 102 and / or other systems of the motor vehicle 100 include connected parts. In some embodiments, the motor vehicle 100 a computer or similar device. In the current embodiment, the motor vehicle 100 an electronic control unit 150 include the following ECU 150 is called. In one embodiment, the ECU 150 Be configured to work with different parts of the vehicle 100 communicates and / or controls this.

The ECU 150 may include a microprocessor, RAM, ROM and software for monitoring and monitoring various parameters of the engine and other parts or systems of the motor vehicle 100 serve. For example, the ECU 150 Receive signals from multiple sensors, devices and systems located in the engine. The output of various devices is sent to the ECU 150 sent, wherein the signals of the devices in an electronic memory, such as a RAM, can be stored. Both current and electronically stored signals may be processed by the central processing unit (CPU) in accordance with software stored in electronic memory such as a ROM.

The ECU 150 can include a number of ports that allow input and output of information and power. The term "terminal" as used in this detailed description and claims refers to any interface or common border between two conductors. In some cases, the terminals may allow the insertion and removal of conductors. Examples of these three types of connections include mechanical connections. In other cases, the ports are interfaces that generally do not allow easy insertion or removal. Examples of these types of connections include solder joints or traces of electronics on printed circuit boards.

All the following, with the ECU 150 Connected connections and facilities are optional. Some embodiments may include a given port or device while others may exclude this or these. The following description discloses many of the possible ports and devices that may be used. It should be understood, however, that not every port and not every device must be used or included in a given embodiment.

In some embodiments, the ECU 150 Communication and / or control devices for various, with the engine 102 connected systems include. In one embodiment, the ECU 150 a connection 151 for receiving various types of control information. In some cases, the ECU 150 over the connection 151 with an electronic power steering 160 communicate, also called EPS 160 referred to as. The EPS 160 may include various parts and devices used to provide steering assistance. In some cases, the EPS 160 For example, include an auxiliary engine and other devices that provide steering assistance to a driver. In addition, the EPS 160 be connected to various sensors, including torque sensors, steering angle sensors and other types of sensors. Examples of electronic power steering are in Kobayashi, U.S. Patent 7,497,471 , filed on February 27, 2006 and in Kobayashi, U.S. Patent 7,497,299 , filed Feb. 27, 2006, which are incorporated herein by reference in their entirety.

In some embodiments, the ECU 150 Means for receiving various types of optical information include. In one embodiment, the ECU 150 a connection 152 for receiving information from one or more optical sensors, such as the optical sensor device 162 , The optical sensor device 162 can be any type of optical device, including a camera, video camera, infrared sensor, laser sensor, and any other device capable of detecting optical information. In one embodiment, the optical sensor device 162 to be a video camera. In addition, the ECU 150 in some cases a connection 159 for communication with a thermal sensor device 163 include. The heat sensor device 163 can be configured to collect thermal information. In some cases, the heat sensor device 163 and the optical sensor device 162 combined into a single sensor.

In general, one or more optical sensor devices and / or thermal sensor devices may be connected to a part of a motor vehicle. In some cases, an optical sensor device may be mounted on the roof of a vehicle cabin. In other cases, an optical sensor device may be mounted in a dashboard. Additionally, in some cases, multiple optical sensor devices may be mounted within a motor vehicle to provide perspectives of a driver or passenger from different angles. In one embodiment, the optical sensor device 162 in a part of the motor vehicle 100 be attached, so that the optical sensor device 162 images of the face and / or head of the driver or passenger. Likewise, the heat sensor device can 163 in a part of the motor vehicle 100 , including in the dashboard, on the roof or in any other part. The heat sensor device 163 may also be arranged to convey an image of the face and / or head of a driver.

In some embodiments, the ECU 150 Means for receiving information about the position of the head of the driver include. In one embodiment, the ECU 150 a connection 135 for receiving information about the distance between the driver's head and a headrest 137 include. In some cases, this information may come from a proximity sensor 134 be received. The proximity sensor 134 can be any sensor that is configured to measure the distance between the driver's head and the headrest 137 can measure. In some cases, the proximity sensor 134 be a capacitor. In other cases, the proximity sensor 134 be a laser sensor device. In still other cases, any other types of proximity sensors known in the art may be used as a proximity sensor 134 be used. In addition, in other embodiments, the proximity sensor 134 Be used to the distance between a part of the driver and a part of the motor vehicle 100 including, but not limited to: a headrest, a seat, a steering wheel, a roof or a ceiling, a driver's door, a dashboard, a center console and any other part of the motor vehicle 100 ,

In some embodiments, the ECU 150 Means for receiving information about the biological condition of a driver include. For example, the ECU 150 Receive information about a driver's autonomic nervous system (or visceral nervous system). In one embodiment, the ECU 150 a connection 153 include information about a driver's condition from a biomonitoring sensor 164 receives. Examples of different information about a driver coming from the biomonitoring sensor 164 heart information, such as heart rate, blood pressure, blood flow, oxygen content, etc., brain information, such as electroencephalogram (EEG) measurements, functional near infrared spectroscopy (fNIRS), functional magnetic resonance imaging (fMRI), etc., information on digestion, respiratory rate, salivation, perspiration, pupil dilation, and any other information about the driver's autonomic nervous system or other biological systems.

In general, a biomonitoring sensor may be located in any part of a motor vehicle. In some cases, a biomonitoring sensor may be located near a driver. For example, the biomonitoring sensor may 164 in one embodiment, within or on the surface of a driver's seat 190 are located. In other embodiments, the biomonitoring sensor may 164 however, in any other part of the motor vehicle 100 including, but not limited to: a steering wheel, a headrest, an armrest, a dashboard, a rearview mirror, and any other location. In addition, the biomonitoring sensor 164 in some cases, be a portable sensor carried by a driver and connected to a portable device near the driver, such as a smartphone or similar device, or connected to a driver's garment.

In some embodiments, the ECU 150 Devices for communication and / or control of various visual devices include. Visual devices include all devices that can visually reproduce information. These devices may include lighting (such as dashboard lighting, vehicle interior lighting, etc.), visual displays, screens (such as a navigation screen or touch screen), and other visual devices. In one embodiment, the ECU comprises 150 a connection 154 for communication with the visual devices 166 ,

In some embodiments, the ECU 150 Devices for communication with and / or control of various audio devices include. Audio devices include all devices that can provide information acoustically. These devices may include speakers and any systems associated with speakers, such as radios, DVD players, CD players, cassette players, MP3 players, navigation systems, and any other system providing audio information. In one embodiment, the ECU 150 a connection 155 for communication with the audio devices 168 include. Furthermore, the audio devices 168 in some cases speakers while the audio devices 168 in other cases, may include all systems that can provide audio information to a speaker that a driver can hear.

In some embodiments, the ECU 150 Devices for communication with and / or the control of various tactile devices include. The detailed in this As used in the description and claims, the term "tactile device" refers to any device capable of transmitting tactile stimulation to a driver or passenger. For example, a tactile device may include any devices that vibrate or otherwise move in a manner that can be perceived by a driver. Tactile devices may be disposed in any part of a vehicle. In some cases, a tactile device may be on a steering wheel to provide tactile feedback to a driver there. In other instances, a tactile device may be located in a vehicle seat to provide tactile feedback or help a driver relax. In one embodiment, the ECU 150 a connection 156 for communication with and / or control of the visual devices 170 include.

In some embodiments, the ECU 150 Facilities for receiving a user input include. For example, the ECU 150 in some embodiments, a port 158 for receiving information from a user input device 111 include. In some cases, the user input device may 111 include one or more buttons, switches, touch screens, a touchpad, dials, hands, or other types of input devices. For example, the input device 111 In one embodiment, it may be a keyboard or keypad. In another embodiment, the input device 111 be a touchscreen. In one embodiment, the input device 111 be an ON / OFF switch. In some cases, the input device 111 be used to turn on or off with the vehicle or driver connected body condition monitoring devices. For example, the input device 111 In one embodiment, where an optical sensor is used to receive body state information, it can be used to turn this type of monitoring on or off. In embodiments with multiple monitors, the input device 111 can be used to simultaneously turn on or off all the different monitoring systems associated with these monitors.

In other embodiments, the input device 111 used to selectively turn some monitoring devices on or off and others not.

In some embodiments, the ECU 150 Connections for communication with several different engine parts or systems and / or control of several different engine parts or systems. Examples of various engine parts or systems include, but are not limited to: injectors, spark plugs, electronically controlled valves, an accelerator pedal, and other systems or parts necessary for engine operation 102 be used.

It should be noted that only some parts of the vehicle 100 in the current embodiment. In other embodiments, additional parts may be included while some of the parts shown here are optional. In addition, the ECU 150 additional connections for communication with various other systems, sensors or parts of the motor vehicle 100 include. As an example, the ECU 150 in some cases in electrical communication with various sensors for detecting various operating parameters of the motor vehicle 100 including, but not limited to: vehicle speed, vehicle position, yaw rate, lateral G forces, fuel fill, fuel composition, various diagnostic parameters, and all other vehicle operating parameters and / or environmental parameters (such as ambient temperature, pressure, altitude, etc.).

In some embodiments, the ECU 150 Devices for communication with several different vehicle systems and / or control of several different vehicle systems include. Vehicle systems include any automatic or manual systems that can be used to improve the driving experience and / or safety. In one embodiment, the ECU 150 a connection 157 for communication with the vehicle systems 172 and / or controlling the vehicle systems 172 include. For purposes of illustration, in the current embodiment, a single port is for communication with the vehicle systems 172 shown. It should be understood, however, that in some embodiments, more than one port may be used. For example, in some cases, a single port may be for communication with each vehicle system of the vehicle systems 172 be used. In addition, the ECU 150 in embodiments where the ECU 150 comprises a portion of the vehicle system, additional connections for communication with a plurality of different parts or devices of a vehicle system and / or for controlling a plurality of different parts or devices of a vehicle system.

Examples of different vehicle systems 172 are in 2 illustrated. It should be noted that the in 2 only serve as examples, and in some cases may include some other additional systems. In In other cases, some of the systems may be optional and not included in all embodiments.

The car 100 can be an electronic stability control system 222 include (also as an ESC system 222 designated). The ESC system 222 may be facilities for maintaining the stability of the motor vehicle 100 include. In some cases, the ESC system can 222 the yaw rate and / or lateral G acceleration of the motor vehicle 100 monitor to improve traction and stability. The ESC system 222 can automatically activate one or more brakes to improve traction. An example of an electronic stability control system is disclosed in Ellis et al., U.S. Patent ___, now U.S. Patent Application 12 / 725,587, filed March 17, 2010, which is incorporated herein by reference in its entirety. In an embodiment, the electronic stability control system may be a vehicle stability system.

In some embodiments, the motor vehicle 100 an anti-lock system 224 (also as an ABS system 224 designated). The ABS system 224 may include several different parts, such as a speed sensor, a pump for applying pressure to the brake lines, valves for relieving pressure from the brake lines, and a controller. In some cases a special ABS control unit can be used. In other cases, the 12 / 725.587 ECU 150 can serve as an ABS controller. Examples of anti-lock braking systems are known in the art. An example is in Ingaki, et al., U.S. Patent 6,908,161 , filed on November 18, 2003, which is incorporated herein by reference in its entirety. The use of the ABS system 224 can the traction in the motor vehicle 100 improve by preventing the wheels from locking during braking.

The car 100 can be a brake assist system 226 include. The brake assist system 226 can be any type of system that reduces the force that a driver must apply when pressing the brake pedal. In some cases, the brake assist system 226 be activated for older drivers or other drivers who need help with braking. An example of a brake assist system is disclosed in Wakabayashi et al., U.S. Patent 6,309,029 , filed November 17, 1999, which is incorporated herein by reference in its entirety.

In some embodiments, the motor vehicle 100 an automatic brake priming system 228 (also as ABP system 228 designated). The ABP system 228 includes means for pre-filling one or more brake lines with brake fluid prior to a collision. Thereby, the reaction time of the brake system can be increased when the driver operates the brake pedal. Examples of automatic Bremsvorfüllsysteme are known from the prior art. An example is in Bitz, U.S. Patent 7,806,486 , filed May 24, 2007, which is incorporated herein by reference in its entirety.

In some embodiments, the motor vehicle 100 a system 230 to maintain a low speed (also called LSF system 230 designated). The LSF system 230 includes means for automatically following a preceding vehicle at a predetermined distance or range of distances. This can reduce the need for the driver to constantly depress and depress the accelerator pedal during tough traffic. The LSF system 230 may include parts for monitoring the relative position of a preceding vehicle (for example, using remote sensing devices such as a lidar or radar). In some cases, the LSF system can 230 Facilities for communication with all preceding vehicles for the determination of GPS positions and / or vehicle speeds include. Examples of low speed maintenance systems are known in the art. An example is in Arai, U.S. Patent 7,337,056 , filed March 23, 2005, which is incorporated herein by reference in its entirety. Another example is in Higashimata et al., U.S. Patent 6,292,737 , filed May 19, 2000, which is incorporated herein by reference in its entirety.

The car 100 can be a speed control system 232 include. Speed control systems are well known in the art and allow a user to set a vehicle speed that is automatically maintained by a vehicle control system. For example, when driving on the highway, a driver may set the vehicle speed to 89 km / h (55 m / h). The speed control system 232 can automatically maintain the vehicle speed at 89 km / h (55 m / h) until the driver presses the brake pedal or otherwise disables the speed control function.

The car 100 can be a collision warning system 234 include. In some cases, the collision warning system 234 Include devices that warn the driver of potential dangers of collision with one or more vehicles. For example, a collision warning system may alert a driver if another vehicle crosses an intersection when the motor vehicle is moving 100 approaching the same intersection. Examples of Collision Warning Systems are disclosed in Mochizuki, U.S. Patent ___, now U.S. Patent Application 12 / 885,790, filed September 20, 2010, and Mochizuki et al., U.S. Patent ___, now U.S. Patent Application 12 / 845,092, filed July 28, 2010 , both of which are incorporated herein by reference in their entirety. In one embodiment, the collision warning system 234 include a system for predictive collision warning.

The car 100 can be a braking system for collision mitigation 236 (also as CMBS 236 designated). The CMBS 236 may include means for monitoring vehicle operating conditions (including target vehicles and objects in the vicinity of the vehicle) and automatically applying various warning and / or control levels to mitigate collisions. For example, the CMBS 236 monitor vehicles ahead in some cases with a radar or other type of remote sensing device. If the motor vehicle 100 Too close to a preceding vehicle device, the CMBS 236 enter a first warning level. During the first warning stage, the driver may be alerted with a visual and / or audible warning. If the motor vehicle 100 If the approaching vehicle continues to approach, the CMBS 236 enter a second warning level. During the second warning stage, the CMBS 236 use an automatic seat belt pretensioner. In some cases, visual and / or audible warnings may continue to be performed in the second alert stage. In addition, in some cases during the second stage, the automatic brake may be activated to throttle the vehicle speed. In some cases, a third stage of operation for the CMBS 236 include vehicle deceleration and the automatic seatbelt pretensioner in situations where a collision is very likely. An example of such a system is in Bond, et al., U.S. Patent 6,607,255 , filed January 17, 2002, which is incorporated herein by reference in its entirety. The term collision mitigation braking system used in this detailed description and claims refers to any system that can detect potential collision hazards and provide various types of warning responses and an automatic braking response in response to potential collisions.

The car 100 can be an automatic speed control system 238 (also as ACC system 238 designated). In some cases, the ACC system can 238 For automatically controlling the vehicle, means for maintaining a predetermined following speed behind a preceding vehicle or preventing a vehicle from approaching a preceding vehicle closer than a predetermined distance. The ACC system 238 may include parts for monitoring the relative position of a preceding vehicle (for example, using remote sensing devices, such as a lidar or radar). In some cases, the ACC system can 238 Include means for communicating with vehicles in front to determine the GPS positions and / or speeds of the vehicles. An example of an automatic speed control system is disclosed in Arai et al. U.S. Patent 7,280,903 , filed August 31, 2005, incorporated herein by reference in its entirety.

The car 100 can be a lane keeping warning system 240 (also as LDW system 240 designated). The LDW system 240 can detect when a driver leaves the lane and issues a warning signal to warn the driver. Examples of a lane departure warning system are disclosed in Tanida et al. U.S. Patent 8,063,754 , filed December 17, 2007, which is incorporated herein by reference in its entirety.

The car 100 can be a blind spot warning system 242 include. The blind spot warning system 242 may include facilities that monitor the blind spot of a driver. In some cases, the blind spot warning system 242 Include devices that warn a driver when a vehicle is in a blind spot. All known systems for detecting objects that move around a vehicle can be used.

In some embodiments, the motor vehicle 100 a lane departure assistance system 244 include. The lane keeping assistance system 244 may include facilities that help a driver stay in the right lane. In some cases, the lane keeping assistance system may 244 warn a driver when the motor vehicle 100 unintentionally deviates to another lane. The lane keeping assistance system 244 In some cases, it may provide assistance control to maintain a vehicle in a predetermined lane. An example of a lane keeping assistance system is disclosed in Nishikawa et al. U.S. Patent 6,092,619 , filed May 7, 1997, which is incorporated herein by reference in its entirety.

In some embodiments, the motor vehicle 100 a navigation system 248 include. The navigation system 248 can be any system that can receive, send and / or process navigation information. The term "navigation information" refers to all Information that can be used in determining a location or providing directions. Some examples of navigation information include street addresses, street names, street or address numbers, apartment or apartment numbers, intersection information, landmarks, parks, and any political or geographical subdivisions such as city, town, province, prefecture, city, country, district, postal code, and country. Navigation information may also include business information such as company and restaurant names, business districts, shopping malls, and parks. In some cases, the navigation system can be integrated into the motor vehicle. In other cases, the navigation system may be a portable or stand-alone navigation system.

The car 100 can have air conditioning 250 include. The air conditioner 250 can be any type of system that is responsible for controlling the temperature or other environmental conditions in the motor vehicle 100 is used. In some cases, the air conditioning can 250 a heating, ventilation, air conditioning and electronic control for the operation of the HVAC system. In some embodiments, the air conditioning 250 a separate, special control include. In other embodiments, the ECU 150 as a control for the air conditioning 250 serve. All types of air conditioners known in the art may be used.

The car 100 can use an electronic seat belt pretensioner 254 (also as EPT system 254 designated). The EPT system 254 Can be used in conjunction with a safety belt for a vehicle. The EPT system 254 may include means for automatically tensioning or tightening the seatbelt. In some cases, the EPT system 254 automatically tighten the seat belt before a collision. An example of an electronic seat belt pretensioner is in Masuda et al., U.S. Patent 6,164,700 , filed on April 20, 1999, which is incorporated herein by reference in its entirety.

In addition, the vehicle systems 172 an electronic power steering 160 , visual devices 166 , Audio devices 168 and tactile devices 170 and all other types of devices, parts or systems used in conjunction with vehicles.

It should be noted that each of these vehicle systems is a stand-alone system or in the ECU 150 can be integrated. For example, the ECU 150 in some cases serve as a controller for different parts of one or more vehicle systems. In other cases, some systems may include separate, special controls associated with the ECU 150 communicate via one or more ports.

3 illustrates an embodiment of various autonomous systems associated with the motor vehicle 100 can be connected. These autonomous control systems can be a biomonitoring sensor or multiple biomonitoring sensors 164 include. For example, in some embodiments, the motor vehicle 100 a cardiac monitoring system 302 include. The cardiac monitoring system 302 can include any devices or systems that monitor a driver's heart information. In some cases, the cardiac monitoring system may 302 Heart rate sensors 320 , Blood pressure sensors 322 and oxygen content sensors 324 and all other types of sensors for acquiring cardiac information and / or cardiovascular information. Furthermore, sensors for detecting heart information at all locations within the motor vehicle 100 be arranged. For example, the cardiac monitoring system 302 Sensors include sensors that are located in a steering wheel, seat, armrest, or other parts that sense a driver's heart information. The car 100 can also have a respiratory monitoring system 304 include. The respiratory monitoring system 304 may include any devices or systems for monitoring the respiratory function (eg, breath) of a driver. For example, the respiratory monitoring system 304 Sensors include sensors located in a seat to sense when a driver is breathing in and out. In some embodiments, the motor vehicle 100 a transpiration monitoring system 306 include. The transpiration monitoring system 306 may include any device or system for detecting the perspiration or sweat of a driver. In some embodiments, the motor vehicle 100 a pupil dilation monitoring system 308 for detecting the degree of pupil dilation or the pupil size of a driver. In some cases, the pupil dilation monitoring system may 308 comprise one or more optical sensor devices.

Additionally, in some embodiments, the motor vehicle may 100 a brain monitoring system 310 for monitoring various types of brain information. In some cases, the brain monitoring system 310 Electroencephalogram (EEG) sensors 330 , Functional Near Infrared Spectroscopy (fNIRS) Sensors 332 , Functional Magnetic Resonance Imaging (fMRI) Sensors 334 and other types of sensors that sense brain information. Such sensors can be found in any part of the motor vehicle 100 are located. In some Cases can be with the brain monitoring system 310 connected sensors are arranged in a headrest. In other cases, the sensors in the roof of the vehicle 100 be arranged. In still other cases, the sensors may be located at other locations.

In some embodiments, the motor vehicle 100 a digestive monitoring system 312 include. In other embodiments, the motor vehicle 100 a salivary flow monitoring system 314 include. In some cases, monitoring of digestion and / or salivation can help determine if a driver is sleepy. Sensors for monitoring digestion information and / or salivary flow information may be located in any part of a vehicle. In some cases, sensors may be disposed on a portable device that is used or carried by a driver.

It should be understood that any of the monitoring systems discussed above may be connected to one or more sensors or other devices. In some cases, the sensors may be in one or more parts of the motor vehicle 100 be arranged. For example, the sensors may be in a seat, door, instrument panel, steering wheel, center console, roof, or any other part of the motor vehicle 100 be integrated. In other cases, however, the sensors may be portable sensors carried by a driver and integrated with a portable device worn by a driver or integrated into a garment worn by a driver.

For the sake of simplicity, those discussed above and in FIG 1 to 3 shown various parts alone or in combination herein as a driver behavior reaction system 199 , or simply as the reaction system 199 be designated.

In some cases, the reaction system 199 the ECU 150 and one or more sensors, parts, devices, or systems discussed above. In some cases, the reaction system 199 receive an input to the behavior of a driver from various devices. In some cases, this information may be referred to as "monitoring information." In some cases, monitoring information may be received by a monitoring system, which may include any system configured to provide monitoring information, such as optical devices, thermal devices, autonomous monitoring devices, and any other type of devices, sensors, or systems. In some cases, monitoring information may be received directly from a vehicle system, rather than from a system for monitoring driver behavior. In some cases, monitoring information may be received by both a monitoring system and a vehicle system. The reaction system 199 This information can be used to operate one or more of the vehicle systems 172 to change. It is also noted that the reaction system 199 in various embodiments may be used to control all other parts or systems necessary for the operation of the motor vehicle 100 be used.

In particular, the reaction system 199 Devices that determine whether a driver is drowsy based on biological information, such as information about the driver's autonomic nervous system. For example, a response system may detect whether a driver is sleepy based on an analysis of cardiac information, respiratory rate, brain information, perspiration, and any other type of autonomous information.

Evaluation of Driver Behavior and Operative Response

A motor vehicle may include means for assessing driver behavior and automatically adjust the operation of one or more vehicle systems in response to the behavior. In this document, drowsiness is used as the example behavior to be evaluated; however, it is understood that any driver's behavior may be assessed, including, but not limited to drowsiness, distraction, impairment and / or general inattention. The evaluation and adaptation described below may take into account the driver's delayed reaction time, inattention and / or attention. For example, in situations where a driver may be sleepy, the motor vehicle may include devices that recognize that the driver is drowsy. Since drowsiness may increase the likelihood of dangerous driving situations, the motor vehicle may further include means for automatically changing one or more vehicle systems to mitigate hazardous driving situations. In one embodiment, a driver behavior response system may receive information about a driver's condition and automatically adjust the operation of one or more vehicle systems.

The following detailed description explains several different methods for operating vehicle systems in response to the present invention Driver behavior. In various embodiments, the multiple, different steps of these processes may be accomplished through one or more different systems, devices, or parts. In some embodiments, some of the steps may be through a reaction system 199 a motor vehicle can be achieved. In some cases, some of the steps may be through an ECU 150 a motor vehicle can be achieved. In other embodiments, some of the steps may be accomplished by other parts of a motor vehicle, including but not limited to the vehicle systems 172 , Further, for each process discussed below and illustrated in the figures, it should be understood that in some embodiments, one or more of the steps may be optional.

4 illustrates an embodiment of a method for controlling one or more vehicle systems in a motor vehicle depending on the state of the driver. In some embodiments, some of the following steps may be through a reaction system 199 a motor vehicle can be achieved. In some cases, some of the following can be done by an ECU 150 a motor vehicle can be achieved. In other embodiments, some of the following steps may be accomplished by other parts of a motor vehicle, such as the vehicle systems 172 , In still other embodiments, some of the following steps may be accomplished by a combination of the systems or parts of the vehicle. It should be understood that in some embodiments, one or more of the following steps may be optional. For reference purposes, the following procedures illustrate those in 1 to 3 parts shown, including the reaction system 199 ,

In step 402 can the reaction system 199 Receive monitoring information. In some cases, the monitoring information may be received from one or more sensors. In other cases, the monitoring information may be received from one or more autonomous control systems. In still other cases, the monitoring information may be received from one or more vehicle systems. In still other cases, the monitoring information may be from any other device of the motor vehicle 100 be received. In still other cases, the monitoring information may be received by any combination of sensors, monitoring systems, vehicle systems or other devices.

In step 404 can the reaction system 199 determine the driver's condition. In some cases, the driver's condition may be normal or drowsy. In other cases, the driver state may extend over three or more states from normal to very drowsy (or even dormant). In this step, the reaction system 199 Use all the information in step 402 including information from any type of sensors or systems.

For example, the reaction system 199 in one embodiment, receive information from an optical sensor device indicating that the driver is keeping his or her eyes closed for a longer time. Other examples of determining the condition of a driver are explained in detail below.

In step 406 can the reaction system 199 determine whether the driver is sleepy or not. If the driver is not sleepy, the reaction system can 199 to step 402 go back to receive additional monitoring information. However, if the driver is drowsy, the reaction system can 199 continue to step 408 walk. In step 408 can the reaction system 199 automatically change the control of one or more vehicle systems, including any of the vehicle systems discussed above. By automatically changing the control of one or more vehicle systems, the reaction system can 199 help to prevent various dangerous situations caused by a drowsy driver.

In some embodiments, a user may not want vehicle systems to be changed or adjusted. In these cases, the user can use an input device 111 or set a similar input device to OFF (see 1 ). As a result, all body condition monitoring systems are off and that the reaction system 199 can no longer change the control of any of the vehicle systems. Furthermore, the reaction system 199 be reactivated at any time by the input device 111 is set to ON (see 1 ). In other embodiments, additional switches or buttons may be provided to turn individual monitoring systems on and off.

5 is a table based on the action of the reaction system 199 indicative of various vehicle systems due to changes in driver behavior as well as the benefits of any change according to one embodiment for the driver. In particular, in column 421 various vehicle systems are listed, many of which are explained above and in 2 shown vehicle systems 172 include. column 422 describes how the reaction system 199 acts on the operation of each vehicle system, if the driver's behavior is that the driver may be distracted, drowsy, less attentive and / or impaired. column 423 describes the advantages of the action of the reaction system in column 422 is described. column 424 describes the type of action taken by the reaction system 199 is exercised for each vehicle system. In particular, in column 424 the action of the reaction system 199 to each vehicle system as a "control" or "warning" mechanism. The control mechanism indicates that the operation of a vehicle system is changed by the control system. The warning mechanism indicates that the vehicle system is being used to warn or otherwise alert the driver.

As in 5 displayed, the reaction system 199 if it is detected that a driver is drowsy or otherwise inattentive, the electronic stability control system 222 , the antilock braking system 224 , the brake assist system 226 and the brake priming system 228 so that it compensates for the driver's potential delayed reaction time. For example, the reaction system 199 in some cases the electronic stability system 222 operate to improve steering accuracy and stability. In some cases, the reaction system 199 the anti-lock system 224 operate so that the braking distance is reduced. In some cases, the reaction system 199 the brake assist system 226 control so that an additional braking force is exerted earlier. In some cases, the reaction system 199 the brake priming system 228 control so that the brake lines are automatically pre-filled with brake fluid when a driver is drowsy. These operations can help improve steering accuracy and braking response when a driver is drowsy.

In addition, the reaction system 199 If the system detects that a driver is drowsy or otherwise inattentive, the system 230 to maintain a low speed, the speed control system 232 , the collision warning system 234 , the braking system for collision mitigation 236 , the automatic speed control system 238 , the lane keeping warning system 240 , the blind spot warning system 242 and the lane keeping assistance system 244 to provide protection due to the inattentiveness of the driver. For example, the system 230 to maintain a low speed, the speed control system 232 and the lane keeping assistance system 244 be switched off when the driver is sleepy, to prevent unwanted use of these systems. At the same time, the collision warning system 234 , the braking system for collision mitigation 236 , the lane keeping warning system 240 and the blind spot warning system 242 warn a driver earlier about potential dangers. In some cases, the automatic speed control system 238 be configured so that it is the minimum distance between the motor vehicle 100 and the vehicle in front.

In some embodiments, the reaction system 199 If it detects that a driver is drowsy or otherwise inattentive, the electronic power steering 160 , the visual devices 166 , the air conditioner 250 (such as a HVAC), the audio devices 168 , the electronic belt tensioner 254 for a safety belt and the tactile devices 170 control to improve the driver's attention. For example, the electronic power steering 160 be controlled so that it reduces the steering assistance. As a result, the driver needs to expend more power and his awareness or attention can be improved. The visual devices 166 and the audio devices 168 can be used to give visual or audible feedback. The tactile devices 170 and the electronic seatbelt pretensioner 254 can be used to provide the driver with tactile feedback. The air conditioner 250 may also be used to change the temperature of the vehicle interior or the driver to affect the drowsiness of the driver. For example, the driver may become more alert by a changed vehicle interior temperature.

The different, in 5 listed systems are intended to serve as examples only, and other embodiments may include additional vehicle systems provided by the reaction system 199 can be controlled. Furthermore, these systems are not limited to a single effect or function. Nor are these systems limited to a single benefit. Instead, the effects and benefits listed for each system serve as examples. A detailed explanation of the control of many different vehicle systems will be explained in detail below and illustrated with reference to the figures.

A response system may include means for determining a degree of drowsiness for a driver. The term "drowsiness level" as used in this detailed description and claims refers to any numerical values or other values for distinguishing between two or more drowsiness levels. For example, the level of drowsiness may in some cases be given as a percentage between 0% and 100%, where 0% denotes a fully awake driver, and 100% denotes a completely drowsy or even dormant driver. In other cases, drowsiness may be a value in Range between 1 and 10. In still other cases, the degree of drowsiness may not be a numerical value, but may be associated with a given, discrete state, such as "not sleepy,""slightlydrowsy,""sleepy,""verydrowsy," and "extremely drowsy." Furthermore, the degree of drowsiness may be a discrete value or a continuous value. In some cases, the level of drowsiness may be associated with a body-state index, which is discussed in detail above.

6 FIG. 12 illustrates one embodiment of a method for changing the operation of a vehicle system according to the detected drowsiness level. FIG. In some embodiments, some of the following steps may be through a reaction system 199 a motor vehicle can be achieved. In some cases, some of the following can be done by an ECU 150 a motor vehicle can be achieved. In other embodiments, some of the following steps may be accomplished by other parts of a motor vehicle, such as the vehicle systems 172 , In still other embodiments, some of the following steps may be accomplished by a combination of systems or parts of the vehicle. It should be understood that in some embodiments, one or more of the following steps may be optional. For reference purposes, the following procedure explains that in 1 to 3 parts shown, including the reaction system 199 ,

In step 442 can the reaction system 199 Receive monitoring information. In some cases, the monitoring information may be received from one or more sensors. In other cases, the monitoring information may be received from one or more autonomous control systems. In still other cases, monitoring information may be received from one or more vehicle systems. In still other cases, the monitoring information may be from another device of the motor vehicle 100 be received. In still other cases, the monitoring information may be received by any combination of sensors, monitoring systems, vehicle systems or other devices.

In step 444 can the reaction system 199 Determine if the driver is sleepy. If the driver is not sleepy, the reaction system can 199 to step 442 decline. If the driver is drowsy, the reaction system can 199 to step 446 continue. In step 446 can the reaction system 199 determine the level of drowsiness. As explained above, the degree of drowsiness can be represented by a numerical value or a discrete state marked with a name or a variable. In step 448 can the reaction system 199 Change the control of one or more vehicle systems according to the level of drowsiness.

Examples of systems which can be varied according to the level of drowsiness include, but are not limited to: the antilock braking system 224 , the automatic brake priming system 228 , the brake assist system 226 , the automatic speed control system 238 , the electronic stability control system 222 , the collision warning system 234 , the lane departure assistance system 244 , the blind spot warning system 242 who likes electronic seat belt tensioners 254 and the air conditioning 250 , In addition, the electronic power steering 160 as well as the visual devices 166 , the audio devices 168 and the tactile devices 170 be changed according to the level of drowsiness. In some embodiments, the time and / or intensity associated with multiple warning indicators (visual indicators, acoustic indicators, haptic indicators, etc.) may be changed according to the degree of drowsiness. For example, in one embodiment, the electronic seatbelt pretensioner 254 increase or decrease the intensity and / or frequency of the automatic seatbelt pretensioner to alert the driver in a manner appropriate to drowsiness.

For example, if a driver is extremely drowsy, the anti-lock braking system can 224 be changed so that a shorter braking distance is achieved than if a driver were just a little sleepy. As another example, the automatic brake priming system 228 adjust the amount of brake fluid that is supplied in a pre-filling according to the level of drowsiness, or adjust the time of pre-filling. Similarly, the scope of the brake assist system 226 provided brake assistance according to the level of drowsiness, whereby the support is increased in drowsiness. Likewise, the distance to the vehicle ahead for the automatic cruise control system 238 be increased with the degree of drowsiness. In addition, the deviation between the yaw rate and that of the electronic stability control system 222 fixed steering yaw rate in relation to drowsiness can be reduced. In some cases, the collision warning system 234 and the lane keeping system 240 Warn a drowsy driver earlier, changing the timing of the warnings relative to drowsiness. Likewise, with the blind spot warning system 242 connected size of the detection area can be varied according to the level of drowsiness. In some cases, the strength of an electronic seat belt pretensioner 254 generated warning pulse in relation to drowsiness vary. Also, the air conditioning 250 vary the number of degrees in which the temperature is changed according to the level of drowsiness. Furthermore, the brightness of the lighting used by the visual devices 166 is activated when a driver is sleepy, varying in proportion to the level of drowsiness. Also, the volume of the sound coming from the audio devices 168 is varied in proportion to the level of drowsiness. In addition, that can be done by the tactile devices 170 The amount of vibration delivered or the tactile stimulation can be varied in proportion to the level of drowsiness. In some cases, the maximum speed with which the system can 230 to maintain a low speed works, be changed according to the degree of drowsiness. Similarly, the on / off setting or the maximum speed on the one speed control system 232 can be adjusted in proportion to the level of drowsiness. In addition, the degree of the electronic power steering 160 provided steering assistance in relation to the level of drowsiness. Likewise, the distance at which the braking system begins to brake for collision mitigation may be lengthened, or the lane departure warning assistance system may be changed so that the driver must increase the input to the system.

7 FIG. 12 illustrates another embodiment of a method for changing the operation of a vehicle system according to the detected drowsiness level. FIG. In some embodiments, some of the following steps may be performed by a reaction system 199 a motor vehicle can be achieved. In some cases, some of the following steps may be taken by the ECU 150 a motor vehicle can be achieved. In other embodiments, some of the following steps may be accomplished by other parts of a motor vehicle, such as the vehicle systems 172 , In still other embodiments, some of the following steps may be accomplished by any combination of systems or parts of the vehicle. It should be understood that in some embodiments, one or more of the following steps may be optional. For reference purposes, the following procedure explains that in 1 to 3 parts shown, including the reaction system 199 ,

In step 452 can the reaction system 199 Receive monitoring information, as above and with regard to step 442 in 6 explained. In step 454 can the reaction system 199 receive any type of vehicle operation information from one or more vehicle systems. The type of step in 454 received operating information may vary according to the type of vehicle system used. For example, if the current process is used to operate a brake assist system, the received operating information may be brake pressure, vehicle speed, and other operating parameters related to a brake assist system. As another example, if the current process is used to operate an electronic stability control system, the operating information may be yaw rate, wheel speed, steering angle, lateral g-force, longitudinal g-force, road friction, and any other information necessary for the operation of a vehicle electronic stability control system can be used.

Subsequently, in step 456 the reaction system 199 determine a body-state index of the driver. The term "body-state index" refers to a degree of drowsiness of the driver. In some cases, the body-state index may be given as a numerical value. In other cases, the body state index may be given as a non-numeric value. Further, the body-state index may range from values associated with complete alertness to values associated with extreme drowsiness or even a condition in which the driver sleeps. In one embodiment, the body-state index may be 1, 2, 3, and 4, with 1 being the lowest and 4 being the highest level of drowsiness. In another embodiment, the body state index may assume values of 1-10.

In general, a driver's body state index may be determined using one of the methods discussed in this detailed driver behavior detection description, as far as this behavior relates to drowsiness. In particular, the level of drowsiness can be detected by measuring various levels of driver behavior. For example, as explained below, the drowsiness of a driver may be detected by measuring the blink of the eye and / or the head movement. In some cases, the amount of blink (the extent to which the eyes are open or closed) or the amount of head movement (how tilted the head is) can be used to determine the body-state index. In other cases, the autonomous control systems can be used to determine the body-state index. In still other cases, the vehicle systems may be used to determine the body-state index. For example, the amount of unusual steering behavior or the amount of lane departure may be indicative of a particular body-state index, singly or in combination.

In step 458 can the reaction system 199 determine a control parameter. The in As used in this detailed description and claims, the term "control parameter" refers to a parameter used by one or more vehicle systems. In some cases, a control parameter may be an operating parameter used to determine whether to enable a particular function for a given vehicle system. For example, in situations where an electronic stability control system is used, the control parameter may be an error threshold in the steering yaw rate used to determine whether to enable stability control. As another example, in situations where automatic speed control is used, the control parameter may be a parameter used to determine whether to automatically turn off speed control. Other examples of control parameters are discussed in detail below and include, but are not limited to, stability control activation thresholds, brake assist activation thresholds, blind spot coverage thresholds, time to collision thresholds, road crossing thresholds, lane departure warning assistance status, compliance status low speed, electronic power steering status, speed control status and other control parameters.

In some cases, a control parameter may be determined using the vehicle system information and the body-state index determined in step 456 is determined. In other cases, only the body state index can be used to determine the control parameter. In still other cases, only the vehicle operation information may be used to determine the control parameter. After step 458 can the reaction system 199 in step 460 operate a vehicle system using the control parameter.

8th and 9 12 illustrate schematic views of a general method for determining a control parameter using a driver's body state index and vehicle operating information. In particular, illustrated 8th a schematic view of the way of using the body-state index for retrieving a control coefficient. A control coefficient can be any value used in the determination of a control parameter. In some cases, the control coefficient varies depending on the body-state index and is used as input to calculate the control parameter. Examples of the control coefficient include, but are not limited to, electronic stability control system coefficients, brake assist coefficients, dead angle warning coefficients, warning intensity coefficients, predictive collision warning coefficients, lane departure warning coefficients, and lane departure assistance coefficients. Some systems may not use a control coefficient to determine the control parameter. For example, in some cases, the control parameters may be determined directly from the body-state index.

In one embodiment, the value of the control coefficient increases 470 from 0% to 25% as the body-state index increases from 1 to 4 In some cases, the control coefficient may serve as a multiplier for increasing or decreasing a control parameter value. For example, in some instances where the body state index is 4, the control coefficient may be used to increase the value of a control parameter by 25%. In other embodiments, the control coefficient may vary in other ways. In some cases, the control coefficient may vary linearly depending on the body-state index. In other cases, the control coefficient may vary nonlinearly depending on the body-state index. In still other cases, the control coefficient may vary between two or more discrete values depending on the body-state index.

9 illustrates a calculation unit 480 for the determination of a control parameter. The calculation unit 480 receives a control coefficient 482 and vehicle operating information 484 as inputs. The calculation unit 480 gives the control parameter 486 out. The vehicle operating information 484 may include all information needed to calculate a control parameter. For example, in situations where the vehicle system is an electronic stability control system, the system may receive wheel speed information, steering angle information, road friction information, and other information needed to calculate a control parameter used to determine when to enable stability control , Furthermore, the tax coefficient 482 as explained above, using the body state index, for example, by using a lookup table. The calculation unit 480 then pulls both the vehicle operating information and the control coefficient 482 in the calculation of the control parameter 486 approach.

It should be noted that the calculation unit 480 any general algorithm or process used to determine one or more control parameters. In some cases, the calculation unit 480 with the reaction system 199 and / or the ECU 150 be connected. In other cases, the calculation unit 480 however, with any other system or device of the motor vehicle 100 be connected, including with each of the previously discussed vehicle systems.

In some embodiments, a control parameter may be associated with a status or state of a given vehicle system. 10 Figure 1 illustrates one embodiment of a general relationship between a driver's body state index and a system status 490 , The system shown here is generic and can be connected to any vehicle system. Low body state index (1 or 2) is the system state 490 ONE. However, if the body state index increases to 3 or 4, the system status will be 490 set to OFF. In still other embodiments, a control parameter may be set to various different "states" according to body-state index. Using this embodiment, the state of a vehicle system may be changed according to a driver's body state index.

Capture of driver behavior

A response system may include means for detecting the condition of a driver. In one example, the response system may detect a driver's condition based on monitoring a driver's eyes. 11 illustrates a schematic view of a scenario in which the reaction system 199 can monitor the condition or behavior of a driver. Referring to 11 can the ECU 150 Information from an optical sensor device 162 receive. In some cases, the optical sensor device 162 be a video camera in the dashboard of the motor vehicle 100 is appropriate. The information can be a sequence of images 500 include, for determining the condition of a driver 502 can be analyzed. A first picture 510 shows a perfectly alert driver 502 , the eyes 520 has opened wide. A second picture 512 however, shows the driver 502 in a sleepy state with half-open eyes 520 , Finally shows a third picture 514 the driver 502 in a very drowsy state, in which the eyes 520 are completely closed. In some embodiments, the reaction system 199 be configured to have different pictures of the driver 502 analyzed. Specifically, the reaction system 199 the movement of the eyes 520 to determine if a driver is in a normal or drowsy state.

It should be understood that any type of algorithm known from the prior art may be used to analyze eye movement based on images. In particular, any type of algorithm can be used which can detect the eyes and determine whether the position of the eyelids is closed or open. Examples of such algorithms may include various structure recognition algorithms known in the art.

In other embodiments, a thermal sensor device 163 used to detect the eyelid strike. For example, the amount of thermal radiation that is applied to a thermal sensor device may vary 163 is received when the eyelids are between an open and a closed position. In other words, the heat sensor device 163 be configured to distinguish between different lid positions based on variations in the detected eye temperature.

12 FIG. 12 illustrates one embodiment of a method for detecting drowsiness based on monitoring a driver's eye movement. FIG. In some embodiments, some of the following steps may be performed by a reaction system 199 a motor vehicle can be achieved. In some cases, some of the following steps may be taken by an ECU 150 a motor vehicle can be achieved. In other embodiments, some of the following steps may be accomplished by other parts of a motor vehicle, such as the vehicle systems 172 , In still other embodiments, some of the following steps may be accomplished by any combination of systems or parts of the vehicle. It should be understood that in some embodiments, one or more of the following steps may be optional. For reference purposes, the following procedure explains that in 1 to 3 parts shown, including the reaction system 199 ,

In step 602 can the reaction system 199 received optical / thermal information. In some cases, optical information may be from a camera or an optical sensor device 162 be received. In other cases, thermal information may be from a thermal sensor device 163 be received. In still other cases, both optical and thermal information may be received by a combination of optical and thermal devices.

In step 604 can the reaction system 199 analyze the eyelid strike. By detecting the blink, the reaction system can 199 Determine if a driver's eyes are in an open, closed, or partially closed position. The blink of an eye can be determined either by optical or by thermal information provided in step 602 be received. Furthermore, as discussed above, any kind of software or algorithm may be used to determine the blink of eye based on optical or thermal information. Although the Although the present embodiment includes a step for the analysis of the blink, the motion of the eyeballs may also be analyzed in other embodiments.

In step 606 determines the reaction system 199 the body-state index of the driver according to the eyelid strike. The body-state index can have any value. In some cases, the value is in the range of 1 and 4, with 1 being the lowest and 4 being the highest levels of drowsiness. In some cases, the reaction system determines 199 for determining the body-state index, whether the eyes are closed or partially closed for extended periods of time. To distinguish drooling eyelids due to drowsiness from blinking, the reaction system can 199 Use a threshold time when the eyelids are closed or partially closed. If the eyes of a driver are closed or partially closed for a longer period of time than the threshold time, the reaction system may 199 determine that this is caused by drowsiness. In these cases, the driver may be assigned a body state index above 1 to indicate that the driver is drowsy. Furthermore, the reaction system 199 Assign different body-state index values for different degrees of blink or eyelid closure.

In some embodiments, the reaction system 199 Determine the body-state index based on the detection of a single longer eyelid closure or partial eyelid closure. Of course, it may also be possible that the reaction system 199 analyzed the eye movement over a period of time and considered the average eye movements.

In another example, a response system may include means for recognizing a driver's condition that monitor a driver's head. 13 illustrates a schematic view of a scenario in which the reaction system 199 can monitor the condition or behavior of a driver. Referring to 13 can the ECU 150 Information from an optical sensor device 162 receive. In some cases, the optical sensor device 162 be a video camera in the dashboard of the motor vehicle 100 is appropriate. In other cases, a thermal sensor device may be used. The information can be a sequence of images 700 include, for determining the condition of a driver 702 can be analyzed. A first picture 710 shows a perfectly alert driver 702 , his head 720 keeps upright. A second picture 712 however, shows the driver 702 in a sleepy state, the head 720 keeps leaning forward. Finally shows a third picture 714 the driver 702 in an even sleepier state, with the head 720 is tilted completely forward. In some embodiments, the reaction system 199 be configured to have different pictures of the driver 702 analyzed. Specifically, the reaction system 199 the movement of the head 720 to determine if a driver is in a normal or drowsy state.

It should be understood that any type of algorithms known in the art may be used to analyze eye movement based on images. In particular, any kind of algorithm can be used which can detect the head and determine the head position. Examples of such algorithms may include various structure recognition algorithms known in the art. It is possible that the reaction system 199 In addition to the above described other head movements and the direction of these movements can recognize. For example, the reaction system 199 in some embodiments, be configured so that there is rotation of the head 720 (eg if the head 720 the driver 702 is rotated) and a direction of rotation with respect to the driver 702 and the vehicle (eg left, right, back, forwards) analyzed. Furthermore, the detection of a rotation and a rotation direction of the detection of a line of sight of the driver 702 serve as known in the art.

14 Figure 11 illustrates one embodiment of a method for detecting drowsiness by monitoring head movement of the driver. In some embodiments, some of the following steps may be through a reaction system 199 a motor vehicle can be achieved. In some cases, some of the following can be done by an ECU 150 a motor vehicle can be achieved. In other embodiments, some of the steps may be accomplished by other parts of a motor vehicle, including but not limited to the vehicle systems 172 , In still other embodiments, some of the following steps may be accomplished by any combination of the systems or parts of the vehicle. It should be understood that in some embodiments, one or more of the following steps may be optional. For reference purposes, the following procedures illustrate those in 1 to 3 parts shown, including the reaction system 199 ,

In step 802 can the reaction system 199 receive optical and / or thermal information. In some cases, optical information may come from a camera or optical sensor device 162 be received. In other cases, thermal information may be from a thermal sensor device 163 be received. In still others In both cases, both optical and thermal information may be received by a combination of optical and thermal devices.

In step 804 can the reaction system 199 analyze the head movement. By detecting the head movement, the reaction system 199 determine if a driver is leaning forward. The head movement can be determined either by visual information or thermal information provided in step 802 be received. Furthermore, as discussed above, any type of software or algorithms may be used to determine head movement based on optical or thermal information.

In step 806 determines the reaction system 199 the body-state index of a driver in response to the detected head movement. For example, the reaction system determines 199 in some cases, to determine a driver's body state index, whether the head is tilted in any direction for extended periods of time. In some cases, the reaction system 199 Determine if the head is tilted to the right. In some cases, the reaction system 199 Depending on the degree of tilt and / or the time interval in which the head is inclined, assign a body-state index. For example, if the head is sloped for a short time, then the body state index may be assigned a value of 2 to indicate that the driver is slightly drowsy. If the head is tilted for a long period of time, the body state index may be assigned a value of 4 to indicate that the driver is extremely drowsy.

In some embodiments, the reaction system 199 Determine the body-state index by detecting a single head tilt of a driver's head. Of course it is also possible that the reaction system 199 analyzed the head movement over a period of time and considered average head movements.

In another example, a response system may include means for detecting the condition of a driver by monitoring the relative position of the driver's head with respect to a headrest. 15 illustrates a schematic view of a scenario in which the reaction system 199 can monitor the status or behavior of a driver. Referring to 15 can the ECU 150 Information from a proximity sensor 134 receive. In some cases, the proximity sensor 134 be a capacitor. In other cases, the proximity sensor 134 be a laser-based sensor. In still other cases, any other type of proximity sensor known in the art may be used. The reaction system 199 can change the distance between the driver's head and a headrest 137 monitor. In particular, the reaction system 199 Information from a proximity sensor 134 received for determining the distance between the driver's head and a headrest 137 can be used. For example, shows a first configuration 131 a driver 139 in a completely awake state, a head 138 to the headrest 137 rejects. A second configuration 132 however, shows the driver 139 in a somewhat drowsy state. In this case, the head is 138 further from the headrest 137 removed as the driver 139 has fallen slightly forward. A third configuration 133 shows the driver 139 in a completely sleepy state. In this case, the head is 138 even further from the headrest 137 removed because the driver has dropped even further forward. In some embodiments, the reaction system 199 be configured so that there is information about the distance between the head 138 the driver and the headrest 137 analyzed. Furthermore, the reaction system 199 Analyze the head position and / or movement (including inclination, descent and / or jerking movements) to determine if the driver 139 is in a normal or drowsy state.

It should be understood that any type of prior art algorithms for headspace and / or head movement analysis may be used based on approximate or distance information. In particular, any type of algorithm can be used which can determine the relative distance between a headrest and the head of the driver's head. All other algorithms for distance change analysis can also be used to determine head movement. Examples of such algorithms may include various structure recognition algorithms known in the art.

16 Figure 11 illustrates one embodiment of a method for detecting drowsiness by monitoring the distance between the driver's head and a headrest. In some embodiments, some of the steps may be through a reaction system 199 of a motor vehicle 100 be achieved. In some cases, some of the steps may be through an ECU 150 a motor vehicle can be achieved. In other embodiments, some of the steps may be accomplished by other parts of a motor vehicle, including but not limited to the vehicle systems 172 , In still other embodiments, some of the following steps may be accomplished by any combination of the systems or parts of the vehicle. It should be noted that in some embodiments, the following steps are optional could be. For reference purposes, the following procedures illustrate those in 1 to 3 parts shown, including the reaction system 199 ,

In step 202 can the reaction system 199 Receive distance information. In some cases, the range information may be received by a capacitor or laser-based sensor. In other cases, the range information may be received by any other sensor. In step 204 can the reaction system 199 analyze the distance of the head from a headrest. By determining the distance between the driver's head and the headrest, the reaction system can 199 determine if a driver is leaning forward. Furthermore, the reaction system 199 Capture head movement over a period of time using headspace analysis. The distance of the head from the headrest can be determined using any type of distance information provided in step 202 be received. Furthermore, as discussed above, any type of software or algorithm may be used to determine headspace and / or head motion information.

In step 206 determines the reaction system 199 the driver's body state index in response to the detected head gap and / or the sensed head movement.

For example, the reaction system 199 in some cases determine a driver's body-state index to determine whether the head leans away from the headrest for extended periods of time. In some cases, the reaction system 199 Determine if the head is leaning forward. In some cases, the reaction system 199 assign a body-state index as a function of the distance between the head and the headrest and the time interval in which the head is away from the headrest. For example, with the head removed for a short period of time from the headrest, the body state index may be assigned a value of 2 to indicate that the driver is slightly drowsy. If the head is away from the headrest for a long period of time, the body state index may be assigned a value of 4 to indicate that the driver is very sleepy. It should be noted that in some cases, a system may be configured to associate the alertness of a driver with a predetermined distance between the head and the headrest. This predetermined distance may be a factory preset value or a value determined by monitoring a driver over a period of time. The body-state index may be increased as the driver's head moves closer to or further from the headrest relative to the headrest with respect to the predetermined distance. In other words, in some cases, the system may detect that the driver's head is tilting forward and / or backward when he or she becomes sleepy.

In some embodiments, the reaction system 199 determine the body-state index based on the detection of a single measurement of the distance between the driver's head and a headrest. Of course it is also possible that the reaction system 199 analyzed the distance between the head of the driver and the headrest over a period of time and used average distances to determine the body-state index.

In some other embodiments, the reaction system 199 detect the distance between the driver's head and any other reference point within the vehicle. For example, in some cases, a proximity sensor may be located in a ceiling of the vehicle, and the reaction system 199 can detect the distance of the driver's head with respect to the location of the proximity sensor. In other cases, a proximity sensor may be located in any other part of the vehicle. Furthermore, in other embodiments, all other portions of a driver may be monitored to determine if a driver is sleepy or awake. For example, in yet another embodiment, a proximity sensor may be used in the back of a seat to measure the distance between the driver's back and back.

In another example, a response system may include means for detecting a driver's unusual steering behavior to determine if a driver is sleepy. 17 illustrates a schematic view of the motor vehicle 100 that of the driver 902 is operated. In this situation, the ECU 150 Information about the steering angle or steering position is received as a function of time. In addition, the ECU 150 also receive information about the torque applied to a steering wheel as a function of time. In some cases, the steering angle information or torque information may be from an EPS system 160 which may include a steering angle sensor and a torque sensor. By analyzing the steering position or steering torque over a period of time, the reaction system 199 determine if the steering operation is unstable, which may indicate that the driver is drowsy.

18 illustrates an embodiment of a method for detecting drowsiness by monitoring the driver's steering behavior. In some embodiments some of the steps through a reaction system 199 a motor vehicle can be achieved. In some cases, some of the steps may be through an ECU 150 a motor vehicle can be achieved. In other embodiments, some of the steps may be accomplished by other parts of a motor vehicle, such as the vehicle systems 172 , In still other embodiments, some of the following steps may be accomplished by any combination of the systems or parts of the vehicle. It should be understood that in some embodiments, one or more of the following steps may be optional. For reference purposes, the following procedures illustrate those in 1 to 3 parts shown, including the reaction system 199 ,

In step 1002 can the reaction system 199 Receive steering angle information. In some cases, the steering angle information from the EPS 160 or received directly from a steering angle sensor. Subsequently, the reaction system 199 in step 1004 analyze the steering angle information. In particular, the reaction system 199 look for patterns in the steering angle as a function of time, indicating an unsteady steering behavior, indicating a drowsy driver. Any method of analyzing steering information may be used to determine if the steering behavior is inconsistent. Furthermore, the reaction system 199 in some embodiments, information from the lane keeping assistance system 244 received to determine if a driver is the motor vehicle 100 away from the traffic lane.

In step 1006 can the reaction system 199 Determine the body-state index of a driver based on the steering wheel movement. For example, the reaction system 199 If the steering wheel movement is unstable, assign a body-state index of 2 or higher to indicate that the driver is drowsy.

A response system may also include means for detecting unusual drivability by monitoring lane departure information. 19 illustrates a schematic view of an embodiment of the motor vehicle 100 by the driver 950 is operated. In this situation, the ECU 150 Received information about leaving the lane. In some cases, information about leaving the lane may be from the LDW system 240 be received. Lane departure information may include any type of information about a vehicle's position relative to one or more lanes, steering behavior, trajectory, or any other information. In some cases, lane departure information may be processed information indicative of lane departure and LDW system information 240 to be analyzed. By analyzing the information about leaving the lane, the reaction system can 199 Determine if driving behavior is unstable, which may indicate that the driver is drowsy. In some embodiments, the reaction system 199 whenever the LDW system 240 indicates a lane departure warning, determine that the driver is drowsy. Furthermore, the level of drowsiness can be determined by the warning intensity.

20 Figure 11 illustrates an embodiment of a method for detecting drowsiness by monitoring lane departure information. In some embodiments, some of the steps may be through a reaction system 199 a motor vehicle can be achieved. In some cases, some of the steps may be through an ECU 150 a motor vehicle can be achieved. In other embodiments, some of the steps may be accomplished by other parts of a motor vehicle, such as the vehicle systems 172 , In still other embodiments, some of the following steps may be accomplished by any combination of the systems or parts of the vehicle. It should be understood that in some embodiments, one or more of the following steps may be optional. For reference purposes, the following procedures illustrate those in 1 to 3 parts shown, including the reaction system 199 ,

In step 1020 can the reaction system 199 Received information about leaving the lane. In some cases, information about leaving the lane may be from the LWD system 240 or directly from any type of sensor (such as a steering angle sensor or a sensor for indicating the relative position). Subsequently, the reaction system 199 in step 1022 analyze the information about leaving the lane. Any method of analyzing lane departure information may be used.

In step 1024 can the reaction system 199 determine the driver's body state index based on lane departure information. For example, if the vehicle leaves the lane, the reaction system may 199 Assign a body-state index of 2 or higher to indicate that the driver is drowsy. Likewise, the reaction system 199 Assign a body state index of 2 or higher to indicate that the driver is drowsy if the lane departure information provides a lane departure warning from the LDW system 240 are. By using this process, the reaction system can 199 Information from one or more vehicle systems 172 Use to determine if a driver is sleepy. This is possible because drowsiness (or other inattentiveness) not only manifests itself in driver behavior, but can also cause changes in the operation of the vehicle from different vehicle systems 172 can be monitored.

21 illustrates a schematic view of an embodiment of the motor vehicle 100 in which the reaction system 199 Can capture respiratory rate information. In particular, the ECU 150 using a biomonitoring sensor 164 determine the number of breaths of the driver 1102 per minute. This information can be analyzed to determine if the measured breaths per minute are consistent with a normal or drowsy state. The breaths per minute serve as an example, other autonomous information can be monitored and used to determine this condition.

22 illustrates an embodiment of a method for detecting drowsiness by monitoring a driver's autonomous information. In some embodiments, some of the steps may be through a reaction system 199 a motor vehicle can be achieved. In some cases, some of the steps may be through an ECU 150 a motor vehicle can be achieved. In other embodiments, some of the steps may be accomplished by other parts of a motor vehicle, such as the vehicle systems 172 , In still other embodiments, some of the following steps may be accomplished by any combination of the systems or parts of the vehicle. It should be understood that in some embodiments, one or more of the following steps may be optional. For reference purposes, the following procedures illustrate those in 1 to 3 parts shown, including the reaction system 199 ,

In step 1202 can the reaction system 199 Receive information about a driver's autonomic nervous system. In some cases, the information may be received by a sensor. The sensor can be used with any part of the motor vehicle 100 be connected, including a seat, an armrest or other part. Furthermore, in some cases, the sensor may be a portable sensor.

In step 1204 can the reaction system 199 analyze the autonomous information. In general, all methods of analyzing autonomous information can be used to determine if the driver is drowsy. It should be noted that the method for analyzing autonomous information may vary according to the type of autonomous information to be analyzed. In step 1206 can the reaction system 199 the body-state index of the driver based on the in step 1204 determine the analysis carried out.

It should be noted that the above-described methods for determining driver behavior (eg driver state, body state index) of a driver based on eye movement, head movement, steering wheel movement and / or autonomous information only serve as examples, and In other embodiments, all other methods for sensing driver behavior may be used, including sleepiness related behavior. It is further noted that in some embodiments, various methods of detecting driver behavior may be used concurrently to determine a body-state index.

Exemplary Operative Response to Stimulate a Driver

In one embodiment, a response system may include means for controlling one or more vehicle systems to wake a drowsy driver based on the detected driver behavior. For example, a responsive system may control various systems to stimulate a driver in some way (visually, orally, or, for example, by exercise). A reaction system may also change the environmental conditions in a motor vehicle to wake the driver and thereby increase the driver's attention.

23 and 24 illustrate a schematic view of a method for waking a driver by changing the control of an electronic power steering. In 23 is a driver 1302 sleepy. The reaction system 199 can detect, by means of any of the aforementioned detection methods or other detection methods, that the driver 1302 is sleepy. During normal operation, the EPS system assists 160 a driver turning a steering wheel 1304 , However, it is advantageous in some situations to reduce this assistance. For example, the driver needs 1302 , as in 24 Obviously, by reducing the steering assistance, make greater efforts to get the steering wheel 1304 to turn. That may have the effect that the driver 1302 is awakened, as the driver 1302 now has to spend more power to the steering wheel 1304 to turn.

25 illustrates an embodiment of a method for controlling the Steering assistance according to the detected level of drowsiness of a driver. In some embodiments, some of the steps may be through a reaction system 199 a motor vehicle can be achieved. In some cases, some of the steps may be through an ECU 150 a motor vehicle can be achieved. In other embodiments, some of the steps may be accomplished by other parts of a motor vehicle, such as the vehicle systems 172 , In still other embodiments, some of the following steps may be accomplished by any combination of the systems or parts of the vehicle. It should be understood that in some embodiments, one or more of the following steps may be optional. For reference purposes, the following procedures illustrate those in 1 to 3 parts shown, including the reaction system 199 ,

In step 1502 can the reaction system 199 Receive information about drowsiness. In some cases, the drowsiness information may include information as to whether a driver is in a normal or drowsy state. Further, in some cases, the information on drowsiness may include a value indicative of drowsiness, for example, on a scale of 1 to 10, with 1 being the lowest level of drowsiness and 10 the highest level of drowsiness.

In step 1504 determines the reaction system 199 based on the information on drowsiness, whether the driver is sleepy. If the driver is not sleepy, the reaction system goes 199 to step 1502 back. If the driver is sleepy, the reaction system goes 199 continue to step 1506 , In step 1506 Steering wheel information can be received. In some cases, the steering wheel information may be from an EPS system 160 be received. In other cases, the steering wheel information may be received from a steering angle sensor or directly from a steering torque sensor.

In step 1508 can the reaction system 199 determine if the driver turns the steering wheel. If not, the reaction system goes 199 to step 1502 back. If the driver turns the steering wheel, the reaction system goes 199 continue to step 1510 in which the steering assistance is reduced. It should be noted that the reaction system 199 in some embodiments, does not check to see if the steering wheel is turned before the steering assist is reduced.

26 FIG. 12 illustrates one embodiment of a comprehensive process for controlling driver steering assistance according to a body-state index. In step 1520 can the reaction system 199 Receive steering information. The steering information may include any type of information, including steering angle, steering torque, speed, engine speed, and any other steering information regarding a steering system and / or a steering assist system. In step 1522 can the reaction system 199 To offer a driver assistance. In some cases, the reaction system provides 199 Steering assist in response to a driver's request (for example, when a driver turns on the power steering). In other cases, the reaction system provides 199 automatic steering assistance according to the vehicle conditions or other information.

In step 1524 can the reaction system 199 Determine the body-state index of a driver using the methods described above for determining a body-state index. Subsequently, the reaction system 199 in step 1526 set a power steering status that corresponds to the degree of steering assist provided by the electronic power steering. For example, the power steering status may in some cases be associated with two states, including a "low" and a "default" state. In the "default" state, the steering assist is applied at a pre-set level that corresponds to the amount of steering assistance that improves driveability and provides a user with greater ride comfort. In the "low" state, a lower steering assistance is provided, which means that the driver has to spend more steering power. As in the lookup table 1540 As shown, the power steering status may be selected according to the body-state index. For example, if the body state index is 1 or 2 (corresponding to no drowsiness or light drowsiness), the power steering status is set to the default state. However, if the body-state index is 3 or 4 (equivalent to a driver's drowsiness), the power steering status is set to the low state. It is noted that the lookup table 1540 by way of example only and that the relationship between body state index and power steering status may vary in any way in other embodiments.

Once the power steering status in step 1526 is set, the reaction system goes 199 continue to step 1528 , In step 1528 determines the reaction system 199 whether the power steering status is set to "Low". If not, the reaction system can 199 to step 1520 go back and continue to operate the steering assistance at the same level. When the reaction system 199 however, determines that the power steering status is set to "Low", the reaction system may 199 to step 1530 continue. In step 1530 can the reaction system 199 delay the steering assistance. For example, if the steering assist provides a pre-set level of torque assistance, the steering assist may be varied for a reduction in assistive torque. This causes the driver to increase the steering effort. For a drowsy driver, the increased steering effort required to turn the steering wheel may increase attention and improve vehicle operation.

In some cases, the reaction system 199 in step 1532 warn the driver of the reduced steering assistance. For example, in some cases, a light on the dashboard with the words "power steering off" or "reduced power steering" are turned on. In other cases, a navigation screen or other screen associated with the vehicle may display a message indicating that steering assistance is reduced. In still other cases, an audible or haptic indicator may be used to warn the driver. This informs the driver of the change in the steering assistance so that the driver does not have to worry about a power steering failure.

27 and 28 illustrate schematic views of a method for awakening a drowsy driver by automatically changing the operation of an air conditioning system. In 27 was an air conditioner 250 from a driver 1602 set to a temperature of 75 degrees Fahrenheit (24 degrees Celsius) in the interior of the motor vehicle 100 is maintained. This will be on the screen 1620 displayed. When the reaction system 199 that captures the driver 1602 drowsy, the reaction system can 199 automatically the temperature of the air conditioner 250 to change. As in 28 the reaction system is visible 199 The temperature is automatically set to 60 degrees Fahrenheit (16.6 degrees Celsius). When the temperature in the motor vehicle 100 cools down, becomes the driver 1602 less sleepy, and the driver 1602 gets more attention while driving. In other embodiments, the temperature may be increased to make the driver more attentive.

29 FIG. 10 illustrates an embodiment of a method for awakening a driver by controlling the temperature in a vehicle. In some embodiments, some of the steps may be through a reaction system 199 a motor vehicle can be achieved. In some cases, some of the steps may be through an ECU 150 a motor vehicle can be achieved. In other embodiments, some of the steps may be accomplished by other parts of a motor vehicle, such as the vehicle systems 172 , In still other embodiments, some of the following steps may be accomplished by any combination of the systems or parts of the vehicle. It should be understood that in some embodiments, one or more of the following steps may be optional. For reference purposes, the following procedures illustrate those in 1 to 3 parts shown, including the reaction system 199 ,

In step 1802 can the reaction system 199 Receive information about drowsiness. In step 1804 determines the reaction system 199 whether a driver is sleepy. If the driver is not sleepy, the reaction system goes 199 to step 1802 back. If the driver is sleepy, the reaction system goes 199 continue to step 1806 , In step 1806 Represents the reaction system 199 automatically the temperature in the vehicle interior. In some cases, the reaction system 199 lower the temperature inside the vehicle by activating a fan or air conditioner. The reaction system 199 However, in other cases, it may also raise the temperature inside the vehicle with a fan or heater. It should also be understood that the embodiments are not limited to the change in temperature, and that in other embodiments, other aspects of the cabin climate may be altered, including airflow, humidity, pressure or other environmental conditions. For example, in some cases, a reaction system may automatically increase airflow into the vehicle interior, which stimulates the driver and reduces his drowsiness.

30 and 31 illustrate schematic views of methods for alerting a drowsy driver to the driver using visual, audible, and tactile feedback. In 30 is a driver 1902 sleepy while the motor vehicle 100 emotional. Once the reaction system 199 detects this sleepy state, the reaction system can 199 activate one or more feedback mechanisms that the driver 1902 wake up. In 31 Three different methods for awakening a driver are shown. In particular, the reaction system 199 one or more of the tactile devices 170 Taxes. Examples of tactile devices include vibratory devices (such as a vibrating seat or a massage seat) or devices whose surface properties can be changed (for example, by heating or cooling or by adjusting the strength of a surface). In one embodiment, the reaction system 199 the driver's seat 190 operate so that it wobbles or vibrates. That can cause the driver 1902 is awakened. In other cases, the steering wheel 2002 be driven so that it vibrates or wobbles. In addition, the reaction system 199 in some cases one or more lights or activate other visual indicators. For example, in one embodiment, a warning may be on the screen 2004 are displayed. In one example, the alert may be "Wake Up!" And include a brightly lit screen to attract the driver's attention. In other cases, ceiling lights or other visual indicators may be employed to wake the driver. In some embodiments, the reaction system 199 different sounds through a speaker 2010 produce. For example, the reaction system 199 in some cases, activate a radio, CD player, MP3 player, or other audio device to listen to music or other sounds through the speakers 2010 play. In other cases, the reaction system 199 reproduce various stored recordings, such as voices requesting the driver to wake up.

32 FIG. 12 illustrates one embodiment of a method for awakening a driver using visual, auditory, and tactile stimuli. In some embodiments, some of the steps may be through a reaction system 199 a motor vehicle can be achieved. In some cases, some of the steps may be through an ECU 150 a motor vehicle can be achieved. In other embodiments, some of the steps may be accomplished by other parts of a motor vehicle, such as the vehicle systems 172 , In still other embodiments, some of the following steps may be accomplished by any combination of the systems or parts of the vehicle. It should be understood that in some embodiments, one or more of the following steps may be optional. For reference purposes, the following procedures illustrate those in 1 to 3 parts shown, including the reaction system 199 ,

In step 2102 can the reaction system 199 Receive information about drowsiness. In step 2104 determines the reaction system 199 whether a driver is sleepy. If the driver is not sleepy, the reaction system goes 199 to step 2102 back. If the driver is sleepy, the reaction system goes 199 continue to step 2106 , In step 2106 can the reaction system 199 Give a driver tactile stimuli. For example, the reaction system 199 a seat or another part of the motor vehicle 100 so that it shakes or vibrates (for example, a steering wheel). In other cases, the reaction system 199 the strength of a seat or other surface in the motor vehicle 100 vary.

In step 2108 can the reaction system 199 turn on one or more lights or indicators. The lights can be any lights with the motor vehicle 100 including dashboard lights, skylights or other lights. The reaction system 199 In some cases, it may provide a brightly lit message or a brightly lit background on a screen, such as on a navigation system screen or climate control screen. In step 2110 can the reaction system 199 different sounds through a speaker in the vehicle 100 produce. The sounds can be spoken words, music, alarm sounds or other types of sounds. Furthermore, the volume of the sounds can be adjusted to ensure that the driver is alerted by the sounds, but not so loud that it causes the driver much discomfort.

A responsive system may include means for controlling a seat belt system to wake a driver. In some cases, a response system may control a seatbelt electronic pretensioner to give a warning impulse to the driver.

33 and 34 illustrate schematic views of an embodiment of a reaction system that controls an electronic belt tensioner for a safety belt. In 33 and 34 in which a driver 2202 begins to feel sleepy, the reaction system can 199 automatically the EPT system 254 steer to the driver 2202 to give a warning impulse. In particular, a safety belt 2210 as in 33 shown, initially loose, but as soon as the driver 2202 The seat belt becomes drowsy 2210 for a moment stuck against the driver 2202 curious how in 34 is apparent. This momentary tightening serves as a warning impulse to the driver 2202 can wake up.

35 illustrates an embodiment of a method for controlling the EPT system 254 , In step 2402 receives the reaction system 199 Information about drowsiness. In step 2404 determines the reaction system 199 whether the driver is sleepy. If the driver is not sleepy, the reaction system goes 199 to step 2402 back. If the driver is sleepy, the reaction system goes 199 continue to step 2406 in which a warning pulse is sent. In particular, the seat belt can be tightened to wake or alert the driver.

Exemplary Operational Reaction of Other Vehicle Systems

Moreover, in addition to controlling various vehicle systems to stimulate a driver, a motor vehicle may also include other means for controlling various vehicle systems (eg, vehicle systems in 2 ) on Based on driver behavior. The methods and systems discussed herein for controlling various vehicle systems are exemplary, and it should be understood that other changes to other vehicle systems are contemplated.

For example, a motor vehicle may include means for adjusting various brake control systems according to a driver's behavior. For example, a response system may alter the control of anti-lock brake systems, brake assist, brake pre-fill, and other braking systems when a driver is drowsy. This arrangement can increase the effectiveness of the braking system in dangerous driving situations, which may result from the drowsiness of a driver.

36 and 37 illustrate schematic views of the operation of an anti-lock brake system. Referring to 36 in which a driver 2502 fully awake, the ABS system can 224 with a first braking distance 2520 be connected. In particular, the motor vehicle 100 at a certain initial speed 2540 in which the driver 2502 the brake pedal 2530 pushes, the first braking distance 2520 travel before it comes to a complete stop. Therefore, the first braking distance results 2520 from various brake parameters of the ABS system 224 ,

In 37 in which the driver 2502 drowsy, the reaction system can 199 the control of the ABS system 224 to change. In particular, in some cases, one or more operating parameters of the ABS system 224 be changed to shorten the braking distance. In this case, where the driver 2502 a brake pedal 2530 pushes, can the motor vehicle 100 a second braking distance 2620 travel before it comes to a complete stop. In one embodiment, the second braking distance 2620 significantly shorter than the first braking distance 2520 be. In other words, the braking distance can be shortened when the driver 2502 is sleepy. Since a drowsy driver may depress the brake pedal later due to reduced attention, the ability of the reaction system may increase 199 help shorten the braking distance to compensate for the reduced reaction time of the driver. In another embodiment, when the vehicle is traveling on a slippery surface, the reduction of the braking distance may not occur and instead tactile feedback via the brake pedal may be used.

38 FIG. 12 illustrates an embodiment of a method of changing the control of an anti-lock brake system according to the behavior of a driver. In some embodiments, some of the steps may be through a reaction system 199 a motor vehicle can be achieved. In some cases, some of the steps may be through an ECU 150 a motor vehicle can be achieved. In other embodiments, some of the steps may be accomplished by other parts of a motor vehicle, such as the vehicle systems 172 , In still other embodiments, some of the following steps may be accomplished by any combination of the systems or parts of the vehicle. It should be understood that in some embodiments, one or more of the following steps may be optional. For reference purposes, the following procedures illustrate those in 1 to 3 parts shown, including the reaction system 199 ,

In step 2702 can the reaction system 199 Receive information about drowsiness. In step 2704 can the reaction system 199 Determine if the driver is sleepy. If the driver is not sleepy, the reaction system goes 199 to step 2702 back. If the driver is sleepy, the reaction system goes 199 continue to step 2706 , In step 2706 can the reaction system 199 determine the current braking distance. The current braking distance may be a function of the current vehicle speed or other operating parameters, including various parameters associated with the braking system. In step 2708 can the reaction system 199 automatically reduce the braking distance. This can be done by changing one or more operating parameters of the ABS system 224 be achieved. For example, brake line pressure can be controlled by controlling various valves, pumps, and / or motors in the ABS system 224 to be changed.

In some embodiments, a reaction system may automatically prime one or more brake lines in a motor vehicle in response to driver behavior. 39 FIG. 12 illustrates one embodiment of a method for controlling brake lines in a motor vehicle in response to driver behavior. In some embodiments, some of the steps may be through a reaction system 199 a motor vehicle can be achieved. In some cases, some of the steps may be through an ECU 150 a motor vehicle can be achieved. In other embodiments, some of the steps may be accomplished by other parts of a motor vehicle, such as the vehicle systems 172 , In still other embodiments, some of the following steps may be accomplished by any combination of the systems or parts of the vehicle. It should be understood that in some embodiments, one or more of the following steps may be optional. For reference, the following explain Procedures in 1 to 3 parts shown, including the reaction system 199 ,

In step 2802 can the reaction system 199 Receive information about drowsiness. In step 2804 can the reaction system 199 Determine if the driver is sleepy. If the driver is not sleepy, the reaction system goes 199 to step 2802 back. If the driver is drowsy, the reaction system can 199 in step 2806 automatically pre-fill the brake lines with brake fluid. For example, the reaction system 199 the automatic brake priming system 228 use. In some cases, this may help increase the braking response when a dangerous condition occurs while the driver is drowsy. It should be noted that any number of brake lines in step 2806 can be prefilled. Further, any prior art brake line prefill devices may be used, including pumps, valves, motors, or other devices needed to automatically supply brake fluid to the brake lines.

Some vehicles may be equipped with brake assist systems that can reduce the amount of force that a driver needs to apply to operate the brakes. These systems can be activated for older drivers or any other driver who needs help with braking. In some cases, a response system may use the brake assist systems when a driver is sleepy, as a drowsy driver may be unable to apply the necessary force to the brake pedal to quickly stall a vehicle.

40 FIG. 12 illustrates one embodiment of a method for controlling automatic brake assist in response to driver behavior. In step 2902 can the reaction system 199 Receive information about drowsiness. In step 2904 can the reaction system 199 Determine if the driver is sleepy. If the driver is not sleepy, the reaction system can 199 back to step 2902 walk. If the driver is drowsy, the reaction system can 199 in step 2906 Determine if the brake assist system 226 already turned on. If the brake assist system 226 already turned on, the reaction system can 199 to step 2902 decline. If the brake assist system 226 at the moment is not active, the reaction system can 199 the brake assist system 226 in step 2908 turn on. This arrangement provides a drowsy driver with brake assistance, as the driver in the event that the motor vehicle 100 must be quickly brought to a standstill, sometimes unable to apply the necessary braking force.

In some embodiments, a response system may change the level of assistance in a brake assist system. For example, under normal conditions, a brake assist system may operate at a preset activation threshold. The activation threshold may be associated with the rate of change of the master cylinder brake pressure. If the rate of change of the master cylinder brake pressure exceeds the activation threshold, the brake assist may be activated. However, if a driver is drowsy, the brake assist system may change the activation threshold so that the brake assist is activated earlier. In some cases, the activation threshold may vary according to the level of drowsiness. For example, if the driver is only slightly drowsy, the activation threshold may be higher than if the driver is extremely drowsy.

41 FIG. 12 illustrates one embodiment of a comprehensive process for controlling automatic brake assist in response to driver behavior. In particular, illustrated 41 a method in which the brake assist is changed according to the driver's body state index. In step 2930 can the reaction system 199 Receive brake information. Brake information may include information from all sensors and / or vehicle systems. In step 2932 can the reaction system 199 determine if a brake pedal is pressed. In some cases, the reaction system 199 Receive information that a brake switch has been actuated to determine whether the driver is braking at the moment. In other cases, all other vehicle information may be monitored to determine if the brakes are being applied. In step 2934 can the reaction system 199 measure the rate of increase in brake pressure. In other words, the reaction system determines 199 how fast the brake pressure is increased or how "strong" the brake pedal is pressed. In step 2936 Represents the reaction system 199 an activation threshold. The activation threshold corresponds to a threshold for the rate of increase of the brake pressure. Details of this step are explained below.

In step 2938 determines the reaction system 199 whether the increase rate of the brake pressure exceeds the activation threshold. If not, the reaction system goes 199 back to step 2930 , Otherwise the reaction system goes 199 continue to step 2940 , In step 2940 activates the reaction system 199 a modulator pump and / or valves for automatically increasing the brake pressure. In other words, the reaction system activates 199 in step 2940 the brake assistance. This allows an increase in the braking force applied to the wheels.

42 Figure 1 illustrates one embodiment of a process for selecting the activation threshold discussed above. In some embodiments, the in 42 shown process step 2936 out 41 , In step 2950 can the reaction system 199 receive the brake pressure rate and vehicle speed and other operating information. The brake pressure rate and vehicle speed correspond to the current vehicle conditions that may be used to determine an activation threshold under normal operating conditions. In step 2952 For example, an initial setting of the threshold may be determined according to vehicle operating conditions.

To allow for changes in the brake assist due to drowsiness, the initial threshold setting may be changed according to the condition of the driver. In step 2954 determines the reaction system 199 the body-state index of the driver using the methods explained above. Subsequently, the reaction system determines 199 in step 2956 a brake assist coefficient. Like from the lookup table 2960 it can be seen that the brake assist coefficient varies between 0% and 25% according to the body-state index. Furthermore, the brake assist coefficient generally increases with a decreasing body-state index. In step 2958 the activation threshold is selected according to the initial threshold setting and the brake assist coefficient. When the brake assist coefficient is 0%, the activation threshold is the initial threshold setting. However, if the brake assist coefficient is 25%, the activation threshold may be changed by up to 25% to increase the sensitivity of the brake assist when the driver is drowsy. In some cases, the activation threshold may be increased by up to 25% (or by a different amount corresponding to the braking aid coefficient). In other cases, the activation threshold may be reduced by up to 25% (or by a different amount corresponding to the braking aid coefficient).

A motor vehicle may include means for increasing vehicle stability when a driver is drowsy. In some cases, a reaction system may change the operation of an electronic stability control system. For example, in some cases, a response system may ensure that a detected yaw rate and steering yaw rate (the yaw rate estimated from the steering information) have very similar values. This can improve steering accuracy and reduce the likelihood of dangerous driving conditions when a driver is drowsy.

In 43 and 44 are schematic views of an embodiment of the motor vehicle 100 shown in a curve on the road 3000 moves. In 43 is a driver 3002 fully awake and turns a steering wheel 3004 , Also in 43 become a route intended by the driver 3006 and an actual vehicle route 3008 shown. The driver's intended route may be determined via the steering wheel information, the yaw rate information, the lateral G information, and other types of operational information. The driver's intended route represents the vehicle's ideal route with regard to the driver's steering input. Due to variations in road traction and other conditions, the actual vehicle route may differ slightly from the driver's intended route. In 44 changes the reaction system 199 when the driver 3002 drowsy, the operation of the electronic stability control system 222 , In particular, the ESC system 222 was changed, so the actual vehicle route 3104 closer to the driver's intended route 3006 is. This helps us to minimize the difference between the driver's intended distance and the actual distance of the vehicle when the driver is drowsy, which can improve the driving precision.

In 45 FIG. 2 illustrates the execution system of a process for controlling an electronic vehicle stability system in accordance with driver behavior. In some embodiments, some of the following steps could be via a reaction system 199 a motor vehicle can be achieved. In some cases, some of the following steps could be via a reaction system 150 a motor vehicle can be achieved. In other embodiments, some of the following steps could be accomplished via other components of a motor vehicle, e.g. B. vehicle systems 172 , In some embodiments, some of the following steps could be accomplished via a combination of systems or components of the vehicle. It is understood that in some embodiments, one or more of the following steps may be optional. For reference purposes, the following method discusses the components that are described in 1 to 3 including the reaction system 199 ,

In step 3202 can the reaction system 199 Get drowsiness information. In step 3204 determines the reaction system 199 whether the driver is sleepy. If the driver is not sleepy, the reaction system can 199 back to step 3202 switch. Otherwise, the reaction system gets 199 the yaw rate information in step 3206 , The yaw rate information could in some cases be received by a yaw rate sensor. In step 3208 can the reaction system 199 Received steering information. For example, this could include the angle of the steering wheel received by the steering angle sensor. In step 3210 determines the reaction system 199 the steering yaw rate using the steering information. In some cases additional operating information may be used to determine the steering yaw rate. In step 3212 can the reaction system 199 reduce the allowable error between the measured yaw rate and the steering yaw rate. In other words, the reaction system 199 helps to minimize the difference between the driver's intended distance and the actual vehicle distance.

To reduce the allowable error between yaw rate and steering yaw rate, the reaction system may 199 at one or more brakes of the motor vehicle 100 Apply braking to the motor vehicle 100 close to the driver's intended route. Examples of how a vehicle can be maintained in proximity to a driver's intended route are in Ellis et al., U.S. Patent No. ___, now US Patent Application Number 12 / 725,587 , deposited on March 17, 2010, which is here in its entirety integrated for reference purposes.

In 46 Figure 11 illustrates the execution system of a process for controlling an electronic stability control system in response to driver behavior. In particular in 46 An embodiment is illustrated in which the operation of the electronic stability control system is changed in accordance with the driver's body status index. In step 3238 can the reaction system 199 Received operating information. This information may include operating information such as yaw rate, wheel speed, steering angles, and other information used by an electronic stability control system. In step 3240 can the reaction system 199 determine whether the vehicle behavior is stable. Especially in step 3242 measures the reaction system 199 the steering stability error associated with understeer or oversteer. In some cases, stability is determined by comparing the actual distance of the vehicle with the distance intended by the driver.

In step 3244 sets the reaction system 199 an activation threshold associated with the electronic stability control system. The activation threshold can be linked to a predefined stability error. In step 3246 determines the reaction system 199 whether the stability error exceeds the activation threshold. Otherwise, the reaction system 199 back to step 3238 switch. Otherwise, the reaction system 199 continue to step 3248 switch. In step 3248 applies the reaction system 199 Single-wheel brake control on to increase vehicle stability. In some embodiments, the reaction system could 199 Also check the engine to apply engine brakes or modify cylinder operation to stabilize the vehicle.

In some cases, the reaction system 199 in step 3250 activate a warning display. The warning indicator could be a fitting light or a message displayed on the navigation screen or other video screen. The warning indicator helps to warn the driver that the electronic stability control system has been activated. In some cases, the alert could be an audible alert and / or a haptic alert.

In 47 the embodiment of a process for setting the activation threshold described in the previous method will be described. In step 3260 can the reaction system 199 Get vehicle operating information. The vehicle operation information may include, for example, wheel speed information, road surface conditions (such as camber, friction coefficient, etc.), vehicle speed, steering angle, yaw rate, and other operational information. In step 3262 determines the reaction system 199 a first threshold setting in accordance with the operating information generated in step 3260 were obtained. In step 3264 determines the reaction system 199 the body status index of the driver.

In step 3266 determines the reaction system 199 the stability control coefficient. As in the lookup table 3270 seen, the stability control coefficient can be determined via the body status index. In one example, the stability control coefficient is in a range of 0% to 25%. In addition, the stability control coefficient generally increases with the body status index. When the body status index is 1, the stability control coefficient is 0%. When the body status index is 4, the stability control coefficient is 25%. It is understood that these ranges are exemplary only for the stability control coefficient, and in other cases, the stability control coefficient could vary in some other way than a function of body status index.

In step 3268 can the reaction system 199 Set the activation threshold using the first threshold setting and the stability control coefficient. For example, if the stability control coefficient is 25%, the activation threshold may be up to 25% higher than the first threshold setting. In other In some cases, the activation threshold can be up to 25% less than the first threshold setting. In other words, the activation threshold may be increased or decreased based on the first threshold setting in relation to the value of the stability control coefficient. This arrangement helps to increase the sensitivity of the electronic stability control system by changing the activation threshold relative to the condition of the driver.

In 48 is a schematic representation of the motor vehicle 100 shown with a collision warning system 234 Is provided. The collision warning system 234 can be used to report warnings about potential collisions to the driver. For clarification, the term "host vehicle" used throughout this detailed description and in the claims refers to a vehicle including a reaction system, while the term "target vehicle" refers to a vehicle being monitored by a host vehicle or otherwise related to him. In the current embodiment, the motor vehicle 100 be a carrier vehicle. If in this example a motor vehicle 100 a node 3300 is achieved while a target vehicle 3302 a node 3300 crossed, the collision warning system 234 a warning 3310 on a display screen 3320 Show. Other examples of collision warning systems are described in Mochizuki, US Pat US Patent Application No. 12 / 885,790 filed September 20, 2010, and Mochizuki et al., US Patent Number ___, now US Patent Application No. 12 / 845,092 , filed on July 28, 2010, which are hereby incorporated by reference in their entirety.

In 49 FIG. 2 illustrates the execution system of a process for controlling a collision warning system in accordance with driver behavior. In some embodiments, some of the following steps could be via a reaction system 199 a motor vehicle can be achieved. In some cases, some of the following steps could be via a reaction system 150 a motor vehicle can be achieved. In other embodiments, some of the following steps could be accomplished via other components of a motor vehicle, e.g. B. vehicle systems 172 , In some embodiments, some of the following steps could be accomplished via a combination of systems or components of the vehicle. It is understood that in some embodiments, one or more of the following steps may be optional. For reference purposes, the following method discusses the components that are described in 1 to 3 including the reaction system 199 ,

In step 3402 can the reaction system 199 got my drowsiness information. In step 3404 determines the reaction system 199 whether the driver is sleepy. If the driver is not sleepy, the reaction system can 199 back to step 3402 switch. Otherwise, the reaction system 199 continue to step 3406 switch. In step 3406 can the reaction system 199 Change the operation of a collision warning system so that the driver is warned of potential collisions earlier. For example, if the collision warning system was initially set up to alert a driver of a potential collision if the distance to the collision points is less than 25 meters, the reaction system could 199 Change the system to warn the driver when the distance to the collision point is less than 50 meters.

In 50 FIG. 2 illustrates the execution system of a process for controlling a collision warning system in accordance with driver behavior. In some embodiments, some of the following steps could be via a reaction system 199 a motor vehicle can be achieved. In some cases, some of the following steps could be via a reaction system 150 a motor vehicle can be achieved. In other embodiments, some of the following steps could be accomplished via other components of a motor vehicle, e.g. B. vehicle systems 172 , In some embodiments, some of the following steps could be accomplished via a combination of systems or components of the vehicle. It is understood that in some embodiments, one or more of the following steps may be optional. For reference purposes, the following method discusses the components that are described in 1 to 3 including the reaction system 199 ,

In step 3502 can the collision warning system 234 Recall the direction of travel, position and speed of an approaching vehicle. In some cases, this information could be received by the approaching vehicle via a wireless network, e.g. A DSCR network. In other cases, this information may be perceived remotely using radar, lidar or other remote sensing devices.

In step 3504 can the collision warning system 234 estimate a vehicle collision point. The vehicle collision point is the position of a potential collision between the motor vehicle 100 and the approaching vehicle, in any direction relative to the motor vehicle 100 could drive. In some cases, the collision warning system 234 in step 3504 Information about the position, direction of travel and the Speed of the motor vehicle 100 use to calculate the collision point of the vehicle. In some forms of expression, this information may be received by a GPS receiver that is in communication with the collision warning system 234 or the reaction system 199 stands. In other forms of expression, the vehicle speed could be received by a vehicle speed sensor.

In step 3506 can the collision warning system 234 calculate the distance and / or time to the vehicle collision point. In particular, to determine the distance, the collision warning system 234 the difference between the vehicle collision point and the current location of the motor vehicle 100 to calculate. Also, to determine the time to collision, warning system could 234 calculate the time needed to reach the vehicle collision point.

In step 3508 can the collision warning system 234 Drowsiness information from the reaction system 199 or another system or components. In step 3509 determines the collision warning system 234 whether the driver is sleepy. If the driver is not sleepy, the collision warning system can 234 to step 3510 change where a first threshold parameter is retrieved. If the driver is drowsy, the collision warning system can 234 to step 3512 change where a first threshold distance is retrieved. The first threshold parameter and the second threshold parameter could be either time thresholds or distance thresholds, depending on whether the time to collision or the distance to collision in step 3506 was determined. In some cases where both the time and the distance to the collision point are used, the first threshold parameter and the second threshold parameter may each include a distance threshold and a time threshold. Moreover, it will be understood that the first threshold parameter and the second threshold parameter may be substantially different thresholds to provide a different operating configuration for the collision warning system 234 depending on whether the driver is sleepy or not sleepy. Following step 3510 and 3512 the collision warning system changes 234 to step 3514 , In step 3514 determines the collision warning system 234 whether the current distance and / or time to the collision point is less than the threshold parameter selected in the previous step (either in the first threshold parameter or the second threshold parameter).

The first threshold parameter and the second threshold parameter may have any values. In some cases, the first threshold parameter may be less than the second threshold parameter. In particular, if the driver is drowsy, it may be advantageous to use the lower threshold parameter as this relates to an earlier warning to the driver regarding a potential collision. If the current distance or time is less than the threshold distance or time (the threshold parameter), the collision warning system may 234 the driver in step 3516 to warn. Otherwise, the collision warning system was up 234 the driver may not be in step 3518 ,

A response system may change provisions for changing the operation of an automatic cruise control system in accordance with the driver's behavior. In some forms of expression, a response system may change the forward distance associated with an automatic speed control system. In some cases, the forward distance is the shortest distance that a motor vehicle can reach to a vehicle in front of it. When the automatic cruise control detects that the vehicle is closer than the forward distance, the system warns the driver and / or automatically slows the vehicle to increase the forward distance.

Fig. In 51 and 52 are schematic views of an embodiment of the motor vehicle 100 shown in a curve on the road 3602 moves. In this situation, the automatic cruise control 238 operated to automatically a predefined forward distance behind the leading vehicle 3602 maintain. If a driver 3600 awake, uses the automatic cruise control 238 a first forward distance 3610 , as in 51 shown. In other words: the automatic cruise control 238 it automatically prevents the motor vehicle 100 closer than the first forward distance 3610 to the preceding vehicle 3602 arrives. If the driver 3600 gets drowsy, as in 52 shown, the reaction system 199 the operation of the automatic cruise control system 238 change, so that the automatic cruise control 238 the forward distance to the second forward distance 3710 increases. The second forward distance 3710 can be significantly larger than the first forward distance 3610 be, since the reaction time of the driver 3600 can be reduced if the driver 3600 is sleepy.

In 53 the execution of a method for controlling an automatic cruise control in accordance with the driver behavior is illustrated. In some embodiments, some of the following steps could be via a reaction system 199 a motor vehicle can be achieved. In some cases, some of the following steps could be via a reaction system 150 a motor vehicle can be achieved. In other embodiments, some of the following steps could be accomplished via other components of a motor vehicle, e.g. B. vehicle systems 172 , In some embodiments, some of the following steps could be accomplished via a combination of systems or components of the vehicle. It is understood that in some embodiments, one or more of the following steps may be optional. For reference purposes, the following method discusses the components that are described in 1 to 3 including the reaction system 199 ,

In step 3802 can the reaction system 199 Get drowsiness information. In step 3804 determines the reaction system 199 whether the driver is sleepy. If the driver is not sleepy, the reaction system can 199 back to step 3802 switch. If the driver is drowsy, the reaction system can 199 back to step 3806 switch. In step 3806 can the reaction system 199 determine if the automatic cruise control is used. Otherwise, the reaction system 199 back to step 3802 switch. If the automatic cruise control is used, the reaction system can 199 back to step 3808 switch. In step 3808 can the reaction system 199 get the current forward distance for the automatic cruise control. In step 3810 can the reaction system 199 get the forward distance. With this arrangement can reaction system 199 help the distance between the motor vehicle 100 and other vehicles when a driver is sleepy to reduce the likelihood of a dangerous driving situation when the driver is drowsy.

In 54 the execution system of a process for controlling an automatic cruise control response to driver behavior is illustrated. This embodiment could also apply to normal speed controls. In particular in 54 FIG. 5 illustrates one embodiment of a process in which the operation of the electronic cruise control is changed in response to a driver's body status index. In step 3930 can the reaction system 199 determine if the automatic cruise control is activated. This can happen when a driver decides to activate the cruise control. In step 3931 can the reaction system 199 determine if the driver's body status index uses a method discussed above and a prior art method. In step 3932 can the reaction system 199 set the automatic cruise control based on the driver's body status index. lookup table 3950 For example, indicates that the automatic speed control status for Body Status Indices 1, 2, and 3 is on. In addition, the status of the automatic speed control for the body status index 4 is set. In other embodiments, the automatic cruise control may be adjusted in a different manner in accordance with the body status index.

In step 3934 can the reaction system 199 determine if the automatic cruise control is activated. In this case, the reaction system changes 199 back to step 3942 , Otherwise, if the automatic cruise control is used, the reaction system can 199 back to step 3936 switch. In step 3936 drives the reaction system 199 down the automatic cruise control. In some cases, the reaction system 199 Gradually slow the vehicle down to a predetermined speed. In step 3938 turns the reaction system 199 Under certain circumstances, the automatic cruise control. In some cases, the reaction system 199 in step 3940 Inform the driver that the automatic cruise control has been deactivated by means of a fitting warning light or a message displayed on a screen. In other cases, the reaction system could 199 make an audible warning that the automatic cruise control has been deactivated. In other cases, a haptic warning may be used.

When it is determined that the automatic cruise control during step 3934 is activated, the reaction system can 199 the distance setting of the automatic cruise control in step 3942 to adjust. For example, the lookup table provides 3946 a possible configuration for a look-up table that establishes a relationship between the body status index and the distance setting. In this case, a body status index of 1 corresponds to a first distance, a body status index of 2 corresponds to a second distance, and a body status index of 3 corresponds to a third distance. Each distance can have a significantly different value. In some cases, the value of each forward distance may increase as the body status index increases to provide more headroom for drivers who are drowsy or otherwise inattentive. In step 3944 can the reaction system 199 operate the automatic speed control using the distance setting in step 3942 is determined.

A response system may include provisions for automatically reducing a vehicle speed in a cruise control system based on the monitoring information of the vehicle Include driver. In 55 An embodiment of a method for controlling a vehicle speed is illustrated. In some embodiments, some of the following steps could be via a reaction system 199 a motor vehicle can be achieved. In some cases, some of the following steps could be via a reaction system 150 a motor vehicle can be achieved. In other embodiments, some of the following steps could be accomplished via other components of a motor vehicle, e.g. B. vehicle systems 172 , In some embodiments, some of the following steps could be accomplished via a combination of systems or components of the vehicle. It is understood that in some embodiments, one or more of the following steps may be optional. For reference purposes, the following method discusses the components that are described in 1 to 3 including the reaction system 199 ,

In step 3902 can the reaction system 199 Get drowsiness information. In step 3904 determines the reaction system 199 whether the driver is sleepy. If the driver is not sleepy, the reaction system will return 199 to step 3902 back. Otherwise the reaction system will run 199 with step 3906 continued. In step 3906 determines the reaction system 199 whether the cruise control is active. Otherwise, the reaction system 199 back to step 3902 switch. When the cruise control is ready, the reaction system detects 199 the current driving speed in step 3908 , In step 3910 can the reaction system 199 retrieve a preset percentage. The default percentage can be any value between 0% and 100%. In step 3912 can the reaction system 199 reduce the driving speed by the preset percentage. If the motor vehicle 100 For example, if driving at 97 km / h (60 mph) and the preset percentage is 50%, the driving speed may be reduced to 48 km / h (30 mph). In other forms of expression, the driving speed could be reduced by a preset amount, z. At 32 km / h or 48 km / h (20 mph or 30 mph). In other other forms of expression, the pre-set percentage could be selected from a number of percentages in accordance with the driver body index. For example, if the driver is only slightly drowsy, the predetermined percentage could be less than the percentage used when the driver is very drowsy. If this arrangement is used, the reaction system can 199 automatically the speed of the motor vehicle 100 Reducing the vehicle will reduce the potential risks that a drowsy driver poses.

In 56 Figure 3 illustrates the execution of a process for controlling a low speed tracking system in response to driver behavior. In step 3830 can the reaction system 199 Determine if the sequential system is activated at low speed. "Low speed sequences" refers to a system used to automatically follow a leading vehicle at low speeds.

In step 3,831 determines the reaction system 199 the body status index of the driver. In step 3832 can the reaction system 199 Set the low speed following status based on the driver's body status index. The lookup table 3850 For example, indicates a model relationship between the body status index and the low-speed sequential status. In particular, the low-speed following status fluctuates between a status "on" and a status "off". For the low body status index (body status index of 1 or 2), the low-speed sequential status can be set to "on". For the high body status index (body status index of 3 or 4), the low-speed sequential status can be set to "Off". It should be understood that the relationship between the body status index and the low speed sequential status presented here is exemplary only and the relationship may otherwise vary in other respects.

In step 3834 determines the reaction system 199 whether the sequential system is activated at low speed. If the follow-up status is activated at low speed, the reaction system will return 199 back to step 3830 , Otherwise, the reaction system changes 199 to step 3836 if the follow-up status is deactivated at low speed. In step 3836 drives the reaction system 199 down the control of the following function at low speed. For example, the low-speed tracking system may incrementally increase the forward distance to the preceding vehicle until the system in step 3838 shut down. By automatically turning on low-speed following when a driver is drowsy, the reaction system can 199 contribute to increasing driver awareness and awareness as the driver has to spend more power on driving the vehicle.

In some cases, the reaction system 199 in step 3840 Inform the driver that low-speed following has been disabled using a fitting warning light or a message displayed on a screen. In other cases, the reaction system could 199 make an audible warning that low speed cycling has been disabled.

A responsive system may include provisions for changing the operation of the lane departure warning system that indicates a driver when the motor vehicle unintentionally leaves the current lane. In some cases, a response system may be changed when the lane departure warning notifies a driver. For example, the lane departure warning system may alert the driver before the vehicle crosses a lane boundary, rather than waiting for the vehicle to cross the boundary.

In 57 and 58 The schematic views of the embodiment of a method for modifying the operation of a lane departure warning system are illustrated. In 57 and 58 becomes a reference to a motor vehicle 100 taken that on a street 4000 moves. In the circumstances under which a driver 4002 is completely attentive (see 57 ), the lane departure warning assistant 240 wait for the motor vehicle 100 the delimitation 4010 crosses before a warning 4012 is delivered. In circumstances where the driver 4002 is sleepy (see 58 ), the lane departure warning assistant 240 the warning 4012 just before the moment in which the motor vehicle 100 the road boundary 4010 crossed. In other words: the lane departure warning 244 were the driver 4002 earlier, when the driver 4002 is sleepy. This can increase the likelihood that the driver 4002 stays in the current lane.

In 59 illustrates the execution of a process for operating a lane departure warning system in response to driver behavior. In some embodiments, some of the following steps could be via a reaction system 199 a motor vehicle can be achieved. In some cases, some of the following steps could be via a reaction system 150 a motor vehicle can be achieved. In other embodiments, some of the following steps could be accomplished via other components of a motor vehicle, e.g. B. vehicle systems 172 , In some embodiments, some of the following steps could be accomplished via a combination of systems or components of the vehicle. It is understood that in some embodiments, one or more of the following steps may be optional. For reference purposes, the following method discusses the components that are described in 1 to 3 including the reaction system 199 ,

In step 4202 can the reaction system 199 Get drowsiness information. In step 4204 determines the reaction system 199 whether the driver is sleepy. If the driver is not sleepy, the reaction system changes 199 back to step 4202 , In this case, the reaction system changes 199 back to step 4206 , In step 4206 can the reaction system 199 the operation of a lane departure warning system 240 so that the driver is warned earlier of potentially leaving the lane.

In 60 illustrates the execution of a process for operating a lane departure warning system in response to driver behavior. In particular in 60 FIG. 2 illustrates one embodiment of a process in which the operation of the lane departure warning system is changed in response to a driver's body status index. In step 4270 can the reaction system 199 Roadway information received. The lane information may include size of the road, shape, and the positions of road markings or lines. In step 4272 can the reaction system 199 determine the vehicle position relative to the road. In step 4274 can the reaction system 199 calculate the time to cross the lane This can be determined via the vehicle position, the vehicle reversal information and the lane position information.

In step 4276 can the reaction system 199 set the road crossing threshold. The road crossing threshold may be a time associated with the time to the road crossing. In step 4278 determines the reaction system 199 Whether the time to cross the road crosses the road crossing threshold. Otherwise, the reaction system 199 back to step 4270 switch. Otherwise, the reaction system changes 199 continue to step 4280 in which a warning light comes on and indicates that the vehicle is crossing a lane. In other cases, audible or haptic warnings may be provided. If the vehicle continues to leave a lane, in step 4282 a correction of the steering power done.

In 61 An embodiment of a process for setting the road crossing threshold is shown. In step 4290 determines the reaction system 199 a minimum response time for vehicle recovery. In some cases, the minimum response time is associated with the minimum time for a vehicle to avoid crossing a lane when a driver becomes aware of the potential lane crossing. In step 4292 can the reaction system 199 Get vehicle operating information. The vehicle operating information could include lane information as well as information relating to the position of the vehicle within the lane.

In step 4294 determines the reaction system 199 a first threshold setting based on the minimum response time and vehicle operating information. In step 4296 determines the reaction system 199 the body status index of the driver. In step 4298 determines the reaction system 199 a lane keeping assist coefficient according to the body status index. A pattern lookup table 4285 includes a range of coefficient values between 0% and 25% as a function of body status index. Last, the reaction system 199 in step 4299 set the road crossing threshold according to the lane keeping warning coefficient and the first threshold setting.

In addition to providing prior warnings to a driver via the lane departure warning system, the reaction system may be used 199 also change the operation of the lane keeping assistance system, which also provides warnings and provides driver assistance to keep a vehicle in the pre-defined lane.

In 62 illustrates the execution of a process for operating a lane departure warning system in response to driver behavior. In particular in 62 A method is illustrated wherein the operation of the lane departure warning assistant is changed in response to a driver's body status index. In step 4230 can the reaction system 199 Received operating information. In some cases, the reaction system 199 Roadway information related to the size and / or the shape of a roadway as well as the position of different lines on the road. In step 4232 determines the reaction system 199 the position of the roadway center and the width of the road. This can be determined using perceived information, e.g. As roadway information, stored information including map-based information or a combination of perceived and stored information. In step 4234 can the reaction system 199 determine the vehicle position relative to the road.

In step 4236 can the reaction system 199 determine the deviation of the vehicle route from the center of the roadway. In step 4238 determines the reaction system 199 the centering capabilities of the driver. Attentive drivers, for example, generally adjust the steering wheel constantly when attempting to keep the vehicle in the middle of a lane. In some cases, the centering habits of a driver may be from the reaction system 199 be recognized and learned. A machine learning method or pattern recognition algorithm may be used to determine the centering habits of the driver.

In step 4240 can the reaction system 199 determine if the vehicle deviates from the middle of the road. Otherwise, the reaction system 199 back to step 4230 switch. When the vehicle deviates, the reaction system changes 199 continue to step 4242 , In step 4242 determines the reaction system 199 the body status index of the driver. Subsequently, in step 4244 the reaction system 199 set the lane departure warning based on the driver's body status index. The lookup table 4260 For example, displays an example of a relationship between Body Status Index and the Lane Keeping Assist. In particular, the Lane Keeping Assist is set to a default status for a low body status index (indices 1 or 2) and is set to a low status for a higher body status index (indices 3 or 4). In other embodiments, any other relationship between body status index and lane departure warning may be used.

In step 4246 determines the reaction system 199 the status of the lane departure warning assistant. If the standard of the lane departure warning is a standard, the reaction system changes 199 continue to step 4248 in which the standard adjustments to the steering power are made to keep the vehicle on the road. However, if the reaction system 199 determines that the status of the Lane Keeping Assist in step 4246 is low, the reaction system can 199 to step 4250 switch. In step 4250 determines the reaction system 199 whether the road is curvy. If not, the reaction system changes 199 to step 4256 to illuminate a warning of the lane departure warning, so that the driver knows that vehicle deviates from the road. When the reaction system 199 in step 4250 determines that the road is curvy, drives the reaction system 199 with step 4252 continued. In step 4252 determines the reaction system 199 whether the driver's hands rest on the steering wheel. In this case, the reaction system changes 199 back to step 4254 where the process ends. In this case, the reaction system changes 199 back to step 4256 ,

This arrangement allows the reaction system 199 to modify the operation of the lane departure warning system in response to driver behavior. In particular, the lane departure warning system can only help to automatically steer the vehicle when the driver status is active (low body status index). Otherwise, if the driver is sleepy or very sleepy (higher body status index), the reaction system may 199 Control the lane keeping system so that it only gives warnings about the lane departure without providing steering assistance. This can increase the driver's attention when he or she is sleepy.

A response system may have provisions for changing the operation of a blind spot warning system when a driver is drowsy. For example, in some cases, a reaction system may increase the detection area. In other cases, the response system could control the monitoring system to report alerts earlier (ie, when an approaching vehicle is farther away).

In 63 and 64 The schematic views of the execution of the operation of a blind spot display are illustrated. In this embodiment, the motor vehicle 100 in the street 4320 on road. The blind spot warning system 242 (please refer 2 ) can be used to monitor objects within a blind spot surveillance zone 4322 on the way. In the current version, the blind spot warning system 242 determine that no object is in the blind spot monitoring zone 4322 located. In particular, there is a target vehicle 4324 just outside the blind spot monitoring zone 4322 , In this case, no warning is sent to the driver.

In 63 becomes a driver 4330 shown as completely awake. In this awake state, the blind spot monitoring zone is set in accordance with the default settings and / or the vehicle operating information. In 64 becomes the driver 4330 but sleepy and can be the reaction system 199 the operation of the blind spot warning system 242 In one embodiment, the reaction system can change 199 the size of the blind spot monitoring zone 4322 increase. As in 64 can be seen drives the target vehicle 4324 under these changed conditions now within the blind spot monitoring zone 4322 , Therefore, the driver becomes 4330 in this situation on the presence of the target vehicle 4324 pointed.

In 65 the implementation of a process for operating a blind spot warning system in response to driver behavior is illustrated. In some embodiments, some of the following steps could be via a reaction system 199 a motor vehicle can be achieved. In some cases, some of the following steps could be via a reaction system 150 a motor vehicle can be achieved. In other embodiments, some of the following steps could be accomplished via other components of a motor vehicle, e.g. B. vehicle systems 172 , In some embodiments, some of the following steps could be accomplished via a combination of systems or components of the vehicle. It is understood that in some embodiments, one or more of the following steps may be optional. For reference purposes, the following method discusses the components that are described in 1 to 3 including the reaction system 199 ,

In step 4302 can the reaction system 199 Get drowsiness information. In step 4304 determines the reaction system 199 whether the driver is sleepy. If the driver is not sleepy, the reaction system changes 199 back to step 4302 , If the driver is drowsy, the reaction system can 199 back to step 4306 switch. In step 4306 determines the reaction system 4306 the blind spot detection area. If the blind spot detection area is linked to the area of the vehicle between the front passenger's mirror about 3-5 meters behind the rear bumper, the modified blind spot area can be compared with the area of the vehicle between the front passenger mirror and about 4 feet. 7 meters behind the rear bumper are associated. Following this can in step 4308 the reaction system 199 the operation of the blind spot warning system 242 so that the system notifies a driver when a vehicle is farther away. In other words, when the system first informs a driver that the approaching vehicle is within 5 meters of the vehicle 100 or the blind spot, the system may be modified to warn the driver when the approaching vehicle is within 10 meters of the motor vehicle 100 located or the blind spot of motor vehicle 100 located. Of course, it goes without saying that in some cases step 4306 or step 4308 optional steps. In addition, other sizes and positions of the blind spot zone are possible.

In 66 For example, the execution of a process for operating a blind spot warning system responsive to driver behavior is illustrated as a function of the driver's body status index. In step 4418 can the reaction system 199 Obtain object information. This information may include information from one or more sensors capable of detecting the location of different objects (including other vehicles) located near the vehicle. In some cases, the reaction system gets 199 For example, information from a remote sensing device (eg, camera, lidar, or radar) to detect the presence of one or more objects.

In step 4420 can the reaction system 199 determine the position and / or behavior of a tracked object. In step 4422 can the reaction system 199 set a zone threshold. The zone threshold may be the position threshold for determining when an object has entered a blind spot monitoring zone. In some cases, the zone threshold may be determined using the driver's body status index as well as information about the tracked object.

In step 4424 determines the reaction system 199 whether the tracked object crosses the zone threshold. Otherwise, the reaction system 199 back to step 4418 switch. In this case, the reaction system changes 199 back to step 4426 , In step 4426 determines the reaction system 199 whether the relative velocity of the object is in a predetermined range. If the relative velocity of the object is within a predefined range, it is likely to remain in the blind spot monitoring area for a long time and may pose a very high risk. The reaction system 199 may ignore objects at a relative speed outside the predetermined range because the object is not likely to remain in the blind spot monitoring zone for very long. If the relative speed is not within the predetermined range, the reaction system changes 199 back to step 4418 , In this case, the reaction system changes 199 back to step 4428 ,

In step 4428 determines the reaction system 199 a warning type using the body status index. In step 4430 determines the reaction system 199 the warning intensity and frequency using the body status index. The lookup table 4440 For example, indicates an example of a relationship between body status index and a coefficient for the warning. Finally, the reaction system activates 199 in step 4432 the indication of the blind spot indication to alert the driver to the presence of the object in the blind spot.

In 67 An embodiment of a process for setting the zone threshold is shown. In step 4450 can the reaction system 199 tracked object information received. In step 4452 determines the reaction system 199 a first threshold setting. In step 4454 determines the reaction system 199 the body status index of the driver. In step 4456 determines the reaction system 199 a blind spot zone coefficient. The lookup table 4460 For example, indicates a predetermined relationship between the body status index and the blind spot zone coefficient. The blind spot zone coefficient may in some cases range between 0% and 25% and generally increase with the body status index. In step 4458 can the reaction system 199 determine the forward distance.

In general, the zone threshold can be set using the first threshold setting (set in step 4452 ) and the blind spot zone coefficient. For example, if the blind spot zone coefficient has a value of 25%, the activation threshold may be up to 25% higher than the first threshold setting. In other cases, the zone threshold may be up to 25% less than the first threshold setting. In other words, the zone threshold may be increased or decreased based on the first threshold setting relative to the value of the stability control coefficient. In addition, if the value of the zone threshold changes, the size of the blind spot zones or the blind spot detection area may change. For example, if in some cases the value of the zone threshold increases, the length of the blind spot detection area is also increased, resulting in a larger detection area and higher system sensitivity. For example, if in some cases the value of the zone threshold increases, the length of the blind spot detection area is also increased, resulting in a smaller detection area and lower system sensitivity.

In 68 An example of the utterance form will be different alert settings according to the body status index in the form of a look-up table 4470 illustrated. For example, if the driver's body status index is 1, the alert type may be set to only the indicator. In other words, if the driver is not drowsy, the alert type can be set to enable one or more alert indicators. If the body status index is 2, indicators and sounds can be used. If the driver's body status index is 3, indicators and haptic feedback may be used. For example, a fitting lamp may blink and the driver's seat or the steering wheel may vibrate. If the driver's body status index is 4, tones and haptic feedback may be used. In other words, as the driver becomes drowsier (increased body status index), a larger number of types of warnings can be used simultaneously. It is understood that the current utterance form only illustrates model-type alert types for different body status indices, and that in other utterances a different configuration of body-status index-type alert types may be used.

69 to 72 illustrate modeled expressions of the operation of a Collision Mitigation Braking System (CMBS) in response to driver behavior. In some cases, a collision mitigation braking system may be used in conjunction with a front collision warning system. In particular, in some cases, a collision mitigation braking system could generate collision alerts in conjunction with or instead of a collision warning system. In addition, a collision mitigation braking system could be configured to trigger other systems, including brake systems and electronic seat belt tighteners, to avoid a collision. In other cases, a Collision Mitigation Braking System and a Collision Warning System may be considered independent systems are operated. In the model situations discussed below, a Collision Mitigation Braking System is able to protect a driver from a potential collision. In other cases, however, a collision warning system could be provided by a separate collision warning system.

As in 69 represented, drives the motor vehicle 100 behind the target vehicle 4520 , In this situation, the motor vehicle drives 100 at about 97 km / h (60 mph) while a target vehicle 4520 slows to about 48 km / h (30 mph). At this point, the motor vehicle 100 and the target vehicle 4520 separated from a distance D1. However, as the driver is alert, the CMBS determines 236 in that the distance D1 is not small enough to require a collision warning. In addition, if the driver is sleepy, as in 70 shown, the reaction system 199 the operation of the CMBS 236 change, leaving a warning 4530 during the first warning phase of the CMBS 236 is generated. In other words, the CMBS 236 more sensitive if the driver is sleepy. As discussed below, the level of sensitivity may vary in proportion to the degree of drowsiness (indicated by the body status index).

As in 71 shown, the motor vehicle approaches 100 continue the target vehicle 4520 , At this point, the motor vehicle 100 and the target vehicle 4520 separated from a distance D2. The distance is below the threshold for activating a collision warning 4802 , In some cases, the alert could be delivered as an audible alert and / or an audible alert. However, as the driver is attentive, the distance D2 is not considered small enough to activate additional collision mitigation provisions, such as automatic braking and / or seat belt tightening. In addition, if the driver is sleepy, as in 72 shown, the reaction system 199 the operation of the CMBS 236 change, so in addition to providing the collision warning 4802 the CMBS 236 also a seat belt automatically 4804 tightens. In some cases, the CMBS 236 also light braking 4806 apply to the motor vehicle 100 to slow down. In other cases, however, no braking action can be used at this point.

For purposes of illustration, the distance between vehicles is used as a threshold to determine if the reaction system 199 should issue a warning and / or apply other types of intervention. It is understood, however, that in some cases the time to collision between vehicles may be used to determine what actions the reaction system is taking 199 can perform. In some cases, information about the speeds of the host and target vehicles as well as the relative distance between the vehicles may be used to determine a collision time. The reaction system 199 can determine if alerts and / or other operations must be performed according to the estimated time to collision.

In 73 the implementation of a process for operating a collision mitigation braking system in response to driver behavior is illustrated. In step 4550 can the reaction system 199 Receive target vehicle information and host vehicle information. For example, in some cases, the reaction system 199 determine the speed, position and / or behavior of the target vehicle as well as the host vehicle. In step 4552 can the reaction system 199 the location of an object in the perception area, e.g. B. determine a target vehicle. In step 4554 determines the reaction system 199 the time until the collision with the target vehicle.

In step 4556 can the reaction system 199 set a first time period until the collision threshold and a second time period up to the collision threshold. In some cases, the first time period up to the collision threshold may be greater than the second time period up to the collision threshold. In some cases, the first time period until the collision threshold may be less than or equal to the second time period up to the collision threshold. Details for determining the first time period until the collision threshold and the second time period up to the collision threshold are discussed below and in FIG 74 shown.

In step 4558 can the reaction system 199 determine if the time to collision is less than the first time period up to the collision threshold. Otherwise, the reaction system 199 back to step 4550 switch. In some cases, the first time period up to the collision threshold may be a value above which there is no immediate risk of collision. If the time to collision is less than the first collision threshold period, the reaction system may 199 to step 4560 switch.

In step 4560 can the reaction system 199 determine if the time to collision is less than the second time period up to the collision threshold. Otherwise, the reaction system 199 back to step 4562 switch. The reaction system 199 can then further, discussed below and in 75 go through steps shown. If the time to collision is greater than the second collision threshold time, the reaction system may 199 to step 4564 switch. The reaction system 199 can then further, discussed below and in 76 go through steps shown.

In 74 For example, one embodiment of a process for setting a first time period to the collision threshold and a second time to the collision threshold is illustrated. In step 4580 determines the reaction system 199 a minimum reaction time to avoid a collision. In step 4582 can the reaction system 199 To obtain target and vehicle vehicle information such as location, relative speeds, absolute speeds and other information. In step 4584 determines the reaction system 199 a first threshold setting and a second threshold setting. In some cases, the first threshold setting corresponds to the threshold setting for warning a driver. In some cases, the second threshold setting corresponds to the threshold setting for warning a driver and also for operating the brakes and / or seat belt tightening. In some cases, this first threshold setting may act as the default setting that can be used for a driver who is fully alert. Then determined in step 4586 determines the reaction system 199 the body status index of the driver.

In step 4588 determines the reaction system 199 the period up to the blind spot zone coefficient. In some cases, the coefficient of the time to collision can be determined using the lookup table 4592 be determined, in which a connection between the collision coefficient and the body status index of the driver is established. In some cases, the time to collision coefficient increases from 0% to 25% as the body status index increases. In step 4590 can the reaction system 199 set a first time period until the collision threshold and a second time period up to the collision threshold. Although a single time-to-collision coefficient is used in this embodiment, the first time to collision and the second time to collision may be different depending on the first threshold setting and the second threshold setting, respectively. In some cases, using these configurations may cause the first time period to collision threshold and the second time period to collision threshold to decrease as the driver's body status index grows. This allows the reaction system 199 to communicate earlier warnings about potential hazards when a driver is drowsy. In addition, the timing of the warnings varies relative to the body status index.

In 75 becomes the utterance form of a process for operating a motor vehicle in a first warning phase of the CMBS 236 shown. In step 4702 can the reaction system 199 provide visible and / or audible alerts warning a driver of a potential collision. In some cases, a warning light can be used. In other cases, an audible tone such as a beep may be used. In other cases, a warning light and a beep may be used.

In step 4704 can the reaction system 199 set the warning frequency threshold. This can be determined in some cases using the body status index. In particular, when the driver's status increases due to the driver's increased drowsiness, the alerting frequency and the intensity may increase. For example, in some cases, a lookup table may be used 4570 used to determine the frequency and intensity of the alert. In particular, in some cases where the warning intensity coefficient increases (as a function of the body status index), the intensity of a warning can be increased by up to 25%. In step 4706 can the reaction system 199 provide a warning regarding the collision perception. In some cases, the intensity of a warning may be increased for situations where the warning intensity coefficient is high. With a low warning intensity coefficient (0%), the alert intensity can be set to a pre-set level. For higher warning intensity coefficients (greater than 0%), the alert intensity may be increased above the predefined level. In some cases, the brightness of visual indicators can be increased. In some cases, the volume of audible warnings can be increased. In some other cases, the pattern used to illuminate a visual indicator or send an audible warning may be varied.

In 76 becomes the utterance form of a process for operating a motor vehicle in a second warning phase of the CMBS 236 shown. In some cases, in step 4718 can the CMBS 236 Use visual and / or audible alerts to alert a driver to a potential collision. In some cases, the level and / or intensity of the warnings may be adjusted in accordance with the body status index, as discussed above and illustrated in step 4704 from 75 , Subsequently, in step 4720 the reaction system 199 who use a haptic warning. In situations where visual and / or audible warnings are also used, the haptic alert may be provided simultaneously with the visual and / or audible warnings. In step 4722 can the reaction system 199 set the warning frequency and intensity of the haptic warning. This can be accomplished by, for example, the lookup table 4570 is used. Subsequently, the reaction system determines 199 in step 4724 automatically the seat belt tightening to warn the driver. The frequency and intensity of the tightening may vary, as in step 4722 established. In step 4726 can the reaction system 199 Apply light braking automatically to slow the vehicle. In other cases, step 4726 be the optional step.

In 77 the implementation of a process for operating a navigation system in response to driver behavior is illustrated. In some embodiments, some of the following steps could be via a reaction system 199 a motor vehicle can be achieved. In some cases, some of the following steps could be via a reaction system 150 a motor vehicle can be achieved. In other embodiments, some of the following steps could be accomplished via other components of a motor vehicle, e.g. B. vehicle systems 172 , In some embodiments, some of the following steps could be accomplished via a combination of systems or components of the vehicle. It is understood that in some embodiments, one or more of the following steps may be optional. For reference purposes, the following method discusses the components that are described in 1 to 3 including the reaction system 199 ,

In step 4602 can the reaction system 199 Get drowsiness information. In step 4604 determines the reaction system 199 whether the driver is sleepy. If the driver is not sleepy, the reaction system changes 199 back to step 4602 , In this case, the reaction system changes 199 back to step 4606 , In step 4606 turns the reaction system 199 possibly the navigation system 4606 out. This avoids that the driver is distracted.

Operational response and intra-vehicle communication of one or more vehicle systems

It is understood that in some implementations, multiple vehicle systems could be modified substantially simultaneously according to driver behavior. For example, if a driver is drowsy in some cases, a response system could change the operation of a collision warning system and a lane departure warning system to alert a driver earlier to potential collision risks or unintentional lane departure. Similarly, in some cases, when a driver is drowsy, a response system could automatically change the operation of an antilock brake system and a brake assist system to improve the braking response. The number of vehicle systems that can be activated simultaneously in response to driver behavior is not limited.

It is understood that the current embodiment illustrates provisions for sensing driver behavior and modifying the operation of one or more vehicle systems accordingly. However, these methods are not limited to use with a driver. In other embodiments, the same methods could be applied to the occupants of a vehicle. In other words, a response system may be configured to discover if several other occupants of a motor vehicle are sleepy. In addition, in some cases one or more vehicle systems could be modified accordingly.

A vehicle may also include provisions for modifying different vehicle systems in response to driver behavior. For example, in some cases, one or more vehicle systems may be configured to communicate with one another and to coordinate responses to a hazard or other driving situation. In some cases, a central control unit, e.g. For example, an ECU may be configured to coordinately control multiple different vehicle systems to cope with dangers or other driving situations.

For purposes of clarity, the term hazard or hazardous situation is used throughout this detailed description and in the claims to describe general or multiple objects and / or driving scenarios that represent a potential safety hazard to a vehicle. For example, a target vehicle traveling in the blind spot of a driver may be considered as a danger because there is a risk of collision between the target vehicle and the host vehicle when the driver changes to the lane of the target vehicle. In addition, a target vehicle traveling in front of a host vehicle at a distance less than the safe forward distance may also be classified as a hazard for the purpose of operating a reaction system. In addition, the term risk is not limited to describing a target vehicle or a remote object. For example, in some cases, the term risk can be used to describe one or more dangerous driving situations that increase the likelihood of an accident.

In 78 Fig. 12 is a schematic view of an embodiment of a reaction system 5001 shown. The reaction system 5001 can include different vehicle systems that can be changed in response to driver behavior, including drowsiness driving. Examples of different vehicle systems operating in the reaction system 5001 can be integrated include those described above and in 2 described vehicle systems and other vehicle systems. It is understood that in 2 have only a model character and, in some cases, additional systems must be considered. In other cases, some of the systems may be optional and may not be considered in all designs.

In some embodiments, the reaction system includes 5001 the electronic stability control system 222 , the antilock braking system 224 , the brake assist system 226 , the automatic brake priming system 228 , the low-speed tracking system 230 , the speed control system 232 , the collision warning system 234 , the Collision Mitigation Braking System 236 , the cruise control system 238 , the lane keeping warning system 240 , the blind spot warning system 242 , the lane departure warning system 244 , the navigation system 248 , the electronic power steering system 160 , the visual devices 166 , the climate control system 250 , the audio equipment 168 , the seatbelt tightening system 254 and the tactile devices 170 that together as the vehicle systems 172 be designated. In other embodiments, the reaction system 5001 additional vehicle systems included. In other embodiments, some of the systems that are available in 78 are included, optional. In addition, the reaction system 5001 in some cases associated with different types of monitoring devices, including the monitoring devices discussed above (eg, optical devices, different types of position sensors, automatic monitoring devices or systems, and other devices or systems).

The reaction system 5001 may also include provisions for centralized control of and / or communication between different vehicle systems. In some cases, the reaction system 5001 contain a central control unit, z. B. an electronic control unit (ECU). In one embodiment, the reaction system includes 5001 the central ECU 5000 or simply ECU 5000 , The ECU 5000 may include a microprocessor, RAM, ROM or software, all of which are components of the reaction system 5001 to monitor and control, as well as the other components of a motor vehicle. The output of the different devices is sent to the ECU 5000 sent, where the device signals can be stored in an electronic memory, such as a RAM. Both the current and electronically stored signals may be processed by a central processing unit (CPU) in accordance with software stored in electronic memory, e.g. ROM.

The ECU 5000 can contain a number of ports that contain the input and output of information and performance. The term "connector" used in this detailed description and in the claims refers to an interface or shared boundary between two conductors. In some cases, connectors can facilitate the insertion and removal of conductors. Examples of these types of terminals relate to mechanical conductors. In other cases, ports are interfaces that generally do not provide easy insertion or removal. Examples of connector types include soldering or tracking electrons on boards.

All the following connections and regulations with the ECU 5000 are connected are optional. Some embodiments may include a particular connection or destination while others may exclude it. In the following description, numerous possible connections and provisions are disclosed that may be used. However, it should be noted that not every port, and not every destination, must be used or considered in a particular implementation.

In some cases, the ECU 5000 a connection 5002 , a connection 5004 , a connection 5006 and a connection 5008 for transmitting signals to and / or receiving signals from the electronic stability control system 222 , the antilock braking system 224 , the brake assist system 226 and the automatic brake priming system 228 contain. In some cases, the ECU 5000 a connection 5010 , a connection 5012 , a connection 5014 , a connection 5016 , a connection 5018 , a connection 5020 , a connection 5022 and a connection 5024 for transmitting signals to and / or receiving signals from the low-speed sequencing system 230 , the cruise control system 232 , the collision warning system 234 , the Collision Mitigation Braking System 236 , the automatic cruise control system 238 , the lane departure warning system 240 , the blind spot warning system 242 and the lane keeping system 244 include. In some cases, the ECU 5000 a connection 5026 , a connection 5028 , a connection 5030 , a connection 5032 , a connection 5034 , a connection 5036 and a connection 5038 for transmitting signals to and / or receiving signals from the navigation system 248 , the electronic power steering system 160 , the visual devices 166 , the Climate control system 250 , the audio equipment 168 , the electronic seat belt tightening system 254 and the tactile devices 170 include.

In some versions, the ECU 5000 configured on one or more vehicle systems 172 to configure. For example, the ECU could 5000 Output from one or more vehicle systems 172 receive, make control decisions and make decisions for one or more vehicle systems 172 provide. In such cases, the ECU 5000 act as a central control unit. In other cases, the ECU 5000 however, simply as a relay for communication between two or more vehicle systems 172 act. In other words, the ECU 5000 in some cases passive messages between two or more vehicle systems 172 transmit without making any control decisions.

In 79 Figure 3 illustrates the execution of a process for controlling one or more vehicle systems in a motor vehicle. In some embodiments, some of the following steps could be via a reaction system 5001 a motor vehicle can be achieved. In some cases, some of the following steps could be via a reaction system 5000 a motor vehicle can be achieved. In other embodiments, some of the following steps could be accomplished via other components of a motor vehicle, e.g. B. vehicle systems 172 , In some embodiments, some of the following steps could be accomplished via a combination of systems or components of the vehicle. It is understood that in some embodiments, one or more of the following steps may be optional. For reference purposes, the following method discusses the components that are described in 78 including the reaction system 5001 ,

In step 6020 can the ECU 5000 configured on one or more vehicle systems 172 to configure. In some cases, the ECU 5000 different types of information from vehicle systems 172 in terms of driving conditions, vehicle operating conditions, target vehicle or target object information, risk information and other information received. In some cases, any system of vehicle systems 172 transmit different types of information because each system has different types of information during operation. Transfer information. For example, the automatic cruise control system 232 the ECU 5000 Provide information regarding the current vehicle speed. The electronic power steering system 160 However, it may not monitor the vehicle speed and therefore may not provide vehicle speed information to the ECU 5000 send. In some cases, some systems may be sending overlapping information. The multiple systems of vehicle systems 172 For example, you can submit information that has been collected through remote sensing devices. Therefore, it is understood that information provided by the ECU 5000 received from a particular device may be unique or ambiguous in relation to information provided by other systems or vehicle systems 172 were received.

In some cases, the ECU 5000 Driver behavior information received (eg level of drowsiness according to the characterization with a body status index). In some cases, the driver behavior information can be obtained directly from the vehicle system 172 be received. In some cases, the driver behavior information may be received by monitoring devices or systems, as discussed above.

In step 6022 can the ECU 5000 evaluate potential risks. In some cases, one or more vehicle systems may 172 Risk information to ECU 5000 that characterize a particular target vehicle, object or driving situation as a risk. In other cases, the ECU 5000 Interpret data by one or more vehicle systems 172 provided to determine if there are any potential risks. In other words, the characterization of a vehicle, object, or driving situations may be considered a risk in a single vehicle system of vehicle systems 172 and / or from the ECU 5000 be achieved. In some cases, a target vehicle, object, or driving situation may be considered by one system as a risk, but not by another system. For example, information about a target vehicle traveling alongside the host vehicle may be provided by the blind spot warning system 242 can be used to categorize the target vehicle as a risk, but based on the same information, the low speed tracking system categorizes 230 You may not see the target vehicle as a risk because the low speed tracking system 230 is primarily concerned with other vehicles that are in front of the carrier vehicle.

In situations where the ECU 5000 determines that there is a potential risk, the ECU 5000 decide the control of one or more vehicle systems 172 in response to the potential risk at step 6024 to modify. In some cases, the ECU 5000 modify the control of a vehicle system. In some cases, the ECU 5000 significantly modify the control of two or more vehicle systems. In some cases, the ECU 5000 coordinate the modified operation of two or more vehicle systems to optimize a vehicle's response to a potential risk. For example, when we simultaneously modify the operation of vehicle systems that passively warn a driver of hazards, and vehicle systems that actively change some parameters of vehicle operation (eg, speed, braking levels, deactivating cruise control, etc.) according to driver behavior, a more reliable Reaction to risks can be achieved. This configuration allows the ECU 5000 To provide responses that provide just the right level of assistance depending on the driver's status.

In some versions, the ECU 5000 be configured to have complete control over all vehicle systems 172 to configure. In other forms of expression, however, the vehicle systems can 172 independent with some input or control from the ECU 5000 operate. In such cases, the ECU 5000 Obtaining information from systems already in a modified control mode may subsequently modify the operation of the additional vehicle systems to provide a coordinated response to a potential risk. By analyzing the reaction of some vehicle systems ECU 5000 to automatically override other vehicle systems in response to a risk. For example, if a first vehicle detects a risk but a second vehicle does not, the ECU may 5000 instruct the second vehicle system to behave as if there were a risk.

In statements in which the ECU 5000 acted in a passive way, the ECU 5000 operate to receive risk warnings from a vehicle system and the risk warnings to one or more additional vehicle systems 172 to transfer. With this configuration, the ECU 5000 Risk warnings between two or more of the vehicle systems 172 distribute to the operation of the reaction system 5001 to optimize.

In 80 - 81 Other embodiments of a process for controlling one or more vehicle systems in a motor vehicle are illustrated. In some embodiments, some of the following steps could be via a reaction system 5001 of a motor vehicle 101 be achieved. In some cases, some of the following could be done via an ECU 5000 a motor vehicle can be achieved. In other embodiments, some of the following steps could be accomplished via other components of a motor vehicle, e.g. B. vehicle systems 172 , In some embodiments, some of the following steps could be accomplished via a combination of systems or components of the vehicle. It is understood that in some embodiments, one or more of the following steps may be optional. For reference purposes, the following method discusses the components that are described in 78 including the reaction system 5001 ,

In step 6032 can the ECU 5000 be configured to receive information from one or more vehicle systems 172 retrieve. This information may contain perceived information and information that governs the operation of the vehicle systems 172 characterize. For example, the ECU 5000 in some cases, information from the electronic stability control system 222 including wheel speed information, acceleration information, yaw rate information, and other types of sensed information provided by the electronic stability control system 222 be used. In addition, in some cases, the ECU could 5000 Retrieve information on the operating status of the electronic stability control system 222 refers. As an example, the ECU 5000 Retrieve information indicating that the electronic stability control system 222 actively takes control of the vehicle by one or two wheel brakes are operated.

In some forms of expression, the ECU 5000 optional driver behavior information from one or more of the vehicle systems 172 during step 6032 recall. For example, one or more vehicle systems 172 determine a body status index for a driver. In some cases, several different systems can be added to the ECU 5000 send a body status index or other information about the behavior of the driver. In other forms of expression, the ECU 5000 Information about driver behavior is obtained directly from one or more monitoring devices, rather than the behavioral information of the driver of vehicle systems 172 retrieve. In such cases, the ECU 5000 be configured to determine a body status index according to the monitoring information. In yet other forms of utterance, the behavioral information to the driver may be from the vehicle systems 172 as well as being retrieved independently of one or more monitors.

In step 6034 can the ECU 5000 discover potential risks. In some forms of expression, a risk can be discovered by providing information from one or more vehicle systems 172 be recognized. For example can the ECU 5000 Information from the blind spot warning system 242 indicating that a target vehicle is traveling in the blind spot of the host vehicle. In this situation, the ECU 5000 classify the target vehicle as a potential risk. As another example, the ECU 5000 Information from the collision warning system 234 which signals when a target vehicle is crossing an intersection at approximately the same time as the host vehicle. In this situation, the ECU 5000 classify the target vehicle as a potential risk. It is understood that a target vehicle or object of one or more vehicle systems 172 or from the ECU 5000 could be considered as a potential risk. In other words, a vehicle system determines that an object is a potential risk and sends this information to the ECU 5000 , In other cases, the ECU receives 5000 from a vehicle system, information about a target object and determines whether the object should be identified as a potential risk.

When a potential risk has been identified, the ECU can 5000 in step 6036 define a risk level for the potential risk. In other words, the ECU determines 5000 in step 6036 How risky a potential risk is. This step allows the ECU 5000 To make control decisions on potential risks that pose the greatest risk and can reduce the likelihood of the ECU 5000 changes the operation of one or more vehicle systems in response to a target vehicle, object or driving situation that does not pose a risk to a vehicle. Details of a method for determining a risk level for a potential risk are discussed below and in 81 shown in the several possible sub-steps, with step 6036 are connected.

That in step 6036 determined risk level can be characterized in another way. In some cases, the level of risk is characterized by a number of numerical values (for example, 1 to 10, where 1 is the lowest risk and 10 is the highest risk). In some cases the risk level could be classified as either "high risk" or "low risk". In other cases, the level of risk could be characterized in another way.

In step 6038 determines the ECU 5000 whether the level of risk associated with a potential risk is high. In some cases, the ECU determines 5000 based on a predefined risk level, if the risk level is high. For example, in situations where a risk level scale of 1 to 10 is used, the predefined risk level 8 could be that any risk with a risk level of 8 or higher is considered a high level of risk. In other cases, the ECU could 5000 Use another method to determine if the level of risk that is during step 6036 is high enough to require further action.

If the driver is not too high, the ECU will turn 5000 back to step 6032 , In this case, the ECU changes 5000 back to step 6040 , In step 6040 , the ECU can 5000 one or more of the vehicle system 172 which are modified in response to a potential risk. In some cases, the ECU could 5000 select a single vehicle system. In some cases, the ECU could 5000 Select two or more vehicle systems. As discussed in more detail below, the ECU 5000 In addition, the operation of two different vehicle systems of the vehicle systems 172 so that each system is modified in a timely manner to increase the ability of a drowsy driver to maintain proper vehicle control. This allows some systems to optimize the operation and control of other systems.

In step 6042 can the ECU 5000 Determine the type of modified control for each system in step 6040 were selected. In some cases, the ECU 5000 Use a driver's body status index to determine the type of control. As in 80 seen, the ECU can 5000 For example, use the body state index that is in step 6050 has been set to determine a control type. An example of different control type settings according to the body status index is in the form of a look-up table 6070 illustrated. For example, if the driver's body status index is 1 or 2, the control type may be set to "no control". In these situations, the ECU fits 5000 may not operate the vehicle systems 172 at. If the body status index of the driver is 3, which may indicate that the driver is a little drowsy, the ECU may 5000 the control of one or more vehicle systems 172 set to "partial control". In partial control mode, the control of one or more vehicle systems 172 be easily changed to increase the driving ability. If the body status index of the driver is 4, which may indicate that the driver is a little drowsy, the ECU may 5000 the control of one or more vehicle systems 172 set to "full control". In "full control" mode, the ECU 5000 the control of one or more of the vehicle systems 172 to change. If this arrangement is used, a vehicle system may be configured to provide additional assistance to the driver when the driver is very sleepy, some support when the driver is a little drowsy, and little to no assistance when the driver is relatively attentive ( not sleepy). In step 6044 can the ECU 5000 the control of one or more systems of the vehicle systems 172 to change. In some cases, a vehicle system be controlled in accordance with the type of control that is used in step 6042 was determined.

In 81 an execution of a process for determining the risk level for a potential risk is determined. It is understood that this method can only be used as a model and in any other way any other method can be used to evaluate the risk level of a potential risk. In step 6102 can the ECU 5000 determine the relative distance between the potential risk and the host vehicle. In some cases, the ECU 5000 determine the relative distance between the host vehicle and the risk using a remote sensing device, including radar, lidar, camera, and other remote sensing devices. In other cases, the ECU 5000 Use GPS information for the driver vehicle and the danger to calculate a relative distance. For example, the GPS position of the driver vehicle can be received using a GPS receiver in the driver vehicle. In situations where the risk exists in another vehicle, GPS information for the hazard could be retrieved using a vehicle communication network or other system for receiving remote vehicle information.

Subsequently, the ECU 5000 in step 6104 determine the trajectory of the driver vehicle relative to the risk. Subsequently, the ECU 5000 in step 6106 determine the risk trajectory relative to the driver vehicle. In some cases, these distances can be estimated using remote sensing devices. In other cases, these trajectories may be estimated based on real-time GPS position information. In some other cases, other methods of determining trajectories for a host vehicle and a risk (eg, a remote vehicle) could be used.

By determining the relative distances and relative trajectories of the host vehicle and the risk, the ECU 5000 determine the likelihood that a host vehicle will hit the risk.

In particular, by using the relative distance and the trajectory information, the ECU 5000 estimate the likelihood that the host vehicle and the risk may collide. In step 6108 can the ECU 5000 Identify the risk level for the risk, which is an indicator of the likelihood of the vehicle encountering the risk. In some cases, the ECU classifies 5000 the potential risk as a possible high risk or risk for the host vehicle.

A reaction system may consider provisions that allow different vehicle systems to communicate directly with each other. In some cases, one or more vehicle systems could communicate with each other. In some cases, a vehicle system may transmit information and / or instructions directly to another vehicle system to coordinate the operation of the vehicle systems in response to driver behavior.

In 82 is a schematic overview of an utterance form of the first vehicle system 6202 and the second vehicle system 6204 represented by network 6206 communicate. In general, network can 6206 Any type of network may include examples of different types of networks, but are not limited to Local Area Networks, Wide Area Networks, Personal Area Networks, Controller Area Networks, and other types of networks. In other cases, network can 6206 be a wired network. In other cases, network can 6206 to be a wireless network.

For clarity, only two vehicle systems are displayed that are interconnected by a network. In other cases, however, a different set of vehicle systems may be connected using one or more networks. In some forms of expression, some or all of the vehicle systems could 172 , in the 78 be connected through a network. In such a situation, any vehicle system of the vehicle systems 172 act as nodes within the network. In addition, a network configuration that allows risk information between each system of vehicle systems 172 to be shared. In some cases, a vehicle system may be configured to control another vehicle system by transmitting instructions over a network.

83 illustrates the embodiment of a process for controlling one or more vehicle systems in response to potential risks in situations where the vehicle systems are in direct communication with each other, e.g. Over a network. In some cases, certain steps of the process are with a first vehicle system 6202 connected and certain steps are with a second vehicle system 6204 connected. In some cases, the steps involved with the first vehicle system 6202 connected from the first vehicle system 6202 Run and follow the steps with the second vehicle system 6204 are connected by the second vehicle system 6204 executed. In other cases, however, some steps may be taken with the first vehicle system 6202 are connected from the second vehicle system 6204 or another resource. In other cases, however, some steps may be taken with the second vehicle system 6204 connected from the first vehicle system 6202 or another resource. In some embodiments, some of the following steps could be accomplished via a combination of systems or components of the vehicle. It is understood that in some embodiments, one or more of the following steps may be optional.

In step 6302 can be the first vehicle system 6202 receive the operating information. This information may include information related to perceived information and information that includes the operation of the vehicle systems 172 characterize. In one embodiment, the first vehicle system receives 6202 the operating information necessary for the normal operation of the first vehicle system 6202 required are. In one embodiment, for example, in which the first vehicle system 6202 a blind spot warning system 242 is, could be the first vehicle system 6202 Obtaining information from a camera monitoring the area adjacent to the blind spot, information about tracked objects at or near the blind spot area, current vehicle speed, and other information used to provide a blind spot warning system 242 to operate.

In step 6304 determines the reaction system 6202 possibly the body status index of the driver. This information could be determined according to different monitoring information received from one or more monitoring devices such as cameras, position sensors (eg, head position sensors), autonomous surveillance systems, or other devices. In some cases, the body status index could also be determined using information from a vehicle system. For example, a system could determine that a driver is sleepy by monitoring the monitoring outputs of a lane departure warning system, as discussed above.

In step 6306 can be the first vehicle system 6202 to discover a potential risk. In some forms of expression, a risk can be detected using information provided by one or more vehicle systems 6202 be recognized. For example, in a case where the first vehicle system 6202 is an automatic cruise control system, the first vehicle system 6202 be configured to receive the forward distance via a camera, lidar, radar other remote sensing devices. In such cases, the first vehicle system 6202 Discover remote objects, such as A vehicle that uses similar remote sensing techniques. In other cases, a risk can be detected using information that is recognized by other vehicle systems of the vehicle.

When a potential risk has been identified, the first vehicle system 6202 in step 6308 define a risk level for the potential risk. In other words, the first vehicle system determines 6202 in step 6308 How risky a potential risk is. This step allows the first vehicle system 6202 To make control decisions about potential risks that pose the greatest risk and can reduce the likelihood that the operation of the first vehicle system 6202 is changed in response to a host vehicle, an object, or a driving situation that poses no risk to a vehicle. Details of a method for determining a risk level for a potential risk have been previously discussed.

In step 6310 determines the first vehicle system 6202 whether the level of risk associated with a potential risk is high. In some cases, the first vehicle system determines 6202 based on a predefined risk level, if the risk level is high. For example, in situations where a risk-scale scale of 1 to 10 is used, the predefined risk level 8 could be that any risk with a risk level of 8 or higher is considered a high risk level. In other cases, the first vehicle system could be 6202 Use another method to determine if the level of risk that is during step 6308 is high enough to require further action.

When the level of risk is high, the first vehicle system changes 6202 to step 6312 , Otherwise, the first vehicle system changes 6202 back to step 6302 , In step 6312 may be the control of the first vehicle system 6202 modified according to the current body status index. In step 6314 determines the first vehicle system 6202 whether the second vehicle system 6204 about the potential risk that would have to be informed of the first vehicle system 6202 was detected. In some cases, the second vehicle system 6204 be informed about risks that the first vehicle system 6202 found. In other cases, one or more criteria may be used to determine if the second vehicle system 6204 to be notified of a potential risk from the first vehicle system 6202 has been discovered. In embodiments where multiple systems communicate with each other, a vehicle system detecting a hazard could send information informing all other vehicle systems of the hazard.

In step 6316 determines the first vehicle system 6202 whether the second vehicle system 6204 about the potential danger. If the second vehicle system is not to be informed, the first vehicle system returns 6202 back to step 6302 , Otherwise, the first vehicle system changes 6202 to step 6318 where information to the second vehicle system 6204 be transmitted. In some cases, the transmitted information includes a warning and / or instructions for the second vehicle system 6204 to check for the presence of a potential risk.

In step 6320 receives the second vehicle system 6204 Information from the first vehicle system 6202 , This information may contain information related to the potential hazard and other information. In some cases, the information includes instructions or a request for the second vehicle system 6204 to check for the presence of a potential hazard. In some cases, the information may include operational information pertaining to the first vehicle system 6202 Respectively. In step 6322 can the second vehicle system 6204 retrieve the operating information. This operating information could include any type of information that may be present during operation of the second vehicle system 6204 as well as operating information originating from another system or device of the motor vehicle.

In step 6324 checks the second vehicle system 6204 to potential dangers from the first vehicle system 6202 be proposed or instructed. Subsequently, in step 6326 the second vehicle system 6204 determine the level of risk to the potential hazard using methods similar to those used by the first vehicle system 6202 during step 6308 were used. In step 6328 can the second vehicle system 6204 Determine if the level of risk is high. Otherwise, the second vehicle system 6204 back to step 6322 switch. Otherwise, the second vehicle system changes 6204 continue to step 6330 ,

In step 6330 The body status index of the driver can be determined. This can be determined using one of the methods described above. In addition, in some cases, the body status index may come directly from the first vehicle system 6202 be retrieved. In step 6332 may be the control of the second vehicle system 6332 modified according to the current body status index. This method can provide a better system response to a hazard by coordinating the operation of multiple vehicle systems and modifying the operation of each system according to the body status index.

Exemplary operational response and intra-vehicle communication of one or more vehicle systems

The following are examples of operational response and communication of one or more vehicle systems. It is important that other vehicle systems (eg vehicle systems 172 or 1 ), which are not discussed herein, may be configured to communicate information (eg, vehicle information, driver behavior) to one or more vehicle systems and to change vehicle system parameters based on the information. While driver behavior is discussed in terms of drowsiness, it is understood that any driver behavior must be evaluated including, without limitation, drowsiness, distracted behavior, stressed behavior, restricted behavior, and / or generally inattentive behavior.

84 to 87 show schematic views of different operating modes of the blind spot warning system 242 ( 2 ) and the electronic power steering system 160 ( 2 ). In this embodiment, the motor vehicle 100 in the street 6420 on road. The blind spot warning system 242 can be used to monitor objects within a blind spot surveillance zone 6422 on the way. In the current version, the blind spot warning system 242 determine that no object is in the blind spot monitoring zone 6422 located. In particular, there is a target vehicle 6424 just outside the blind spot monitoring zone 6422 , In this case, no warning is sent to the driver.

In 85 can a driver 6430 a wheel 6432 turn to change the lane. If in this situation a driver 6430 fully alert, has a blind spot surveillance zone 6422 a standard size that will attract the attention of an attentive driver. As the target vehicle 6424 not within the blind spot monitoring zone 6422 no warnings are generated and the driver 6430 has unrestricted freedom to the motor vehicle 100 to steer in the adjacent lane.

When we get up now 86 and 87 refer, increases when the driver 6430 becomes drowsy, as shown schematically in 86 and 87 displayed, the size of the blind spot monitoring zone 6422 , At this point is the target vehicle 6424 now in the enlarged surveillance zone 6422 what a warning 6440 that results from the blind spot warning system 242 is generated. In addition, as in 87 shown, the electronic power steering system 160 one counter-torque 6450 Generate to prevent the driver 6430 the wheel 6432 rotates. This prevents the user from turning into the adjacent lane and possibly with the target vehicle 6424 collided. This counter-moment 6450 can be provided on a plane that corresponds to the moment given by the driver 6430 applied in a reverse direction, leaving the net moment on the wheel 6432 is about 0. This is the motor vehicle 100 prevented from switching to the adjacent lane when the target vehicle is in the blind spot of the driver 6430 Is on the way. In some cases, the warning indicator 6460 also be activated to inform the driver that the vehicle control has been modified by one or more vehicle systems. If this arrangement is used, the blind spot warning system can 242 and the electronic power steering system 160 operate in a coordinated manner to warn a driver of a hazard and to steer the vehicle further to prevent a potential collision.

In 88 FIG. 2 illustrates the execution of a process for operating a blind spot warning system and an electronic power steering system in response to driver behavior. In some embodiments, some of the following steps could be via a reaction system 5001 a motor vehicle can be achieved. In some cases, some of the following steps could be via a reaction system 5000 a motor vehicle can be achieved. In other embodiments, some of the following steps could be accomplished via other components of a motor vehicle, e.g. B. vehicle systems 172 , In some embodiments, some of the following steps could be accomplished via a combination of systems or components of the vehicle. It is understood that in some embodiments, one or more of the following steps may be optional. For reference purposes, the following method discusses the components that are described in 78 to be shown.

In step 6502 can the ECU 5000 Received operating information. The object could be a vehicle or other object being tracked. In some cases, the object may be, for example, a pedestrian or cyclist. In step 6504 can the ECU 5000 to discover a potential danger. Subsequently, the ECU 5000 in step 6506 Determine if the object represents a hazard. A method to determine if an object represents a hazard to a vehicle has been discussed above and is incorporated herein by reference 66 and 67 shown. In particular, step 4420 , Step 4422 , Step 4424 and step 4426 from 66 as well as each of the steps in 67 provide a model method to determine if the object is a risk. In some cases, the step of determining whether the risk poses a risk involves examining a driver's body status index, as in 66 and 67 discussed and presented.

In step 6508 can the ECU 5000 determine the alert type, frequency, and intensity of a warning message to warn the driver. In some cases, the determination of the type, frequency, and intensity may step in the same way 4428 and step 4430 from 66 to be continued. Subsequently, the ECU 5000 in step 6510 activate a blind spot warning indicator to warn the driver of a potential hazard.

In step 6512 determines the ECU 5000 whether the object is still within the blind spot surveillance zone. This step allows the possibility of a driver following the blind spot warning display and adjusting the vehicle so that no object is left in the blind spot.

If no object is in the blind spot monitoring zone, ECU 5000 back to step 6502 switch. Otherwise, the ECU changes 5000 back to step 6514 , Subsequently, the ECU 5000 in step 6514 determine the trajectory relative to the tracked object. The trajectory of the object can be determined using other methods, including remote sensing and GPS-based methods.

In step 6516 can the ECU 5000 determine the relative distance between the motor vehicle and the tracked object. In step 6518 can the ECU 5000 determine whether a collision between the vehicle and the tracked object is likely. If not, the ECU returns 5000 back to step 6512 to continue monitoring the tracked object. Otherwise, the ECU changes 5000 to step 6520 to determine the type of power steering that should be used to prevent the driver from changing lanes.

Parallel to step 6520 can the ECU 5000 the body status index 6526 determine and the lookup table 6528 Use to select the appropriate control type. For example, if the body status index is 1 or 2, it means that the driver is relatively attentive, no control is performed, as it is assumed that the driver is aware of a potential hazard that the object represents. If the body status index has a value of 3, it means that the driver is a little drowsy and partial steering feedback is provided to prevent the user from steering the vehicle into the adjacent lane with the tracked object. If the body status index has a value of 4, it means that the driver is very drowsy, providing complete steering feedback to help in the To essentially prevent the driver from getting onto the adjacent lane.

When the power steering control type has been selected, the ECU 5000 the power steering system accordingly in step 6522 Taxes. in some cases, the ECU 5000 in step 6524 also trigger a control warning to inform the driver that one or more vehicle systems provide assistance in vehicle control.

In 89 become a schematic overview of another operating mode of the blind spot warning system 242 and a brake control system. It is understood that the brake control system of any vehicle system may be with braking functions provided by the ECU 5000 is controlled. The brake control system may be, for example, an electronic stability control system 222 include, an antilock braking system 224 , a brake assist system 226 , an automatic brake priming system 228 , a low-speed sequential system 230 , a collision warning system 234 , a Collision Mitigation Braking System 236 or an automatic cruise control system 238 ,

In the illustrated utterance form, the blind spot warning system includes 242 Provisions for prior art cross traffic warnings that detect objects in the blind spot during normal driving, objects that approach from the sides of the vehicle (ie, cross traffic) when the vehicle is moving forward or backward. For example reasons will be 89 and 90 with respect to cross traffic when the vehicle is in reverse (ie when backing out of the parking lot). However, it is important that the systems and methods described herein can also apply to cross traffic when the vehicle is moving in the forward direction.

In relation to 89 becomes the motor vehicle 100 in a parking situation 7420 shown in the the blind spot warning system 242 and the brake control system, alone or in combination, may be used to enhance a cross traffic alerting process. The blind spot monitoring system 242 is used to monitor objects, such as a target vehicle 7424 and / or a target vehicle 7426 within a blind spot monitoring zone 7422 are traveling (ie they are approaching from the sides of the vehicle 100 ). As discussed above, it is understood that the blind spot monitoring zone 7422 also in front of the vehicle 100 can be located to monitor objects extending from the sides of the vehicle 100 approach when the vehicle 100 moved in the forward direction. It is important that the blind spot warning system 242 Also, the functions may include those above with regard to 84 - 87 to be discribed. For example, the size of the blind spot monitoring zone 7422 based on the consciousness of a driver of the vehicle 100 be increased or decreased. In addition, it is important that the vehicle 100 at an angle (eg, a park angle) instead of a 90 degree angle, as in 89 shown, can drive forwards or backwards.

In 90 1 illustrates the execution of a process for operating a blind spot warning system, including a cross traffic alert message with a brake control system. In some embodiments, some of the following steps could be via a reaction system 5001 a motor vehicle can be achieved. In some cases, some of the following steps could be via a reaction system 5000 a motor vehicle can be achieved. In other embodiments, some of the following steps could be accomplished via other components of a motor vehicle, e.g. B. vehicle systems 172 , In some embodiments, some of the following steps could be accomplished via a combination of systems or components of the vehicle. It is understood that in some embodiments, one or more of the following steps may be optional. For reference purposes, the following method discusses the components that are described in 78 to be shown.

In step 7502 can the ECU 5000 Received operating information. The object could be a vehicle or other object being tracked. In some cases, the object may be, for example, a pedestrian or cyclist. With regard to a cross traffic alert system, the object may be a vehicle (ie vehicles 7424 . 7426 ) in the potential distance of a vehicle going backwards. In step 7504 can the ECU 5000 to discover a potential danger. Subsequently, the ECU 5000 in step 7506 Determine if the object represents a hazard. A method to determine if an object represents a hazard to a vehicle has been discussed above and is incorporated herein by reference 66 and 67 shown. In particular, step 4420 , Step 4422 , Step 4424 and step 4426 from 66 as well as each of the steps in 67 provide a model method to determine if the object is a risk. In some cases, the step of determining whether the risk poses a risk involves examining a driver's body status index, as in 66 and 67 discussed and presented.

In step 7508 can the ECU 5000 determine the alert type, frequency, and intensity of a warning message to warn the driver. In some cases, the determination of the type, frequency, and intensity may step in the same way 4428 and step 4430 from 66 to be continued. Subsequently, the ECU 5000 in step 7510 activate a blind spot warning indicator to warn the driver of a potential hazard.

In step 7512 determines the ECU 5000 whether the object is still within the blind spot surveillance zone. This step allows the possibility of a driver following the blind spot warning display and adjusting the vehicle so that no object is left in the blind spot.

If no object is in the blind spot monitoring zone, ECU 5000 back to step 7502 switch. Otherwise, the ECU changes 5000 back to step 7514 , Subsequently, the ECU 5000 in step 7514 determine the trajectory relative to the tracked object. The trajectory of the object can be determined using other methods, including remote sensing and GPS-based methods. The trajectory may also be based on a park angle relative to the vehicle and the object when the vehicle is traveling in reverse and is not traveling at a 90 degree angle.

In step 7516 can the ECU 5000 determine the relative distance between the motor vehicle and the tracked object. In step 7518 can the ECU 5000 determine whether a collision between the vehicle and the tracked object is likely. If not, the ECU returns 5000 back to step 7512 to continue monitoring the tracked object. Otherwise, the ECU changes 5000 to step 7520 to determine the type of brake control that is to be used to prevent the driver from colliding with the tracked object.

Parallel to step 7520 can the ECU 5000 the body status index 7526 determine and the lookup table 7528 use to select the appropriate brake type. For example, if the body status index is 1 or 2, it means that the driver is relatively attentive, no control is performed, as it is assumed that the driver is aware of a potential hazard that the object represents. If the body status index has a value of 3, it means that the driver is a little drowsy and a partial brake control is provided to assist the driver. If the body status index has a value of 4, it means that the driver is very sleepy and full brake control is provided to substantially prevent the driver from getting into cross traffic. The brake control may include increasing or decreasing the brake pressure, or decreasing the brake pressure, or preloading or pre-filling the brakes (without limitation).

If the brake control type has been selected, the ECU 5000 the brake control system accordingly in step 7522 Taxes. in some cases, the ECU 5000 in step 7524 also trigger a control warning to inform the driver that one or more vehicle systems provide assistance in vehicle control.

While various embodiments have been described, the descriptions are intended to be exemplary rather than restrictive and it will be apparent to persons of ordinary skill in the art to conceive numerous other forms of expression and implementations that are within the scope of the art. Accordingly, the forms of utterance are not limited except the appended claims and their equivalents. Also, various modifications and changes may be made within the scope of the appended claims.

Claims (20)

Method for controlling vehicle systems in a motor vehicle, comprising: Obtaining information from a first vehicle system; Determining a degree of drowsiness; Recognizing a danger; Modifying the control of the first vehicle system using at least the level of drowsiness; Selecting a second vehicle system different from the first vehicle system; and Modifying the control of the second vehicle system using at least the level of drowsiness. The method of claim 1, wherein the first vehicle system is connected to an electronic control unit and the second vehicle system is connected to the electronic control unit. The method of claim 1, wherein the first vehicle system can communicate directly with the second vehicle system. The method of claim 3, wherein the first vehicle system communicates with the second vehicle system via a network. The method of claim 1, wherein the control of the second vehicle system is coordinated with the control of the first vehicle system. The method of claim 1, wherein the first vehicle system is a blind spot warning system and wherein the second vehicle system is an electronic power steering system. The method of claim 6, wherein the electronic power steering system is controlled to prevent a driver from turning a steering wheel of the motor vehicle when the blind spot warning system detects a hazard and the driver is drowsy. Method for controlling vehicle systems in a motor vehicle, comprising: Operating a first vehicle system, the operation of the first vehicle system comprising: Determining a level of drowsiness associated with a driver of the motor vehicle; Modifying the control of the first vehicle system; Transmitting danger related information to the second vehicle system; Operating a second vehicle system, the operation of the second vehicle system comprising: Determination of drowsiness level; Receiving the hazard-related information Check for the presence of the hazard; and Modifying the control of the second vehicle system; The method of claim 8, wherein the degree of drowsiness is a body status index of at least two values. The method of claim 8, wherein the control of the first vehicle system is modified by using at least the level of drowsiness. The method of claim 8, wherein the control of the second vehicle system is modified by using at least the level of drowsiness. The method of claim 8, wherein the transmitted information includes instructions for the second vehicle system to check for the presence of potential hazards. The method of claim 8, wherein the modified control of the second vehicle system is coordinated with the modified control of the first vehicle system. Motor vehicle comprising: a first vehicle system and a second vehicle system in communication with the first vehicle system; the first vehicle system capable of detecting at least one hazard, and the first vehicle system configured to determine a degree of drowsiness of a driver; the second vehicle system capable of detecting at least one hazard and the second vehicle system configured to determine a degree of drowsiness of a driver; wherein the operation of the first vehicle system may be modified according to the level of drowsiness and in which the operation of the second vehicle system may be modified according to the degree of drowsiness; and wherein the second vehicle system is configured to check for the presence of at least one hazard when the first vehicle system detects at least one hazard. The motor vehicle of claim 14, wherein the first vehicle system is connected to an electronic control unit and the second vehicle system is connected to an electronic control unit and wherein the second vehicle system checks the presence of at least one hazard in response to instructions from the ECU. Motor vehicle according to claim 14, wherein the second vehicle system checks the presence of at least one risk in response to the information sent by the first vehicle system. Motor vehicle according to claim 14, wherein the motor vehicle includes three or more vehicle systems. The motor vehicle of claim 17, wherein three or more systems check the presence of hazards in response to the instructions from an electronic control unit. The motor vehicle of claim 17, wherein the three or more systems are interconnected via a network. The motor vehicle of claim 17, wherein the second vehicle system and a third vehicle system check for the presence of hazards in response to the instructions from the first vehicle system.

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