EP0030021B1 - Procédé et dispositif pour surveiller l'aptitude du conducteur d'un véhicule non guidé - Google Patents

Procédé et dispositif pour surveiller l'aptitude du conducteur d'un véhicule non guidé Download PDF

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Publication number
EP0030021B1
EP0030021B1 EP80107461A EP80107461A EP0030021B1 EP 0030021 B1 EP0030021 B1 EP 0030021B1 EP 80107461 A EP80107461 A EP 80107461A EP 80107461 A EP80107461 A EP 80107461A EP 0030021 B1 EP0030021 B1 EP 0030021B1
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EP
European Patent Office
Prior art keywords
circuit
input
output
counter
driver
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired
Application number
EP80107461A
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German (de)
English (en)
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EP0030021A2 (fr
EP0030021A3 (en
Inventor
György Dr. Balogh
Miklos Ir. Hajnal
Láslo Ir. Vajta
István Ir. Loványi
Láslo Ir. Czenki
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Elektromobil Elektro Es Jarmueipari Szovetkezet
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Elektromobil Elektro Es Jarmueipari Szovetkezet
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Priority to AT80107461T priority Critical patent/ATE14859T1/de
Publication of EP0030021A2 publication Critical patent/EP0030021A2/fr
Publication of EP0030021A3 publication Critical patent/EP0030021A3/de
Application granted granted Critical
Publication of EP0030021B1 publication Critical patent/EP0030021B1/fr
Expired legal-status Critical Current

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    • G—PHYSICS
    • G08—SIGNALLING
    • G08B—SIGNALLING OR CALLING SYSTEMS; ORDER TELEGRAPHS; ALARM SYSTEMS
    • G08B21/00—Alarms responsive to a single specified undesired or abnormal condition and not otherwise provided for
    • G08B21/02—Alarms for ensuring the safety of persons
    • G08B21/06—Alarms for ensuring the safety of persons indicating a condition of sleep, e.g. anti-dozing alarms
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K28/00—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions
    • B60K28/02—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions responsive to conditions relating to the driver
    • B60K28/06—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions responsive to conditions relating to the driver responsive to incapacity of driver

Definitions

  • the invention relates to a method and a device for checking the driving suitability of the driver of a track-bound vehicle of the type described in CH-A 612 340 described in the preamble of claim 1 and 4, respectively.
  • the method and the device according to the invention are advantageous primarily in vehicles that take part in road traffic, in particular in motor vehicles, the method and the device can be used with any other means of transport, work machines or with all the "man-machine" that is in continuous operation. Systems used successfully to control vigilance.
  • Some devices are said to reduce monotony by creating wake-up stimuli.
  • Such a device is e.g. B. described in US-A 3,611,344. It creates a periodically repeating stimulus for the driver. The driver is assigned the task of clearing the signal with the hand switch. If the extinguishing does not take place, the device switches off the ignition of the engine or the alarm flashing lights are switched on.
  • a serious disadvantage of this device is that rhythmic stimuli, by which the monotony is increased, are emitted, which stimuli can distract attention in city traffic in situations at risk of accidents.
  • a device used in railways has been manufactured for similar purposes; this is described in DE-C 1 199312.
  • This device gives the call signals depending on the speed, i.e. in a much less predictable rhythm and, in conjunction with the so-called "dead man's switch", is also capable of sensing the decrease in muscle tone.
  • the device since the device has been developed for rail-bound vehicles, it cannot be used for road traffic due to its design and functional principle.
  • DE-C 2 404 963 shows the tendency of further development of such devices.
  • one tries to compare the measured oscillation values with one another on the basis of the sample taken for each route. Such a comparison could only be regarded as objective on long stretches with path areas of unchanged quality.
  • the device described in DE-C 2 042 853 continuously controls not only the change in the oscillation value but also the quality of the corrective movements. If at all possible, with the help of these devices, all faster or slower changing moments (such as the inclination angle of the road surface, the quality of the tires, ice, snow, cross wind, play of the steering wheel, the load on the car, etc.) ), which determine the quality of this fatigue phenomenon at the same time, there is the objection that the devices mentioned only perceive the final state of fatigue and not - it is not even possible - the strange anomalies preceding sleep consider steering wheel actuation.
  • the device described in US-A-4005398 strives to present the superfluous alarms resulting from the inadequacy of the method and presenting an accident risk to reduce the resulting chance of accidents.
  • This solution actually represents the combination of the individual characteristics of the devices described in US-A 4,031,527 and US-A 3,222,639.
  • the basic principle is that the steering maneuvers are counted as a function of the speed and the oscillation fluctuations of the steering wheel are observed . If one of the values falls below the threshold value, a warning acoustic stimulus is given.
  • the solution known from CH-A 612 340 approaches the control that is considered to be ergonomically optimal.
  • the most important characteristic of the solution is that the impulses coming from sensors of the vehicle operating elements are used with a “real time” character, which eliminates the possibility of dividing attention.
  • This device already controls a more objective fatigue symptom, namely the extension of the reaction time, i. H. if no impulse arrives from the controls, the result being registered by means of a suitable auxiliary device.
  • the disadvantage of the device is that the connection of the sensors is a very labor-intensive assembly work or, if only the minimally required three points, namely the brake, the clutch, the steering wheel or the turn signal, are connected, the observation during a long period of time in front of itself should go, during which the decrease in attention can no longer be ruled out.
  • the problem with passenger cars which have elastic performance in the various speed levels.
  • a separate operating element is required to give the answer and the extension of the reaction time is evaluated with the real biological value scale compared between quite wide limits.
  • the device accepts the impulse of the sensor circuit monitoring the stability of the energy network (e.g. braking, acceleration) during the measurement period of the vigilance control, as a reaction and shifts control to a later date.
  • the stability of the energy network e.g. braking, acceleration
  • the driver's readiness is checked in such a way that after a time that cannot be determined in advance, one of the flashing indicator lamps (the right or left) on the instrument panel for e.g. is switched on for a maximum of 3 seconds. If such lamps are missing, one of the “command lamps” arranged on the front plate of the apparatus can be switched on. Simultaneously with the activation, a short «preparatory» horn signal can be given.
  • the direction to the right or to the left of the "command lamp” is unknown in advance, and the mode of operation differs from the usual one, so it lights up with a continuous light in such cases.
  • the driver's task is to move the arm of the direction indicator switch in a direction corresponding to the signal and immediately return to the middle position when the “command” is perceived.
  • the duration of the electrical signals perceived between the activation of the direction indicator and the withdrawal of the same is determined, which represents a value which characterizes the coordination of the series of movements and the own reflex activity and which is particularly prolonged when the driver is in a drunk state; the direction of the reaction movement is perceived and agreement with the direction of the command is established.
  • the premature or excessive character of the movement is ascertained, namely whether the arm has come to a standstill during the return movement or whether it has given an impulse to the line on the opposite side, moving over the middle.
  • the response voltage is delayed for a predetermined time, which is shorter than 0.5 seconds, so that the automatic blinker is now unable to switch.
  • the so-called heat-wire machines most frequently used today work with a delay corresponding to the period mentioned above. Under normal conditions, the movement of the return can be carried out with complete certainty in 0.5 sec.
  • the device evaluates the measurement results in complexes, i.e. H. weighed the individual data according to the value of the driving function and gave it to the driver e.g. known by a combination of light diodes of different colors, such as green, yellow, red, or by a digital display, for example from 1 to 99 (4th requirement).
  • a weighted evaluation can be achieved, for example, in such a way that the duration of the simple perception time or that of the withdrawal required movement direction rotation in a ratio of 1: 4 - compared to the normal biological values - is taken into account; a movement response made in the wrong direction is reported as a “measurement to be repeated”, the poorly coordinated, overflowing movement as a “weak ” result.
  • the device reacts to such a lack of measurements with a new measurement attempt, which continues until a complete control suitable for data evaluation takes place.
  • the duration of the next “perception of the activity level” is electronically programmed (5th request), in a ratio inverse to the measured vigilance, e.g. in the range between 8 and 120 seconds, continuously varied.
  • the measuring mode i.e. maintain the "repeated measurement” with a continuous horn signal for a further two seconds; if the answer is still missing, an immediate alarm is triggered.
  • the external emergency lights of the vehicle are switched on immediately, the horn emits a discontinuous signal, but if necessary, the ignition of the engine can be switched off and the brake can be activated.
  • the alarm signal only stops when the vehicle is parked. Incidentally, the result obtained in the course of the repeated measurement is reported back with a proper evaluation of the error points.
  • the measurement results are registered in the device, e.g. B. in the manner described in CH-PS 612 340, by controlling the encoder of the recorder on a pie chart.
  • the device ensures the official usability of the measurement results after an accident or during a routine check in road traffic by a circuit that controls the display of the respective last check after the operating supply voltage used during the trip has been switched off by turning the ignition key or The handbrake is kept in operation by means of an independent supply voltage.
  • the power requirement ie the current consumption of this circuit, can be neglected;
  • the circuit automatically displays a digital or colored display of the measurement result last saved.
  • the device according to the invention is capable of preventing the use of the vehicle before starting for an unauthorized person under the influence of alcohol or medication.
  • the device according to the invention considers the signals coming from the direction indicator switch of the vehicle as a response to the warning signal in the course of the measurements taken on the move, it is capable of changing the order and duration of the direction indicator to the right or to the left and through perceive and measure the provoked tensions also in retirement.
  • This series of movements consists of switching on the direction indicator arm at least four times, but only in the coded order, i.e. «Playing the code».
  • the four changes in the left or right direction comprise 16 signal combinations to which only one represents the "key" of a given vehicle.
  • the device From the first direction signal emitted in the correct direction, the device begins to measure the time that has elapsed up to the fourth, that is, the last signal. Should this period of time exceed a biologically acceptable minimum level, for example about 3.5 seconds, the fact of “unsuitability” is likely. In this case, the cycle with the “identification phase” is started until the suitable measured value arrives.
  • a biologically acceptable minimum level for example about 3.5 seconds
  • the device according to the invention immediately concludes that it is “unauthorized”; in the same way, it is considered unauthorized if the code is not played while the identification mode is waiting or if a further consumer impulse arrives from the sensor from start-up (e.g. through the use of the starter).
  • the device When the unauthorized person is determined, the device automatically switches on the alarm mode already described - emergency flashing light, external horn, but also the ignition circuit can be finally interrupted.
  • the alarm signal can only be switched off by repeatedly pressing the hidden push button. Repeated use of the same only starts the monitoring phase.
  • the push button does not finally switch off the function mentioned, it is ensured that a driver who is under the influence of alcohol cannot drive the vehicle even if he knows the location of the button. If someone does not press the hidden push button when parking the car, they must take the risk of stealing the car.
  • the device does not need a separate operating element in the vehicle, since the control is carried out using the direction indicator arm.
  • one of the terminals of the battery AKKU forming the energy source is provided with a ground connection, while a line section 18 is connected to the other terminal.
  • the electricity flows through these to the various consumers.
  • the supply voltage supply of the vehicle and the corresponding terminals of the control device according to the invention are connected via the ignition switch 1 and the hand brake switch 2.
  • the device itself consists of three parts, namely the signaling part, the control part and the display and operating part.
  • the solution shown here as an example contains a sensor circuit 4, which senses the magnitude and speed of the current change, to which an activity counter 3 is connected, while to the direction indicator switch 8 of the vehicle, with the interposition of a delay circuit 9, a reaction time measuring circuit 10 is connected, which is connected to the activity counter 3 in Two-way connection is established.
  • An alarm unit 13 is connected to the reaction time measuring circuit 10, the output of which is connected to an automatic blinker 14 of the vehicle to which the external emergency flashing lights 15 of the vehicle are connected.
  • the command signal lamps 5 and 6, the horn 7, a display device 11 and a registration device 12 are connected in the same way to the reaction time measuring circuit 10.
  • a monitoring counter 17 is also shown, which can be operated with a push button 16.
  • the counter 17 is used to monitor the driver for fitness to drive when starting the journey and to protect against unauthorized entry.
  • the device used to control and perceive the decrease in the activity and alertness of the driver is put into operation, ie the activity counter 3 begins to work.
  • the sensor circuit 4 senses the magnitude and speed of the current flowing through the line section 18 and accordingly sends pulses to the activity counter 3.
  • the activity counter 3 is reset to pulses coming from the sensor circuit 4 caused by the driver's activity. However, if the pulse fails to appear, one of the command signal lamps 5 and 6 will light up after the preset time has elapsed. At the same time the horn 7 emits an acoustic signal.
  • the driver has to turn the direction indicator switch 8 in a direction corresponding to the illuminated command signal lamps 5 or 6 and immediately return it to the central position without the outer direction indicator light up.
  • the role of the command signal lamps 5 and 6 can be taken over by the direction indicator lamps if a separate control light is provided for each of the two directions.
  • the acknowledgment signal coming from the direction display switch 8 is evaluated with the interposition of the delay circuit 9 with the aid of the reaction time measuring circuit 10. On the basis of the evaluation, the corresponding signals reach the display device 11 and the registration device 12.
  • the activity duration 3 that is to be considered next is programmed into the activity counter 3. Every pulse arriving during the measurement through the sensor circuit 4 causes a delay. If the driver gives no or an incorrect answer, ie the arm of the direction indicator switch 8 is turned in the wrong direction, the alarm device 13 is activated, which actuates the external emergency flashing lights 15 via the flashing lights 14.
  • the voltage drop on the line section 18 supplies the input signal of the sensor circuit 4 which senses the current change.
  • the current of the consumers to be observed flows through the line section 18.
  • a low-pass filter and divider circuit 19 serves to eliminate the high-frequency noise resulting from the ignition and other sources.
  • the low-frequency changes can be detected by switching the consumer on and off with the aid of a sample and hold circuit 21.
  • the clock pulse supplied by an electronic clock generator 42 that is to say the clock duration, the voltage changes can be distinguished well from different speeds or sizes.
  • the differential circuit 22 ensures, under the effect of the perceived voltage changes, the pulses required to actuate a monostable circuit 23.
  • the lower threshold value of the magnitude of the voltage change occurring during the sampling period can be set within this block, the monostable circuit 23 does not operate below this threshold value.
  • the adjustment options mentioned enable a distinction to be made between the consumers switched on and the activities of the driver on the basis of the size and the speed of the voltage change.
  • the voltage reaching the input of the sensor circuit 4 contains the load-dependent one, based on the internal resistance of the rechargeable battery and on the interposed line section 18, which e.g. the cable present between the accumulator and the ignition switch 1 can be a voltage drop, so that it is suitable for performing all of the driver's activities associated with switching on the consumer.
  • the sensor circuit 4 perceives the rapid voltage change in the electrical network of the vehicle which arises as a result of a rapid change in the number of revolutions.
  • the state of small consumers e.g. control lamps, oil level indicators
  • the magnitude of the voltage change because a change does not result from the driver's activity (e.g. the power consumption of the radio receiver).
  • the minimum magnitude of the perceived voltage can be set by the amplification factor of the differential amplifier 20 and the comparative level of the comparator input of the monostable circuit 23 and the speed by the selection of the pulse frequency, so that the sensor circuit 4 at a higher frequency perceives faster changes.
  • the line section 18 is expediently formed by the cable present between the rechargeable battery and the ignition switch 1, but at the same time the change in consumption due to the voltage fluctuation of the point without a ground connection on the rechargeable battery, generally the positive terminal, can be characterized with great certainty.
  • the low-pass filter and divider circuit 19 contains at the input a resistance divider with a division ratio of 1: 2 and a filter constructed from an operational amplifier with a breakpoint frequency of approximately 10 Hz, which also fulfills the task of the differential amplifier 20. In this way, the low-pass filter and divider circuit 19 and the differential amplifier 20 advantageously form a unit.
  • an FET switch which is switched by the clock generator 42 by means of the clock pulse of approximately 1 Hz.
  • the FET switch which has a high input impedance, periodically conducts the output signal of the differential amplifier 20 to a capacitor stage.
  • the voltage of the capacitor is increased by an FET output stage forwarded to the differentiating circuit 22.
  • this is formed by an RC element, which generates a pulse from a voltage jump of a given size.
  • the input stage of the monostable circuit 23 is formed by a comparator circuit which does not admit those pulses which fall below the set size into the starting circuit of the monostable circuit 23.
  • the latter is a basic circuit with transistors or with integrated circuits, which can be exchanged in the same way with a positive and a negative pulse.
  • the device awaits the driver's response signal on the direction indicator switch 8.
  • a delay circuit 9 is switched on between the automatic blinker 14 and the direction indicator switch 8, as already mentioned.
  • the delay circuit 9 delays the signal generated by closing a contact of the direction indicator switch 8 by max. 0.8 sec in such a way that the monostable circuit 24 (FIG. 3) provided in the delay circuit 9, which is activated by the confirmation of the direction indicator switch 8, the connection between the direction indicator switch 8 and the blinker 14 for the duration mentioned - either with the help of a relay breaker or a circuit 25 with semiconductors - interrupts.
  • the frequency of checking vigilance depends on the activity of the driver.
  • the activity counter 3 serves to control the frequency of the control.
  • Said element can consist of a programmable counter 26 (FIG. 4) which is set in advance under the effect of the pulses arriving from the sensor circuit 4 to an initial value determined by the previous measurement result. In this way, in the programmable counter 26 receiving the clock pulses of the electronic clock generator 27 from low frequency, saturation occurs only when no pulse originating from the driver's activity arrives during the duration characterizing the activity.
  • the measurement phase is started.
  • the phase begins with the brief sounding of the horn 7 and the random lighting of one of the command signal lamps 5, 6.
  • the reaction measuring circuit 10 (Fig. 1) ensures the random character z. B. in such a way that the pulses arriving from the sensor circuit 4 tilt the bistable circuit 28, the output of which selects the command signal lamp 5 or 6 to be illuminated (FIG. 3).
  • the part 10 / a of the reaction time measuring circuit 10 of FIG. 1 is shown in FIG. 3, the part 10 / b in FIG. 5.
  • the clock pulse of the counters 29 and 30 used for time measurement, which is generated by the timer 42, is chosen to be 1 kHz, which enables a resolution of 0.001 sec.
  • the computing unit 34 shown in FIG. 5 determines the qualification on the basis of the contents of the counters 29 and 30 and on the basis of the values assessed by the conditions of the logic circuit 31 and the monostable circuit 32.
  • a memory element 35 which stores the value mentioned, is independent of the position of the ignition switch with regard to the power supply and enables the last measurement result to be stored.
  • Any display unit 11 can be used to display the measurement result; a digital display is expediently used.
  • a monostable circuit 36 with a variable time function, which is dependent on the measurement result and whose start is synchronized with the end of the measurement, can be used on the recording device 12 to record the pulse, the size of which is proportional to the measurement result.
  • the registration device 12 can also work with signals modulated in the pulse width.
  • the part 10 / b of the reaction time measuring circuit 10 which functions as an evaluating unit, switches on the alarm unit 13 when the counter 29 overflows (the answer has not arrived).
  • the monitoring counter 17 of FIG. 1 is assigned the task of perceiving the correctness of the combination played by the driver.
  • One possible way of implementing this is that the direction of the correct answer is determined by the output of a (4: 1) (generally n: 1) multiplexer 37.
  • the actuation of the direction indicator switch 8 in any direction increments the counter circuit 38 addressing the multiplexer.
  • the inputs of the multiplexer 37 are switched to the logic level “0” or “1”.
  • the desired sequences are set or programmed in this way (FIG. 6).
  • the counter 43 forms the input of the monitoring counter 17, to which a time function consisting of the monostable circuits 39 and 40 is connected.
  • the first monostable circuit 39 starts under the effect of the second pulse arriving from the sensor circuit 4 after the monitoring has been switched on; after the expiry of the time specification - if the code combination has not been started - it switches to alarm.
  • the second monostable circuit 40 is actuated, which switches to alarm at the end of the time function or time constant via the flip-flop 44, if only the code has not been played meanwhile, as a result of which the flip-flop 44 is set becomes.
  • the output connected to the alarm unit 13 is activated immediately - via the flip-flop 45 - in the event of an incorrect coding.
  • An alarm activates the alarm unit 13 shown in FIG. 1, which switches on the emergency flashing lights 15 of the vehicle and the horn 7 via the automatic blinker 14.
  • inactivation can only be carried out by means of the hand brake switch 2 and, in the monitoring state, by means of the hidden push button 16.
  • the monitoring counter 17 repeatedly comes into an activated state in the case mentioned.

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  • Engineering & Computer Science (AREA)
  • Emergency Management (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Business, Economics & Management (AREA)
  • Chemical & Material Sciences (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Emergency Alarm Devices (AREA)
  • Auxiliary Drives, Propulsion Controls, And Safety Devices (AREA)
  • Steering Control In Accordance With Driving Conditions (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Lighting Device Outwards From Vehicle And Optical Signal (AREA)

Claims (18)

1. Procédé pour le contrôle de l'aptitude à la conduite du conducteur d'un véhicule non lié à sa voie de roulement, selon lequel, dans des situations de conduite monotones, au bout de laps de temps prédéterminables et modifiables en fonction de la fréquence de manoeuvre d'éléments de commande du véhicule, un signal d'avertissement est produit de manière répétée en vue d'une activité de contrôle à exécuter par le conducteur afin de surveiller la vigilance de celui-ci et un signal d'alarme à une seule ou plusieurs étapes est délivré si cette activité de contrôle est absente ou défectueuse, caractérisé par le fait que la fréquence de manoeuvre des éléments de commande est calculée par saisie et évaluation des variations de tension sur une ligne électrique (18) servant à l'alimentation énergétique des éléments de commande, des impulsions étant produites par ces variations de tension, impulsions qui suppriment pendant un laps de temps réglé d'avance, le signal d'avertissement destiné à surveiller la vigilance du conducteur.
2. Procédé selon la revendication 1, caractérisé par le fait que le signal d'avertissement délivré présente un de deux états possibles non prévisibles pour le conducteur, auquel ledit conducteur doit réagir d'une manière prédéterminé et par le fait que le signal d'alarme est délivré lorsque l'activité de contrôle prévue n'est pas exécutée de la manière programmée par avance.
3. Procédé selon la revendication 1, caractérisé par le fait qu'une information correspondant à l'aptitude à la conduite du conducteur est affichée.
4. Dispositif pour le contrôle de l'aptitude à la conduite du conducteur d'un véhicule non lié à sa voie de roulement, comportant un circuit générant un signal d'avertissement qui produit de manière répétée à des intervalles de temps prédéterminables des signaux d'avertissement en fonction de la fréquence de la manoeuvre d'éléments de commande du véhicule, et comportant un dispositif d'alarme (13) qui produit une alarme en cas d'absence ou défectuosité d'un signal de contrôle à émettre par le conducteur suite au signal d'avertissement, caractérisé par le fait qu'un circuit de palpage (4) est prévu qui saisit les variations de tension apparaissant dans une ligne (18) alimentant en énergie électrique les éléments de commande et les évalue, et qui transmet au compteur de vigilance (3) des impulsions correspondant à ces variations de tension, par le fait que le comptage du compteur de vigilance (3) augmente en fonction du temps et diminue en fonction des impulsions venant du circuit de palpage (4), et par le fait que dans état de saturation prédéterminé du compteur de vigilance (3) le signal d'avertissement est délivré par le circuit générateur des signaux d'avertissement.
5. Dispositif selon la revendication 4, caractérisé par le fait que le circuit de génération des signaux d'avertissement présente deux sorties de signaux de commande pouvant être commandées simultanément, et par le fait qu'un émetteur de signaux de contrôle (commande de l'indicateur de direction (8)) est prévu, qui permet la déliverance de signaux de contrôle différenciés correspondant à la sortie respective du signal de commande émis.
6. Dispositif selon la revendication 5, caractérisé par le fait que l'émitteur de signaux de contrôle est constitué par la commande d'indication de direction (8) du véhicule.
7. Dispositif selon la revendication 5 ou 6, caractérisé par le fait que la sortie du circuit de palpage (4) est reliée à l'entrée d'un compteur de vigilance (3), par le fait que le compteur de vigilance (3) est raccordé à un circuit (10) mesurant le temps de réaction par l'intermédiaire d'une connexion à deux voies, les entrées du circuit (10) étant connectées par l'intermédiaire d'un temporisateur (9) aux bornes de la commande d'indication de direction (8), par le fait que sur la sortie du circuit (10) sont connectées des lampes de signalisation (5, 6) de commande, un additionneur (7), un dispositif d'affichage (11) et un dispositif d'enregistrement (12), et par le fait que l'entrée d'un émetteur d'alarme (13) est relié au circuit mesurant le temps de réaction et sa sortie reliée à l'entrée du système de clignotement automatique (14) du véhicule dont la sortie est connectée sur les clignotants de détresse (15) du véhicule.
8. Dispositif selon la revendication 7, caractérisé par le fait que l'entrée du circuit de palpage (4) est constitué d'un circuit diviseur (19) et d'un filtre passe-bas ainsi que par un amplificateur différentiel (20) relié au circuit (19) et formant éventuellement une seule unité avec celui-ci, amplificateur (20) qui est relié à l'entrée d'un circuit de palpage (21), la sortie de ce dernier étant reliée par un circuit différentiel (22) et un circuit monostable (23) à l'entrée du compteur de vigilance (3, figure 1), tandis que sur l'autre entrée du circuit de palpage (21) est connectée la sortie d'un générateur électronique de cadence à basse fréquence (42).
9. Dispositif selon la revendication 8, caractérisé par le fait que le circuit (19) à diviseur et filtre passe-bas et l'amplificateur différentiel (20) contiennent un diviseur de résistance de rapport 1:2 environ et un filtre actif construit sur la base d'un amplificateur opérationnel dont la fréquence au point de flexion est de l'ordre de grandeur de 10 Hz.
10. Dispositif selon la revendication 8, caractérisé par le fait qu'à l'entrée du circuit de palpage (21) est prévu un interrupteur FET à l'entrée de commande duquel est connecté un minuteur électronique (42), tandis qu'entre la sortie FET et l'entrée FET est intercalé un condensateur.
11. Dispositif selon la revendication 8, caractérisé par le fait que le circuit monostable (23) est un comparateur déterminant le niveau minimal de l'impulsion de démarrage.
12. Dispositif selon la revendication 7, caractérisé par le fait que le circuit temporisateur (9) intercalé entre la commande d'indication de direction (8) et les clignotants automatiques (14) est constitué par un circuit monostable (24) et un circuit de commande par rupteur (25) relié au circuit (24).
13. Dispositif selon la revendication 7, caractérisé par le fait que le compteur de vigilance (3) qui pilote la fréquence du contrôle contient un compteur programmable (26 sur la figure 4), avec l'entrée «clock» duquel est raccordée la sortie du minuteur électronique à basse fréquence (27), tandis qu'avec l'entrée «Load» est raccordée la sortie d'un circuit OU (V2), ce circuit OU (V2) étant raccordé à la sortie du circuit de palpage (4 sur la figure 1) et à la sortie d'un compteur (30) de temporisation du circuit mesurant le temps de réaction (10/b sur la figure 5), et qu'avec l'entrée INPUT est raccordée la sortie «résultat de mesure» d'un élément de mémorisation (35) du circuit mesurant le temps de réaction (10/b sur la figure 5) et que la sortie «saturation» est reliée à «l'entrée de mesure» du circuit mesurant le temps de réaction (10/a sur la figure 3).
14. Dispositif selon la revendication 7, caractérisé par le fait que le circuit mesurant le temps de réaction (10/a figure 3) comporte un circuit bistable (28, figure 3), dont l'entrée est reliée à la sortie du circuit de palpage (4), tandis que les sorties sont reliées respectivement par un circuit ET (E1, E2) avec les lampes de signalisation de commande (5, 6), et que les autres entrées des circuits ET (E1, E2) sont raccordées à la sortie «saturation» du compteur programmable (26) du compteur de vigilance (3), tandis que les sorties des circuits ET (E1, E2) sont raccordées aux entrées de chacun des autres circuits ET (E3, E4), aux autres entrées de ces circuits ET (E3, E4) étant raccordée respectivement une borne de la commande de l'indicateur de direction (8), et les sorties des autres circuits ET (E3, E4) étant reliées aux entrées d'un circuit logique (31, figure 3) saisissant la réponse exacte/inexacte.
15. Dispositif selon la revendication 14, caractérisé par le fait que le circuit mesurant le temps de réaction (10/b, figure 5) représente en même temps un circuit d'évaluation et de pondération dont l'entrée est reliée à la sortie de saturation du compteur programmable (26, figure 4), et cette entrée est reliée d'une part en passant par une mémoire d'activation (41) et d'autre part directement avec la sortie d'un minuteur électrique (33) à l'entrée d'un circuit ET (E5), et en même temps la sortie de ce circuit ET (E5) est raccordée à l'entrée «Clock» du compteur (29) (qui mesure le temps passé entre le début de la mesure jusqu'à l'apparition de la réponse) et la sortie de saturation du compteur (29) est reliée à l'unité d'alarme (13); par le fait que la sortie d'un circuit OU (V3) est connectée à l'entrée «Clear» de la mémoire d'activation (41) et que la sortie du minuteur électronique (33) est reliée en passant par un autre circuit ET (E6) à l'entrée «Clock» du compteur (30) mesurant la longueur de l'impulsion de réponse, tandis que la sortie de saturation du même compteur (30) est reliée à l'entrée de temporisation du compteur de vigilance (3, figure 4), par le fait que les entrées «Clear» des deux compteurs (29, 30) sont reliées avec la sortie de saturation du compteur programmable (26, figure 4), par le fait que les bornes de la commande de l'indicateur de direction (8) sont reliées en passant par le circuit OU (V3) et le circuit monostable (32) à une entrée d'un circuit ET (E7) sur l'autre entrée duquel est raccordée directement la sortie du circuit OU (V3), et par le fait qu'avec intercalation du circuit ET (E7) le circuit monostable (32) ainsi que les compteurs (29, 30) et les sorties du réseau de combinaisons (31) sont reliées à l'entrée d'une unité de calcul (34), la sortie de cette dernière étant connectée à l'unité d'alarme (13).
16. Dispositif selon la revendication 15, caractérisé par le fait qu'à l'unité de calcul (34) est relié un élément de mémorisation (35) dont la sortie est reliée d'une part à l'entrée «INPUT» du compteur programmable (26), d'autre part au dispositif d'affichage (11) du résultat de mesure ainsi que, en passant par un circuit monostable (36) à fonction de temps variable à un dispositif d'enregistrement (12), tandis que l'autre entrée du circuit monostable (36) à fonction de temps variable est reliée à la sortie de saturation du compteur programmable (26).
17. Dispositif selon la revendication 7, caractérisé par le fait qu'il contient un ensemble de circuits protégeant le véhicule contre une pénétration indue et contrôlant au début de la conduite l'aptitude du conducteur, ensemble présentant un élément de commande activable (bouton à pression 16), qui est inséré dans le circuit d'un compteur de surveillance (17), l'entrée dudit compteur (17) étant connectée sur la sortie du circuit de palpage (4), tandis que les sorties sont reliées respectivement à une entrée de la commande d'indication de direction (8), du circuit temporisateur (9), de l'unité d'alarme (13) et du circuit (10) mesurant le temps de réaction (figure 1).
18. Dispositif selon la revendication 17, caractérisé par le fait que l'entrée d'un multiplexeur (37) est reliée aux bornes de la commande d'indication de direction (8) avec intercalation d'un circuit OU (V5) en passant par un circuit compteur (38) d'adressage, par le fait que la sortie du circuit de palpage (4) est reliée à un circuit à fonction de temps contenant deux circuits monostables (39, 40) branchés en série avec intercalation d'un circuit de compteur (43), la sortie du circuit de fonction de temps ainsi que la sortie du multiplexeur (37) étant reliées à l'unité d'alarme (13), en passant par un réseau logique (1, E8, E9, V4, E10) ainsi que par deux Flip-Flop (44, 45) branchés en série, tandis que l'entrée «Clear» du premier Flip-Flop (44) est raccordée sur la sortie du circuit de compteur (38) d'adressage du multiplexeur (37) et que l'entrée «Clear» du deuxième Flip-Flop (45) est reliée à l'élément de commande à activer (bouton pression 16).
EP80107461A 1979-11-29 1980-11-28 Procédé et dispositif pour surveiller l'aptitude du conducteur d'un véhicule non guidé Expired EP0030021B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT80107461T ATE14859T1 (de) 1979-11-29 1980-11-28 Verfahren und vorrichtung zur kontrolle der fahrtauglichkeit des fahrers eines spurungebundenen fahrzeugs.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
HUBA003893 1979-11-29
HU79BA3893A HU184050B (en) 1979-11-29 1979-11-29 Method for detecting and checking the decreasing of activity and watchfulness level of driver on vehicles on non-limited way having independent source of power as well as safety device for vehicles of non-limited way

Publications (3)

Publication Number Publication Date
EP0030021A2 EP0030021A2 (fr) 1981-06-10
EP0030021A3 EP0030021A3 (en) 1981-10-21
EP0030021B1 true EP0030021B1 (fr) 1985-08-14

Family

ID=10993504

Family Applications (1)

Application Number Title Priority Date Filing Date
EP80107461A Expired EP0030021B1 (fr) 1979-11-29 1980-11-28 Procédé et dispositif pour surveiller l'aptitude du conducteur d'un véhicule non guidé

Country Status (21)

Country Link
US (1) US4359725A (fr)
EP (1) EP0030021B1 (fr)
JP (1) JPS56131428A (fr)
AR (1) AR231674A1 (fr)
AT (1) ATE14859T1 (fr)
AU (1) AU531116B2 (fr)
BG (1) BG36638A3 (fr)
BR (1) BR8007824A (fr)
CA (1) CA1140646A (fr)
DD (1) DD154856A5 (fr)
DE (1) DE3070990D1 (fr)
DK (1) DK151323C (fr)
FI (1) FI69603C (fr)
HU (1) HU184050B (fr)
IL (1) IL61569A (fr)
MX (1) MX151860A (fr)
NO (1) NO153784C (fr)
NZ (1) NZ195696A (fr)
PL (1) PL138526B1 (fr)
YU (1) YU300980A (fr)
ZA (1) ZA807394B (fr)

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US5012226A (en) * 1990-02-23 1991-04-30 Love Samuel D Safety alertness monitoring system
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JP3269153B2 (ja) * 1993-01-06 2002-03-25 三菱自動車工業株式会社 覚醒度判定装置
JPH06197888A (ja) * 1993-01-06 1994-07-19 Mitsubishi Motors Corp 車両用居眠り警報装置
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US6061610A (en) * 1997-10-31 2000-05-09 Nissan Technical Center North America, Inc. Method and apparatus for determining workload of motor vehicle driver
US7119696B2 (en) * 2001-11-19 2006-10-10 Volvo Trucks North America, Inc. System for ensuring driver competency
US6873909B2 (en) * 2001-11-19 2005-03-29 Volvo Trucks North America, Inc. System for preventing unauthorized trailer uncoupling
US6718235B1 (en) 2001-11-19 2004-04-06 Volvo Trucks North America, Inc. Route control system
US6701231B1 (en) * 2001-11-19 2004-03-02 Volvo Trucks North America, Inc. Vehicle security and maintenance
DE10161261C2 (de) * 2001-12-13 2003-10-16 Daimler Chrysler Ag Dialogsystem für Warn- und Informationssysteme
DE10210130B4 (de) * 2002-03-08 2014-12-24 Robert Bosch Gmbh Verfahren und Vorrichtung zur Fahrerwarnung
DE10238324B4 (de) * 2002-08-21 2014-02-13 Volkswagen Ag Verfahren und Vorrichtung zur Überwachung des Fahrers eines Kraftfahrzeugs
US20070136107A1 (en) * 2005-12-12 2007-06-14 American International Group, Inc. Method and system for determining automobile insurance rates based on driving abilities of individuals
US7652583B2 (en) * 2007-03-20 2010-01-26 Deere & Company Method and system for maintaining operator alertness
US20090058624A1 (en) * 2007-08-28 2009-03-05 Quantum Engineering, Inc. Cognitive alerter
DE102008004908A1 (de) 2008-01-18 2009-07-23 GM Global Technology Operations, Inc., Detroit Kraftfahrzeug mit einem Steuergerät zur Ausgabe von Reizsignalen
US7956757B2 (en) * 2008-04-28 2011-06-07 General Electric Company System and method for monitoring an alertness of an operator of a powered system
DE102008061710A1 (de) * 2008-12-12 2010-06-17 Continental Automotive Gmbh Verfahren zum Betreiben einer Sensorvorrichtung und Sensorvorrichtung
US8731736B2 (en) 2011-02-22 2014-05-20 Honda Motor Co., Ltd. System and method for reducing driving skill atrophy
SE535765C2 (sv) * 2011-04-20 2012-12-11 Scania Cv Ab Fordon med ett säkerhetssystem med prediktion av förartrötthet
EP3177204A1 (fr) 2014-09-09 2017-06-14 Torvec, Inc. Procédé et appareil pour surveiller la vigilance d'un individu au moyen d'un dispositif portable et fournir une notification
JP6259413B2 (ja) * 2015-03-23 2018-01-10 ファナック株式会社 ロボットまたは工作機械の制御装置、無線教示操作盤および自動機械システム
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Also Published As

Publication number Publication date
HU184050B (en) 1984-06-28
AU531116B2 (en) 1983-08-11
DE3070990D1 (en) 1985-09-19
NO153784B (no) 1986-02-10
PL228166A1 (fr) 1981-08-21
BG36638A3 (en) 1984-12-16
DK151323B (da) 1987-11-23
DK151323C (da) 1988-05-16
US4359725A (en) 1982-11-16
DK508980A (da) 1981-05-30
BR8007824A (pt) 1981-06-16
AR231674A1 (es) 1985-01-31
EP0030021A2 (fr) 1981-06-10
EP0030021A3 (en) 1981-10-21
MX151860A (es) 1985-04-10
CA1140646A (fr) 1983-02-01
YU300980A (en) 1985-12-31
ZA807394B (en) 1981-11-25
FI69603B (fi) 1985-11-29
PL138526B1 (en) 1986-09-30
FI803604L (fi) 1981-05-30
ATE14859T1 (de) 1985-08-15
JPS56131428A (en) 1981-10-15
NZ195696A (en) 1984-10-19
IL61569A (en) 1986-08-31
AU6493780A (en) 1981-06-04
DD154856A5 (de) 1982-04-21
NO803610L (no) 1981-06-01
FI69603C (fi) 1986-03-10
NO153784C (no) 1986-05-21

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