EP1699032B1 - Einrichtung und Verfahrung zur Verwaltung und Steuerung von durch fahrzeugseitige telematiche Systeme erzeugten informationen - Google Patents

Einrichtung und Verfahrung zur Verwaltung und Steuerung von durch fahrzeugseitige telematiche Systeme erzeugten informationen Download PDF

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Publication number
EP1699032B1
EP1699032B1 EP20050425116 EP05425116A EP1699032B1 EP 1699032 B1 EP1699032 B1 EP 1699032B1 EP 20050425116 EP20050425116 EP 20050425116 EP 05425116 A EP05425116 A EP 05425116A EP 1699032 B1 EP1699032 B1 EP 1699032B1
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Prior art keywords
vehicle
risk
information
driver
level
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EP20050425116
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English (en)
French (fr)
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EP1699032A1 (de
Inventor
Enrica C.R.F. Soc. Cons. Per Azioni Deregibus
Giuseppe C.R.F. Soc. Con. Azioni Faranda Cordella
Paola C.R.F. Soc. Cons. Per Azioni Carrea
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Centro Ricerche Fiat SCpA
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Centro Ricerche Fiat SCpA
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Priority to EP20050425116 priority Critical patent/EP1699032B1/de
Priority to ES05425116T priority patent/ES2279499T3/es
Priority to DE200560000443 priority patent/DE602005000443T2/de
Publication of EP1699032A1 publication Critical patent/EP1699032A1/de
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Publication of EP1699032B1 publication Critical patent/EP1699032B1/de
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    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/09—Arrangements for giving variable traffic instructions
    • G08G1/0962—Arrangements for giving variable traffic instructions having an indicator mounted inside the vehicle, e.g. giving voice messages
    • G08G1/0967—Systems involving transmission of highway information, e.g. weather, speed limits
    • G08G1/096766—Systems involving transmission of highway information, e.g. weather, speed limits where the system is characterised by the origin of the information transmission
    • G08G1/096791—Systems involving transmission of highway information, e.g. weather, speed limits where the system is characterised by the origin of the information transmission where the origin of the information is another vehicle
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/09—Arrangements for giving variable traffic instructions
    • G08G1/0962—Arrangements for giving variable traffic instructions having an indicator mounted inside the vehicle, e.g. giving voice messages
    • G08G1/0967—Systems involving transmission of highway information, e.g. weather, speed limits
    • G08G1/096708—Systems involving transmission of highway information, e.g. weather, speed limits where the received information might be used to generate an automatic action on the vehicle control
    • G08G1/096716—Systems involving transmission of highway information, e.g. weather, speed limits where the received information might be used to generate an automatic action on the vehicle control where the received information does not generate an automatic action on the vehicle control
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/09—Arrangements for giving variable traffic instructions
    • G08G1/0962—Arrangements for giving variable traffic instructions having an indicator mounted inside the vehicle, e.g. giving voice messages
    • G08G1/0967—Systems involving transmission of highway information, e.g. weather, speed limits
    • G08G1/096733—Systems involving transmission of highway information, e.g. weather, speed limits where a selection of the information might take place
    • G08G1/09675—Systems involving transmission of highway information, e.g. weather, speed limits where a selection of the information might take place where a selection from the received information takes place in the vehicle

Definitions

  • the present invention relates to a device and to a method for management and control of the information generated by info-telematic systems on board a vehicle.
  • EP-0964381 discloses a method and apparatus for realizing a dynamic, multi attribute aircraft prioritization system. More specifically, signals from warning systems are passed to a hazard prioritization computer. The prioritization computer also receives inputs from the aircraft's air data and inertial reference system. The alert prioritization computer includes three functional modules: (1) hazard detection, identification and monitoring, (2) threat assessment and (3) display and alert prioritization logic. The hazard prioritization computer processes the warning system signals, along with stored data from a hazard database to compute a severity component of threat and a proximity component of threat. These two components are processed to produce an overall threat value for each hazard. This overall threat value is then processed to provide alert and display generation and prioritization for the flight crew and/or the aircraft's auto-flight system.
  • US-5327117 discloses an adaptive message display apparatus. More specifically sensors are used to detect data representing the current state of at least one monitored phenomena. The time available for a human being to make a judgment concerning the detected phenomena is determined and an appropriate number of messages corresponding to the current state of the monitored phenomena is determined for output. At the same time, the priority of each of the messages to be displayed is determined. The number of messages deemed to be appropriate are output and displayed in the order of priority.
  • US-2002/055809 discloses a flight control system that automatically recognizes safety-critical flight conditions and transmits timely guidance to the pilot for correcting such flight conditions.
  • the flight control system includes a computer which runs parallel to the flight control computer, and uses fuzzy logic to carry out risk evaluations with respect to actual flight conditions using knowledge bases implemented in the flight control system. The results of these risk evaluations are displayed in the cockpit.
  • the aim of the present invention is thus to provide a device that will be able to handle and control in an appropriate way the information generated by the info-telematic systems on board a vehicle and aimed at the driver of the vehicle in such a way as to maintain the demand on the driver's attention below an acceptable threshold.
  • a method for management and control of the information generated by the info-telematic system on board a vehicle as specified in Claim 1 and, preferably, in any of the subsequent claims that depend directly or indirectly upon Claim 1.
  • a device for management and control of the information generated by an info-telematic system on board a vehicle as specified in Claim 20 there is moreover provided a device for management and control of the information generated by an info-telematic system on board a vehicle as specified in Claim 20.
  • the reference number 1 designates as a whole a device for management and control of information, which can be installed on board a vehicle (not illustrated) and is able to calculate an estimate of the level of overall risk to which a driver is subject when driving the vehicle, in such a way as to be able to control, according to the estimate calculated, the type, order and priority with which the information generated by the info-telematic devices or systems of the vehicle must be supplied to the driver through the human/machine-interface apparatuses installed on board the vehicle itself.
  • the device 1 for handling information is designed to estimate the level of risk on the basis of the degree of attention and of commitment to which the driver is subject, and, according to the estimate calculated, organizes and appropriately handles and controls the various information generated by the human/machine-interface apparatuses, in such a way as not to cause for the driver any increase in the corresponding level of risk.
  • the device 1 for handling information is designed to receive at input a plurality of parameters which characterize the situations and events that in some way condition the level of commitment of the driver when he is driving the vehicle.
  • Said events can be identified, for example, on the basis of the conditions of operation of the vehicle, and/or of the external environmental conditions, and/or of the activities of driving performed by the driver, and/or of the actions performed by the driver himself on one or more devices present on board the vehicle.
  • the device 1 for management of information is thus able to supply an overall estimate of the risk to which the driver is subjected, and carries out, on the basis of the latter, an active control of the various information to be supplied to the driver.
  • HMI apparatuses 2 (where HMI is the acronym for Human/Machine Interface) and comprise a display, one or more manual and/or vocal control devices, apparatuses of a HAPTIC type, alarm apparatus of an acoustic type, devices designed to communicate to the user information in a vocal format, etc.
  • the device 1 for handling information basically comprises a plurality of alarm modules (described in detail hereinafter), each of which is capable of estimating, on the basis of a set of detected parameters, levels of partial risk, each of which is associated to a corresponding situation or event capable of modifying the level of commitment to which the driver is subject when driving the vehicle.
  • each alarm module then supplies a respective signal of risk LRP containing an indication regarding the level of partial risk estimated, deriving from the corresponding situation or event that is likely to modify the driver's attention.
  • the device 1 further comprises a module for evaluating the overall risk, designated in what follows, for reasons of brevity, as REM module 3 (where REM is the acronym for Risk-Evaluation Module), which has the function of calculating, on the basis of the levels of partial risk received, a level of overall risk associated to the set of the situations or events that are likely to modify the level of commitment to which the driver is subject when driving the vehicle.
  • REM module 3 processes the signals LRP to supply at output a signal LRC containing an indication regarding the level of overall risk that derives from the set of the situations or events that affect the degree of attention of the driver.
  • the device 1 for handling information moreover comprises an information-management module, designated in what follows, for reasons of brevity, as IM module 4 (where IM is the acronym for Information Manager), which is designed to establish, according to the estimated overall level of commitment, an order and/or a timing and/or a modality with which the information coming from the on-board info-telematic systems must be communicated to the driver, in such a way as to control generation of the information itself through the HMI apparatuses 2 according to the established order.
  • IM module 4 where IM is the acronym for Information Manager
  • the device 1 is designed to receive from the REM module 3 the signal LRC and a series of supplementary items of information (described in detail hereinafter), and is able to establish according to the estimated overall level of commitment, an order and/or a timing and/or a modality with which the information coming from the on-board info-telematic systems is to be generated to the user through the HMI apparatuses 2.
  • the alarm modules are preferably, but not necessarily, connected to a communication system 5, constituted, for example, by a network or internal bus, for receiving through the latter the physical parameters that characterize the situations and the events that condition the level of commitment of the driver and hence his level of risk.
  • a communication system 5 constituted, for example, by a network or internal bus, for receiving through the latter the physical parameters that characterize the situations and the events that condition the level of commitment of the driver and hence his level of risk.
  • the physical parameters that characterize the situations and the events can be generated and transmitted to the communication system 5 by the various devices and by the sensors installed typically on board the vehicle for performing the different functions of measurement and/or control of the vehicle and/or assistance of the driver.
  • the communication system 5 is capable of communicating to the device 1 also the information coming from the various info-telematic systems 5a.
  • the alarm modules present in the device 1 comprise: a module having the function of assessing the level of partial risk deriving from the "workload" of the driver, i.e., from the degree of commitment to which the driver is subject when driving the vehicle; a module designed to evaluate the level of partial risk due to the influence on the vehicle of the events or external environmental conditions; and a module capable of evaluating the level of risk associated to the "secondary actions" not necessarily correlated to the action of driving, but performed by the driver when driving.
  • the alarm modules present in the device 1 moreover comprise: a module designed to estimate the risk associated to the dynamic-static conditions to which the vehicle is subjected; a module that estimates the level of partial risk deriving from the generation of information containing alarm messages warning of the danger of the vehicle moving out of a traffic lane; and finally a module designed to calculate the level of partial risk associated to the generation of alarm messages warning of a state of danger of head-on collision of the vehicle with obstacles or other vehicles.
  • the module that evaluates the level of partial risk deriving from the situation associated to the "workload” to which the user is subjected will be designated in what follows, for reasons of brevity, as DWE module 6 (where DWE is the acronym for Driver Workload Evaluation), and is designed to supply at output a level of partial risk, which quantifies the instantaneous commitment or risk deriving from the "workload” to which the driver of the vehicle is subjected when driving.
  • the level of partial risk is determined on the basis of the driving situation associated both to the dynamics of displacement of the vehicle and to the actions and to the behaviour of the driver when driving.
  • the levels of partial risk will be indicated by means of three different values, but it is evident that the number of levels of risk can be any.
  • a level of partial risk to which a minimum risk is associated will be designated in what follows by first level (1st LEVEL); the level of partial risk to which an intermediate risk is associated will be designated in what follows by second level (2nd LEVEL); whilst the level of partial risk to which a maximum risk is associated will be designated in what follows by third level (3rd LEVEL).
  • the DWE module 6 is designed to supply at output the signal LRP containing: the first level, i.e., the level of minimum risk, when it detects a situation of reduced workload; the second level when it detects an "intermediate" workload; and finally, a third level when it detects a situation of intense workload.
  • the first level i.e., the level of minimum risk
  • the determination of the level of partial risk by the DWE module 6 can be made through a processing of a logical nature based upon the processing of a set of parameters and data associated to the driving of the driver, and/or of some parameters that characterize the dynamic behaviour of the vehicle.
  • the processing performed by the DWE module 6 can implement a series of operations of comparison of a logical type. For example, if from the processing of the parameters and data received it emerges that the direction light for turning to the left is lit up, the vehicle is stationary, and the front wheels are turned towards the left, then the DWE module 6 detects a condition of entry of the vehicle into the traffic flow and/or a turn to the left, and identifies a maximum workload of the driver. In this case, the DWE module 6 then assigns to the signal LRP an according level of maximum partial risk, i.e., the third level.
  • Processing of the DWE module 6 regarding the dynamics of the vehicle can moreover detect a condition of maximum commitment and hence a maximum risk when it detects sharp accelerations or sudden braking of the vehicle. Said dynamic behaviour of the vehicle can be verified by the DWE module 6 by means of the processing of some parameters of operation of the vehicle, such as for example the speed, and/or the engine r.p.m., and/or the position of the accelerator pedal.
  • the DWE module 6 can supply at output the third level of risk when it verifies at least one of the following conditions: the position of the accelerator pedal satisfies a given relation with a threshold of travel of the pedal itself (for example, the relation can be verified when the position exceeds 65% of the total travel of the pedal); and/or the angular position of the steering wheel satisfies a given relation with a pre-set angular threshold (for example, the relation can be verified when the angular position of the steering wheel is greater than or equal to 180° either in the clockwise direction or in the counterclockwise direction).
  • the level of intermediate risk i.e., the second level
  • this can be assigned, for example, to the occurrence of the following conditions: at least one direction light is on, and/or the speed of the vehicle is higher than a given speed threshold, equal for example to approximately 150 km/h, and/or the deceleration of the vehicle is greater than a pre-set threshold, equal for example to approximately 2.22 m/s 2 .
  • the second level can moreover be assigned to the signal LRP when the DWE module 6 verifies that: the brake pedal is pressed and the speed of the vehicle is comprised within a pre-set range, which is in turn, for example, between 5 and 30 km/h; or else when the brake pedal is pressed and the position of the accelerator pedal, designated in what follows by P AC satisfies a pre-set relation, which may be the following: P AC ⁇ - 0 , 222 ⁇ Vv 2 + 2 , 9412 ⁇ Vv - 60 , 9799 where Vv is the speed of the vehicle.
  • the module having the function of evaluating the level of partial risk deriving from the situation regarding the influence that the external environmental conditions have on the driving of the driver and/or on the vehicle will be designated in what follows, for reasons of brevity, as EEC module 7 (where EEC is the acronym for Environmental Evaluation Criteria).
  • the EEC module 7 receives at input a series of items of information warning of the situation or environmental condition external to the vehicle and the dynamic behaviour of the vehicle.
  • Said information may comprise: the speed V v of the vehicle; the type of road travelled along by the vehicle; and/or the state of presence/absence of fog; and/or the level and amount of rain; and/or the degree of environmental light.
  • the values assigned to the amount, i.e., to the level of rain are three and will be designated in what follows by RAIN-1, RAIN-2 and RAIN-3, but it is evident that the amount measured and used for the comparisons can be of any number.
  • the level RAIN-1 when the thickness of the film of water measured on the road surface is substantially equal to a first threshold S 1 , fixed for example at approximately 0.2 mm, the level RAIN-1 is assigned; when the thickness of the film of water is substantially equal to a second threshold S 2 , fixed for example at approximately 1 mm, the level RAIN-2 is assigned; whilst, if the thickness of the film of water is substantially equal to a third threshold S 3 , fixed for example at approximately 2 mm, the level RAIN-3 is assigned.
  • the speed of the vehicle can be supplied by one or more sensors present, for example, in the ABS system; the information regarding the presence/absence of fog can be supplied directly by a fog detector, and/or can be determined on the basis of the state of turning-on/turning-off of the foglights; and the information regarding the type of road travelled along by the vehicle can be supplied by a satellite navigation system, or else can be determined on the basis of the speed of the vehicle and of one or more tables warning of the types of roads for each speed of the vehicle.
  • the information regarding values RAIN-1, RAIN-2 and RAIN-3 assigned to the levels of rain can be supplied directly to the communication system 5 by a rain-detecting sensor, or else by a control unit on the basis of the speed of actuation of the windscreen wipers.
  • the value RAIN-1 can correspond to a minimum amount of rain and be assigned when the speed of actuation of the windscreen wipers is lower than a minimum threshold
  • the value RAIN-2 can correspond to an intermediate amount of rain and be assigned when the speed of the windscreen wipers is comprised between the minimum threshold and a maximum threshold
  • the value RAIN-3 indicating a large amount of rain, is assigned when the speed of the windscreen wipers selected by the driver is higher than the maximum threshold.
  • the information regarding the luminosity can be supplied directly to the communication system 5 by one or more light-detecting sensors, and/or on the basis of the state of activation/deactivation of the headlights of the vehicle, and/or by the day/night timetable supplied by an internal timer.
  • the EEC module 7 is designed to process the information at input for verifying a series of pre-set conditions so as to determine the signal LRP.
  • Figure 2 provides, by way of example, a first table containing the instructions regarding the possible processings and/or comparisons that can be implemented by the EEC module 7 in the step of determination of the level of partial risk, where v s1- v s10 designates speed thresholds which are to be compared with the vehicle speed measured V v to establish, on the basis of the amount of rain, and/or of fog, and/or of the type of road (HIGHWAY, NOT HIGHWAY), and/or of the luminosity detected, the level of partial risk to be assigned.
  • the first condition envisages that, if the amount of rain measured is equal to RAIN-1, and the vehicle is travelling along a road corresponding to a highway and the speed measured V v is greater than or equal to the speed threshold V S1 , then the EEC module 7 must supply at output a level of risk corresponding to the second level.
  • the subsequent conditions envisage assigning different levels of risk according to the rain conditions, the type of road, and the results of the comparisons between the speed measured V v and the various pre-set speed thresholds v s1 -v s6 .
  • the seventh and eighth conditions envisage assigning different levels of risk according to the conditions of fog (the presence of which is designated by FOG in Figure 2), the type of road, and the results of the comparisons between the speed measured V v and the two pre-set speed thresholds v s7 -v s8 , whilst the ninth and tenth condition (indicated in the ninth and tenth rows of the first table) envisage assigning different levels of risk on the basis of the type of road and of the results of the comparisons between the speed measured V v and the two pre-set speed thresholds v s9- v s10 .
  • the speed thresholds v s1 -v s10 can be calculated through the experimental tests that envisage measurement of a coefficient of longitudinal adherence of the vehicle, designated in what follows by the coefficient ⁇ X, as the speed of the vehicle V v varies, in the different environmental conditions. In the case in point, by means of the experimental tests it is possible to derive a series of curves that represent the plot of the coefficients of minimum longitudinal adherence ⁇ X min of the vehicle as the speed varies in different environmental conditions, and to extrapolate therefrom the limit speed thresholds v s1 -v s10 .
  • FIG. 3 Given by way of example in Figure 3 is a second table containing some reference values obtained experimentally, which are assigned to the thresholds v s1 -v s6 by the EEC module 7 on the basis of the following information: the external environmental condition corresponding, for example, to wet-road conditions (with different amounts of rain RAIN-1, RAIN-2, RAIN-3), or dry-road conditions, or conditions of fog; the type of road (for example, NOT MOTORWAY, MOTORWAY illustrated in Figure 3); the degree of environmental luminosity (for example, daylight designated by DAYLIGHT, or nightlight designated by NIGHT).
  • the external environmental condition corresponding, for example, to wet-road conditions (with different amounts of rain RAIN-1, RAIN-2, RAIN-3), or dry-road conditions, or conditions of fog
  • the type of road for example, NOT MOTORWAY, MOTORWAY illustrated in Figure 3
  • the degree of environmental luminosity for example, daylight designated by DAYLIGHT, or nightlight designated by NIGHT.
  • the speed thresholds v s7 -v s10 can be fixed on the basis of some reference parameters established by the highway code.
  • the module having the function of estimating the risk associated to the conditions of dynamic/static movement of the vehicle will be designated in what follows, for reasons of brevity, as WWM module 8 (where WWM is the acronym for Weak-Warning Module) and is able to receive and process a set of parameters regarding both the dynamic behaviour of the vehicle and the external environmental conditions themselves in order to supply at output a signal LRP encoding one of the possible levels of partial risk.
  • WWM is the acronym for Weak-Warning Module
  • the WWM module 8 has the function of calculating a signal LRP containing the partial risk deriving from the situations regarding the dynamic behaviour of the vehicle, which arise in the absence of interventions by smart systems of the ADAS type (Advanced Driver Assistance Systems), which as is known are designed to assist driving for the purpose of improving driver safety.
  • ADAS Advanced Driver Assistance Systems
  • the parameters received at input from the WWM module 8 comprise the speed V v of the vehicle; the ON/OFF state of the various systems for the active control of braking of the vehicle, such as the ABS system (Antilock Braking System), and/or the VDC system (Vehicle Dynamic Control); the ON/OFF state of the various systems for control of vehicle drive, such as for example the ASR system (Acceleration Slip Regulation); the external environmental temperature; the state of absence/presence of rain and, in the case of presence of rain, the amount of rain measured.
  • ABS system Antilock Braking System
  • VDC system Vehicle Dynamic Control
  • ASR system Accelersion Slip Regulation
  • the external environmental temperature the state of absence/presence of rain and, in the case of presence of rain, the amount of rain measured.
  • the WWM module 8 is able to implement a series of operations of comparison through which it determines the level of partial risk.
  • a first operation of comparison can envisage assigning to the signal LRP the level of maximum risk corresponding to the third level in the case where one of the systems of active control of braking, such as the ABS system or the VDC system are in a condition of intervention.
  • the condition of intervention of at least one of the systems of active control of braking corresponds in fact to a situation of danger caused by a critical dynamic condition of the vehicle, and consequently, it is possible to conclude that the driver is subject to a condition of maximum commitment and hence of maximum risk.
  • a second operation of comparison implemented by the WWM module 8 can envisage assigning the second level to the signal LRP in the case where the state of activation of the system of control of drive of the vehicle ASR is detected, and the external temperature measured is lower than a minimum threshold, for example 2°C, or the presence of rain has been detected.
  • Said operation of comparison enables detection of the situation in which the vehicle is travelling along a wet or frozen road surface, with evident danger of aquaplaning and of intermediate risk for the driver.
  • a third comparison operation can envisage assigning to the signal LRP the level of intermediate risk corresponding to the second level also in the case where the intervention of the ASR system of control of drive of the vehicle is verified and if the speed of the vehicle is greater than or equal to a pre-set speed threshold, for example, equal to approximately 8.33 m/s 2 .
  • the WWM module 8 may be able to calculate the level of partial risk also according to the values of lateral acceleration a LAT and longitudinal acceleration a LONG of the vehicle.
  • the WWM module 8 calculates, instant by instant, the lateral accelerations a LAT and longitudinal accelerations a LONG of the vehicle according to a mode of calculation described in detail hereinafter, verifies whether said values are comprised or not within respective ranges of limit adherence of the vehicle, and according to the results of said verifications assigns a given level of partial risk.
  • the ranges of limit adherence used during the aforesaid comparison by the WWM module 8 can be calculated by means of a series of tests executed on the vehicle, and can be represented via graphs that plot the accelerations and the thresholds of limit adherence used in the comparisons.
  • Figure 4 shows a first graph of the ellipses of adherence in which the axis of the abscissa gives the lateral acceleration a LAT , whilst the axis of the ordinate gives the longitudinal acceleration a LONG , and in which there are indicated the limit-of-adherence thresholds of the vehicle, and the thresholds of perception by the driver of the changes of acceleration/deceleration, which also have an elliptical plot and delimit between them different areas associated to the respective levels of risk.
  • the WWM module 8 assigns the level of risk on the basis of the position of the point corresponding to the accelerations a LAT and a LONG within the areas of the graph delimited by the thresholds.
  • the first graph comprises: a first area associated to the first level of risk, i.e., to the level of low risk, which is represented by the space contained within an ellipse of adherence 15 (represented by a dashed line) that represents the threshold of the lateral and longitudinal accelerations/decelerations that can be perceived by the driver; and a second area associated to the second level, i.e., to the level of intermediate risk, which is defined by the space included between the ellipse of adherence 15 and an ellipse of adherence 16 that represents the threshold of limit adherence of the vehicle beyond which the vehicle loses its adherence to the road surface.
  • the first graph of the ellipse of adherence illustrated in Figure 4 moreover comprises a third area associated to the third level, i.e., to the level of maximum risk, which extends on the outside of the ellipse of adherence 16 and comprises the values of longitudinal or lateral acceleration/deceleration measured in conditions of absence of adherence of the vehicle to the road surface.
  • the first area of the first graph is defined by the space delimited by the ellipse of adherence 17, the second area is comprised between the ellipse of adherence 17 and the ellipse of adherence 18, whilst the third area extends beyond the ellipse of adherence 18.
  • the first graph of the ellipses of adherence can be simplified by means of a second "rectangular" graph, where the first, second and third areas are substantially rectangular instead of elliptical, and are delimited with respect to one another by the thresholds S 1 -S 5 , the numerical values of which are given in a third table illustrated in Figure 6.
  • the first area is contained between the thresholds S 2 and S 3 , corresponding to the thresholds of lateral acceleration, and S 5 , which represents the threshold of longitudinal acceleration;
  • the second area is delimited by the thresholds S 1 -S 2 , S 3 -S 4 and S 5- S 6 ; whilst the third area is external to the thresholds S 1 , S 4 and S 6 .
  • the WWM module 8 is able to make an estimate of the longitudinal acceleration a LONG through a procedure of calculation of the speed of the vehicle that envisages filtering the speed itself from possible errors by means of a filter, preferably but not necessarily the constant-gain Kalman filter ( ⁇ - ⁇ filter).
  • a filter preferably but not necessarily the constant-gain Kalman filter ( ⁇ - ⁇ filter).
  • the constant-gain Kalman filter enables derivation of a value of speed and hence of longitudinal acceleration at each cycle of measurement of the speed itself, by performing three operations, where: a first operation makes the prediction or estimate of the speed and acceleration; a second operation measures and updates the value of the speed; whilst a third operation envisages estimation and updating of the values of acceleration and speed.
  • v F the predicted speed
  • v the speed assigned
  • ⁇ t the interval of time between two measurements of speed
  • a F the value of acceleration assigned
  • a LONG the value of acceleration estimated.
  • the step of updating of the filter follows the step of measurement of the speed v m and comprises:
  • the WWM module 8 can envisage a step of initialization of the filter in which a zero value is assigned to the acceleration.
  • the aforesaid estimate of the longitudinal acceleration a LONG preferably entails a prior filtering of the measured speed.
  • Said filtering consists in a moving-average procedure on a set of measured speed values, for example the last five values.
  • the filtered value is equal to the average of the samples considered. In a time scale this is equivalent to having a value equal to the average of the samples positioned in an area corresponding to the central sample (i.e., the third).
  • the value of longitudinal acceleration is assumed as being equal to the incremental ratio between speed and time.
  • the increase in speed is calculated between the last value acquired and the moving average at the previous step, whilst the time increase is equal to the distance between the instant of acquisition of the last value and the instant in which the averaged value is located.
  • DSA module 9 the module capable of evaluating the level of risk associated to the situations or events deriving from “secondary actions”.
  • the DSA module 9 supplies at output the signal LRP containing the level of partial risk associated to the secondary activities not directly inherent in driving of the vehicle, but associated to the use of "secondary" devices having the function of drawing the driver's attention through messages of a visual, vocal or tactile type.
  • the secondary devices may, for example, be the car radio, the satellite navigation system, devices for telephone communications, the dashboard, the keypads or the control devices associated to the central display or any other similar type of on-board device of the vehicle.
  • the DSA module 9 is able to recognize an operating state of the secondary device or an action performed thereon by the driver, and according to said detection identifies in a pre-set table a corresponding level of partial risk to be assigned to the signal LRP.
  • FIG. 9 is a schematic illustration of a table indicating, for each of the secondary devices (some of which are indicated in the first column on the left) and for each operating state (some of which are indicated in the central column) of the secondary device, a level of risk to be assigned to the signal LRP (indicated in the column on the right).
  • the DSA module 9 detects a state of phone call in progress made by a telephone device, then it supplies at output the second level, keeping it temporarily for a pre-set duration also at the end of the phone call (for example, for a duration of two seconds at the end of the call).
  • the DSA module 9 detects a state of reception of a phone call, then it assigns to the signal LRP the second level during acoustic signalling of the call warning. If, instead, the DSA module 9 detects a state of start of telephone connection, then it assigns the second level to the signal LRP for the entire period of connection. In this case, if the phone call is accepted, the DSA module 9 verifies the condition of call in progress and carries out the actions described above, whereas if the phone call is refused or is interrupted, or the line is engaged, the DSA module 9 supplies at output the second level for a couple of seconds after system notification.
  • a second level of partial risk is supplied for three seconds after notification of the message. If the DSA module 9 detects from the input devices of the central display a state of activation or command pushbutton having been pressed, the second level of risk is supplied at output and is maintained for ten seconds starting from the action of pressure performed on the key, whereas if pressure or rotation of a rotary pushbutton is detected (for example for tuning to a radio ch annel or adjusting the volume), the second level of risk is supplied and is maintained for ten seconds starting from the end of the action performed.
  • the DSA module 9 detects display of a message in the instrument panel, then it supplies at output the signal LRP containing the second level for the entire period of time of display.
  • the DSA module 9 receives at input at the same instant a number of items of information regarding the state of activation of a secondary device, then it can implement a logic criterion for determination of the level of risk to be assigned to the signal LRP.
  • Said logic criterion can envisage that, in the case where different conditions arise associated to different levels of risk to be assigned to the signal LRP, the higher level of risk prevails and hence is assigned. For instance, if at least one of the levels of risk corresponding to the conditions regarding the secondary devices corresponds to the second level and all the others have a lower level, then the second level will be assigned to the signal LRP.
  • this is able to estimate the level of partial risk (also this being articulated on a number of levels) on the basis of a series of items of information that contain alarm messages warning of the condition of accidental exit of the vehicle from a traffic lane.
  • Said messages are provided at input to the module 10 by a known system, which detects, instant by instant, the position of the vehicle with respect to the lane, and warns, on the basis of said detection, the possible risk of exit of the vehicle itself (articulated on a number of levels).
  • this is designed for calculating the level of partial risk (articulated on a number of levels according to the potential degree of seriousness) on the basis of a series of items of information containing alarm messages warning of the possibility of head-on collision of the vehicle with obstacles or with other vehicles.
  • said alarm messages are provided at input to the module 11 by a system that detects, instant by instant, the presence of potential obstacles or other vehicles running the risk of potential collision present in the lane facing the vehicle.
  • the REM module 3 receives the signals LRP supplied by the alarm modules 6-11 described above and processes them to supply to the IM module 4 the signal LRC indicating a level of overall risk.
  • the REM module 3 is designed to handle the levels of partial risk contained in the input signals to be able to interpret them according to a single scale of standard levels of risk.
  • each alarm module 6-11 may be able to assign to the corresponding signal LRP any number N of levels of risk (even other than the three levels described above) with M intermediate levels comprised between a maximum value and a minimum value of risk, and the REM module 3 is able to "convert" the N levels into a scale of common levels of risk comprising L levels of risk.
  • the REM module 3 can implement a procedure that envisages, for example, assigning the level of maximum risk of the common scale when the level of risk of the signal LRP is the highest of the ones assignable by the alarm module, or else assigning the level of minimum risk of the common scale when the level of risk of the signal LRP is the lowest of the ones assignable by the alarm module.
  • the REM module 3 calculates the level of risk of the scale through a pre-set algebraic relation.
  • the level of overall risk assignable to the signal LRC by the REM module 3 can assume K levels that comprise a level of maximum overall risk in the case of a serious and imminent risk, a level of overall minimum risk in the case of normal and not imminent risk and a series of K-2 intermediate levels of risk.
  • the level 1 corresponds to the condition of maximum risk
  • the level 4 corresponds to the situation of normal i.e., minimum risk
  • the levels 2 and 3 designate intermediate levels of risk. Determination of the level of overall risk by the REM module 3 on the basis of the signals LRP is made through a series of logic operations which can envisage a verification of the conditions described in what follows.
  • a first condition can envisage that if at least one level of maximum risk is detected between all the signals LRP received at input by the REM module 3, then the signal LRC assumes the level of overall maximum risk, which, in the example illustrated, corresponds to the level 1.
  • a second condition can, instead, envisage that in the case where all the levels of risk received at input correspond to the level of minimum risk, the REM module 3 assigns to the signal LRC the level of minimum risk.
  • a third condition can, instead, envisage that if the REM module 3 receives at input intermediate levels of partial risk, i.e., level 2 or level 3, and one or more minimum levels of risk, i.e., level 4, calculates a "weighted” sum of the M levels of risk received, and determines the level of overall risk on the basis of the results of a comparison between the "weighted" sum and a pre-set threshold K.
  • this is able to implement a first series of operations that envisage determining, instant by instant, on the basis of the level of overall risk calculated by the REM module 3 and of a priority assigned to the information, what is the order in which the information coming from the info-telematic systems 5a have to be supplied to the driver through the HMI apparatuses 2.
  • the IM module 4 is moreover capable of implementing a second series of operations designed to handle the condition of instantaneous overlapping between a number of items of information designed to be supplied simultaneously at output to the driver, and a third series of operations, through which for each item of information there is established what is the optimal format through which the information itself is to be generated in regard to the driver via the HMI apparatuses 2.
  • the IM module 4 receives at input: the signal LRC containing the level of overall risk calculated by the REM module 3; a series of signals containing the information generated by the info-telematic systems 5a; and preferably, but not necessarily, the signals provided by the ADAS devices or systems that may be present on board the vehicle. Said signals comprise the information aimed at the user that the IM module 4 must handle before sending it to the HMI devices 2. This information is treated by the IM module 4 in the way described hereinafter.
  • the IM module 4 comprises: a block 4a for generation of information designed to assign a priority to each item of information; a block 4b, designed to store the new information supplied at output from the module 4a; a block 4c having the function of temporarily storing the information set in a wait state; a block 4d having the function of storing the information set in a state of temporary suspension; a block 4e having the function of fetching the information present in the blocks 4b-4d to supply it at output according to a pre-set criterion (described in detail hereinafter); and a block 4f having the function of handling overlapping of the information and of assigning an optimal format to the information to be supplied to the driver.
  • a block 4a for generation of information designed to assign a priority to each item of information
  • a block 4b designed to store the new information supplied at output from the module 4a
  • a block 4c having the function of temporarily storing the information set in a wait state
  • a block 4d having the function of storing the information set in
  • the block 4a for generation of the information receives at input all the information produced by the info-telematic systems 5a, and assigns to each item of information received a given level of priority P i , and then supplies the information itself to the block 4e, which in turn envisages organizing and handling the order in which each item of information must be supplied to the driver.
  • the block 4e receives at input the signal LRC containing the level of overall risk calculated by the REM module 3, and, according to the latter and on the basis of the priority of the information, envisages cyclic fetching of the information stored in the blocks 4b, 4c and 4d to supply them at output according to a pre-set processing procedure.
  • the procedure implemented by the block 4e can envisage that, if the level of overall risk corresponds to the level 1, i.e., to the level of maximum risk, then there is fetched from the blocks 4b, 4c and 4d and supplied at output therefrom only the information having the maximum priority associated, for example, to a condition of extreme urgency correlated to a state that is critical for driver safety.
  • the level of overall risk corresponds to the level 2, i.e., to a first level of intermediate risk
  • the information having a high priority (lower than the maximum priority) and associated, for example, to a condition of particular urgency and importance is supplied at output.
  • the level of overall risk corresponds to the level 3, i.e., to a second level of intermediate risk
  • the information having a medium priority and associated, for example, to a condition of medium importance is supplied at output.
  • this receives at input the information ordered by the block 4e and envisages handling of both overlapping of the information to be supplied at output and its format, i.e., the modality with which it is to be supplied to the driver by means of the HMI apparatuses 2.
  • the block 4f is able to establish the timing with which each item of information is to be supplied at output, in the case where there arises an overlapping of a number of items of information.
  • An example of the procedure implemented by the block 4f appears in the matrix of interaction illustrated in Figure 11, in which it is indicated that in the case where there arises overlapping between one previous message having a maximum priority and a new message having a maximum priority, both will be supplied at output at the same instant.
  • the interaction matrix can moreover envisage that, if there occurs overlapping between a previous message having maximum priority (for example priority 1 in the example illustrated) and a new message having a lower priority (for example, priority 2 in the example illustrated), then the latter is supplied at output with a pre-set delay with respect to the instant of communication of the first message.
  • a previous message having maximum priority for example priority 1 in the example illustrated
  • a new message having a lower priority for example, priority 2 in the example illustrated
  • the block 4f moreover has the function of establishing, according to a pre-set criterion, the format, i.e., the modality and the communication channel, through which the message is to be supplied at output to the driver.
  • Said criterion can envisage supplying the information in an audio format if the information comprises, for example, a message that is simple, of short duration and does not require the user to refer to it in a medium-to-long period (which is defined on the basis of appropriate pre-set ergonomic criteria), or else in a visual format if the information comprises, for example, a complex message or if the message is simple but requires the user to refer to it in a medium-to-long period.
  • Said criterion can moreover envisage supplying the information in a multimode format, i.e., in an audio, and/or video, and/or tactile format, if the message is to attract the attention of the driver (for example, in the case of a signal of alarm or alert) or if the information regards the communication of simple messages and simultaneously of complex messages.
  • a multimode format i.e., in an audio, and/or video, and/or tactile format
  • the block 4f of the IM module 4 is able to distinguish the information regarding the simple messages from that containing complex messages. Said distinction is made by the block 4f according to two parameters, the first one of which, referred to as information unit, indicates the degree of complexity associated to the information, and the second of which regards the time necessary for processing said information and supplying it at output.
  • Figure 12 provides a sixth table indicating an example of the operations that can be implemented by the IM module 4 for distinguishing complex information from simple information.
  • the IM module 4 identifies the information containing a complex message when the information units are higher than a numerical threshold equal to 3 and the processing time is longer than three seconds, whilst it identifies the information containing a simple message when the information units are comprised between the values 1 and 4 and the processing time is shorter than the time threshold of three seconds.
  • the device 1 presents the major advantage of co-ordinating the information generated by the info-telematic systems and addressed to the driver in such a way as to provide an indirect control proper of the level of commitment of the driver, which is kept constantly below a threshold limit, with obvious advantages as regards driving safety.

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Claims (38)

  1. Verfahren zum Verwalten des Zuführens von Information zu einem Fahrer eines Straßenfahrzeugs durch eine menschliche/maschinelle Schnittstelle (2), wobei die Information mittels Vorrichtungen, wie zum Beispiel einem Radio, einem Telefon, Satellitennavigationssystem, eines fahrzeugseitigen Info-Telematiksystems (5a) des Straßenfahrzeugs erzeugt wurde, wobei das Verfahren die folgenden Schritte aufweist:
    - Detektieren eines Satzes von Parametern, welche verknüpft sind mit der Dynamik des Fahrzeugs, und/oder mit der fahrzeugexternen Umwelt, und/oder mit Aktionen, die nicht notwendigerweise mit den Fahraktionen korreliert sind, aber während des Fahrens durch den Fahrer durchgeführt werden, auf einer oder auf mehreren in dem Fahrzeug vorhandenen Vorrichtungen;
    - Schätzen, basierend auf die detektierten Parameter, einer Reihe von Niveaus partiellen Risikos, von denen jedes mit einer korrespondierenden Situation verknüpft ist, die geeignet ist, das Vertrauensniveaus zu modifizieren, welchem der Fahrer unterworfen ist, wenn er das Fahrzeug fährt;
    - Berechnen, basierend auf die Niveaus partiellen Risikos, eines Gesamtrisikoniveaus, das verknüpft ist mit dem Satz von Situationen, die wahrscheinlich das Vertrauensniveau modifizieren, welchem der Fahrer unterworfen ist, wenn er das Fahrzeug fährt;
    wobei das Verfahren gekennzeichnet ist durch die folgenden Schritte:
    - Ermitteln, gemäß dem geschätzten Gesamtvertrauensniveau, welche aus den Vorrichtungen des fahrzeugseitigen Info-Telematiksystems kommende Information (5a) in welcher Reihenfolge, und/oder in welchem Modus, und/oder gemäß welchem zeitlichen Verhalten dem Fahrer zugeführt wird; und
    - dementsprechendes Steuern des Zuführens der durch die Vorrichtungen des fahrzeugeigenen Info-Telematiksystems (5a) erzeugten Information zu dem Fahrer.
  2. Verfahren gemäß Anspruch 1, gekennzeichnet dadurch, dass es den Schritt des Zuweisens einer Priorität zu jeder Einheit der aus dem fahrzeugseitigem Fahrzeug-Info-Telematiksystem kommenden Information aufweist; und dadurch, dass es die Reihenfolge ermittelt, in welcher jede Einheit der Information zuzuführen ist gemäß der der Information selbst zugewiesenen Priorität.
  3. Verfahren gemäß Anspruch 2, gekennzeichnet dadurch, dass der Schritt des Ermittelns der Reihenfolge, in der die Information dem Fahrer zuzuführen ist, den Schritt des Ermittelns des Zeitpunkts und/oder des Formats aufweist, in welchem jede Informationseinheit dem Fahrer selbst zuzuführen ist.
  4. Verfahren gemäß Anspruch 3, gekennzeichnet dadurch, dass das Format jeder Einheit der Information gemäß dem Grad der Komplexität der Information selbst ermittelt wird.
  5. Verfahren gemäß Anspruch 4, gekennzeichnet dadurch, dass das Format mittels elektrischer Mittel, von welchen jede Informationseinheit dem Fahrer durch die menschliche/ maschinelle Schnittstelle (2) zugeführt wird, ein Radio-, und/oder Video-, und/oder Tast- und/oder Multimodus-Format aufweist.
  6. Verfahren gemäß einem der vorhergehenden Ansprüche, gekennzeichnet dadurch, dass es den Schritt des Steuerns, gemäß der Priorität jeder der Informationseinheiten, eines Überlappens einer Anzahl von den Informationseinheiten aufweist, die bestimmt sind, simultan dem Fahrer zugeführt zu werden.
  7. Verfahren gemäß einem der vorhergehenden Ansprüche, gekennzeichnet dadurch, dass der Schritt des Berechnens eines Gesamtrisikoniveaus den Schritt des Zuweisens eines Maximalwertes zu dem Gesamtrisikoniveau, falls mindestens eines der berechneten Niveaus partiellen Risikos einen voreingestellten Wert eines maximalen Risikos hat, aufweist.
  8. Verfahren gemäß einem der Ansprüche 1 bis 6, gekennzeichnet dadurch, dass der Schritt des Berechnens eines Gesamtrisikoniveaus den Schritt des Zuweisens eines Maximalwertes zu dem Gesamtrisikoniveau, falls eine gegebene Anzahl von Niveaus partiellen Risikos einen voreingestellten Wert maximalen Risikos haben, aufweist.
  9. Verfahren gemäß einem der Ansprüche 1 bis 6, gekennzeichnet dadurch, dass der Schritt des Berechnens eines Gesamtrisikoniveaus den Schritt des Zuweisens eines minimalen Wertes zu dem Gesamtrisikoniveau, falls eine gegebene Anzahl von berechneten Niveaus partiellen Risikos einen minimalen Wert haben, aufweist.
  10. Verfahren gemäß einem der vorhergehenden Ansprüche, gekennzeichnet dadurch, dass der Schritt des Schätzens einer Reihe von Niveaus partiellen Risikos den Schritt des Zuweisens eines Wertes partiellen Risikos gemäß der Auslastung, welcher der Fahrer unterliegt, wenn er fährt, aufweist.
  11. Verfahren gemäß Anspruch 10, gekennzeichnet dadurch, dass der Wert des gemäß der Auslastung, welcher der Fahrer unterliegt, zugewiesenen Risikos bestimmt wird gemäß einem Satz von Parametern, die mit dem Fahrmodus des Fahrers verknüpft sind, und einem dynamischen Verhalten des Fahrzeugs.
  12. Verfahren gemäß einem der Ansprüche 1 bis 9, gekennzeichnet dadurch, dass der Schritt des Schätzens einer Reihe von Niveaus partiellen Risikos den Schritt des Zuweisens eines Risikowertes gemäß den Bedingungen einer dynamischen/statischen Bewegung des Fahrzeugs und/oder einem Satz von Parametern bezüglich der zu dem Fahrzeug selbst externen Umgebungsbedingungen aufweist.
  13. Verfahren gemäß Anspruch 12, gekennzeichnet dadurch, dass der Risikowert bestimmt wird gemäß der Fahrzeuggeschwindigkeit, und/oder dem EIN/AUS-Zustand des Systems für die aktive Steuerung des Bremsens des Fahrzeugs, und/oder dem EIN/AUS-Zustand der Systems zum Steuern des Fahrzeugantriebs, und/oder der externen Umgebungstemperatur, und/oder der Bedingung der Abwesenheit/Anwesenheit von Regen, und/oder dem Betrag gemessenen Regens, und/oder dem Grad der externen Umgebungshelligkeit.
  14. Verfahren gemäß den Ansprüchen 12 und 13, gekennzeichnet dadurch, dass es den Risikowert, der mit den Bedingungen einer dynamischen/statischen Bewegung des Fahrzeugs verknüpft ist, gemäß den Werten einer lateralen Beschleunigung (aLat) und einer longitudinalen Beschleunigung (aLONG) des Fahrzeugs bestimmt.
  15. Verfahren gemäß Anspruch 14, gekennzeichnet dadurch, dass es den Schritt des Schätzens der longitudinalen Beschleunigung (aLONG) durch eine Operation des Filterns der Fahrzeuggeschwindigkeit von möglichen Fehlern aufweist.
  16. Verfahren gemäß einem der Ansprüche 1 bis 9, gekennzeichnet dadurch, dass der Schritt des Schätzens einer Reihe von Niveaus partiellen Risikos den Schritt des Zuweisens eines Risikowertes gemäß einer Reihe von sekundären Aktivitäten aufweist, die dem Fahren des Fahrzeugs nicht direkt inhärent sind, aber mit der Verwendung sekundärer Vorrichtungen verknüpft sind, die die Funktion des Erregens der Aufmerksamkeit des Fahrers durch Nachrichten visuellen-, stimmlichen, oder Tast-Typs haben.
  17. Verfahren gemäß einem der Ansprüche 1 bis 9, gekennzeichnet dadurch, dass der Schritt des Schätzens einer Reihe von Niveaus partiellen Risikos den Schritt des Zuweisens eines Risikowerts gemäß einer Reihe von Informationseinheiten aufweist, die Alarmnachrichten enthalten, die warnen, dass das Fahrzeug versehentlich eine voreingestellte Fahrbahn verlassen hat.
  18. Verfahren gemäß einem der Ansprüche 1 bis 9, gekennzeichnet dadurch, dass der Schritt des Schätzens einer Reihe von Niveaus partiellen Risikos den Schritt des Zuweisens eines Risikowertes gemäß einer Reihe von Informationseinheiten aufeist, die Alarmnachrichten enthalten, die vor der Möglichkeit einer frontalen Kollision des Fahrzeugs mit einem Hindernis warnen.
  19. Verfahren gemäß einem der vorhergehenden Ansprüche, gekennzeichnet dadurch, dass es jede Einheit der Information gemäß der Priorität der Information und des geschätzten Gesamtvertrauensniveaus zuführt.
  20. Vorrichtung (1) mit Mitteln zum Verwalten und Steuern des Zuführens von Information zu einem Fahrer eines Straßenfahrzeugs durch eine menschliche/maschinelle Schnittstelle (2), wobei die Information mittels Vorrichtungen, wie zum Beispiel einem Radio, einem Telefon, Satellitennavigationssystem, eines fahrzeugseitigen Info-Telematiksystems (5a) des Straßenfahrzeugs erzeugt wurde,
    wobei die Vorrichtung aufweist:
    - ein Detektionsmittel, konfiguriert, einen Satz von Parametern zu detektieren, welche mit der Dynamik des Fahrzeugs, und/oder mit der fahrzeugexternen Umwelt, und/oder mit Aktionen, die nicht notwendigerweise mit den Fahraktionen korreliert sind, aber während des Fahrens durch den Fahrer durchgeführt werden, verknüpft sind, auf einer oder auf mehreren in dem Fahrzeug vorhandenen Vorrichtungen;
    - ein Schätzungsmittel, konfiguriert, basierend auf die detektierten Parameter eine Reihe von Niveaus partiellen Risikos zu schätzen, von denen jedes mit einer korrespondierenden Situation verknüpft ist, die geeignet ist, das Vertrauensniveaus zu modifizieren, welchem der Fahrer unterworfen ist, wenn er das Fahrzeug fährt,;
    - ein Berechnungsmittel, konfiguriert, basierend auf die Niveaus partiellen Risikos ein Gesamtrisikoniveau zu berechnen, das mit dem Satz von Situationen verknüpft ist, die wahrscheinlich das Vertrauensniveau modifizieren, welchem der Fahrer unterworfen ist, wenn er das Fahrzeug fährt;
    wobei die Vorrichtung gekennzeichnet dadurch, dass sie aufweist:
    - ein Ermittlungsmittel, konfiguriert, gemäß dem geschätzten Gesamtvertrauensniveau zu ermitteln, welche aus den Vorrichtungen des fahrzeugseitigen Info-Telematiksystems kommende Information (5a) in welcher Reihenfolge, und/oder in welchem Modus, und/oder gemäß welchem zeitlichen Verhalten dem Fahrer zugeführt wird; und
    - ein Steuermittel, konfiguriert, das Zuführen der durch die vorrichtungen des fahrzeugeigenen Info-Telematiksystems (5a) erzeugten Information zu dem Fahrer zu Steuern.
  21. Vorrichtung gemäß Anspruch 20, gekennzeichnet dadurch, dass es ein Mittel für das Zuweisen einer Priorität zu jeder Einheit der aus dem fahrzeugseitigem Fahrzeug-Info-Telematiksystem kommenden Information aufweist; und dadurch, dass das Ermittlungsmittel konfiguriert ist, die Reihenfolge zu ermitteln, in welcher jede Einheit der zuzuführenden Information zuzuführen ist gemäß der der Information selbst zugewiesenen Priorität.
  22. Vorrichtung gemäß Anspruch 21, gekennzeichnet dadurch, dass das Ermittlungsmittel konfiguriert ist, den Zeitpunkt und/oder das Format, in welchem jede Informationseinheit dem Fahrer selbst zuzuführen ist, zu ermitteln.
  23. Vorrichtung gemäß Anspruch 22, gekennzeichnet dadurch, dass das Ermittlungsmittel konfiguriert ist, das Format jeder Einheit der Information gemäß dem Grad der Komplexität der Information selbst zu ermitteln.
  24. Vorrichtung gemäß Anspruch 23, gekennzeichnet dadurch, dass die menschliche/maschinelle Schnittstelle (2) konfiguriert ist, die Information dem Fahrer in einem Format zuzuführen, das ein Radio-, und/oder Video-, und/oder Tast- und/oder Multimodus-Format aufweist.
  25. Vorrichtung gemäß einem der Ansprüche 20 bis 24, gekennzeichnet dadurch, dass es ein Mittel aufweist zum Steuern, gemäß der Priorität jeder der Informationseinheiten, eines Überlappens einer Anzahl von den Informationseinheiten, die bestimmt ist, simultan dem Fahrer zugeführt zu werden.
  26. Vorrichtung gemäß einem der Ansprüche 20 bis 25, gekennzeichnet dadurch, dass das Berechnungsmittel konfiguriert ist, dem Gesamtrisikoniveau einen Maximalwert zuzuweisen, falls mindestens eines der berechneten Niveaus partiellen Risikos einen voreingestellten Wert eines maximalen Risikos hat.
  27. Vorrichtung gemäß einem der Ansprüche 20 bis 25, gekennzeichnet dadurch, dass das Berechnungsmittel konfiguriert ist, dem Gesamtrisikoniveau einen Maximalwert zuzuweisen, falls eine gegebene Anzahl von Niveaus partiellen Risikos einen voreingestellten Wert maximalen Risikos haben.
  28. Vorrichtung gemäß einem der Ansprüche 20 bis 25, gekennzeichnet dadurch, dass das Berechnungsmittel konfiguriert ist, dem Gesamtrisikoniveau einen minimalen Wert zuzuweisen, falls eine gegebene Anzahl von berechneten Niveaus partiellen Risikos einen minimalen Wert haben.
  29. Vorrichtung gemäß einem Ansprüche 20 bis 28, gekennzeichnet dadurch, dass das Schätzungsmittel konfiguriert ist, einen Wert partiellen Risikos gemäß der Auslastung zuzuweisen, welcher der Fahrer unterliegt, wenn er fährt.
  30. Vorrichtung gemäß Anspruch 20 bis 28, gekennzeichnet dadurch, dass das Schätzungsmittel konfiguriert ist, einen Wert partiellen Risikos gemäß einem Satz von Parametern, die mit dem Fahrmodus des Fahrers verknüpft sind, und dem dynamischen Verhalten des Fahrzeugs zuzuweisen.
  31. Vorrichtung gemäß einem der Ansprüche 20 bis 28, gekennzeichnet dadurch, dass das Schätzungsmittel konfiguriert ist, einen Risikowert gemäß den Bedingungen der dynamischen/statischen Bewegung des Fahrzeugs und/oder einem Satz von Parametern bezüglich der zu dem Fahrzeug selbst externen Umgebungsbedingungen zuzuweisen.
  32. Vorrichtung gemäß einem der Ansprüche 20 bis 28, gekennzeichnet dadurch, dass das Schätzungsmittel konfiguriert ist, den Risikowert gemäß der Geschwindigkeit des Fahrzeugs, und/oder dem EIN/AUS-Zustand des Systems für die aktive Steuerung des Bremsens des Fahrzeugs, und/oder dem EIN/AUS-Zustand der Systems zum Steuern des Fahrzeugantriebs, und/oder der externen Umgebungstemperatur, und/oder der Bedingung der Abwesenheit/Anwesenheit von Regen, und/oder dem Betrag gemessenen Regens, und/oder dem Grad der externen Umgebungshelligkeit zu bestimmen.
  33. Vorrichtung gemäß den Ansprüchen 31 und 32, gekennzeichnet dadurch, dass das Schätzungsmittel konfiguriert ist, einen Risikowert zu bestimmen, der mit den Bedingungen der dynamischen/statischen Bewegung des Fahrzeugs gemäß den Werten der lateralen Beschleunigung (aLat) und der longitudinalen Beschleunigung (aLONG) des Fahrzeugs der verknüpft ist.
  34. Vorrichtung gemäß Anspruch 33, gekennzeichnet dadurch, dass das Schätzungsmittel konfiguriert ist, die longitudinale Beschleunigung (aLONG) mittels einer Operation des Filterns der Fahrzeuggeschwindigkeit von möglichen Fehlern zu schätzen.
  35. Vorrichtung gemäß einem der Ansprüche 20 bis 28, gekennzeichnet dadurch, dass das Schätzungsmittel konfiguriert ist, einen Risikowert gemäß einer Reihe von sekundären Aktivitäten zuzuweisen, die dem Fahren des Fahrzeugs nicht direkt inhärent sind, aber mit der Verwendung sekundärer Vorrichtungen verknüpft sind, die die Funktion des Erregens der Aufmerksamkeit des Fahrers durch Nachrichten visuellen-, stimmlichen, oder Tast-Typs haben.
  36. Vorrichtung gemäß einem der Ansprüche 20 bis 28, gekennzeichnet dadurch, dass das Schätzungsmittel konfiguriert ist, einen Risikowert gemäß einer Reihe von Informationseinheiten zuzuweisen, die Alarmnachrichten enthalten, die warnen, dass das Fahrzeug versehentlich eine voreingestellte Fahrbahn verlassen hat.
  37. Vorrichtung gemäß einem der Ansprüche 20 bis 28, gekennzeichnet dadurch, dass das Schätzungsmittel konfiguriert ist, einen Risikowert gemäß einer Reihe von Informationseinheiten zuzuweisen, die Alarmnachrichten enthalten, die vor der Möglichkeit einer frontalen Kollision eines Fahrzeugs mit einem Hindernis warnen.
  38. Straßenfahrzeug, aufweisend eine Vorrichtung (1) zum Verwalten und Steuern des Zuführens von Information zu einem Fahrer eines Straßenfahrzeugs durch eine menschliche/maschinelle Schnittstelle (2), wobei die Information mittels Vorrichtungen, wie zum Beispiel einem Radio, einem Telefon, Satellitennavigationssystem, eines fahrzeugseitigen Info-Telematiksystems (5a) des Straßenfahrzeugs erzeugt wurde, wobei das Straßenfahrzeug gekennzeichnet ist dadurch, dass die Vorrichtung (1) gemäß einem der Ansprüche 20 bis 37 realisiert ist.
EP20050425116 2005-03-03 2005-03-03 Einrichtung und Verfahrung zur Verwaltung und Steuerung von durch fahrzeugseitige telematiche Systeme erzeugten informationen Not-in-force EP1699032B1 (de)

Priority Applications (3)

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EP20050425116 EP1699032B1 (de) 2005-03-03 2005-03-03 Einrichtung und Verfahrung zur Verwaltung und Steuerung von durch fahrzeugseitige telematiche Systeme erzeugten informationen
ES05425116T ES2279499T3 (es) 2005-03-03 2005-03-03 Un dispositivo y un metodo para gestion y control de la informacion generada por sistemas telematicos a bordo de un vehiculo.
DE200560000443 DE602005000443T2 (de) 2005-03-03 2005-03-03 Einrichtung und Verfahren zur Verwaltung und Steuerung von durch fahrzeugseiti ge telematische Systeme erzeugten Informationen

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Cited By (1)

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Publication number Priority date Publication date Assignee Title
WO2013021109A1 (fr) 2011-08-11 2013-02-14 Renault S.A.S. Procédé d'assistance d'un utilisateur d'un véhicule automobile, système multimédia et véhicule automobile

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DE102013207019A1 (de) * 2013-04-18 2014-10-23 Bayerische Motoren Werke Aktiengesellschaft Generische Funktionsvernetzung von Fahrerassistenz- und Infotainmentsystemen
JP6443364B2 (ja) 2016-03-09 2018-12-26 トヨタ自動車株式会社 車両用情報提供装置
FR3127615A1 (fr) * 2021-09-30 2023-03-31 Psa Automobiles Sa Procédé et dispositif de contrôle de système d’aide à la conduite embarqué dans un véhicule

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US5327117A (en) * 1991-03-22 1994-07-05 Omron Corporation Adaptive message display apparatus
US6043757A (en) * 1998-06-12 2000-03-28 The Boeing Company Dynamic, multi-attribute hazard prioritization system for aircraft
DE10046007C1 (de) * 2000-09-18 2001-10-31 Eads Deutschland Gmbh Flugkontrollsystem
DE10207993A1 (de) * 2002-02-26 2003-10-02 Daimler Chrysler Ag Verkehrsdaten-Informationssystem

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Publication number Priority date Publication date Assignee Title
WO2013021109A1 (fr) 2011-08-11 2013-02-14 Renault S.A.S. Procédé d'assistance d'un utilisateur d'un véhicule automobile, système multimédia et véhicule automobile

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DE602005000443D1 (de) 2007-02-22
ES2279499T3 (es) 2007-08-16
DE602005000443T2 (de) 2007-10-31

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