EP1750236A1 - Procédé et dispositif de commande d'un système d'assistance d'un conducteur - Google Patents

Procédé et dispositif de commande d'un système d'assistance d'un conducteur Download PDF

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Publication number
EP1750236A1
EP1750236A1 EP05016799A EP05016799A EP1750236A1 EP 1750236 A1 EP1750236 A1 EP 1750236A1 EP 05016799 A EP05016799 A EP 05016799A EP 05016799 A EP05016799 A EP 05016799A EP 1750236 A1 EP1750236 A1 EP 1750236A1
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EP
European Patent Office
Prior art keywords
driver
control module
value
activity state
warning signal
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.)
Granted
Application number
EP05016799A
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German (de)
English (en)
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EP1750236B1 (fr
Inventor
Su-Birm Dr. Park
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Delphi Technologies Inc
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Delphi Technologies Inc
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Filing date
Publication date
Application filed by Delphi Technologies Inc filed Critical Delphi Technologies Inc
Priority to DE502005002674T priority Critical patent/DE502005002674D1/de
Priority to EP05016799A priority patent/EP1750236B1/fr
Priority to AT05016799T priority patent/ATE385015T1/de
Priority to US11/496,803 priority patent/US7710249B2/en
Publication of EP1750236A1 publication Critical patent/EP1750236A1/fr
Application granted granted Critical
Publication of EP1750236B1 publication Critical patent/EP1750236B1/fr
Active 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

Definitions

  • the present invention relates to a method for controlling a driver assistance system which, on the basis of a comparison of measured data with predetermined limit values, identifies a dangerous situation and, if it has identified such a dangerous situation, can issue a warning signal.
  • the present invention relates to a device for carrying out such a method, which comprises a driver assistance system with a signal output device and an additional control module connected to the driver assistance system.
  • driver assistance systems and associated control methods and devices for carrying out such methods are known from the prior art.
  • driver assistance systems exist which measure the distance to a preceding vehicle or obstacle and compare this distance with a stored minimum distance. If the stored minimum distance is undershot, a warning signal is issued by the driver assistance system.
  • so-called "Lane Departure Warning” systems which warn the driver if he accidentally leaves the lane.
  • Such driver assistance systems known from the prior art thus identify a danger situation on the basis of a comparison of certain measured values, such as the distance to the vehicle in front Vehicle, with generally already factory-stored limits.
  • a disadvantage of these driver assistance systems is that the preset limits do not result in a satisfactory result for each driver and for each driving style.
  • a warning signal is often output even if the driver deliberately changes lanes, drives up close to the vehicle driving in front of him or otherwise enters a situation identified by the driver assistance system as a dangerous situation.
  • a warning by the driver assistance system on the part of the driver is not desired, and the issued warning signal may even lead to a dangerous Fehlreaktiön the driver contrary to the original intention.
  • many drivers find it annoying to hear a warning signal on a regular basis even though they are driving in a concentrated manner, so there is no need for a warning from their point of view.
  • the described inadequacies of conventional driver assistance systems result in many drivers regularly completely deactivating the driver assistance system. As a result, the driver assistance system can of course no longer issue a warning signal even in a real dangerous situation.
  • an additional control module determines an activity state of the driver as a function of at least one input value which allows a conclusion to be made by a driver and can suppress the issuing of the warning signal in dependence on this activity state.
  • the device comprises, in addition to the driver assistance system with a signal output device, a control module connected to the driver assistance system, which comprises an electronic unit for determining an activity state of the driver and is in communication with measuring devices provided in the vehicle.
  • the activity state determined by the method according to the invention provides information about how active or inactive the driver is. Since the activity of the driver is generally an indicator of his or her attention, it can be better judged by an adequate consideration of the corresponding state of activity whether a "real" dangerous situation exists. For example, if the driver is driving straight ahead for a long period of time at a constant speed during a long monotonous highway travel, it is recognized in the method according to the invention that the activity state of the driver corresponds to such a low activity that the driver's attention is likely to diminish , In this case, a warning signal from the driver assistance system is meaningful, and thus the outputting of the warning signal is not suppressed.
  • the additional control module can determine from the input value, which allows conclusions about such actions performed by the driver, that the driver's activity state corresponds to a high activity, so he presumably drives attentive and concentrated.
  • the issuing of the warning signal would be unnecessary in this case with high probability, since the driver obviously consciously goes into a "dangerous situation".
  • the warning signal is suppressed by the inventive method in such a case, so that the driver is not bothered by a superfluous warning signal and thus is not tempted to disable the driver assistance system.
  • control module determines a numerical characteristic of the driver's activity state on a discrete or continuous scale, and suppresses the issuing of the warning signal if that characteristic is above a predetermined threshold.
  • such a scale may comprise only two values, for example 0 for an inactive state and 1 for an active state. If the characteristic value is greater than or equal to 1, ie if the control module has identified the activity state as "active", the issuing of the warning signal is suppressed. But it is also a finer broken discrete or continuous scale conceivable. The latter is particularly useful when the control module uses a plurality of input values to determine the numerical characteristic. So can different indicators of the driver's activity status are adequately considered. If the characteristic value exceeds the threshold value, it is assumed that the driver is sufficiently active and thus attentive enough not to require a warning signal.
  • the threshold value with which the calculated numerical characteristic value is compared can be preset at the factory or can also be selected as a function of the driving behavior of a driver, as will be explained later.
  • the control module determines a numerical characteristic for the activity state on a discrete or continuous scale and suppresses as described above, the output of the warning signal when this characteristic value exceeds a first threshold.
  • a further second threshold value is provided, which lies below the first threshold value. If the characteristic value exceeds this second threshold value but is below the first threshold value, the limit values by means of which the driver assistance system identifies a dangerous situation are adjusted. The limit values are adjusted so that the criteria by which the driver assistance system classifies a situation as a dangerous situation become more stringent. For example, in distance warning system, the minimum distance from a vehicle in front, below which a warning signal is issued, can be reduced.
  • different threshold values may be provided for different types of dangerous situations.
  • the threshold for the activity state above which a warning signal is suppressed or limits used by the driver assistance system may be different, depending on whether a warning signal is output because the distance to a preceding vehicle is too low, because a solid centerline is driven over, or because the speed is not adapted to the road conditions. This can take into account the fact that certain types of dangerous situations can also be overlooked by a very active driver or deliberately ignored, while other dangerous situations are generally noticed by an active and attentive driver even without the assistance of the driver assistance system.
  • the threshold or thresholds can be set at the factory. In such a method, only a comparatively small amount of computation is needed.
  • a yaw rate of the vehicle and / or a steering angle as a function of time serve as an input value for the control module.
  • the rate of rotation provides information about how fast the vehicle is turning about a vertical central axis and thus is indirectly related to the driver's steering activity.
  • the steering angle provides direct information about steering activity and thus can be used as the input to the control module instead of the yaw rate. At high rotation rates or at a constantly changing steering angle can be concluded on an increased activity of the driver, while a constant steering angle, especially when the steering wheel is not turned off, close to a low activity and thus also to a possibly reduced attention of the driver.
  • the control module uses as input value a speed of the vehicle and calculates an acceleration for determining the activity state of the driver from the temporal evolution of the speed. While a constant speed over a long period of time is an indicator of low driver activity, high accelerations, both positive sign and negative sign, indicate high driver activity and thus an attentive driver. Since the speed of the vehicle is available as a measured value in each vehicle, the calculation of the acceleration from the speed gives a variable which is a reliable indicator of the driver's activity without the need for additional measurements.
  • an actuation of a turn signal, a brake and / or an electric built-in appliance by the driver serves as an input value for the control module. It is possible with relatively little effort to determine whether the turn signal and / or the brake are being actuated, and both an operation of the turn signal and an actuation of the brake allow the conclusion that the driver is alert and concentrated. Vice versa Obviously, the driver's attention is not directed exclusively to driving the vehicle when, for example, he tunes to a radio station or operates a navigation system. An operation of an electric built-in device by the driver is thus an indicator of an activity state in which a warning signal rather should not be suppressed.
  • an acceleration from the vehicle speed can be calculated and additionally monitored whether the driver operates the turn signal.
  • an activity state parameter calculated by the control module may be proportional to the calculated acceleration, and once again a fixed value is added to the characteristic value during an operation of the turn signal detected within the last few minutes.
  • the use of other additional input values is also conceivable, preferably using information that is available in the vehicle anyway.
  • control module determines a time average of a characteristic value for the activity state of the driver and calculates a threshold value in dependence on this mean value, wherein a warning signal is suppressed if the characteristic value for the activity state exceeds this threshold value.
  • the inventive method can be adapted individually to the behavior of the driver.
  • the time average of the Characteristic for the activity state to be higher than for a cautious and leisurely driver. If the state of activity characteristic is close to or above the individual average, however, in both cases one can assume that the driver is so attentive that he does not need a warning signal or only at a very late stage.
  • As a threshold value it is thus possible, for example, to select a value which lies below the individual mean value of the characteristic value by a certain fraction, so that a warning signal is only suppressed when the driver has at least almost reached its mean activity state. In a less influenced driver, the warning signals of the driver assistance system will thus be suppressed already at a lower characteristic value for the activity state than with a sporty driver.
  • the device according to the invention which is installed in a motor vehicle, is shown schematically in FIG. 1 and comprises a control module 10 and a driver assistance system 20.
  • Various measuring devices 2, 4, 6, 8 belonging to the vehicle are schematically illustrated on the left in FIG and are connected to the control module 10 to transmit signals thereto.
  • a speed v is given to the control module
  • a sensor 4 measures the pressure applied to a brake pedal or the pedal position of the brake pedal and outputs a corresponding measurement value to the control module 10.
  • a steering angle sensor 6 measures the angular position of the steering wheel and outputs
  • a sensor 8 monitors the operation of the turn signal and outputs a corresponding input signal to the control module 10 when the turn signal is actuated.
  • other input values can be used in addition to the four enumerated input values.
  • a sensor can be used which measures the rate of rotation of the vehicle.
  • the driver assistance system 20 illustrated in FIG. 1 is a distance warning system which receives information about a distance d to a vehicle in front from a radar 18.
  • the measured distance d is constantly compared with a stored minimum distance d min . If d drops below the minimum distance d min , a warning signal is output by the signal output device 22 in the normal case, which is also part of the driver assistance system 20.
  • the control module 10 shown in FIG. 1 comprises an electronic unit 12, in which a characteristic value A for an activity state of the driver is calculated.
  • a characteristic value A for an activity state of the driver is calculated.
  • the calculation of the characteristic value for the activity state A in step 300 is shown.
  • the calculation of the characteristic value A in step 300 is preceded by a calculation of an acceleration a from the time evolution of the measured velocity v (step 200 in FIG. 2). This calculation is also performed by the electronic unit 12.
  • the calculated characteristic value A for the activity state which in the simplest case shown in FIG. 2 is proportional to the acceleration a of the vehicle calculated in step 200, is supplied by the electronic unit 12 to a comparator module 14, which is also part of the control module 10 is (see Fig. 1).
  • the calculated characteristic value A for the driver's activity state is compared with a threshold value A min (see step 400 in FIG.
  • the warning signal which the driver assistance system 20 normally outputs is suppressed (compare step 500 in FIG.
  • both the entire driver assistance system can be deactivated, and only the signal output unit 24 can be deactivated.
  • the outputting of the signal can also be suppressed electronically within the driver assistance system 20.
  • the warning signal is not suppressed.
  • the method illustrated in FIG. 2 is restarted after the described method steps have been completed. It can either run continuously or restart at preselected intervals.
  • a characteristic value A for the activity state is determined
  • a further method step not shown in FIG. 2, in which from the characteristic value A calculated in step 300, a time average for this characteristic value A is calculated. From this mean value, an individual threshold value A min can then be calculated in a further step, for example by adding a time average of the characteristic value A fixed value is deducted. This average value is then passed to the comparator module 14 in the control module 10.
  • FIG. 2 shows, for the sake of simplicity, a method in which the characteristic value A calculated in step 300 is compared only with a single threshold value A min .
  • the comparator module 14 performs a more complex comparison. If the characteristic value A is above the highest threshold value A min , the warning signal is still suppressed. However, if the calculated characteristic value A is below the highest threshold value A min but above a lower threshold value A min2 , the limit value used by the driver assistance system 20 to identify a dangerous situation is adjusted accordingly. In the exemplary embodiment illustrated in FIG. 1, the minimum distance d min would thus be reduced in this case.

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  • Business, Economics & Management (AREA)
  • Emergency Management (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Traffic Control Systems (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Regulating Braking Force (AREA)
  • Steering Control In Accordance With Driving Conditions (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
EP05016799A 2005-08-02 2005-08-02 Procédé et dispositif de commande d'un système d'assistance d'un conducteur Active EP1750236B1 (fr)

Priority Applications (4)

Application Number Priority Date Filing Date Title
DE502005002674T DE502005002674D1 (de) 2005-08-02 2005-08-02 Verfahren zur Steuerung eines Fahrerassistenzsystems und dazugehörige Vorrichtung
EP05016799A EP1750236B1 (fr) 2005-08-02 2005-08-02 Procédé et dispositif de commande d'un système d'assistance d'un conducteur
AT05016799T ATE385015T1 (de) 2005-08-02 2005-08-02 Verfahren zur steuerung eines fahrerassistenzsystems und dazugehörige vorrichtung
US11/496,803 US7710249B2 (en) 2005-08-02 2006-08-01 Method of controlling a driver assistance system and an associated apparatus

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP05016799A EP1750236B1 (fr) 2005-08-02 2005-08-02 Procédé et dispositif de commande d'un système d'assistance d'un conducteur

Publications (2)

Publication Number Publication Date
EP1750236A1 true EP1750236A1 (fr) 2007-02-07
EP1750236B1 EP1750236B1 (fr) 2008-01-23

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EP05016799A Active EP1750236B1 (fr) 2005-08-02 2005-08-02 Procédé et dispositif de commande d'un système d'assistance d'un conducteur

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US (1) US7710249B2 (fr)
EP (1) EP1750236B1 (fr)
AT (1) ATE385015T1 (fr)
DE (1) DE502005002674D1 (fr)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102007029862A1 (de) * 2007-06-28 2009-01-02 GM Global Technology Operations, Inc., Detroit Navigationsvorrichtung und Verfahren zunm Betreiben einer Navigationsvorrichtung
WO2014078682A1 (fr) * 2012-11-16 2014-05-22 Robert Bosch Gmbh Systèmes et procédés d'atténuation de collision utilisant l'attention de conducteur
WO2019174766A1 (fr) * 2018-03-13 2019-09-19 Bayerische Motoren Werke Aktiengesellschaft Procédé, dispositif et programme informatique correspondant pour modifier ou supprimer au moins une information destinée au conducteur
US11305766B2 (en) * 2016-09-26 2022-04-19 Iprd Group, Llc Combining driver alertness with advanced driver assistance systems (ADAS)

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DE102008056593B4 (de) * 2008-11-10 2014-05-22 Daimler Ag Warnstrategie
DE102010031038A1 (de) * 2010-07-07 2012-01-12 Robert Bosch Gmbh Verfahren zur Unterstützung eines Fahrers eines Kraftfahrzeuges
DE102010053069B4 (de) 2010-12-01 2018-06-21 Werner Bernzen Verfahren zum Betrieb einer Assistenzvorrichtung eines Fahrzeuges
FR2976886B1 (fr) * 2011-06-24 2014-12-05 Renault Sa Gestion de regulation de vitesse d'un vehicule
DE102011115878B4 (de) 2011-10-12 2023-06-29 Volkswagen Ag Verfahren und Vorrichtung zur Kollisionswarnung bei Kraftfahrzeugen
US10545713B2 (en) 2011-11-01 2020-01-28 Avery Dennison Retail Informaton Services Llc Method, system, and apparatus for RFID driven bi-stable display element
DE102012018949A1 (de) * 2012-09-26 2014-03-27 Volkswagen Aktiengesellschaft Vorrichtung, Steuergerät, Fahrzeug, Verfahren und Computerprogramm zur Müdigkeitserkennung in einem Fahrzeug
US9238467B1 (en) * 2013-12-20 2016-01-19 Lytx, Inc. Automatic engagement of a driver assistance system
CN105160818B (zh) * 2015-08-26 2019-10-29 厦门雅迅网络股份有限公司 一种基于前向碰撞风险的疲劳驾驶检测方法和装置
US10358143B2 (en) 2015-09-01 2019-07-23 Ford Global Technologies, Llc Aberrant driver classification and reporting
CN110505837B (zh) * 2017-04-14 2023-01-17 索尼公司 信息处理设备、信息处理方法和记录介质
JP6977589B2 (ja) * 2018-01-31 2021-12-08 株式会社デンソー 車両用警報装置
CN111079476B (zh) * 2018-10-19 2024-03-26 上海商汤智能科技有限公司 驾驶状态分析方法和装置、驾驶员监控系统、车辆
JP2020095538A (ja) * 2018-12-13 2020-06-18 本田技研工業株式会社 情報処理装置及びプログラム
FR3098481A1 (fr) * 2019-07-09 2021-01-15 Psa Automobiles Sa Procédé de notification d’un danger au conducteur d’un véhicule automobile

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Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102007029862A1 (de) * 2007-06-28 2009-01-02 GM Global Technology Operations, Inc., Detroit Navigationsvorrichtung und Verfahren zunm Betreiben einer Navigationsvorrichtung
WO2014078682A1 (fr) * 2012-11-16 2014-05-22 Robert Bosch Gmbh Systèmes et procédés d'atténuation de collision utilisant l'attention de conducteur
US9047780B2 (en) 2012-11-16 2015-06-02 Robert Bosch Gmbh Collision mitigation systems and methods using driver attentiveness
US11305766B2 (en) * 2016-09-26 2022-04-19 Iprd Group, Llc Combining driver alertness with advanced driver assistance systems (ADAS)
WO2019174766A1 (fr) * 2018-03-13 2019-09-19 Bayerische Motoren Werke Aktiengesellschaft Procédé, dispositif et programme informatique correspondant pour modifier ou supprimer au moins une information destinée au conducteur

Also Published As

Publication number Publication date
US20070030157A1 (en) 2007-02-08
US7710249B2 (en) 2010-05-04
ATE385015T1 (de) 2008-02-15
DE502005002674D1 (de) 2008-03-13
EP1750236B1 (fr) 2008-01-23

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