EP4208363A1

EP4208363A1 - Driving technique support safety system

Info

Publication number: EP4208363A1
Application number: EP20952338.0A
Authority: EP
Inventors: Toma Tibor Attila
Original assignee: Individual
Current assignee: Individual
Priority date: 2020-09-04
Filing date: 2020-09-23
Publication date: 2023-07-12
Also published as: HU5414U; WO2022049405A1

Abstract

A driving technique support safety system according to the present utility model, comprises at least four sensors (3) detecting physiological signals in grooves (2) on the steering wheel (1) which forms part of the safety system of the motor vehicle, positioned as follows: at least two sensors (3) on the upper arc of the steering wheel (1) in its starting position, measured from angle 'a' = up to 100 in angular domain 'b' = 20° - 45 °; and on the right and left side of the vertical bisector, two sensors (3) in angular domain 'c' = up to 25 °, one on the surface of the lower arc of the steering wheel (1) facing upward and one on the side facing the driver; the system also contains at least one warning device (4) connected to the sensors (3) which emits light and/or sound signals and may cause the car to slow down as necessary; furthermore, the system contains a central unit (5) and wiring (6) which connects the above mentioned components to each other and to the power supply.

Description

Driving technique support safety system

The utility model is for a driving technique support safety system which encourages drivers to hold the steering wheel correctly and provides warnings when they fail to do so. Sensors placed on the steering wheel detect measurable physiological signals to ascertain whether the driver's hand is positioned correctly or incorrectly, and the system emits warnings to encourage the driver to preferably hold the steering wheel correctly.

Technical background

Poor hand positioning when holding of the steering wheel causes serious, mostly fatal so called 'single car' accidents which are suffered especially by young, inexperienced, junior motor vehicle drivers. The incorrect holding of the steering wheel prevents the driver from executing the appropriate manoeuvre of the steering wheel in crucial moments. It was the high number of fatal motor vehicle accidents around the world that prompted me to develop the solution described in the utility model which can hopefully lower the number of motor vehicle accidents.

Especially in modern, state of the art motor vehicles the shape of steering wheels coupled with their design and the application of other reduced effort steering devices almost entice drivers to hold the steering wheel in the wrong places or with one hand only. However, in unusual driving circumstances, even when reduced effort steering devices are used, the recoil force from the wheels that impacts on the steering wheel is a multiple of the force experienced during normal roadholding. In such cases, not only are we incapable of taking quick and resolute action but it is equally impossible to counter steer accurately and exert appropriate force. Many other safety systems exist and are factory installed in new motor vehicles to increase our safety by reducing response times or the force to be exerted by giving early warnings or by automatically reordering processes. The description of item No. CN205044551 entitled 'VEHICLE SAFETY TRAFFIC AUTOMATIC BRAKE CONTROLLER' can be considered an example of the former type of system which is aimed at supporting the brake system of cars by preventing the blocking of wheels while continuously monitoring and regulating brake force. Leaving seat belts loose or perhaps deliberately preventing their tightening presents a further safety risk. The invention described under Registration No. CN106080499 and entitled 'ACTIVE PRE-TIGHTENING SAFETY BELT CONTROL SYSTEM' offers a solution for preventing the former threat by enabling the automatic tightening of seat belts.

The vehicle safety system specified under Registration No. US20110246028 and entitled 'STEERING WHEEL WITH HAND PRESSURE SENSING' contains a steering wheel, a number of pressure detection sensors and a control unit. The pressure detection sensors can be positioned at various points of the steering wheel. The pressure detection sensors can determine whether the driver presses his hand on a particular region of the steering wheel. The control unit can be configured or programmed to ascertain whether the driver exerts pressure on part of the steering wheel with at least one hand for a period of time that had been specified in advance. The downside of this system is that it only monitors whether the driver has at least one hand on the steering wheel but not whether the driver holds the steering wheel with his hands correctly positioned.

In many countries where road traffic and vehicle driving regulations are lenient, incorrect, and bad routines of inexperienced and poorly skilled drivers cause problems. Existing safety systems, warning systems and other systems focusing on driver comfort and effort reduction can strongly support traffic safety and accident prevention but on longer trips where drivers tend to focus on their own comfort and gradually lose attention, it is important to 'force' drivers to really take advantage of the features of safety systems, operating and using them correctly.

The systems specified in the above-mentioned documents do not monitor whetherthe driver keeps their hands correctly on the steering wheel and neither do they warn about incorrect hand positioning which increases the risk of accidents.

During our research of the market and patented inventions we have not come across any system which relates to the submitted utility model so, in our opinion, we have found a genuine market niche where we could contribute significantly to the safety of drivers, passengers and other road users as well as to the prevention of possible accidents. We present below a detailed description of our safety system which connects to the steering system and is equipped with a great number of comfort and safety features including a function which alerts drivers when they do not hold the steering wheel correctly. So, the utility model is for a warning system which monitors whether the steering wheel is held correctly. The system can be equipped with any sensor that is suitable for detecting measurable physiological signals on a human hand. Such usable signals may include voltage, temperature or even surface pressure. The basic function of the system is to emit light and/or sound signals whenever no signal is received indicating the steering wheel is being held safely as specified; potentially, the system may even slow down the motor vehicle by interacting with its central electronic unit.

Our purpose was to produce a safety system which supports correct driving techniques and helps prevent drivers from holding the steering wheel with one hand only, or completely letting go of the steering wheel, or using a mobile phone or some other device while driving.

Our solution is based on the discovery that the surface of the hand allows for measuring countless signals (for example, voltage, temperature, pressure on a touching surface) which can be measured by sensors built into the steering wheel and the driver can then be warned if their behaviour poses a risk of accident.

The advantage of our solution is that after installing our system in motor vehicles, we can protect drivers and their passengers from accidents with another safety system which, in addition to reducing personal injuries, also mitigates material damage. Due to its compact nature, the system offers the advantage of very low likelihood of breakdown and its signals can only be avoided or ignored by purposeful action.

BRIEF DESCRIPTION OF THE DRAWINGS

Figures 1: This diagram shows the components of the driving technique support safety system in accordance with the utility model. The diagram displays the steering wheel (1) as seen by the driver and the lower arc of the steering wheel (1) from above (view 'A') with the sensors (3) positioned on it in grooves (2). The other visible items are the warning device (4) and the central unit (5) connected to the sensors (3) preferably by wiring (6).

Figures 2: The diagram shows the lower arc of the steering wheel (1) from above

(section 'A-A') with the sensors (3) positioned on it in grooves (2) and the wiring (6). Description of Figures references:

1- steering wheel

2- groove

3- sensor

4- warning device

5- central unit

6- wiring

View 'A': Section view of steering wheel in the forbidden zone (red zone), ('c' = up to 25°) with 2 preferably undelayed sensors (3), one on the side of the steering wheel facing the driver and one facing upward on the surface of the steering wheel where drivers like to rest their hands. a- up to 10° b- 20° - 45 ° c- up to 25 °

DETAILED DESCRIPTION

The diagrams show the steering wheel (1) in its starting position with preferable installation points for the sensors (3) on its upper and lower arc according to the utility model and also the symbolic block diagram of the warning device (4) and the central unit (5) of the vehicle.

The driving technique support safety system in the utility model contains sensors (3) for the detection of physiological signals, at least one warning device (4) connected to the sensors (3) and a central unit (5) which preferably forms part of the central electronic unit (i.e., onboard computer) of the vehicle.

The position of the sensors (3) which detect physiological signals is determined in relation to the horizontal bisector of the starting position of the steering wheel (1) as being in angular domain 'b' measured from angle 'a', and to the right and left of the vertical bisector in angular domain 'c'.

The sensors (3) which detect physiological signals and are positioned on the steering wheel (1) measure voltage, temperature, and surface pressure on the surface of both hands. The warning device (4) of the driving technique support safety system is a device capable of emitting light and/or sound signals, potentially causing the car to slow down when necessary.

The driving technique support solution in the utility model provides for at least two built in sensors (3) which detect physiological signals positioned at the two horizontally most distant points of the steering wheel (1), i.e. at the 9 and 3 o'clock marks or preferably between the 9 and 10 o'clock marks and between the 2 and 3 o'clock marks; another two sensors (3) will be built in between the 5 and 7 o'clock marks, preferably connected with electrical wiring (6) to the central unit (5) which is connected to at least one warning device (4). The safety system in the utility model gives a warning signal to the driver of the moving motor vehicle and causes the motor vehicle to slow down if the sensors (3) built into the upper arc of the steering wheel (1) do not detect the simultaneous presence of both hands for up to 15 seconds and also if the sensors (3) built into the upper arc of the steering wheel (1) detect the presence of a hand.

So, the lack of signal from the sensors (3) is tolerated by the system for a predefined length of time and this allows the driver to use the gear lever or one of the other built-in comfort systems for a short time, up to 15 seconds. Of course, the system also monitors vehicle speed so, for instance, it does not give a warning signal while the vehicle is stationery. Reckless driving is usually a result of holding the steering wheel (1) incorrectly or not holding it at all. No one disputes these days that the correct driving technique requires holding the steering wheel safely with both hands, but a number of arguments and counterarguments have emerged concerning where exactly the hands must be placed on the steering wheel (1). Initially, the 10 o'clock and 2 o'clock positions were considered to be best but scientific research proved that the 9 and 3 o'clock pairing provides a much more stable grip and better correction opportunities, allowing a much broader steering interval and a more forceful reaction. It is not the purpose of this description to declare which holding position is correct and what advantages a particular position may offer as we only confirm the principle of the utility model, i.e., that the correct technique involves holding the steering wheel with both hands and that preferably, the driver's hands should be placed at the longest possible distance from each other. Therefore, each of the two sensors (3) should preferably be installed on either side of the steering wheel (1) in its starting position, on the upper arc, in the angular domain beginning from angle 'a' which is measured from the horizontal bisector and extending to angle 'b', a solution which can be adapted by the followers of both principles.

The driving technique support safety system in the utility model contains at least four sensors (3) detecting physiological signals in grooves (2) on the steering wheel (1), positioned as follows: at least two sensors (3) on the upper arc of the steering wheel (1) in its starting position, measured from angle 'a' = up to 10 ° from the horizontal bisector in angular domain 'b' = 20°-45 °; and on the right and left side of the vertical bisector, two sensors (3) in angular domain 'c' = up to 25 °, one on the surface of the lower arc of the steering wheel (1) facing upward and one on the side facing the driver; the system also contains at least one warning device (4) connected to the sensors (3) which emits light and/or sound signals and may cause the car to slow down as necessary; furthermore, the system contains a central unit (5).

If following the activation of sound and/or light signals the driver does not react within the predetermined time period by holding the steering wheel correctly, then the system may respond through the central unit (5), i.e. the electronic system of the motor vehicle, by reducing the speed or emitting other warning signals to sensory organs to help prevent the accident or, if the accident cannot be avoided, then it reduces the consequences.

So, there are a number of different preferable installation options for the driving technique support safety system with respect to warnings and intervention as well as the use of sensors (3). In its most simple implementation, the system would only consist of four sensors (3) positioned on the steering wheel (1), a central unit (5) which is preferably part of the central electronic unit of the motor vehicle, an optional warning device (4) and the wiring (6) which connects the components to each other and to the power supply. No separate energy source is needed as the core energy requirement of the system is very low and it is integrated with the electrical system of the vehicle. Due to all the above factors, the possibility of cost-effective installation makes it possible for anyone to use even more safely any safe vehicles installed with multiple safety nets. With this, we can provide protection from accidents not only to ourselves and those who travel with us but also to other road users around us.

The operation of the safety system is based on sensors (3) detecting physiological signals built into grooves (2) on the steering wheel (1), positioned on the upper arc of the steering wheel (1) in its starting position, measured from angle 'a' = up to 10 ⁰ from the horizontal bisector in angular domain 'b' = 20° - 45°; and on the right and left side of the vertical bisector, two sensors (3) in angular domain 'c' = up to 25°, one on the surface of the lower arc of the steering wheel (1) facing upward and on the side facing the driver. The sensors (3) are connected to a central unit (5) which, in turn, is connected to at least one warning device (4); the warning device (4) gives warning signals to alert the driver of the moving motor vehicle and potentially causes the motor vehicle to slow down if the sensors (3) built into the upper arc of the steering wheel (1) do not detect the simultaneous presence of both hands for up to 15 seconds. The sensors (3) detecting physiological signals are installed on the right and left side of the vertical bisector on the lower arc of the steering wheel (1) facing upward and on the side facing the driver, and the sensors are preferably undelayed which means that the warning device (4) issues an immediate alert when the driver holds the steering wheels in those positions.

Claims

1. A driving technique support safety system, characterised by the presence of at least four sensors (3) detecting physiological signals in grooves (2) on the steering wheel (1) which forms part of the safety system of the motor vehicle, positioned as follows: at least two sensors (3) on the upper arc of the steering wheel (1) in its starting position, measured from angle 'a' = up to 10⁰ in angular domain 'b' = 20⁰ - 45 °; and on the right and left side of the vertical bisector, two sensors (3) in angular domain 'c' = up to 25 °, one on the surface of the lower arc of the steering wheel (1) facing upward and one on the side facing the driver; the system also contains at least one warning device (4) connected to the sensors (3) which emits light and/or sound signals and may cause the car to slow down as necessary; furthermore, the system contains a central unit (5) and wiring (6) which connects the above mentioned components to each other and to the power supply.

2. The driving technique support safety system according to claim 1, characterised by the central unit (5) as part of the central electronic unit of the motor vehicle.

3. The driving technique support safety system according to claim 1 or 2, characterised by sensors (3) detecting physiological signals which are located on the steering wheel (1) and measure voltage, temperature and detect pressure.

4. The driving technique support safety system according to any of claims 1-3, characterised by sensors (3) built into grooves (2) in the steering wheel (1) at two locations which, measured horizontally, are at the longest possible distance from each other when the steering wheel is in its starting position, i.e. in the angular domain between 'a' = 0⁰ and 'b' = no more than 35°.

5. The safety system according to any of claims 1-4, characterised by undelayed sensors (3) positioned on the lower arc of the steering wheel in grooves (2) on the right and left side of the vertical bisector.