GB2098939A - Illness and drowsiness detector and safety/security system for motor vehicle drivers - Google Patents

Abstract

A motor (Mo) is adapted to actuate the brake pedal and thereby the vehicle brake should the driver let go of the steering wheel (20) or lean forward (e.g. as when asleep) to actuate a detector (10). The ignition is switched off, hazard warning lights switched on and the vehicle immobilized at the same time. The system also includes an anti-theft device. <IMAGE>

Description

SPECIFICATION Illness and drowsiness detector and safety/security system for motor vehicle drivers This invention relates to apparatus for detecting illness and/or drowsiness of the driver of a motor vehicle.

A first object of the invention is to actuate the vehicle brakes when the driver lets go of the steering wheel.

A second object of the invention is also to actuate the vehicle brakes when the driver leans forward abnormally, e.g. when he falls asleep.

A third object of the invention is also ta switch off the engine ignition if either of the above events takes place.

A fourth object of the invention is to alert the surroundings in the event of theft of the vehicle.

A fifth object of the invention is to prevent theft of the vehicle.

To achieve these objects, and particularly the first three, the system for detecting any abnormality in the driving of a motor vehicle and for actuating at least one safety means comprises at least one means for detecting such abnormality, at least one means for transmitting the detection signal to one or more appropriate components of the vehicle and a means for actuating the or each such component.

More particularly, the detection means comprises at least one sensor disposed on the vehicle steering wheel and detecting when the latter is released. A second sensor is also advantageously provided to detect the driver's leaning abnormally forward.

When these two sensors sense such abnormalities they actuate the vehicle brakes and preferably also switch off the ignition and/or the fuel supply.

The means for performing these operations will be apparent from the following description and also include means for immobilizing the vehicle wheels and actuating a sound signal by actuation of the ignition key.

Means are also provided to actuate a time mechanism. and to stop the vehicle after a predetermined time.

The invention will now be described in greater detail with reference to the accompanying drawings wherein: Fig. 1 is a simplified schematic diagram of the system for detecting abnormalities and actuating the safety members of the motor vehicle.

Fig. 2A is a schematic diagram of the electrical circuits required for automatic operation of said detectors.

Fig. 2B illustrates the circuit diagram in normal operation and Fig. 2C is a combination of the said two schematic diagrams.

Figs. 3 and 4 are diagrams showing the stoppage and anti-theft means respectively in the case of a petrol engine and a diesel engine.

Fig. 5 is a schematic diagram of an anti-theft circuit with a timer.

Fig. 6 illustrates a member for actuating the safety means and Fig. 7 is the detail of a sensor in the form of a schematic diagram.

The accompanying Fig. 1 is a basic schematic diagram showing the actuation of the safety members by detection of abnormalities in the driver's behaviour. A first type of abnormality to be detected comprises the driver's assuming an abnormal position and suddenly coming into contact with the sensor, e.g. by leaning forward, the sensor being situated facing the driver's forehead and the system being designed to brake the vehicle in such cases.

To this end the system comprises essentially a sensor 10, an electronics unit 11 with a relay RE2, an alarm bell 1 3 and an electric motor M,, a relay F for forward rotation of this motor and a relay R for reverse rotation thereof, a transmission between said motor and the brake pedal so arranged that forward rotation of the motor brings the brake pedal into the braking position and the reverse rotation of the motor returns the pedal into the brake release position, means for stopping the motor at the end of either the braking or brake release movement.

The system also comprises a switch AM, the closed position of which brings the safety system into the operative (or automatic) position. A contactor LS, is provided at the start of the forward movement of the brake system and a contactor LS2 is provided at the end of this movement. A green light Ve indicates complete release of the brakes and red light indicates their complete application. A suitable system described hereinafter actuates the contactors LS1 and LS2 in dependence on the rotation of the motor Mo.

In normal operation and when the system is in the operative position (switch AM closed), sensor 10 being out of contact, neither of the two relays R or F is actuated, contactor LS, is in the position in which the green light Ve is illuminated and contactor LS2 is in the position such that relay F can be actuated (this condition is shown in Fig. 1 except that switch AM is shown open there). The brakes are released. If the driver comes into contact with the sensor 10, the electronics unit 11 is earthed and relay RE2 comes into operation to actuate bell 1 3 and relay F; motor Mo rotates in the forward direction, contactor LS1 leaves the position in which the green light is illuminated, and this light goes out.Motor Mo as it rotates in the forward direction and through the agency of a transmission described hereinafter, brings the brake pedal into the braking position. At the end of the movement the motor Mo stops and the brakes are completely locked, contactor LS2 being in the position in which the red light is illuminated, relay F now being inoperative and contactor LS1 being in a position such that the relay R can be actuated. If the contact between the driver and the sensor 10 is broken, the interruption to the earthing causes relay RE2 to stop the bell 1 3 and actuate relay R, thus reversing motor Mo. Contactor LS2 thus leaves the red light illumination position, and this light goes out. At the same time the brakes are released.At the end of the movement the brakes are completely released, the contactor LS2 is in the position required to allow the relay F to be actuated if necessary (condition shown in Fig. 1).

A second type of abnormality to be detected is when the driver completely releases the steering wheel and the system is designed to brake the vehicle in that case as well.

To this end, in addition to the above-described components, the circuit comprises a second sensor 20, an electronics unit 21 with a relay RE1.

As long as the driver is holding the steering wheel (and assuming that he does not touch the sensor 10), unit 21 remains earthed and the system remains in the position shown in Fig. 1: contactor LS1 in the green light illumination position, brakes released, relay R inoperative, relay F in position in which it can be actuated thanks to the position of contactor LS2, the latter being in the position in which the red light is off. As soon as the driver completely releases the steering wheel, the interruption to the earthing brings relay 22 into position such that it energizes relay F to operate motor Mo in the forward direction and initiate the braking process described hereinbefore.

When he resumes hold of the steering wheel the driver returns the system to the initial position shown in Fig. 1.

The system illustrated in Figs. 2A, B and C also comprises several other elements required for practical embodiment of the system, in addition to the components described hereinbefore.

The figures and letters in brackets denote the wires and connections and enable them to be referenced for assembly. C.RE2 and C.RE1 denote the contacts of the relays RE2 and RE1 respectively. B.C. denotes the flasher unit (C).

C.RC denotes the flasher relay contact, RC denotes the flasher relay. CG and CD respectively denote the left-hand and right-hand flashers. LS,' and LS2' are components (e.g. earthed lead) of LS1 and LS2 described above. Starting from the two sensors 10 and 20 at the top left of the drawing, moving downwards we find in sequence the ignition key 34, a secret or key-actuated switch 32 to lock the anti-theft system, the switch AM (automatic-manual) described above (in the circuit diagram the top position corresponds to the manual mode M while the bottom position is the automatic mode A).

In the example illustrated this is a switch with four contacts designated (1), (2), (3) and (4), the contacts (1) and (3) of which will be seen in Fig.

2A, (1), (2) and (3) in Figs. 2B and 2C, and (4) in Fig. 3.

Referring to Fig. 2A, the limit switch LSL is actuated by the gear lever and closes when the third gear is engaged. When the system is in the automatic mode (switch AM closed) or in the bottom position and the gear lever is moved to the third gear (switch LSL closed), relays RE1 and RE2 are energised to act as soon as either sensor 10 or 20 detects any driving abnormality. The reason that the automatic system is designed to engage only when the third gear is engaged through the agency of switch LSL is to avoid annoyance at low speeds and during manoeuvring, but it would also be possible to design a circuit without LSL.

Fig. 2B shows more particularly a system for applying and releasing the brakes in a manual system by means of two push buttons 0 and C and without the use of LSL. For this system to operate, the contact must be made at the ignition key 34, and also made at the switch 32 (as shown in dotted lines at 34 and 32) and at contact (2) of switch AM (with the latter in position M). When push-button C is actuated, relay F is energised and motor Mo rotates in the forward direction to apply the brakes. On the other hand, when pushbutton 0 is actuated, relays R and RL are energised, motor Mo is reversed and the brakes are released. Advantageously, the press-button C is provided on the right and the press-button 0 on the left of the dashboard.

Fig. 2C shows the combination of the automatic and manual system shown in Figs. 2A and 2B and also how when relay F is energised relay RC (flasher relay) also receives the voltage to actuate the flashers (hazard warning).

The flashers and the stoplight remain in operation even when relay F is no longer energised at the end of the forward movement of motor Mo and of the system described hereinafter which actuates the contacts LS1 and LS2 in dependence on the rotation of said motor.

By means of a suitable system described hereinafter, while relay F is energised a contact of the relay ensures that the engine (petrol engine) is stopped by short-circuiting the distributor coil circuit until contactor LS2' is in the automatic anti-theft mode. The secret switch 32 enables the anti-theft system to be locked by switching off the supply current to the entire system. On the other hand, as will be seen hereinafter, in the case of a diesel engine the latter is stopped as soon as relay F has set the motor Mo to forward operation in order to drive the system actuating the contacts LS1-LS2.

Fig. 3 shows a circuit diagram for switching off the ignition of a petrol engine adapted either to switch off the ignition in the case of an event as described hereinbefore or as an automatic or manual anti-theft device.

The diagram shows contact (4) of switch AM described above, C.F. is a contact of the relay F, D is the distributor, B the coil, TD a timer contact to be described hereinafter with reference to Fig. 5, K the horn R, its relay, 30 a secret or keyactuated switch for the manual anti-theft system with contacts (a), (b) (c) and (d), 31 the horn button, S a siren, 34 the ignition key, RD a starter relay, C.RD a contact thereof, De the starter, L51, and LS2, the above-described contactors to stop the engine in the case of any event and the automatic anti-theft system, 35 a switch for switching off the siren circuit by closing the bonnet.

As illustrated, the system can switch off the ignition circuit and connect it to the horn K and/or the siren S.

When the system is in the automatic position, the contact (4) of switch AM makes connection with the line of lead number 15 and the circuit simply has to be made at contact LS2' to shortcircuit the coil and the distributor.

When the manual anti-theft device is not in operation (switch 30 open, position shown in Fig.

3) and the vehicle is running normally, contactor LS1' is in the closed position required to energise the starter relay RD and contactor L527 is in the open position required in order not to obstruct ignition of the coil B (by earthing). In the event of an incident, illness or drowsiness, as described above, the contactor LS1 leaves its starting position and thus switches off the starter circuit.

At the same time the green light Ve goes out.

At the end of the movement putting the brake pedal in the braking position, the contactor LS2 is simuitaneously brought into the coil-distributor circuit short-circuiting position and in the red light illumination position. In this way not only is the engine stopped but the automatic anti-theft device as well. When the normal situation is restored the contactors LS1 and LS2 return to their respective normal positions and the ignition circuit is remade at the same time as the brakes are released.

To actuate the manual anti-theft device, the circuit comprises the secret or key-actuated switch 30. As shown in Fig. 3, this switch comprises four contacts designated (a), (b), (c) and (d). When switch 30 is "closed", contact (a) makes the connection to the horn K, contact (b) makes connection to the line to the siren S, contact (c) short-circuits the coil-distributor circuit BD and contact (d) switches off the starter circuit. The circuit of siren S also includes a switch 35 which closes when the bonnet is opened. When the ignition is switched on by means of the ignition key, the engine will not start (no voltage on starter relay RD and coil-distributor circuit short-circuited). On the other hand, the circuit is connected to the horn which comes into operation.If the bonnet is opened in an attempt to switch off the horn or start the engine, the siren circuit is fully made (switch 35 closed), so that the siren also operates. The latter will stop only by closing the bonnet. Reference 31 denotes the horn button for actuating the horn normally.

Fig. 4 shows the same kind of system but for a diesel engine. In this case the anti-theft system is actuated by the absence of voltage to the starter relay RD and the solenoid valve EV. Switch 30 has only three contacts (a), (b) and (d).

When the system is in the automatic mode and the braking is actuated with energisation of relay F, forward rotation of motor Mo, contactor LS1 is immediately brought into the position for switching off the starter and solenoid valve circuit so that the diesel engine stops immediately as will be clearer by reference to Fig. 6.

The system also includes a delay anti-theft device of use more particularly for taxi drivers and vehicles carrying cash.

To this end, a secret push-button switch is disposed within the reach of the driver's hand so that he can set the system from the "inoperative" position (I) to the "operative" position (A). In the event of attack, the driver surrenders the vehicle and as he leaves the vehicle sets the secret switch to the "operative" position to start a timer TD preset to a timer between 10 and 32 seconds.

The thief will naturally start up as quickly as possible but once the time has elapsed the engine will stop of its own accord, the brakes will be applied to the four wheels, the stoplights and hazard warning lights will light up and remain lit for the entire period of immobilization of the vehicle and starting will be impossible. To this end, at the end of the pre-set time, the timer will energise relay 22 in exactly the same way as sensors 1 and/or 2. The system comprises a second push-button disposed beneath the bonnet to re-zeroize the timer.

Fig. 5 shows a schematic anti-theft device with a 10-32 second delay timer. It comprises a contactor 40 adapted to be actuated by the secret switch with its two positions "inoperative" I and "operative" A, and, extending from this contactor, a CD 4060 integrated circuit, a 220 K potentiometer, 4 10 K resistors, 1 100 K resistor, 1 3M3 resistor, 1 01 M resistor, a CD 4011 integrated circuit, a BC 557 pnp transistor, a voltage reducer 7805, a 12 V relay Rel., with two switches, supports for the integrated circuits, a single switch, a 1 N41 48 diode, and two Zener diodes.

Of these components, the CD 4060 integrated circuit forms a frequency divider to give a pulse every 30 seconds for example. This frequency divider is associated with a frequency oscillator containing the 220 K potentiometer, the 3M3 resistor and a 100 n capacitor.

In the position I of relay RTD 40, the circuit in question is bypassed and is therefore not in operation.

On the other hand, when this relay is in position A, current flows and a pulse is produced every 30 seconds via the frequency oscillator and frequency divider. The CD 4011 integrated circuit, which is a quadruple two-input negative AND gate, allows operation only if two conditions are satisfied (e.g. switch AM and contactor 40 closed). If this is the case, at the end of 30 seconds a pulse is transmitted to the relay Rel.

which actuates the above-described safety components.

The means for actuating the vehicle braking system is shown more particularly in Figs 6A and 6B and comprises the motor Mo provided with a reduction gear driving a shaft 50 around which winds a cable 51 acting on the brake pedal 52.

Shaft 50 also carries a cam 53 which therefore describes an arc of a circle by rotation of the shaft until it meets a stop 54. In the normal operating position shown in Fig. 6A, the cam holds the contactor LS1 in the position for illuminating the green light Ve and making the starter circuit showing that the brakes are released and the starter circuit is in the operative mode. In the event of an incident actuating the safety system as described above, motor Mo starts and rotates shaft 50 in the direction of the arrow in Fig. 6B while cam 53 describes an arc of a circle bringing the contactor LS1 into the position in which the green light Ve goes out, and finally meets the stop 54 at the end of the movement.As it does so the cam brings the contactor LS2 into the illuminating position, the red light Ro showing that the brakes are locked and the ignition switched off. In the case of a diesel engine, the latter stops immediately the cam leaves the contactor LS1- LS1,.

When the abnormal conditions have been cleared, the motor Mo rotates in the opposite direction and the cam 53 brings the contactor LS2 into the position in which the red light goes out and at the end of the movement actuates the contactor LS1 (illumination of green light-remaking of starter circuit) and the solenoid valve EV. At the same time, the brake pedal is brought back to the non-braking position shown in Fig. A.

Fig. 7 is an example of a sensor 10 or 20 comprising a LED LD 57, a 12 V relay Rel., with two switches, a transistor BC 548, an integrated circuitTDF 1061, a 47 mH inductance, a 220 K potentiometer, four diodes 1 N 4148, a 1 K resistor, a 10 K resistor and a variable 1 60 pf capacitor In this circuit, potentiometer 220 K is the sensitivity control; the system comprising the inductance 47 mH, the variable 1 60 pf capacitor and the integrated circuit, forms an oscillator whose frequency is defined by the capacitor and the inductance. Transistor BC 548 controls the relay Rel. LED is a pilot light.

The sensor circuit is normally tuned to a given frequency. Any action on the sensor 10 (touching it or releasing it as the case may be) disturbs the balance and causes the transistor BC 548 to actuate the relay Rel. and hence sets the safety components into operation as described hereinbefore.

Claims (16)

Claims

1. A system for detecting any abnormality in the driving of a vehicle and for actuating at least one safety member, characterised in that it comprises at least one means for detecting such abnormality, at least one means for transmitting the detection signal to one or more appropriate components of the vehicle and a means of actuating the or each such component.

2. A system according to claim 1, characterised in that the detection means comprises a sensor disposed on the vehicle steering wheel and detecting when the latter is released.

3. A system according to claim 2, characterised in that it comprises earthing means actuated by the driver holding the steering wheel.

4. A system according to claim 3, characterised in that it comprises between the sensor and the actuating means at least one relay to control the actuating means to act on the brake pedal.

5. A system according to claim 4, characterised in that it comprises a main relay directly connected to the sensor, a first secondary relay actuating the actuating means in the braking direction and a second secondary relay actuating said actuating means in the opposite direction.

6. A system according to claim 1, characterised in that the detection means also comprises a sensor adjustable height-wise and length-wise in order to detect whether the driver has slumped due to illness or drowsiness.

7. A system according to claim 6, characterised in that the contact with the sensor breaks the earthing and actuates the relay system and actuating means as indicated in either claim 4 or 5.

8. A system according to any one of claims 5 to 7, characterised in that the means for actuating the brake pedal comprises an electric motor, a transmission for transmitting the movement of the motor to a driven shaft, a kinematic connection between the driven shaft and the brake pedal, and means for stopping the motor at the end of either the braking or brake-release movement.

9. A system according to claim 8, characterised in that it comprises a first twoposition contactor, one position being to make the starter circuit and the other to break this circuit, a second two-position contactor, one position for making the ignition circuit and the other for breaking this circuit, means for bringing these two contactors into and holding them in the first said position in normal operation of the vehicle, and means for bringing the two contactors into and holding them in the said second position in the event of an incident.

10. A system according to claims 8 and 9, characterised in that the driven shaft has a cam which defines the positions of the said two contactors.

11. A system according to claims 8 to 10, characterised in that when the vehicle is in normal operation the cam bears on the first contactorto hold it in the starter circuit making position while the second contactor is held by a stop in the ignition circuit making position.

1 2. A system according to claim 11, characterised in that in the event of an incident the electric motor starts to rotate in the forward direction, the cam frees the first contactor which moves into the starter circuit breaking circuit and, at the end of the movement, the cam meets the stop and moves away the second contactor which assumes a position for earthing the ignition circuit.

13. A system according to claim 12, characterised in that the second contactor comes into the ignition circuit earthing position at the same time as complete. application of the brakes and also actuates the vehicle hazard warning lights.

14. A system according to any one of claims 1 to 13, characterised in that it comprises a selecto switch actuated by the gear lever to bring the system into operation only from the third gear.

15. A system according to any one of claims 1 to 14, characterised in that it comprises a branch circuit to the horn and a siren and a selector or other switch to actuate this branch circuit so that switching on the ignition by means of ignition key actuates the horn and the siren when said selector switch is brought into its operating position this anti-theft device being independent of the automatic system.

16. A system according to any one of claims 1 to 15, characterised in that it comprises a timer which, at the end of a predetermined time, actuates one of the relays of the sensors so as to stop the vehicle and signal danger by means of the hazard warning lights and the stoplights.

1 7. A system for detecting any abnormality in the driving of a vehicle and for actuating at least one safety member, substantially as hereinbefore described with reference to the accompanying drawings.

1 8. Any novel feature or combination of features herein described.