WO2021121893A1 - Procédé et système de surveillance permettant de surveiller le bien-être d'un passager d'un véhicule à moteur - Google Patents

Procédé et système de surveillance permettant de surveiller le bien-être d'un passager d'un véhicule à moteur Download PDF

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Publication number
WO2021121893A1
WO2021121893A1 PCT/EP2020/083458 EP2020083458W WO2021121893A1 WO 2021121893 A1 WO2021121893 A1 WO 2021121893A1 EP 2020083458 W EP2020083458 W EP 2020083458W WO 2021121893 A1 WO2021121893 A1 WO 2021121893A1
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WO
WIPO (PCT)
Prior art keywords
motor vehicle
passenger
value
route
determined
Prior art date
Application number
PCT/EP2020/083458
Other languages
German (de)
English (en)
Inventor
Andreas Roth
Original Assignee
Audi Ag
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Audi Ag filed Critical Audi Ag
Publication of WO2021121893A1 publication Critical patent/WO2021121893A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W60/00—Drive control systems specially adapted for autonomous road vehicles
    • B60W60/001—Planning or execution of driving tasks
    • B60W60/0013—Planning or execution of driving tasks specially adapted for occupant comfort
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/08—Interaction between the driver and the control system
    • B60W50/14—Means for informing the driver, warning the driver or prompting a driver intervention
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/08—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to drivers or passengers
    • B60W2040/0872—Driver physiology
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/08—Interaction between the driver and the control system
    • B60W50/14—Means for informing the driver, warning the driver or prompting a driver intervention
    • B60W2050/146—Display means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2420/00—Indexing codes relating to the type of sensors based on the principle of their operation
    • B60W2420/40—Photo or light sensitive means, e.g. infrared sensors
    • B60W2420/403—Image sensing, e.g. optical camera
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2420/00—Indexing codes relating to the type of sensors based on the principle of their operation
    • B60W2420/54—Audio sensitive means, e.g. ultrasound
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/01—Occupants other than the driver
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/221—Physiology, e.g. weight, heartbeat, health or special needs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/223—Posture, e.g. hand, foot, or seat position, turned or inclined
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2556/00—Input parameters relating to data
    • B60W2556/45—External transmission of data to or from the vehicle
    • B60W2556/50—External transmission of data to or from the vehicle for navigation systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2302/00—Responses or measures related to driver conditions
    • B60Y2302/05—Leading to automatic stopping of the vehicle

Definitions

  • the invention relates to a method for monitoring well-being of a passenger in a motor vehicle.
  • the invention also includes a monitoring system for monitoring the well-being of the passenger. In particular, it is a matter of monitoring the passenger's well-being for any discomfort.
  • a respective passenger of the motor vehicle can feel unwell or feel unwell, in particular kinetosis. This can be brought about, for example, by the driver's driving style, such as driving too fast or driving too closely, or by designing a route, for example a winding or hilly road, or a combination thereof.
  • the discomfort can often have side effects for the passenger, such as vomiting or dizziness.
  • a vehicle is known from DE 102010002861 A1, for example, in which, for automatic individual user-adaptive user configuration, vehicle functions depending on a vehicle occupant identified in each case on an individual seat and depending on further defined parameters, such as a physical state of the identified vehicle Inmates to be hired.
  • chassis settings can be made depending on the preference of the occupant.
  • a driving system in which the driving style of an automatically guided vehicle depends on Occupant sensor data that describe, for example, a well-being or discomfort of the occupant, is automatically adapted.
  • the aim is in particular to set a driving style or a driving function in advance, that is, for example, before starting to drive, in such a way that the occurrence of discomfort, i.e. deterioration of the passenger's well-being, can be avoided.
  • the object of the invention is to monitor the well-being of a passenger in a motor vehicle in order to improve road safety.
  • the invention is based on the knowledge that road safety when driving a motor vehicle can be improved if stressful situations that can arise due to a passenger of the motor vehicle being unwell are avoided. Side effects of being unwell, such as vomiting and / or dizziness and / or whining and / or crying, can be counted among the stressful situations. This can be achieved in particular by monitoring the passenger's well-being, i.e. a physical or physical condition, and automatically initiating a forced break or a stop if the passenger is found to be unwell, i.e. a poor or deteriorating physical condition.
  • a passenger in the sense of the invention means an occupant of the motor vehicle who is not a driver or driver of the motor vehicle. The passenger can therefore be, for example, a passenger and / or a passenger on a back seat of the motor vehicle and / or a fluff.
  • devices for recognizing a well-being or physical (physical) condition of an occupant of the motor vehicle and to output a recommended break that is dependent on this and is used in modern motor vehicles the focus is primarily on the driver’s mindfulness and vitality.
  • Such devices usually do not take into account the condition of other passengers or passengers.
  • babies, toddlers or fluffy animals as passengers often suffer avoidable strains due to an undetected malaise during a journey.
  • it also does not make sense for a driver of the motor vehicle to monitor and check the physical condition, that is, the well-being of the respective passenger, in addition to driving or steering the motor vehicle.
  • seat shells for small children or babies, or pets that are located in the trunk of a vehicle, which are positioned opposite to the direction of travel do not allow direct eye contact between the driver and front passenger in the field of vision of the respective fellow traveler, and this does not allow for a longer period of time Observation of fellow travelers is even completely out of the question.
  • the invention now has the approach of generating increased awareness of fellow passengers in general with the driver and of ensuring automated break assistance as a function of a physical condition and / or mood (that is, the passenger's well-being).
  • the invention relates to a method for monitoring the well-being of the passenger of the motor vehicle.
  • a status value of the passenger describing the passenger's well-being is ascertained or determined.
  • the state value can, for example, be a numerical value on a scale from 1 to 10 and describes the physical or physical state, i.e. the well-being of the passenger.
  • the lowest value on the scale can, for example, represent a very poor sense of well-being, i.e. a complete discomfort on the part of the passenger, which will shortly lead to one of the previously mentioned side effects.
  • the well-being of the passenger can improve until the highest value is reached.
  • the highest value on the scale can then represent the passenger's excellent well-being. This means that the passenger is completely relaxed and can enjoy the journey.
  • the status value can be determined, for example, by capturing and analyzing image data and / or vital data and / or sound data of the passenger.
  • the determined status value is then evaluated using a corresponding criterion for malaise.
  • the determined state value can be compared with a predefined threshold value or indisposition value, and if the indisposition value is exceeded or not reached, conclusions can be drawn that the passenger is indisposed.
  • the condition of the passenger can be checked for discomfort by evaluating the status value.
  • a navigation device of the motor vehicle is then controlled in order to determine a route to the nearest stopping point.
  • the navigation device is preferably only activated accordingly if the unwellness of the passenger is confirmed by the evaluation of the status value. For example, when the specified level of discomfort has been reached. That is to say, the navigation device is preferably activated when the status value represents a discomfort on the part of the passenger.
  • the navigation device can, for example, be controlled with a stopping possibility location signal and then determine a geographical position of the closest stopping possibility and a current geographical position of the motor vehicle and from this determine the route.
  • the navigation device can have a location sensor, such as a GPS sensor (GPS: Global Positioning System), for determining or ascertaining the current geographical position.
  • GPS Global Positioning System
  • the navigation device can determine the closest possible stop, for example by evaluating stored or specified map data or environmental data.
  • the navigation device can use an evaluation device or evaluation electronics, such as a control circuit, assigned to the navigation device.
  • the navigation device can also determine or calculate the route.
  • the Haltemög ability can be designed, for example, as a parking bay or hard shoulder or parking space or parking area.
  • an actuator device of the motor vehicle is controlled with a compulsory pause signal.
  • the compulsory pause signal can preferably be provided to the actuator device by the evaluation device mentioned.
  • the actuator device can be designed, for example, as the aforementioned navigation device or as an automatic steering system, that is to say automated steering or driving electronics. A precise embodiment of the actuator device is explained again in more detail later.
  • the motor vehicle can be steered or guided to the nearest stopping facility by a driver using the navigation device or in an automated manner, that is to say automatically, that is, without any action on the part of the driver.
  • the invention has the advantage that road safety can be improved when driving the motor vehicle.
  • the method enables the occurrence of a stressful situation to be recognized in good time and thus avoided. This also happens without the driver constantly having to pay attention to his fellow travelers or to monitor their well-being. This means that the driver can concentrate fully on the road traffic.
  • the invention also includes embodiments which result in additional advantages.
  • the navigation device is activated as the actuator device in order to output the determined route to the nearest stopping possibility.
  • an output element of the navigation device such as a screen and / or a microphone or audio system, for outputting the route can be controlled by the named evaluation device.
  • the route can thus be made available to the driver of the motor vehicle acoustically and / or visually.
  • the navigation device can preferably be integrated, for example, into a multimedia interface (MMI; multimedia interface) of the motor vehicle.
  • MMI multimedia interface
  • an image for example in the form of a photo or video, of the passenger can be captured.
  • the image can be provided as an image signal or image data to the named evaluation device, which is also assigned to the camera device.
  • the evaluation device can finally evaluate or analyze the image signal to determine the respective movement value.
  • the evaluation electronics can, for example, wise use a pattern recognition algorithm or a facial expression or gesture recognition algorithm in a known manner.
  • the status value is finally determined from the at least one movement value.
  • a respective status value can be assigned to the respective movement value, for example according to the aforementioned scale.
  • a corresponding status value can be stored in a predetermined look-up table or database for each movement value, preferably respective movement value ranges.
  • the status value can be read out or determined simply by comparing the entries in the database.
  • the status value can advantageously also be formed from more of one movement value, that is to say two or more movement values.
  • the determined movement values can be offset against one another with a predetermined weighting, that is to say weighted, whereby an overall movement value can be formed.
  • the status value can then be formed by this, for example as previously described.
  • the status value is determined by recording at least one vital sign of the passenger.
  • the vital value can describe a body function, in particular a change in a body function, of the passenger.
  • the vital value can be a pulse value, a blood pressure value, an oxygen saturation value, a skin conductance value or a respiratory rate value.
  • the vital value can preferably be determined by recording and evaluating a vital signal.
  • a vital sensor device can be provided for detecting and evaluating the vital signal.
  • the vital sensor device can be designed, for example, as a pulse measuring device, blood pressure measuring device, pulse oximeter, skin conductance measuring device, or respiratory rate measuring device.
  • the vital signal can be detected by means of at least one vital sensor or vital sensor system of the vital sensor device.
  • the at least one vital sensor can, depending on the configuration of the vital sensor device, be, for example, a photodetector (photodiode), an inductive or resistive sensor, or a CO 2 sensor.
  • the recorded vital signal can be made available to the named evaluation device, which is also assigned to the vital sensor device.
  • the evaluation device can finally evaluate or analyze the vital signal in a known manner in order to determine the respective vital value.
  • the vital sign can then, for example, be a change in the Represent vital signals, such as a gradient or a single value, such as a maximum or minimum value of the vital signal.
  • the status value can also be formed from more of one vital value, that is to say two or more vital values.
  • the determined vital values can be offset against one another with a predetermined weighting, that is to say weighted, whereby an overall vital value can be formed.
  • the status value can then be formed by this, for example as described above.
  • the status value is determined by detecting at least one noise value of the passenger.
  • the noise value can describe a noise or sound, in particular a change in a noise that the passenger is making.
  • the noise value can represent a level or a frequency of a breathing sound or a moaning sound or a rumbling stomach of the passenger.
  • the noise value can preferably be determined by detecting and analyzing a noise signal.
  • a noise sensor device can be provided for detecting and evaluating the noise signal.
  • the noise sensor device can be designed, for example, as a microphone system or a recording device.
  • the noise signal can be detected by means of at least one noise sensor of the noise sensor device.
  • the noise sensor can be a microphone, for example.
  • the detected noise signal can be provided to the mentioned evaluation device, which is also assigned to the noise sensor device.
  • the evaluation device can finally evaluate or analyze the noise signal to determine the respective noise value in a known manner.
  • the noise value can then, for example, represent a change in the noise signal, such as a gradient or an individual value, such as a maximum or minimum value of the noise signal.
  • the state value is finally determined from the at least one noise value.
  • a respective status value can be assigned to the respective noise value, for example according to the aforementioned scale.
  • a corresponding status value can be stored in a predetermined look-up table or database for each noise value, preferably the respective noise value ranges.
  • the status value can be read out or determined simply by comparing the entries in the database.
  • the state value can also be formed from more of one noise value, that is to say two or more noise values.
  • the determined noise values can be offset against one another with a predetermined weighting, that is to say weighted, whereby an overall noise value can be formed.
  • the status value can then be formed by this, for example as described above.
  • the method described is advantageously designed as a multi-stage process.
  • an output device of the motor vehicle with an output device for outputting before determining the route and driving the vehicle to the nearest folding option a flinweissignal representing a discomfort of the passenger is activated.
  • the output device can preferably be designed as an acoustic, optical or haptic output device or a combination thereof.
  • the output device can be designed as a screen and / or loudspeaker system of the motor vehicle and / or as an electric motor in a steering wheel or driver's seat of the motor vehicle.
  • the output device can particularly preferably be implemented as a multimedia interface (multimedia interface) of the motor vehicle.
  • the information signal can be an image signal, for example to display an image of the passenger or an informational image, an acoustic signal, for example for outputting a predefined advisory tone and / or a haptic signal, for example for outputting a predefined one Vibration patterns, act.
  • this embodiment also provides that the navigation device of the motor vehicle is activated in order to determine an alternative route to a current route.
  • the age- The navigation device can then output the native route to the driver, for example by means of the output element described above.
  • the preference profile includes, for example, entries or data records that describe the dislikes of a passenger with regard to a configuration of the route or a driving style of the driver.
  • a passenger database can thus be created.
  • at least one driving value of the motor vehicle correlated with the status value of the respective passenger is determined. “Correlated” means that the status value can be traced back to the driving value or is directly related to it. That is, it is a driving value due to which the condition and thus the passenger's well-being has deteriorated during the journey.
  • the driving value describes at least one property of the respective trip or an operating state of the motor vehicle.
  • the driving value can be, for example, a configuration of the distance covered or vehicle data, such as a chassis setting, or a driving style of the driver.
  • the named evaluation device can be used to determine the respective driving value.
  • the evaluation device can analyze or evaluate a route that has been recorded and covered, for example by means of the navigation device.
  • the evaluation device can preferably be based on an embodiment Inferring the direction of the route, for example on a driving profile of a mountain pass.
  • the driving value can then be determined as the number of changes in direction of the route in a horizontal or vertical orientation (curves or wings) per route unit or route section.
  • the evaluation device can also evaluate the vehicle data that have been recorded and provided by a vehicle sensor device.
  • vehicle data can be, for example, an interior temperature or a specific longitudinal or transverse acceleration due to a speed selected by the driver or a distance value to a motor vehicle in front.
  • a distance sensor, a speed sensor, an acceleration sensor, for example, can be used to acquire the driving data.
  • the at least one driving value is then stored in a preference profile assigned to the respective passenger, the respective preference profile being updated, that is to say expanded or adapted, with each journey.
  • the motor vehicle can, for example, have an identification device which is designed by means of which a respective identification feature of the passenger can be determined.
  • the identification device can be designed as a fingerprint sensor or a camera with a facial recognition device, for example.
  • the identification feature can accordingly be, for example, a fingerprint or a property value of a proportion of the passenger's face.
  • the identification feature recorded for the respective passenger can now be assigned to the at least one driving value and thus stored or saved as entries in the preference profile. In this way, the anomalies, i.e. the aversions, can be cataloged and classified for each passenger of the vehicle during the respective journey, so that the personal passenger database is obtained.
  • the passenger database created can now be used for future journeys in the motor vehicle in order, for example, to define preferred settings of an actuator device of the motor vehicle, such as a chassis setting or a ventilation setting, depending on the passenger.
  • the respective identification feature of the passenger is determined and the respective preference profile can be selected in the passenger database. At least one, that is to say one or more, of the stored driving values can then be loaded from the preference profile.
  • the stored driving value can be compared with a current driving value. If the driving values match or if the stored driving value is within a predetermined value range of the current driving value, the setting of the actuator device can be adapted.
  • the actuator device can be, for example, the navigation device of the motor vehicle. If the stored driving value indicates, for example, that the passenger is uncomfortable on winding roads, the navigation device can, for example, determine a driving route whose driving value represents a configuration of the driving route with as few curves as possible per route section.
  • the passenger database can particularly preferably be stored in a storage device external to the vehicle.
  • the passenger database can thus be queried or used, for example, by different motor vehicles in order to obtain the respective preference profile of a respective passenger.
  • the preference profile of the respective passenger can also be transferred to a second motor vehicle, for example a (newly purchased) second car of a family.
  • the storage device external to the vehicle can be designed, for example, as a server, in particular as a cloud server.
  • the motor vehicle can have, in a known manner, a communication device for establishing a communication link with the memory device.
  • the communication device can preferably be wireless and include, for example, a radio module, in particular a cellular radio module or a WLAN module.
  • the invention also relates to a monitoring system of a motor vehicle for monitoring the well-being of the passenger of the motor vehicle.
  • the monitoring system comprises a determination device, such as, for example, the aforementioned image sensor device, the vital sensor device and / or the noise sensor device.
  • the investigative facility is formed to determine the well-being of the passenger descriptive state value of the passenger.
  • the monitoring system also includes an evaluation device which is designed to evaluate the status value using the aforementioned discomfort criterion and, depending on the result of the evaluation, to control the named navigation device of the vehicle in order to determine a route to the nearest stopping point.
  • the Ausnce direction is designed to control the said actuator device of the motor vehicle with the compulsory break signal in order to guide the motor vehicle to take a compulsory break along the determined route to the closest possible stopping point.
  • the evaluation device can in particular be designed as a control device for the motor vehicle.
  • the evaluation device preferably has a processor device which is set up to carry out an embodiment of the method according to the invention.
  • the evaluation device can have at least one microprocessor and / or at least one microcontroller and / or at least one FPGA (Field Programmable Gate Array) and / or at least one DSP (Digital Signal Processor).
  • the evaluation device can have program code which is set up to carry out the embodiment of the method according to the invention when it is executed by the evaluation device.
  • the program code can be stored in a data memory of the evaluation device.
  • the invention also includes further developments of the method according to the invention which have features as they have already been described in connection with the further developments of the motor vehicle according to the invention. For this reason, the corresponding developments of the method according to the invention are not described again here.
  • the motor vehicle according to the invention is preferably designed as a motor vehicle, in particular special as a passenger car or truck, or as a passenger bus or motorcycle.
  • Fig. 1 is a schematic representation of a motor vehicle with a
  • FIG. 2 shows a schematic representation of a signal flow diagram which shows the signal flow of a method for monitoring a well-being of a passenger in the motor vehicle.
  • the monitoring system 10 is designed to monitor the well-being of a respective passenger (not shown in FIG. 1) of the motor vehicle 1.
  • the passenger is an occupant of the motor vehicle 1 who is not the driver.
  • the passenger can for example be a pet or a passenger or a person on a back seat of the motor vehicle, for example a baby or a child.
  • traffic safety is to be increased by automatically monitoring a deterioration in the passenger's well-being, including feeling unwell. Will an un- If wellbeing is determined, the driver is automatically informed of this.
  • the driver can fully concentrate on driving the steering of the motor vehicle 1.
  • stressful situations that could arise due to the unrecognized discomfort of the passenger, such as vomiting, can be avoided. As a result, the overall risk of an accident can be reduced.
  • the monitoring system 10 comprises at least one determination device 12 which is designed to determine a status value Z of the passenger that describes the passenger's well-being.
  • the status value Z can be present as a binary value.
  • the value 1 can represent an excellent well-being of the passenger, while the value 0 represents a poor well-being, that is, a discomfort, such as the presence of kinetosis or nausea or an urgency of the passenger.
  • the determination device 12 can comprise a camera device 22 or be designed as a camera device 22.
  • the camera device 22 is designed to determine the status value Z by detecting at least one movement value B of the passenger.
  • the camera device 22 can include a camera, for example.
  • An image signal BS that is to say an image or a recording of the passenger, for example in the form of digital image data, can thus be recorded by means of the camera.
  • the captured image signal BS can then be analyzed by evaluation electronics assigned to the determination device 12 in order to obtain the movement value B.
  • the evaluation electronics can evaluate the image signal taking into account facial expressions or slight gestures of the passenger.
  • the evaluation electronics can use a facial expression or gesture recognition algorithm.
  • the at least one movement value B can thus be present, for example, as a facial expression or gesture value.
  • a corner of the mouth position can be present as a facial expression value.
  • the camera device 22 can finally determine the status value Z from the movement value B.
  • the evaluation electronics can measure the movement value B with a preset Compare the given motion limit. The status value can then be determined as a function of the result of the comparison. If the movement value B exceeds the movement limit value, for example, the passenger's discomfort can be actuated. The value 0 can thus be assigned to the status value. On the other hand, if the movement value B falls below the movement limit value, the passenger's wellbeing or wellbeing can be activated, for example. The value 1 can thus be assigned to the status value. In this case, the determined state value Z thus describes a physical or physical state of the passenger.
  • the monitoring system 10 comprises an evaluation device 14.
  • the evaluation device 14 is designed as a processor, in particular as a microprocessor or microcontroller, such as an FPGA (Field Programmable Gate Array) or a DSP (Digital Signal Processor).
  • the evaluation device 14 can determine or read out the value of the status value and compare it with a predefined discomfort value. If the condition value and the discomfort value match, the passenger's discomfort is confirmed. In the present case, the discomfort value can have the value 0, for example.
  • the evaluation device 14 next controls a navigation device 16 of the motor vehicle 1. With a driving route determination signal F to. This causes the navigation device 16 to determine a route to the closest folding option for the motor vehicle 1.
  • the navigation device 16 can have a location sensor or GPS sensor, for example, in order to determine a current geographical position of the motor vehicle 1.
  • the navigation device 16 can also have a data storage unit in which map data relating to a configuration of the surroundings of the motor vehicle is stored are. By means of assigned evaluation electronics, the navigation device 16 can evaluate this map data and determine a geographical position of the closest possible stopping point.
  • the navigation device 16 in particular the evaluation electronics, can then determine the route from the current geographical position and the geographical position of the stopping facility. Once the navigation device 16 has determined the route, the navigation device 16 can send a confirmation signal 0 to the evaluation device 14.
  • the Ausncein direction 14 then controls an actuator device 18 of the motor vehicle 1 with a mandatory pause signal P next.
  • the compulsory break signal P By means of the compulsory break signal P, the motor vehicle 1 is guided to the nearest possible stopping point along the determined route for taking a compulsory break.
  • the actuator device 18 can be designed, for example, as the navigation device 16 or an automatic steering system 20 of the motor vehicle 1. If the navigation device 16 is activated as the actuator device 18, the navigation device 16 is caused by the compulsory pause signal P to output the determined route to the nearest stopping point to a driver of the motor vehicle 1.
  • the said evaluation electronics of the navigation device 16 can control, for example, an output element, such as a screen and / or a loudspeaker arrangement, for displaying or outputting the route.
  • the driver of the motor vehicle 1 can steer the motor vehicle 1 independently to the nearest stopping point.
  • the motor vehicle 1 can also be automated by the automatic steering system 20, that is to say without the driver having to do anything, along the route to the nearest stopping facility, that is to say it can be steered or moved.
  • the automatic steering system 20 thus realizes a highly automated driving function of the motor vehicle 1.
  • Automatic break assistance for the motor vehicle 1 can thus be implemented by means of the monitoring system 10 if a passenger is unwell. During the break, the passenger can recover until the discomfort disappears. The journey with the motor vehicle 1 can then be continued.
  • FIG. 2 once again shows a schematic flowchart of individual method steps that can be carried out by the monitoring system 10 for monitoring the well-being of the passenger.
  • a step S10 the state value describing the well-being of the passenger is first ascertained or determined. The status value is then evaluated in a step S20 using the corresponding criterion for malaise. If the passenger's discomfort is denied when evaluating the status value Z (N), the method goes back to step S10. If, on the other hand, the passenger's discomfort is confirmed when evaluating the status value Z (Y), the navigation device 16 of the motor vehicle 1 is activated in a step S30 in order to determine the route to the closest possible folding option. Finally, in a step S40, the actuator device 18 of the motor vehicle 1 is controlled with the compulsory break signal P and thereby the motor vehicle 1 is guided to the nearest folding option for taking a compulsory break along the determined route.
  • said determination device 12 can additionally or alternatively also comprise a vital sensor device 24 or be designed as a vital sensor device 24.
  • the status value Z is thus determined by determining at least one vital value V of the passenger.
  • the vital value can be, for example, a body function, such as a pulse value, a blood pressure value, an oxygen saturation value, a calm conductance value or a respiratory rate value, of the passenger.
  • the vital sensor device 24 can, for example, detect a vital signal VS of the passenger in order to determine the vital value V.
  • the vital sensor device 24 can comprise a vital sensor, for example a pulse sensor, a blood pressure sensor, a CO 2 sensor, a sweat sensor or a pulse oximeter.
  • the recorded vital signal VS can then be evaluated by evaluation electronics that are assigned to the vital sensor device 24. For example, an average value of the vital
  • the values contained in the signal VS are determined by the evaluation electronics and are thus made available as vital signs V.
  • the status value Z can then be determined from the vital value V.
  • the evaluation electronics can compare the vital value V with a predetermined vital limit value.
  • the status value Z can then be established as a function of the result of the comparison. If the vital value V exceeds the vital limit value, for example, the passenger's discomfort can be actuated. The value 0 can thus be assigned to the status value Z. On the other hand, if the vital value V falls below the vital limit value, the well-being or wellbeing of the passenger can be activated, for example.
  • the value 1 can thus be assigned to the status value Z.
  • the passenger has an average pulse value of 130 beats per minute as the vital value V, then, given a predetermined vital limit value of 120 beats per minute, the passenger can be confirmed to be unwell. The introduction of the compulsory break can thus be started.
  • the determination device 12, as shown in FIG. 1, can also comprise a noise sensor device 26 or be designed as a noise sensor device 26.
  • the state value Z can be determined, for example, by determining at least one noise value G of the passenger.
  • the noise value G can be, for example, a level or a frequency of a breathing noise or a change in a level or a frequency of a breathing noise or a groaning noise or a rumbling stomach of the passenger.
  • the noise sensor device 26 can, for example, comprise a noise sensor, such as a microphone, and associated evaluation electronics.
  • the noise sensor device 26 is preferably designed to determine the noise value G from a noise signal GS detected by means of the microphone.
  • the noise signal GS can be analyzed by means of the associated evaluation electronics and the aforementioned noise value G can be determined.
  • a passenger's breathing rate can be determined as a noise value G from the noise signal.
  • the state value Z is then formed or determined from the respective noise value G by the noise sensor device 26.
  • the evaluation electronics can compare the noise value G with a predetermined noise limit value.
  • the status value Z can then be established as a function of the result of the comparison. If the noise value G exceeds, for example, the noise limit value, the passenger's discomfort can be actuated. The value 0 can thus be assigned to the status value Z. On the other hand, if the noise value G falls below the noise limit value, the passenger's wellbeing or wellbeing can be activated, for example.
  • the value 1 can thus be assigned to the status value Z.
  • the passenger's breathing rate is 70 breaths per minute as the noise value G
  • the passenger can be confirmed to be unwell at a predetermined noise limit value of 60 breaths per minute. The introduction of the compulsory break can thus be started.
  • the respective limit value that is to say the movement limit value, the vital limit value and the noise limit value, can preferably be specified individually for each passenger or each category of passenger. For example, different limit values can be specified for children than for adults. This also applies to pets.
  • further sensor devices of the motor vehicle 1 can also be used to determine the respective status value.
  • the camera device 22 which is designed, for example, as an interior camera, in conjunction with seat occupancy recognition, for example in dependence from a recognized seat weight or child or bath
  • seat occupancy recognition for example in dependence from a recognized seat weight or child or bath
  • a warning signal can also be output to the driver via an output device of the motor vehicle 1 before the cited initiation of the compulsory break.
  • discomfort of the passenger can initially be reduced by adapting a driving style by the driver.
  • the navigation device 16 determines an alternative route to a current route. In this way, discomfort on the part of the passenger can be reduced by driving on an alternative route (alternative route).
  • Driving values of the motor vehicle 1, which correlate with a status value Z of the fellow traveler, which represents the passenger's discomfort, can preferably also be collected or stored in order to create a preference profile for each passenger and thus a passenger database with personalized behavioral patterns or preferences or inclinations or constraints to create.
  • the driving value describes a property of a respective journey of the motor vehicle.
  • motor vehicle parameters or operating parameters such as a chassis setting, or a configuration of an environment, such as a distance covered.
  • a driving value can, for example, also represent a driving style or driving behavior of a driver.
  • the motor vehicle 1 can, for example, have an environment sensor device, such as a front camera, which is directed in the direction of travel, and a rear-view camera, which is positioned against a direction of travel.
  • the environment sensor device can also have, for example, a distance sensor, a speed sensor or an acceleration sensor or a driving mode sensor.
  • the motor vehicle 1 can also have an identification entry direction, such as a fingerprint sensor or a Ge face recognition sensor.
  • the preference profile generated in this way can then be used to adjust settings of an actuator device of the motor vehicle as a function of a driving value stored for the respective passenger of the motor vehicle 1.
  • the passenger can be determined via the identification device when starting the journey and the respective driving value or the driving values stored in the preference profile can be recorded.
  • the properties or dislikes of the respective passenger described by the respective driving value or values can then be compared with properties or driving parameters for a current trip with the motor vehicle 1. If the driving parameters match the driving values, an alternative route can then be selected, for example.
  • a winding route with, for example, more than ten curves per 500 m can be set as the driving value for a passenger. If it is now recognized that the current route fulfills this driving value, an alternative route guidance can be selected for this route section.
  • an interior camera for example the camera device 22 recognizes that, for example, a child seat is mounted in the motor vehicle 1 which is occupied by a small child identified by the identification device.
  • a front camera and / or the navigation device 16 recognize that the selected route follows a route of the selected route, on which, for example, many curves are to be expected.
  • the driver of the motor vehicle 1 can then initially be given a recommendation in the form of the aforementioned flin white signal in order to continue the journey with the motor vehicle 1, for example more moderately, for example more slowly.
  • a further warning for example in the form of an intensified warning signal, for example a combination of an acoustic and an optical and / or haptic signal, can be issued promptly, which advises the driver to take a break to review the state of the accompanying toddler not to deteriorate further.
  • the recommendation for a break can be based on personal experience values (for example, depending on the driving values stored in the preference profile).
  • the interior camera can recognize a certain behavior pattern, such as malaise or nausea, based on empirical values from previous journeys and the weaknesses shown, so that an interruption in the journey, e.g.
  • the monitoring system advantageously also influences the routing.
  • the assistance described here that is to say the monitoring system, can thus increase safety in the motor vehicle 1 by recognizing and avoiding stressful situations in good time or keeping them low. This also applies if the driver is distracted, for example, by road traffic or acoustically inappropriate media consumption or media consumption from an entertainment system or from telephoning or, for example, is absorbed in a conversation with a passenger.
  • the monitoring system 10 thus represents an extended intelligent assistance for a fellow traveler (passenger) facing away from the driver's gaze, by means of which, taking into account a physical condition and a mood, i.e. the respective well-being of the passenger, the driver is mindful of the well-being of the passenger should be increased.
  • an automated break assistance for the motor vehicle is implemented or guaranteed by the monitoring system.
  • the invention thus enables a method for providing preferred assistance for a motor vehicle.

Abstract

L'invention se rapporte à un procédé et à un système de surveillance (10) permettant de surveiller le bien-être d'un passager d'un véhicule à moteur (1) pour augmenter la sécurité routière du véhicule à moteur (1). À cet effet, un dispositif de navigation (16) du véhicule à moteur (1) est actionné de sorte à déterminer un itinéraire jusqu'à l'emplacement d'arrêt le plus proche sur la base d'une valeur d'état (Z) du passager, ladite valeur d'état représentant une gêne, c'est-à-dire une maladie ou une gêne du passager par exemple. Sur la base de celle-ci, un dispositif actionneur (18) du véhicule à moteur (1) est actionné par un signal d'arrêt forcé (P),et le véhicule à moteur est, de ce fait, guidé jusqu'à l'emplacement d'arrêt le plus proche le long de l'itinéraire déterminé pour réaliser un arrêt forcé.
PCT/EP2020/083458 2019-12-20 2020-11-26 Procédé et système de surveillance permettant de surveiller le bien-être d'un passager d'un véhicule à moteur WO2021121893A1 (fr)

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DE102019135409.9A DE102019135409A1 (de) 2019-12-20 2019-12-20 Verfahren sowie Überwachungssystem zum Überwachen eines Wohlbefindens eines Mitfahrers eines Kraftwagens

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DE102022117732B3 (de) 2022-07-15 2023-08-03 Cariad Se Verfahren zur Ausgabe einer Navigationsanweisung in einem Kraftfahrzeug zum Ansteuern einer Haltemöglichkeit sowie Kraftfahrzeug

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