巴西专利BR102012003722B1 method for assisting the driver of a vehicle, in particular a motor vehicle or utility vehicle

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专利摘要:
The present invention relates to a method for assisting a driver of a vehicle, in particular a motor vehicle or a utility vehicle, in which at least one driver assistance system intervenes in the steering operation, in particular actively intervenes in the operation direction, when a defined activation limit value is reached, according to the present invention makes a provision that the activation limit value of at least one driver assistance system and, therefore, its intervention behavior is predefined and / or adapted as a function of a load on the driver, which is detected by means of a detection and / or assessment device and / or the condition of a driver, which is detected by means of a detection device and / or evaluation.
公开号:BR102012003722B1
申请号:R102012003722-0
申请日:2012-02-17
公开日:2020-06-30
发明作者:Daniel HEYES；Gunnar Tigges；Walter SCHWERTBERGER；Christoph Resch；Karlheinz Dörner；Eberhard Hipp
申请人:Man Truck & Bus Ag；Technische Universität München；
IPC主号:

专利说明:

[0001] [0001] The present invention relates to a method for assisting a driver of a vehicle, in particular a motor vehicle or utility vehicle, according to the preamble of claim 1.
[0002] [0002] The continuous increase in traffic density and its associated frequent changes in inertia speeds often require a high level of attention from the driver, in particular from the driver of commercial vehicles. For this reason, there are now several assistance systems that can assist the driver during a steering operation. Such driver assistance systems serve, in particular, to lighten the load on the driver in critical driving situations. In this context, an alert is given regularly regarding a risk situation through electronic accessories (passive systems) or there will also be an active intervention in the control of the vehicle or in the operation of the vehicle.
[0003] [0003] For example, the functions of assisting vehicle movement dynamics are known, which assist the driver in lateral guidance of the vehicle or with respect to a lane through active steering interventions. To this end, lane boundary lines are detected by means of appropriate detection devices and active steering interventions, which keep the vehicle on the track to a desired degree and / or prevent unwanted distance from the track, are made as a function of vehicle position on the track. In this context, different ways of implementing active steering interventions are known, depending on the vehicle's position on the track. For example, according to a first modality, the assistance for active steering can only be carried out in the region of the limits of the track and also requires an unwanted distance from the track (the steering aid with centralization with respect to the edges). When the vehicle is located within the track, in this case, no active steering intervention will take place. In another mode, the vehicle is guided along an ideal line through active steering interventions (continuous lateral guidance). The driver himself will not need to apply any additional driving torque.
[0004] [0004] However, a disadvantage of the procedures known above for assisting a driver of a vehicle is that said procedures are, each one of them, permanently pre-defined or the degree of assistance by the driver can only be selected permanently through manual adjustment. However, this is not suitable for all driving situations.
[0005] [0005] The purpose of the present invention is, therefore, to provide a method to assist a driver of a vehicle, in particular a motor vehicle or utility vehicle, whereby the assistance offered to the driver can be further refined and optimized.
[0006] [0006] This objective is achieved by means of the characteristics of Patent Claim 1. Advantageous refinements, in this respect, become the subject of the dependent claims, which refer to them.
[0007] [0007] Claim 1 proposes a method to assist a driver of a vehicle, in particular a motor vehicle or a utility vehicle, in which at least one driver assistance system intervenes in the steering operation, in particular actively intervenes in the operation direction, when a defined activation limit value is reached. According to the present invention, it is proposed that the activation limit value of at least one driver assistance system and, therefore, its intervention behavior, be predefined and / or adapted as a function of a load on the driver , which is detected by means of a detection and / or evaluation device. Alternatively or additionally, according to the present invention, it is proposed that the activation limit value of at least one driver assistance system and, therefore, the intervention behavior of the driver be predefined and / or adapted as a function the condition of a driver, which is detected by means of a detection and / or evaluation device.
[0008] [0008] Such procedure, according to the present invention, allows a significantly better provision of assistance to the driver, in a way adapted to the driving situation or the traffic situation and, in particular, also takes into account the load on the vehicle. driver or, alternatively or in addition to the condition of the driver and, therefore, can provide, in a precise manner, assistance corresponding to the driver in relation to the driving situation or the particular traffic situation. As a result, the safety of the vehicle's operation can become significantly greater, as a whole, since, for example, the load on the driver can be kept precisely within a desired load range, in which the driver has the degree the highest level of attention or the highest degree of concentration, while, on the other hand, driver assistance systems are used in a technically ideal way with the correct measurement at a precisely correct time.
[0009] [0009] In accordance with a particularly preferred specific procedure, it is proposed that a current driving and / or traffic situation independent of the driver be detected by means of the detection and / or evaluation device, essentially as an instantaneous external load on the driver , and a characteristic variable for the level of the load on the driver is determined, the activation limit value and, therefore, the intervention behavior of at least one driver assistance system, in particular a lateral guidance system or on-track guidance system, can be predefined and / or adapted as a function of the load level determined on the driver. The parameters that can be detected in order to determine the instantaneous external load on the driver, such as the measurement variables that reflect the current driving situation and / or the traffic situation independent of the driver can be, for example, in the present case, lane width and / or road profile and / or traffic density and / or traffic dynamics (traffic flow, number of vehicles, speed, etc.) and / or road condition and / or time of the day and / or the climate, the list of which should not be considered exhaustive. With this specific procedure, it becomes, therefore, possible to derive the load on the driver in a driving situation and / or a current traffic situation, defined as an assessment value based on the characteristics of the driving situation and stagger the behavior intervention of the driver assistance system, for example, an aid to the active steering of a lateral guidance system or guidance system on the track. In the selective example, the intervention behavior of the active steering assistance system is therefore adapted, according to the present invention, as a function of the load on the driver in a currently detected, defined driving situation or traffic situation.
[0010] a) uma grande carga sobre o motorista que resulta a partir de uma situação de direção complexa, de alta demanda. Esta grande carga sobre o motorista significa que foram feitas altas demandas sobre o motorista. b) uma carga média sobre o motorista que resulta a partir de uma situação de direção que é menos complexa em comparação com a carga acima e carrega o motorista em um grau moderado. Este tipo de carga sobre o motorista leva a um nível médio, desejado de demandas feitas por parte do motorista, durante cujas demandas, a concentração do motorista se encontra em um máximo. c) uma baixa carga sobre o motorista que resulta a partir de, por exemplo, uma situação monótona de direção ou de tráfego que apresenta uma carga muito baixa. Tal baixa carga sobre o motorista também constitui para o motorista um alto nível indesejável de demandas, uma vez que o motorista tem de dirigir o veículo com concentração em um ambiente de direção desestimulante, porém o ambiente de direção desestimulante diminui a concentração ou atenção do motorista, em particular durante um período de tempo relativamente longo. [00010] With respect to the characteristic variables for the level of the load on the driver, at least one differentiation is preferably made, in this case, between an unwanted load on the driver and a desired load on the driver (situation classification) to be in particular, in such a way that, in the case of an unwanted load on the driver, the activation limit value for the driver assistance system is respectively adapted in such a way that the at least one driver assistance system bring with you a degree of support that results in a load on the driver of a desired lane. For example, a three-stage classification of driving situations or traffic situations, which can be expanded according to demand and the quality of detection, can be provided. In this case, for example, three classes of situation can therefore be differentiated, depending on the demands made by the driver, as a result of the respective driving or traffic situation: a) a large load on the driver that results from a complex, high-demand driving situation. This heavy load on the driver means that high demands have been placed on the driver. b) an average load on the driver that results from a driving situation that is less complex compared to the load above and loads the driver to a moderate degree. This type of load on the driver leads to a medium level, desired from demands made by the driver, during whose demands, the driver's concentration is at a maximum. c) a low load on the driver that results from, for example, a monotonous driving or traffic situation that has a very low load. Such low load on the driver also constitutes for the driver an undesirable high level of demands, since the driver has to drive the vehicle with concentration in a discouraging driving environment, however the discouraging driving environment decreases the driver's concentration or attention , in particular over a relatively long period of time.
[0011] [00011] With the particularly preferred procedure variant of the present invention described above, it therefore becomes easily possible to ensure that the respective load on the driver is taken into account in the provision of assistance by a driver assistance system. and the degree of assistance can be correspondingly adapted through the driver assistance system according to the respective situation, which is not the case in the rigid systems known from the prior art, which form the generic type. For example, in conjunction with a driver assistance system, which turns out to be a lateral guidance system or guidance system on the track that actively intervenes in the steering operation, it is possible to provide that your driving torque acting on the driving the vehicle is adapted as a function of the characteristic variable determined for the level of load on the driver in such a way that, when a large unwanted load on the driver occurs, continuous lateral orientation occurs over the entire track width, preferably when along an ideal defined line, at the same time that, when a load, preferably medium, desired on the driver occurs, only a lateral orientation is made that is centered between the edges with respect to the track width. This, therefore, means that the degree of assistance provided through the driver assistance system is reduced in the case of the average load on the driver compared to the relatively high load defined on the driver, with the result that only assistance the direction that is centered between the edges may still be available. This means that, in other words, the driver must then guide the vehicle on an ideal lane and an intervention is presented through the driver assistance system only when the vehicle approaches the lane limits undesirably.
[0012] [00012] On the other hand, when there is a low undesired load on the driver, the load on the driver may, in turn, be increased to a load, preferably medium, desired on the driver. Several measures are available for this:
[0013] [00013] For example, as long as continuous lateral guidance or lane guidance guides the vehicle along an ideal line, this ideal line can move further left or right within the track through chronological control and / or situation on a random basis or on a regulated basis, with the result that the vehicle changes in a correspondingly regular way on the track.
[0014] [00014] Alternatively or in addition to this, it is possible to provide that the lateral guidance system changes from time to time without a system limit being reached, in order to prevent long driving with a lateral guidance assistance. This variant can also be made after fixed time intervals or based on a previously illustrated situation classification, as well as based on the condition of a driver classification, which will be explained in more detail below.
[0015] [00015] As another alternative or addition, it is also possible to provide that the lateral guidance system modifies the type of assistance provided through the driver assistance system in a timed manner (fixed or variable) or based on a classification situation previously represented and / or in a driver status classification, which will be explained in more detail below. The assistance provided by the driver assistance system comprises, in this case, for example, at least a refinement of the side-oriented assistance, specifically at least the prevention of departure from the road through a steering aid that is centralized between the edges and / or by guiding the vehicle along an ideal line through continuous lateral guidance.
[0016] [00016] As another alternative or addition, it is also possible that, together with a longitudinal guidance system such as a driver assistance system, which is present in addition to the lateral guidance system or the guidance system in the lane, there is a provision for the distance of the vehicle traveling in front to be changed repeatedly to a defined degree. This can be done, for example, in such a way that the adjusted distance is changed with a synchronized control (fixed or variable) or based on a situation classification, which is explained by way of example above and / or a condition of a driver's rating, which is explained in more detail below, as a result of which a relatively short or relatively large distance is obtained, through whose distance the driver's visual situation can be altered in monotonous driving situations . In addition, in this context, other stimuli that have a synesthetic or tactile effect on the driver are produced by accelerating or decelerating the vehicle when the distance is changed.
[0017] [00017] All of these measures that have been described above, therefore, serve, individually or in any desired combination with each other, to force the driver to interact through regular stimuli, in particular to force him to interact in a driving situation or in a traffic situation that is, for example, on the other hand, discouraging or monotonous, and therefore serves to direct your attention to the driver's task and to obtain information if he still maintains sufficient reaction capacity.
[0018] [00018] In accordance with a particularly preferred procedure, a provision is made that, with regard to the vehicle, an information device informs the driver of at least one imminent measure in order to increase the load on the driver. Alternatively or in addition, a driver, who is informed of the impending measure in order to increase the load on the driver via a vehicle information device, also receives, through the information device, a possibility of selection in order to prohibit and / or allow an additional load on the driver through a corresponding instruction entry. This, therefore, means that the driver is informed in good time, through a man / machine interface, about an imminent exchange that is predefined or made in the basic configuration through the driver assistance system. In addition, it is possible to provide that, by means of an entry possibility, the driver can avoid the imminent exchange, for example, side guidance assistance or lane guidance assistance and / or can make the exchange at another time. However, the driver assistance system may, where appropriate, limit the types of side guidance assistance available based on the situation classification and / or the condition of a driver classification.
[0019] [00019] It is possible, for example, to switch directly between the respective modes of intervention. However, a continuous or fluent, ideal change may also occur as an alternative. In the case of a continuous lateral or track orientation, it is possible, for example, that a reverse driving characteristic or that a driving torque varies continuously until the steering aid is centered between the edges.
[0020] [00020] In addition, the load on the driver can also be increased so that individual measures to increase the load on the driver are added gradually.
[0021] [00021] In conjunction with presetting or adapting the activation limit value for a driver assistance system, in particular a lateral guidance system or on-track guidance system, as described above, it will therefore be particularly advantageous that the level of assistance provided to the driver is adapted to the respective driving situation or traffic situation by means of at least one driver assistance system as a function of a load on the driver, with the preferred objective being that the driver is subjected to average demands seen in the long term, that is, that it be subjected to an average load that corresponds to an ideal range of human performance.
[0022] [00022] Another evaluation value whereby the activation limit value of at least one driver assistance system can be predefined or adapted is the condition of the driver already mentioned above, which means, in particular, the attention of the driver. driver or driver surveillance. This is because, although the situation classification described above essentially takes into account the instantaneous external load on the driver, long-term changes in the driver's performance can also be detected and, therefore, modeled by assessing the driver's condition . This, therefore, means that at least one parameter that influences and / or characterizes the driving behavior of the driver and / or the driver himself and / or at least one parameter that can be influenced directly or indirectly by the driver can be detected as a variable driver-specific measurement using the detection and / or evaluation device to determine a characteristic variable for the driver's condition. In this case, the activation threshold value and, therefore, the intervention behavior of at least one driver assistance system, in particular a lateral guidance system or on-track guidance system, is then predefined and / or adapted as a function of the driver's particular condition.
[0023] [00023] The particularity of this specific procedure is that this evaluation value can be derived in a relatively robust way, even if the various measurement variables that are used are temporarily unavailable. On the one hand, it is possible to have resources, in this case, for measurement variables, such as, for example, the steering angle or the steering wheel angle, which reflect, for example, the driving behavior or even have features for a defined pedal activation feature. These measurement variables are generally available as measurement variables only if no assistance intervention is being carried out by a driver assistance system, such as, for example, a side guidance system or guidance system on the track and / or a longitudinal guidance system (ACC). There are previously known methods, such as, for example, what is referred to as the Steering Wheel Reversal Rate (SWRR), which, respectively, calculate the estimates of a driver condition from individual signals and make them available for interpretation. On the one hand, signals such as, for example, a slope of the track, activation of push button switches by the driver, detection of a viewing direction / direction of the head, measured physiological values, such as, for example, an epithelial conductance value or the like, which are obtained from a sensor system and which, in turn, are preferably independent of assistance interventions by a driver information system. In addition, the duration of the trip, the duration of the classified driving situation, the brake times, the circadian rhythm (estimate of the driver's underlying performance capacity), the time of day, the weather, etc. they can also be used to estimate the driver's condition. These specific groups of signals are evaluated, for example, by means of transmission functions and subsequently combined, for example, by means of weighing factors or neural networks in order to form an evaluation value or a characteristic variable. This characteristic variable then becomes available at all times in order to preset or adapt the activation limit value of at least one driver assistance system in the manner previously described.
[0024] [00024] Although the adaptation of the driver assistance system is preferably carried out only based on the variable characteristic of the load on the driver as well as based on the variable characteristic of the driver's condition, according to another preferred refinement, it will also be basically possible if it is provided that both characteristic variables are used to preset or adapt the activation limit value of the driver assistance system and, therefore, the intervention behavior of the driver. In this case, it is therefore necessary that both characteristic variables correlate to a defined degree using, for example, the detection and evaluation device, and a common characteristic variable is then determined and used as the basis for presetting and / or adapting the activation limit value and, therefore, the intervention behavior of at least one driver assistance system.
[0025] [00025] According to a particularly preferred procedure, it is also proposed that, in particular in the event of the incapacity of a desired defined driver condition, detected, in particular, with respect to attention and / or surveillance, a provision of that an ideal line along which the vehicle is subjected to lane guidance by means of a lateral guidance system or lane guidance system as a driver assistance system and moves within the lane to a defined degree and / or the assistance provided by at least one driver assistance system is reduced to a predefined degree in such a way that the driver has to actively intervene in the road events to a greater degree. This means that when vigilance decreases, which is recognized as an inability of a driver's condition, but at the same time, the driver is certainly physically capable, assistance through the respective driver assistance system or systems it is decreased in order to include the driver for a longer period of time in the driving task, which requires or increases attention and concentration, similarly to the way previously described in conjunction with the low load on the driver.
[0026] [00026] In this case too, it is presented again, preferably, with regard to the vehicle, that an information device informs the driver about the imminent measure of moving to the ideal lane and / or to reduce assistance offered to the driver, and / or that a driver, who is informed about the imminent measure through a vehicle information device, also receives through the information device a possibility of selection in order to prohibit and / or allow, for through a corresponding instruction entry, the movement of the ideal track and / or the reduction of assistance offered to the driver. Alternatively or in addition to it, an information device can also indicate to the driver that his performance is decreasing and / or that he should take a break. In this context, it is also possible to provide that these measures will only become available through the driver assistance system in a chronologically limited manner, specifically with the proviso that the driver should switch off the vehicle as soon as possible and take a break; otherwise, it is possible, for example, that the driver assistance system will preset emergency operation properties that will influence the steering operation, in particular, for example, its speed in such a way that the driver is forced to take the necessary break.
[0027] [00027] In conjunction with the impaired driver's condition detected, it is, in turn, also possible, as already described above in conjunction with the load on the driver, to provide that, in a lateral guidance system or guidance system on the track together with a longitudinal guidance system, the distance of the vehicle traveling in front is repeatedly changed to a defined degree. For more details, reference is made to the above statements regarding the load on the driver.
[0028] [00028] According to a particularly preferred procedure, it is basically also possible to provide that measures that increase attention or concentration, as described above in conjunction with determining the load on the driver or determining a condition of the driver driver, may also be provided independently of a detection or classification of the load on the driver or a condition of the driver and / or predefined through the driver assistance system, since, as a result, the state of the driver can basically be influenced in a positive way.
[0029] [00029] In addition, in particular in conjunction with the coupling of a side guidance system or guidance system on the track as a driver assistance system to a longitudinal guidance system, such as another driver assistance system, it is It is possible to provide that, as a safety measure, a defined speed that has already been established for the longitudinal guidance system is gradually reduced when it is detected, for example, together with the detection of a driver's condition, that The driver's hands are not in contact with the steering wheel for a defined period of time.
[0030] [00030] In addition, a driver assistance system according to the present invention, in particular, a lateral guidance system or guidance system on the track is proposed, whereby the procedure described above can be performed in a simple and advantageous way. The advantages that are obtained as a result have already been explained in detail in conjunction with the procedure, and these advantages, as a result, will not be repeated.
[0031] [00031] The advantageous modalities and developments of the present invention, which are explained in more detail and / or represented in the dependent claims, can be used individually or in any desired combination with each other, in this case, separate, for example, situations in which there are clear dependencies or irreconcilable alternatives.
[0032] [00032] The present invention will be explained in more detail below, with reference to an exemplary modality:
[0033] [00033] Although the procedure, according to the present invention, can basically be used in conjunction with any desired driver assistance system, which allows for a variable level of assistance or variable alert behavior or intervention behavior, the procedure particularly preferred is presented below using the example of a lateral guidance system or guidance system on the track, as a driver assistance system in which the intervention behavior can be adapted to a load on the driver.
[0034] [00034] The limit value of activation and, therefore, the level of assistance provided by means of the lateral guidance system or the guidance system on the track are specifically adapted, in this case, by varying the reverse steering torque or the driving torque of the lateral guidance system or the guidance system on the track.
[0035] [00035] If, for example, the load on the driver is determined as a function of a track width, which is advantageous, in particular, in conjunction with utility vehicles, since they have only a small space side for maneuvers with respect to the limits of the track and greater demands are imposed on the driver, since the track becomes increasingly narrower, the intervention behavior by the active steering aid system can be adapted directly as a function the track width as a characteristic variable for the load on the driver.
[0036] [00036] When the vehicle is in motion, for example, on a wide, long-distance, well-built road, the driver submits only to a low level of demand, for example, depending on the width and profile of the road , in such a way that no desired average load on the driver will be present or that, due to a very monotonous driving situation, which involves only a very light load, a low level of load is applied to the driver, which results in a high level of demand on the driver. In the event that a moderate load on the driver is detected, the driver assistance system can then predefine the steering assistance that is centered between the edges, as illustrated in the only Figure, and in which the driver assistance system it emits the driving torque only in the vicinity of the lane 1 limits, which is represented by the regions 1a in the steering aid diagram that is centered between the edges. When, on the other hand, vehicle F is positioned in the central region of track FS, as shown in the Figure, none of which becomes available. This means that, in this case, the lateral guidance system or the guidance system on the track, therefore, does not fit in a way to offer assistance.
[0037] [00037] This happens only when the vehicle deviates from the ideal lane 2 shown here by means of the dotted lines, and penetrates its edge regions into edge region 1a which is close to the edge of the lane.
[0038] [00038] In the event that a low load on the driver is detected due to a high level of demand, it will then be possible, for example, if it provides that the lateral guidance system or the guidance system on the track is completely disconnected from time to time without a system limit being reached or, for example, in conjunction with a steering guidance system, the distance of the vehicle traveling in front is changed in order to modify the visual image situation of the driver and / or provide another stimulus by accelerating or decelerating. The reverse steering characteristic may, alternatively or in addition, also be reduced to the point that only the reverse driving torque has to be applied to the track limit, that is, the steering assistance that is centralized between the edges becomes available and the driver, therefore, must maintain, only for himself, the vehicle on the ideal track.
[0039] [00039] The situation will be different only when a small lane width becomes available for the vehicle, and this is equivalent to a high level of demands made on the driver and, therefore, is equivalent to a large load on the driver. In this case, the lateral guidance system or the guidance system on the track may therefore noticeably facilitate accurate track guidance due to the continuous lateral orientation (shown in the lower half of the image in Figure 1) of the entire width of lane, and may, for example, reduce the vehicle's swinging movements, which, for example, may make it possible for other road users to safely overtake without danger.
[0040] [00040] In addition to the lane width, it is also possible, for example, that the curvature profile of a driving tube and that the traffic around the surrounding sensor system are used to assess the driving situation. The relatively more frequent bends in the driving tube result, for example, in a greater load on the driver, as well as a greater number of surrounding vehicles, and a corresponding dynamic driving behavior of these vehicles results in a greater load on the driver. , or can be evaluated in this way.
[0041] [00041] From the specific example described above, it is clearly apparent that when a threshold value for activating a driver assistance system, in this case, a lateral guidance system or a guidance system on the track, is predefined or adapted as a function of the load on the driver, it is possible to ensure that deviation from the road is reliably avoided in each degree of assistance. The same applies, in the figurative sense, to an adaptation of the activation limit value based on the condition of a driver, however this aspect has not been presented or explained in a more explicit way in this document.

权利要求:
Claims (14)
[0001]
Method for assisting a driver of a vehicle (F), in particular a motor vehicle or a utility vehicle, in which at least one driver assistance system intervenes in the steering operation, in particular actively intervenes in the steering operation, when a defined activation limit value is reached, - where the activation limit value of at least one driver assistance system and, therefore, its intervention behavior is predefined and / or adapted as a function of a load on the driver, which is detected by means of a detection and / or evaluation device characterized by the fact that: - a current driving and / or traffic situation independent of the driver, in particular a lane width and / or a road profile and / or a traffic density and / or traffic dynamics and / or the condition of the road, and / or the time of day and / or the climate is / are detected by means of the detection and / or evaluation device, and a characteristic variable for the level of the load on the driver is determined, the limit value of activation and therefore the intervention behavior of at least one driver assistance system, in particular a lateral guidance system or on-track guidance system, is predefined and / or adapted as a function of the load level determined on the driver.
[0002]
Method, according to claim 1, characterized by the fact that: - with respect to the characteristic variables for the level of load on the driver, at least a differentiation is made between at least one unwanted load on the driver and a desired load on the driver such that in the case of an unwanted load on the driver the activation threshold value for the driver assistance system is respectively adapted in such a way that the at least one assistance system the driver brings with it a degree of support that results in a load on the driver of the desired range.
[0003]
Method, according to claim 2, characterized by the fact that: - the driver assistance system is a lateral guidance system or guidance system on the track that actively intervenes in the steering operation and whose driving torque acting on the vehicle's driving (F) is adapted as a function of the determined characteristic variable to the level of load on the driver in such a way that when a large unwanted load on the driver occurs, continuous lateral orientation occurs over the entire track width, preferably along an ideal defined line (2), and / or such that when a desired, preferably medium, load occurs on the driver, only a lateral orientation is made that is centered between the edges with respect to the track width and / or such that when there is an undesired low load on the driver, the load on the driver is increased to a preferred, average, desired load on the driver.
[0004]
Method, according to claim 3, characterized by the fact that: - in order to increase the load on the driver when a low load on the driver is detected, a provision is presented that an ideal line (2) along which the vehicle (F) is subjected to a lane guidance and if moves within the track (FS) to a defined degree, and / or - the fact that the lateral guidance system or the guidance system on the track is at least partially switched off for a defined period of time and, as a result, assistance offered to the driver through the driver assistance system is at least partially reduced, and / or - the fact that the distance of the vehicle in front changes repeatedly to a defined degree in conjunction with a longitudinal guidance system, such as a driver assistance system, which is present in addition to the lateral guidance system or the track guidance system.
[0005]
Method, according to claim 4, characterized by the fact that: - with regard to the vehicle, an information device informs the driver of the impending measure in order to increase the load on the driver, and / or - the fact that a driver, who is informed about the impending measure in order to increase the load on the driver by means of a vehicle information device, also receives, through the information device, a possibility of mode selection to prohibit and / or allow additional load on the driver through a corresponding instruction entry.
[0006]
Method, according to any of the previous claims, characterized by the fact that: - the activation limit value of at least one driver assistance system and, therefore, the driver's intervention behavior, is predefined and / or adapted as a function of the driver status that is detected by means of a detection device, and / or evaluation.
[0007]
Method according to claim 6, characterized by the fact that: - at least one parameter that influences and / or characterizes the driving behavior of the driver and / or the driver itself and / or at least one parameter that can be influenced directly or indirectly by the driver is / are detected as a measurement variable specific to the driver through the detection and / or evaluation device, and a characteristic variable is determined for the driver's condition, with the activation threshold value and, therefore, the intervention behavior of at least one driver assistance system. , in particular of a side guidance system or on-track guidance system, is predefined and / or adapted as a function of the given driver's condition.
[0008]
Method, according to claim 7, characterized by the fact that: - the driving behavior and / or the activation of the pedals and / or the behavior of pressing a button and / or the behavior on the track and / or the driver's viewing direction and / or the driver's head position and / or values driver's measured physiological and / or driving duration and / or brake duration is / are detected and evaluated as parameters.
[0009]
Method according to claim 7 or 8, characterized by the fact that: - when a characteristic variable that characterizes both the driver's condition and the load on the driver is determined, both characteristic variables correlate to a defined degree through the detection and evaluation device, and a common characteristic variable is determined and used as the basis for pre-defining and / or adapting the activation limit value and, therefore, the intervention behavior of at least one driver assistance system.
[0010]
Method, according to claim 9, characterized by the fact that: - in the event of the incapacity of a desired defined driver condition, detected, in particular, with respect to attention and / or surveillance, a provision is presented that an ideal line (2) along which the vehicle (F) is submitted to a lane guidance by means of a lateral guidance system or lane guidance system as a driver assistance system and moves within the lane (FS) to a defined degree and / or assistance provided by at least one driver assistance system is reduced to a predefined degree in such a way that the driver has to actively intervene in road events to a greater degree.
[0011]
Method according to claim 10, characterized by the fact that: - with regard to the vehicle, an information device informs the driver of the imminent move to the ideal lane (2) and / or to reduce the assistance offered to the driver, and / or the fact that a driver , who is informed about the imminent measure through a vehicle information device, also receives, through the information device, a selection possibility in order to prohibit and / or allow, through a corresponding instruction entry, the movement of the ideal track (2) and / or the reduction of assistance offered to the driver, and / or the fact that an information device indicates to the driver that his performance is decreasing and / or that he should take a break.
[0012]
Method according to claim 10 or 11, characterized by the fact that: - in conjunction with a longitudinal guidance system as a driver assistance system, in particular in conjunction with a longitudinal guidance system as a driver assistance system, which is present in addition to a lateral guidance system or steering system guidance on the track, there is a provision for the distance of the vehicle traveling in front to be changed repeatedly to a defined degree.
[0013]
Method, according to any of the previous claims, characterized by the fact that: - when the adjustment of the activation limit value is done gradually and / or by means of a continuous change through an exchange.
[0014]
Driver assistance system, in particular the lateral guidance system or on-track guidance system, for the execution of a method, as defined in one of the preceding claims.

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法律状态:
2015-08-04| B03A| Publication of an application: publication of a patent application or of a certificate of addition of invention|

2018-12-18| B06F| Objections, documents and/or translations needed after an examination request according art. 34 industrial property law|

2019-09-17| B06U| Preliminary requirement: requests with searches performed by other patent offices: suspension of the patent application procedure|

2020-04-28| B09A| Decision: intention to grant|

2020-06-30| B16A| Patent or certificate of addition of invention granted|Free format text: PRAZO DE VALIDADE: 20 (VINTE) ANOS CONTADOS A PARTIR DE 17/02/2012, OBSERVADAS AS CONDICOES LEGAIS. |

优先权:

申请号 | 申请日 | 专利标题

DE102011011714A|DE102011011714A1|2011-02-18|2011-02-18|Method for supporting a driver of a vehicle, in particular a motor vehicle or utility vehicle|

DE102011011714.8|2011-02-18|

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