• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    A driver assistance device (DA) equips a vehicle (V) comprising processing means (MT) capable of estimating a level of overall vigilance of the driver. This device (DA) comprises control means (MCT) capable of controlling the acceleration, braking and steering of the vehicle (V) as a function of the estimated overall level of vigilance, and an imposed stopping of the vehicle (V) in one authorized place of its environment when the estimated overall level of vigilance is lower than a first threshold, and capable of authorizing a restart of the vehicle (V) in the event of replacement of the driver or, without replacement of the driver, when the estimated overall level of vigilance has become greater than a second threshold, greater than or equal to the first threshold, and / or when the duration of the imposed stop is greater than or equal to a third threshold.
    公开号:FR3055288A1
    申请号:FR1658004
    申请日:2016-08-29
    公开日:2018-03-02
    发明作者:Pascal Gouriet
    申请人:Peugeot Citroen Automobiles SA；
    IPC主号:
    专利说明:

    Holder (s): PEUGEOT CITROEN AUTOMOBILES SA Société anonyme.
    Extension request (s)
    Agent (s): PEUGEOT CITROEN AUTOMOBILES SA Public limited company.
    ASSISTANCE DEVICE FOR CONTROLLING THE STOPPING AND RE-STARTING OF A VEHICLE ACCORDING TO THE DRIVER'S OVERALL VIGILANCE LEVEL.
    FR 3 055 288 - A1 (5 // A driving assistance device (DA) equips a vehicle (V) comprising processing means (MT) suitable for estimating a level of overall vigilance of the driver. This device (DA ) includes control means (MOT) suitable for controlling the acceleration, braking and direction of the vehicle (V) as a function of the estimated level of overall vigilance, and an imposed stop of the vehicle (V) at an authorized place in its environment when the estimated overall alertness level is lower than a first threshold, and suitable for authorizing a vehicle restart (V) in the event of driver replacement or, without replacing the driver, when the estimated overall alertness has become greater than a second threshold, greater than or equal to the first threshold, and / or when the duration of the imposed stop is greater than or equal to a third threshold.

    i
    ASSISTANCE DEVICE FOR CONTROLLING THE STOPPING AND RE-STARTING OF A VEHICLE ACCORDING TO THE DRIVER'S GLOBAL VIGILANCE LEVEL
    The invention relates to vehicles, possibly of the automobile type and possibly at least partially autonomous, and more precisely the devices which are responsible for assisting (or helping) to drive such vehicles.
    The term “at least partially autonomous vehicle” is understood here to mean a vehicle capable of being driven manually during phases of manual driving or automatically during phases of autonomous driving, or else capable of being driven continuously automatically during phases autonomous driving.
    Many driving assistance (or assistance) devices have already been proposed. Some of these devices are more particularly responsible for estimating the overall alertness level of the driver of the vehicle, in order to alert this driver and possibly the passengers when this estimated overall alertness level is above a chosen threshold. The alert can be made by means of an audible message broadcast by the vehicle's speakers and / or a text message or a small thumbnail displayed on a vehicle screen (for example that of the scoreboard edge) and / or vibration (in the steering wheel and / or in the driver's seat).
    This alert can also be accompanied or replaced by an automatic takeover of the vehicle, as described in particular in patent document WO 201500621. More specifically, in this case the assistance device comprises control means which are responsible for controlling vehicle acceleration, braking and steering based on the estimated overall alertness of the vehicle driver. This makes it possible to slow down (or possibly accelerate) the vehicle and / or to position the vehicle correctly on its lane.
    However, when the estimated overall level of vigilance of the driver is really low, whatever the cause, the vehicle continues to run on its lane, which can be dangerous for its passengers as well as for third parties located in its close environment. Indeed, in the case of a vehicle with exclusively manual driving, the driver having control of the vehicle, he may at any time, due to his low level of alertness, make an inappropriate gesture with his hands on the steering wheel and / or an inappropriate gesture with his feet on one of the pedals, given the environmental context of his vehicle. Similarly, in the case of a vehicle with at least partially autonomous driving, the driver must be able to resume control of the vehicle at any time and immediately when the driving assistance device so requests, or, if his vigilance level is low it can regain control of the vehicle inappropriately given its environmental context, or even not react.
    The invention therefore aims in particular to improve the situation.
    It proposes in particular for this purpose a driving assistance device, intended to equip a vehicle suitable for being driven by a driver and comprising processing means suitable for estimating a level of overall vigilance of this driver, and comprising means for
    0 controls specific to controlling the acceleration, braking and direction of the vehicle according to the estimated level of overall alertness.
    This device is characterized by the fact that its control means are also suitable for controlling an imposed stop of the vehicle at an authorized location in its environment when the estimated level of overall vigilance is below a first threshold, and then authorizing a restart of the vehicle. in the event of detection of a replacement of the driver or, in the absence of replacement of the driver, when the estimated level of overall vigilance has become greater than a second threshold, greater than or equal to the first threshold, and / or when a duration of the judgment imposed is greater than or equal to a third threshold.
    This avoids the risk of an accident for the passengers of the vehicle and third parties located in the environment close to the latter, thanks to the stop which is imposed automatically when the estimated overall level of vigilance of the driver is too low.
    The driving assistance device according to the invention may include other characteristics which can be taken separately or in combination, and in particular:
    - its control means may be capable of triggering a temporary activation of the hazard warning lights (or "warning") and / or of an audible warning (or "horn") of the vehicle while they control the stopping of the latter ;
    - Its control means can be adapted to use a second threshold greater than the first threshold;
    - its means of control may be suitable for using a third threshold between ten minutes and thirty minutes;
    - as a variant, its control means may be able to determine the third threshold as a function of the level of overall vigilance estimated at the time when they decided to stop the vehicle;
    - its means of control can be specific to determining the authorized place for the imposed stop based on environmental information deduced at least from images of the environment of the vehicle provided by means of analysis of the environment on board the vehicle ;
    0 - it can include the means of treatment;
    - It can also include behavior analysis means capable of detecting, on the one hand, at least one cause of driver inattention in the first data representative of driver behavior, and, on the other hand , at least one effect of this inattention in second data representing images of a portion of a traffic lane located in front of the vehicle and on which the latter is traveling. In this case, its processing means may be able to estimate the level of overall vigilance of the driver based on each cause of inattention and each inattention effect determined
    0 during a selected time interval;
    > each cause can be chosen from a group comprising at least one distraction and drowsiness;
    > each effect can be chosen from a group comprising at least one swaying of the vehicle and one steering wheel shot when the vehicle is located at least partially on a line delimiting the traffic lane or near this line.
    The invention also provides a vehicle, possibly of the automobile type, and comprising a driving assistance device of the type of that presented above.
    Other characteristics and advantages of the invention will appear on examination of the detailed description below, and of the appended drawing, in which the single figure illustrates schematically and functionally a road comprising a traffic lane on which has circulated a motor vehicle equipped with a driving assistance device according to the invention and which has been stopped by the latter in an emergency stop zone.
    The object of the invention is in particular to propose a device 15 for assistance (or assistance) in driving DA for a vehicle V.
    In what follows, it is considered, by way of nonlimiting example, that vehicle V is of the automobile type. This is for example a car. However, the invention is not limited to this type of vehicle. It concerns in fact any type of vehicle which can circulate on land traffic lanes and be
    0 driven by a driver.
    There is schematically shown in the single figure a road comprising two lanes of traffic VC1 and VC2 with opposite traffic directions and on which vehicles can circulate V. Here, the first lane of traffic VC1 comprises an emergency stop zone ZA to which we will return later. Furthermore, in this single figure, a vehicle V, driven by a driver (not shown) and equipped with a device for assisting (or assisting) driving DA according to the invention and processing means MT, is traveling for a while on the first taxiway VC1.
    0 The MT processing means are suitable for estimating a level of overall vigilance of the driver of vehicle V. This estimation can be done by any means known to those skilled in the art.
    As a purely illustrative example, this estimate of the driver's overall level of alertness can be made as a function of cause (s) of inattention and effect (s) of inattention determined during a time interval At chosen by MAC behavior analysis means on board vehicle V.
    The MAC behavior analysis means can, for example, be arranged to detect, on the one hand, at least one cause of driver inattention in the first data which is representative of the latter's behavior, and, on the other hand, at least one effect of this inattention in second data which are representative of images of a portion of the traffic lane located in front of the vehicle V.
    For example, each cause of driver distraction can be selected from at least distraction and drowsiness. In general, any detectable cause relating to a driver and likely to cause his inattention can be taken into account here.
    is Also for example, each effect can be chosen from at least a swaying of vehicle V (almost always resulting from drowsiness or distraction) and a steering wheel kick made by the driver when he realizes that his vehicle V is located at least partially on a line delimiting the taxiway VC1 taken (and also resulting
    0 almost always drowsiness or distraction). In general, any detectable effect characteristic of driver inattention can be taken into account. Thus, it could, for example, be a crossing of a line without activating a turn signal, or a drift in the trajectory of vehicle V, or even a sudden steering wheel kick given in reaction to bring the vehicle V at the center of its lane.
    The first data are acquired by means of acquisition
    MAQ which can, for example, include at least a first digital camera, for example installed in a front part of vehicle V (possibly in the bumper or front bumper, or in the passenger compartment
    0 (possibly in the foot of the central mirror which is secured to the windshield). This first data can, for example, be transmitted to the MAC behavior analysis means via a communication network on board the vehicle V and possibly multiplexed.
    β
    It will be noted that, as a variant or in addition, the MAQ acquisition means may comprise ultrasonic sensors and / or at least one scanning laser and / or at least one radar or lidar.
    The second data can, for example, be acquired by at least a second digital camera, installed in the passenger compartment of vehicle V (possibly in the central rear-view mirror or in a rising window of the windshield or in the instrument panel or even in a central multimedia device). In this case, these second data can, for example, be transmitted to the MAC behavior analysis means via the communication network. As a variant or in addition, the second data can be acquired by at least one sensor, in particular a pressure sensor, for example located in the steering wheel or in a part of the driver's seat.
    It will also be noted that any technique known to those skilled in the art can be implemented, alone or in combination, by MAC behavior analysis means to detect a cause of inattention. Thus, they can perform an analysis of the position of the driver's head, or the blinking of the latter's eyelids, or expressions of the driver's face, or even variations in the pressure exerted by the driver.
    0 driver on the steering wheel or in his seat.
    Likewise, any technique known to those skilled in the art can be implemented, alone or in combination, by means of MAC behavior analysis to detect an effect of inattention. Thus, they can make a comparison between successively acquired images or a comparison of each acquired image with stored images representative of characteristic inattention effects.
    Taking into account the causes and effects of the driver's inattention makes it possible to significantly reduce the error in the estimate of the overall alertness level of the driver of the vehicle V. This results from the possibility
    0 remove ambiguities or uncertainties in certain situations (both overestimating risk and underestimating risk). Indeed, we can accentuate the importance of a risk situation or eliminate certain situations which can be considered as nuisance alerts. Thus, a steering wheel kick can be considered as a voluntary action by the driver, for example in the presence of an obstacle or a road fault, in the absence of detection of a sign of distraction or drowsiness. Similarly, swaying can be considered as a voluntary action by the driver, for example in a phase of deviation or overtaking, in the absence of detection of a sign of distraction or drowsiness.
    It will be noted that this possibility of removing ambiguity or uncertainty can be reinforced if the processing means MT are arranged to take into account information relating to the vehicle V, such as for example its current speed.
    For example, the processing means MT can estimate the level of global vigilance by accumulating estimates of the level of global vigilance concerned during successive sik subintervals (with k = 1 to K) of is the chosen time interval At ( At = sii + if 2 + six). This removes ambiguities or uncertainties resulting from the sudden appearance of a high level of overall alertness. For example, sik is 2 s, At is 10 s, and K is 5.
    The MT processing means can be arranged in different
    0 ways to estimate the level of overall vigilance. Thus, they can estimate the level of overall alertness based on an estimate of an effect level which is a function of each determined effect (such as, for example, swaying and flying), and at least two estimates cause levels which are a function respectively of different determined causes (such as distraction and drowsiness). In this case, the MAC behavior analysis means can, for example, detect the position of the vehicle V with respect to the lines delimiting the traffic lane taken from among the second data (images), then deduce from this detection a sign of swaying or flying on a line or at
    0 near a line. In parallel, the means of behavior analysis
    MAC can, for example, detect a sign of distraction or drowsiness among the first data.
    Then, the processing means MT can, for example, estimate a level of lateral control of the vehicle V by the driver as a function of the sway sign or the steering wheel strike on a line which has been deducted. This level of lateral control can, for example, be between 0% and 100%. In parallel, the processing means MT can, for example, estimate a level of distraction and a level of drowsiness as a function of the sign of distraction or drowsiness detected. These levels of distraction and drowsiness can, for example, be between 0% and 100% each.
    In the case of an analysis of a cause of distraction, a level of distraction (between 0 to 100%) can, for example, be obtained from a correspondence table, from a first counter which changes over time depending on the signs of distraction detection. A minimum value of this first counter is a sign of an undistracted driver and a level of distraction of 0% associated with it for a certain time. A maximum value of this first counter is the prolonged sign of a distracted driver, and a level of distraction of 100% is associated with it.
    In the case of an analysis of a cause of drowsiness, a level of drowsiness (between 0 to 100%) can, for example, be obtained from a correspondence table, from a second counter which changes over time according to the signs of drowsiness detection. A
    0 minimum value of this second counter is the sign of a non-drowsy driver and a level of drowsiness of 0% associated with it for a certain time. A maximum value of this second counter is the prolonged sign of a drowsy driver, and a level of drowsiness of 100% is associated with it.
    In the case of an effects analysis, a level of lateral control of the vehicle V (between 0 to 100%) can, for example, be obtained from a correspondence table, from a third counter which changes over time according to the signs of detection of the effects. A minimum value of this third counter is a sign of no swaying or
    0 of no steering wheel strike near a line which has been deducted for a certain time, and a level of lateral control of the vehicle V equal to 0% is associated with it. A maximum value of this third counter is an extended sign of swaying or steering wheel strike near a line that has been deducted, and is associated with a level of lateral control of vehicle V equal to 100%.
    Then, the processing means MT can, for example, estimate the level of overall alertness as a function of a correspondence table which establishes a correspondence between effect levels, cause levels and overall alertness levels. This correspondence table includes stored data previously obtained by the vehicle manufacturer V during laboratory or factory test phases.
    In an alternative embodiment, the processing means MT îo can be arranged to estimate a first level of cause as a function of a first determined cause (such as, for example, distraction) and of each determined effect (such as, for example, a weaving and a steering wheel strike), and a second level of cause as a function of a second determined cause (such as drowsiness) and of each determined effect (such as for example a weaving and a steering wheel strike). In this case, the MT processing means are arranged to estimate the level of overall vigilance as a function of the estimated first and second levels of cause.
    In this variant embodiment, the means for analyzing
    0 MAC behavior can, for example, detect the position of vehicle V in relation to the lines delimiting the traffic lane taken from among the second data (images), then deduce from this detection a sign of swaying or a stroke of the steering wheel on a line. In parallel, the MAC behavior analysis means can, for example, detect a sign of distraction or drowsiness among the first data. Then, the MT processing means can, for example, estimate a first level of cause (such as for example a level of distraction) as a function of the sign of swaying or of the steering wheel on a line (or near a line) that was deducted and from a possible first cause (such as by
    0 example a sign of distraction detected). This level of distraction can, for example, be between 0% and 100%. In parallel, the MT processing means can, for example, estimate a second level of cause (such as for example a level of drowsiness) as a function of the sign of lο swaying or of the steering wheel on a line which has been deducted and a possible second cause (such as a sign of drowsiness detected). This level of drowsiness can, for example, be between 0% and 100%.
    For example, the processing means MT can be arranged to estimate the first level of cause (here the level of distraction) in several sub-steps.
    A first sub-step can consist in determining a first value as a function of a possible first detected cause (here a sign of distraction) and of the possible detected effect (here the sign of swaying or the stroke of the steering wheel on a line) . As an example, this first value can be determined in a first correspondence table which establishes a correspondence between a first cause (here the sign of distraction), effects (here the sign of darting and the stroke of the steering wheel on a line) and is first values. This first correspondence table can also take into account information relating to the vehicle V, such as for example its current speed.
    A second substep then consists in adding the first determined value to the value of a first counter associated with the first
    0 cause (here the distraction) and resulting from the addition of the first K-1 values previously determined in the K-1 previous sik time intervals. It will be understood that a new value of the first counter representative of the driver's distraction is thus obtained over the K elapsed time intervals sik (with k = 1 to K), and therefore over the sliding time interval At.
    A third sub-step finally consists in estimating the first level of cause (here the level of distraction) according to the new value of the first counter. To do this, the processing means MT can, for example, use a second correspondence table establishing a
    0 correspondence between values of the first counter and of the first levels of cause (here distraction levels).
    These first and second correspondence tables include stored data previously obtained by the vehicle manufacturer V during laboratory or factory test phases.
    Similarly, the MT processing means can be arranged to estimate the second level of cause (here the level of drowsiness) in several sub-steps.
    A first sub-step may consist in determining a second value which is a function of a possible second detected cause (here a sign of drowsiness) and of the possible detected effect (here the sign of swaying or the stroke of the steering wheel on a line). As an example, this second value can be determined in a first correspondence table which establishes a correspondence between a second cause (here the sign of drowsiness), effects (here the sign of darting and the stroke of the steering wheel on a line) and second values. It will be noted that this first correspondence table can also take into account information relating to the vehicle V, such as for example its current speed.
    i5 A second sub-step then consists in adding the second determined value to the value of a second counter associated with the second cause (here drowsiness) and resulting from the addition of the K-1 second values previously determined in the K- 1 previous sik time intervals. It will be understood that this gives a new value for the
    0 second counter representative of the driver's drowsiness over the K elapsed time intervals sik (with k = 1 to K), and therefore over the sliding time interval At.
    A third sub-step finally consists in estimating the second level of cause (here the level of drowsiness) according to the new value of the second counter. To do this, the processing means MT can, for example, use a second correspondence table establishing a correspondence between values of the second counter and second cause levels (here drowsiness levels).
    These first and second correspondence tables include
    0 data stored and previously obtained by the vehicle manufacturer V during laboratory or factory test phases.
    Then, the processing means MT can, for example, estimate the level of overall vigilance as a function of a third correspondence table which establishes a correspondence between first levels of cause, second levels of cause and levels of overall vigilance. This third correspondence table includes stored data previously obtained by the manufacturer of the vehicle V during laboratory or factory test phases.
    As illustrated in the single figure, a device for assisting (or assisting) driving DA, according to the invention, comprises at least MCT control means suitable in particular for controlling acceleration, braking and steering of vehicle V as a function of the level of overall vigilance estimated îo by the processing means MT.
    It will be noted, as illustrated without limitation in the single figure, that the processing means MT can be part of the assistance (or assistance) device for driving DA. However, in a variant, they could be external to the latter (DA), for example when they are part of another device on board the vehicle V. Similarly, as illustrated without limitation in the single figure, the means of behavior analysis
    MAC can be part of the DA driving assistance (or assistance) device. But in a variant they could be external to the latter (DA), for example when they are part of another device on board the vehicle
    0 V. Also, the first digital camera and / or the aforementioned second digital camera (s) can (possibly) be part of the assistance (or assistance) device for driving DA.
    It will also be noted that in the nonlimiting exemplary embodiment illustrated in the single figure, the driving assistance device DA is part of a computer CA installed in the vehicle V and possibly performing at least one other function within of the latter (V). However, in variant embodiments, the driving assistance device DA could include its own computer or else be part of another device on board the vehicle V. Consequently, the driving assistance device DA can
    0 be implemented in the form of software modules (or computer or "software"), or a combination of electronic circuits (or "hardware") and software modules.
    According to the invention, the MCT control means are also suitable for controlling an imposed stop of the vehicle V at an authorized location in its environment (for example ZA) when the level of overall vigilance, estimated by the processing means MT, is lower. at a first threshold s1. When the control means MCT have controlled an imposed stop of the vehicle V, they are also capable of authorizing a restart of the vehicle V in the event of detection of a replacement of its driver or, in the absence of replacement of its driver, when the estimated level of overall vigilance has become greater than a second threshold s2, greater than or equal to the first threshold s1, and / or when the duration of this imposed stop is greater than or equal to a third threshold s3.
    Thus, when the estimated overall vigilance level of the driver is really low (<s1), whatever the cause, vehicle V is automatically stopped as soon as possible (because it is not dangerous) without the driver can oppose this judgment because he can no longer control it. This avoids the risk of an accident for passengers of vehicle V and third parties located in the environment close to it (V).
    Note that when the vehicle V is driving at least partially autonomous, the stop imposed is intended to prevent the driver
    0 either unable to regain control appropriately at any time and immediately when necessary. This enforced stop is therefore intended to make the driver aware that he must have a minimum of vigilance, including during the autonomous driving phases, unless he is replaced.
    In the example illustrated, the control means MCT realize at time t1 that the estimated level of overall vigilance is less than the first threshold s1, for example due to repeated and pronounced crossings of the line materializing the right edge of the first taxiway VC1 for a while. Consequently, the MCT control means decide to
    0 at this time t1 to impose a stop of vehicle V on the next authorized location.
    Here, the latter is an emergency stop zone ZA located to the right of the first taxiway VC1.
    This emergency stop zone ZA (or this authorized place for the imposed stop) can, for example, be determined by the control means MCT according to environmental information deduced at least from images of the 'environment of vehicle V provided by means of analysis of the environment MAE, on board vehicle V, and resulting from digital data acquired by the acquisition means MAQ.
    In the nonlimiting exemplary embodiment illustrated in the single figure, the means for analyzing the environment MAE are part of the computer CA. But they could be installed in another computer or include their own computer or even be part of the DA driving assistance device.
    As a variant, the emergency stop zone ZA (or the place authorized for the imposed stop) can, for example, be determined by the MCT control means from environmental information defining the i5 locations of the zones emergency stop and rest and / or refueling zones associated with the first taxiway VC1. This environmental information can be stored in a database which is either on board the vehicle V (and for example part of a navigation aid device), or installed in a server.
    0 of information (and in this case it is transmitted to MCN wireless communication means installed in vehicle V).
    From time t1, the control means MCT will control a progressive deceleration of the vehicle V, by acting on its braking system and on the power supply of its powertrain, and the direction of the vehicle V so that it stays on the first lane of traffic VC1 or slightly offset to the right of the latter (VC1) (in the case of left-hand drive) to signal a problem. Then, when the vehicle V reaches the level of the emergency stop zone ZA, the control means MCT will control its stop in this emergency stop zone ZA always in
    0 acting on the braking system, power supply and steering.
    This imposed stop begins at an instant t2. At this time t2, the MCT control means trigger a time delay of a duration equal to the third threshold s3.
    Then, if the driver is replaced or if the latter is not replaced but his estimated overall alertness level has become greater than the second threshold s2 and / or the duration of the imposed stop is greater than or equal to the third threshold s3, the MCT control means authorize the restart of the vehicle V (manual or automated). For example, the passengers of vehicle V can be warned of the possibility of restarting the latter (V) via an audible message broadcast by the speakers of vehicle V and / or a text message or a thumbnail displayed on a screen of the vehicle. vehicle (for example that of the dashboard). This warning is triggered by the MT processing means.
    On the other hand, if the driver is not replaced and his estimated overall vigilance level remains below the second threshold s2 and / or the duration of the imposed stop is less than the third threshold s3, the MCT control means continue to '' prohibit restarting of vehicle V (manual or automated).
    It will be noted that the MCT control means can also and advantageously be capable of triggering the activation of the hazard warning lights (or "warning") of the vehicle V while they control the stopping of the latter (V). As a variant or in addition, the control means MCT may also be suitable for triggering a temporary activation of the audible warning (or "horn") of the vehicle V while they control the stopping of the latter (V).
    Preferably, the control means MCT may be able to use a second threshold s2 which is greater than the first threshold s1. But in a variant they could use a second threshold s2 equal to the first threshold s1.
    Furthermore, the control means MCT can, for example, be suitable for using a third threshold s3 which is between ten minutes and thirty minutes. As an illustrative example, this third threshold s3 can be chosen to be equal to fifteen minutes.
    As a variant, the control means MCT can, for example, be suitable for determining the third threshold s3 as a function of the level of overall vigilance estimated at the time when they decided to stop the vehicle V. It will be understood that the higher this level is low, the longer the driver's rest.
    It will also be noted that the processing means MT can also be arranged to alert the driver and possibly the passengers when the estimated overall alertness level is below a threshold, preferably the second s2, but this could be the first s1. This alert can be done, for example, by means of an audible message broadcast by the speakers of vehicle V and / or a text message or a thumbnail displayed on a vehicle screen (for example that of the dashboard) and / or vibrations in the steering wheel and / or in the driver's seat.
    As a variant, the processing means MT can be arranged to trigger a first alert when the estimated overall level of alertness is between the first threshold s1 and the second threshold s2, and to generate i5 a second alert, different from the first alert, when the estimated level of overall vigilance is below the first threshold s1. The first message is then a light alert message, while the second message is a severe alert message.
    It will also be noted that, when the level of overall vigilance
    0 estimated is less than a threshold, preferably the second s2, but this could be the first s1, the processing means MT can also trigger a ban on the display of certain pages of information, or a variation in the intensity of the sound signal from the speakers of vehicle V, or a reduction in the temperature of the air in the passenger compartment, or an inhibition of certain commands from vehicle V, or a configuration of vehicle V in "hard suspension" mode .
    It will also be noted that the driving assistance device DA may possibly have a self-learning function intended to adapt its operation (and in particular the thresholds used) according to the
    0 previous driving phases of vehicle V and / or based on a registered profile of the driver of vehicle V.
    权利要求:
    Claims (10)
    [1" id="c-fr-0001]
    1. Driving assistance device (DA) for a vehicle (V) 5 capable of being driven by a driver and comprising processing means (MT) capable of estimating a level of overall vigilance of said driver, said device driving assistance (DA) comprising control means (MCT) capable of controlling the acceleration, braking and direction of said vehicle (V) as a function of said estimated level of overall alertness, characterized in that said control means (MCT) are moreover capable of controlling an imposed stop of said vehicle (V) at an authorized location in its environment when said estimated level of overall vigilance is below a first threshold, then of authorizing a restart of said vehicle (V) detection of a replacement of said conductor or, in the absence of
    15 replacement of said driver, when said estimated overall level of alertness has become greater than a second threshold, greater than or equal to said first threshold, and / or when a duration of said imposed stop is greater than or equal to a third threshold.
    [2" id="c-fr-0002]
    2. Device according to claim 1, characterized in that said
    2 0 control means (MCT) are capable of triggering an activation of hazard lights and / or of an audible warning of said vehicle (V) while they control the stopping of the latter (V).
    [3" id="c-fr-0003]
    3. Device according to one of claims 1 and 2, characterized in that said control means (MCT) are suitable for using a second
    25 threshold higher than said first threshold.
    [4" id="c-fr-0004]
    4. Device according to one of claims 1 to 3, characterized in that said control means (MCT) are adapted to use a third threshold between ten minutes and thirty minutes.
    [5" id="c-fr-0005]
    5. Device according to one of claims 1 to 3, characterized in that
    Said control means (MCT) are capable of determining said third threshold as a function of said overall level of vigilance estimated at the time when they decided to stop said vehicle (V).
    [6" id="c-fr-0006]
    6. Device according to one of claims 1 to 5, characterized in that said control means (MCT) are suitable for determining said authorized location for said imposed stop based on environmental information deduced at least from images of the environment of said vehicle (V) provided by environmental analysis means (MAE) on board said
    5 vehicle (V).
    [7" id="c-fr-0007]
    7. Device according to one of claims 1 to 6, characterized in that it comprises said processing means (MT).
    [8" id="c-fr-0008]
    8. Device according to claim 7, characterized in that it comprises behavior analysis means (MAC) capable of detecting, on the one hand, at least one cause of inattention of said driver in first representative data behavior of the latter, and, on the other hand, at least one effect of this inattention in second data representative of images of a portion of a traffic lane located in front of said vehicle (V) and on which circulates the latter (V), and in this
    15 that said processing means (MT) are suitable for estimating said level of overall vigilance of the driver as a function of each cause of inattention and each effect of inattention determined during a chosen time interval.
    [9" id="c-fr-0009]
    9. Vehicle (V), characterized in that it comprises a driving assistance device (DA) according to one of the preceding claims.
    2 0
    [0010]
    10. Vehicle according to claim 9, characterized in that it is of the automobile type.
    1/1
    VC2
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    同族专利:
    公开号 | 公开日
    FR3055288B1|2018-08-17|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    EP2657921A1|2012-04-21|2013-10-30|Volkswagen Aktiengesellschaft|Method and device for the emergency stopping of a motor vehicle|
    FR3021912A1|2014-06-10|2015-12-11|Renault Sas|DETECTION SYSTEM FOR A MOTOR VEHICLE FOR SIGNALING WITH A SOUND SCENE A DEFECT OF THE DRIVER'S VIGILANCE|
    DE102015011319A1|2014-09-29|2016-03-31|Scania Cv Ab|Method and system for improving the driving safety of a vehicle|EP3379201A1|2017-03-23|2018-09-26|Delphi Technologies LLC|Automated vehicle safe stop zone use notification system|
    CN108630003A|2017-03-23|2018-10-09|德尔福技术有限公司|Automated vehicle secure parking region uses notice system|
    FR3078518A1|2018-03-05|2019-09-06|Psa Automobiles Sa|DEVICE FOR ASSISTING A VEHICLE DRIVER BY DETERMINING A VIGILANCE STATE WITH ADAPTED DECISION RULES|
    法律状态:
    2017-07-19| PLFP| Fee payment|Year of fee payment: 2 |
    2018-03-02| PLSC| Publication of the preliminary search report|Effective date: 20180302 |
    2018-07-20| PLFP| Fee payment|Year of fee payment: 3 |
    2019-07-22| PLFP| Fee payment|Year of fee payment: 4 |
    2021-05-07| ST| Notification of lapse|Effective date: 20210405 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1658004A|FR3055288B1|2016-08-29|2016-08-29|ASSISTANCE DEVICE FOR MONITORING THE STOPPING AND RESTARTING OF A VEHICLE IN ACCORDANCE WITH THE GLOBAL VIGILANCE LEVEL OF THE DRIVER|FR1658004A| FR3055288B1|2016-08-29|2016-08-29|ASSISTANCE DEVICE FOR MONITORING THE STOPPING AND RESTARTING OF A VEHICLE IN ACCORDANCE WITH THE GLOBAL VIGILANCE LEVEL OF THE DRIVER|
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