• 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:
    The invention comprises a method and system for avoiding traffic accidents, by waking up a sleepy or completely inactive motor vehicle driver without false alarms. At the same time, the method and system utilize at least four differently specified detections with so-called thresholds for wake-up alarms that the driver, after wake-up without false alarms, has the opportunity to avoid an impending traffic accident through evasive maneuvers and other vehicle inspections. Application text, 2010-08-13 100157EN
    公开号:SE1050852A1
    申请号:SE1050852
    申请日:2010-08-13
    公开日:2011-02-27
    发明作者:Klas Kuentzel
    申请人:Svenska Utvecklings Entreprenoeren Susen Ab；
    IPC主号:
    专利说明:

    1015202530in, as in U.S. Pat. 7,0l9,653 B2, in which an acousticalarm at a time when no steering wheel movements have taken placea certain period of time as a sign that the driver has fallen asleep.can have two different disadvantages,This method, although correct,namely (a) that an accident may very well occur before theor (b) a false alarm occurs, if the driver is stillis awake.
    Another group of alarm systems is based on the deviation of the vehiclefrom its intended side position in the lane, which coulddue to the driver falling asleep. Several different systems ofthis species are known. As a detection method, used toassess the lateral position of the vehicle, mainly camera-based systemssystem, which detects the film markings and calculates the vehiclereal-time mode. If the system predicts or statesthat the vehicle crosses the lane marking, a warning can be issued tothe driver. Other detection methods may include laser systems,color camera technology and graphic computing to determineroad edges. Still other detection methods have been described.such as the use of GPS for positioning combiwith digital road maps and the like, without or withcombination of more advanced camera systems and image analysis technologynik.
    U.S. Pat. 2007/0024430 A1 describes a method which is notra takes note of the side position of the vehicle, but also of the driver'sactivity level, which may include the driver sleeping. The purposewith the described invention is to be able to distinguish betweenintentional and unintentional file changes to avoid falsealarm, when an intentional file change occurs.
    The description in WO 2007 / l36338 A1 relates to a method of alarmvehicle drivers, who are expected to be particularly efficient byApplication text, 201008-13 100157EN1015202530simultaneously trigger the two existing types of vibration sensorssensors in human skin.
    A successful existing method of reducing traffic accidentsin situations where a driver's steering of the vehicle fallswhich can be caused by fatigue or falling asleep at the wheel,are side grooves in the roadway or road edges, which generatea vibration and sound when the vehicle wheels while driving reach thelorna. However, side grooves are not everywhere, which underlinesthe need for a vehicle-based safety system. Sameapplies to the guardrails between oncoming files, which alsocan successfully reduce traffic accidents.
    The present invention describes a method and a system,which prevents false alarms, but still results in a rapid andeffective alarm for an inactive driver.
    The present invention thus relates to a method forto wake a dormant motor vehicle driver with a wake-up callalarm, the triggering of which is controlled by threshold values for from at leasttwo different detection systems, of which a firstsystems are detected to detect driver activity and at leastanother detection system is caused to detectthe movement of the vehicle relative to the current lane and / or object inthe vicinity of the vehicle and is characterized by, that in order for an alarm tocaused to be triggered, one of two conditions must be met, wherea first condition is that partly a predetermined first lowerthreshold value for driver activity is exceeded, partly that apredetermined threshold for the movement of the vehicle is exceededand where a second condition is that only a predeterminedre threshold value for driver activity is exceeded.
    The invention provides a method of preventing traffic accidentsby waking up motor vehicle drivers who have fallen asleep or are onotherwise is completely inactive at the steering wheel and there the wake-up alarmApplication text, 201008-13 100157EN1015202530is given on the basis of a number of different types of alarm thresholds, i.e.different thresholds for triggering alarms. These alarm thresholdsselected to wake the driver in time without false alarms in order to avoidgive way to an impending accident. The invention makes use of preferredin a known manner a haptic alarm in the steering wheel, adapted forto safely wake a sleeping driver, whose handsstill resting against the steering wheel. By utilizing several differentkind of alarm thresholds, the said disadvantages of false alarms are reducedversus traffic risks.
    Driver inactivity can be detected or recorded on theknown methods to form a dataset, from the outsidewhich an alarm threshold value can be set. For example, such asin WO 136338 A1, either of two different easily collected valuesselected, one such as the elapsed time after the laststeering wheel movement and the other as the vehicle'sstretch on the road after the last steering wheel movement.
    Within the framework of the assessment of different alarm threshold values andrisk inventor, the inventor has analyzed various tests, such asperformed with passenger cars. The first group of tests has aimedto map activity versus inactivity at the wheel.
    The second group of tests has aimed to map thedriving movements during driving activity at the wheel during variousconditions.
    Among the conclusions from the first group of tests,the finder that most small corrective steering wheel movements occurredwithin 2 seconds from the previous steering wheel movement and thatbreaks between the driver's steering wheel movements rarely exceeded 4 seconds.customers.
    Theoretically, the larger mass of large commercial vehicles can bewith the passenger cars have an influence on the frequency ofApplication text, 201008-13 100157EN1015202530normal corrective steering wheel movements, with slightly longer intervalsbetween consecutive steering wheel movements.
    Among the conclusions from the second group of tests, the inventionthat the vehicle's route from the starting point of the vehiclethe inactivity of the vehicle varied greatly with road conditions. Ti-from the time the driver became inactive at the wheel to thewhen the front tire of the vehicle has reached one of the drivingThe side lines of the lens varied between just over a second to over 30seconds with an arithmetic mean between 5 and 6 secondsthere.
    Theoretically, large, heavy vehicles of the previously statedreasons are expected to show a slower change of direction andlonger times than indicated above.
    The alarm threshold values used in a method according to the inventionis chosen according to two governing principles, (a) to awakenthe driver in time for the driver to be able to carry out anto avoid an impending traffic accident and (b) thatAvoid false alarms as much as possible. Determiningthresholds can be made after further testing, includingve tests of waking up drivers and of the reaction time ofdrivers, who have just been woken up.
    A used threshold value can be considered absolute by constituting oneupper limit in time or in completed mileage during completionyou inactivity of the driver and over what value the driver withsecurity has fallen asleep. If this value were set at 10 se-customers in passenger cars and correspondingly higher in commercialvehicles, i.e.so would false alarms, wake-up alarms to wake updrivers, occur very rarely.
    According to a preferred embodiment of the invention comprisessaid detection system for said movement of the vehicle at leastApplication text, 201008-13100157SE1015202530stone a second detection system, which is caused to detectthe lateral deviation of the vehicle from the current lane, a thirddetection system, which is caused to detect relative velocityand the distance to an object in the direction of travel of the vehicle anda fourth detection system, which is caused to detectrelative speed and the distance to objects that are presentright against the direction of travel of the vehicle. Furthermore, the awakeningthe alarm to be triggered, when partly the first detection systemexceeds said predetermined lower threshold for fo-rarin activity, partly when at least some of the third orthe fourth detection system exceeds one for eachdetection system predetermined threshold value.
    According to a further preferred embodiment of the inventionan alarm inhibition is caused to occur when the first detectionthe system has not exceeded said higher threshold, so farnone of the above second, third or fourth detectionsystems have reached their respective thresholds.
    A second wake-up alarm threshold for an inactive drivercould be placed in a critical vehicle position and / orlateral speed of the vehicle in relation to the filecenter line, as a measure of traffic accident risk. Such a positionmay laterally correspond to a distance from the center line, whichcorresponds to the position when the vehicle's wheels would normally meet the road surfaceside grooves. The lateral speed is at the same time a measure of thatimportant time element, which determines how soon the vehicle reachesa critical lateral position related to the wall geometry.
    A third threshold for wake-up alarm to an inactive onedrivers can be used and put in a critical vehicle positionor vehicle speed in the direction of travel, which is sensed in afrontal collision warning system using radar technologyApplication text, 201008-13 100157EN1015202530or similar prior art and where the driver's interventionis avoided to avoid a traffic accident.
    According to a preferred embodiment, said lower is lowerthreshold value 2 seconds and said upper threshold value exceededgives 4 seconds.
    According to one embodiment, it is preferred that the alarm is brought togenerated by a device arranged to imitate sound and / orvibrations which occur during the passage of the vehicle over thelor and with sufficient amplitude to wake the driver.
    Another preferred embodiment is that the alarm is brought togenerated by a device which generates vibrations in the vehicle.nets steering wheel.
    A fourth wake-up alarm threshold for an inactive alarmcan be used and set based on indicated trafficaccident hazards and obstacles on either side of the vehicle, such ascan occur when overtaking another vehicle, when owning the vehiclegets run over or drives on a multi-lane highway with traffic inadjacent lane or in the event of other traffic obstructions near the lanere boundary lines. The accident hazard is outstanding if the driver shouldsleep in the situations described above and a sharp awakeningis a critical emergencyalarm, which alerts the driver within one second,turnaround. Tests have shown that falling asleep can happen at any timepreferably, even if the driver is involved in overtaking another vehicle.don and really should be very alert.
    The mentioned second, third and fourth threshold values can be controlledof an algorithm, which may include estimated time for a collisionwith a foreign obstacle minus the chosen times ofand evasive maneuvers and the selected safety margin.
    According to the present method, the driver's steering wheel movements must be able todistinguished from other minor steering wheel movements, which can be caused byApplication text, 201008-13 100157EN10152025vehicle vibrations, mostly created by forces betweenthe donor wheels and the road surface. Tests with modern passenger cars haveshown that steering wheel movements, which are not initiated by the driver, have onelimited amplitude. Steering wheel movements with greater amplitude can be includedsafety is considered to be caused by the driver. Appropriate and sensiblesensors and data processing technology can be selected, so that onefor each type of car may differ between the driver's steering wheel movements andother possible steering wheel movements.
    There may be situations where the driver is not woken up by the abovedescribed steering wheel vibrations. About a driver instead of havinghands resting against the steering wheel, would rest with forearms orelbow to the steering wheel, the vibrations may not feel the sameway. In such a case, a high acoustic warning may also bego as an alarm.
    The invention is exemplified below in part in connectionwith Figures 1-3, which schematically illustrates the embodimentforms in the form of block diagrams of a multi-threshold alarmsystems for avoiding traffic accidents according to the invention.
    Alarm system with several different alarm thresholds according to the inventionis shown schematically in Figures 1, 2 and 3 to illustrateembodiments, as described below.
    Figure 1, which shows a functional overview of the method andsystem according to the invention, are compared in a known manneractivity data (d '= 0) with a time threshold value of 5activity. Steering wheel activity means that the steering wheel is turned. About thisthreshold value 5 is exceeded, a sharp wake-up alarm is initiated6 intended to awaken the driver 1 by means of a mechanical vibrationV generated in the knob 4 in the form of a sharp awakeningalarm 6, which is an already known and described alarm technique.
    Application text, 201008-13 100157EN1015202530Three types of traffic accident hazards are represented by threewarning system 8, namely a warning system 8 for the vehicleposition, a frontal obstacle warning system 9 and aside obstacle warning system 10, each of which is connectedwith its special alarm threshold, selected to indicate onetraffic accident hazard. Depending on the chosen design of the inventionthese three thresholds can either be used to initiateor inhibit the sharp wake-up alarm, whichmore is explained in connection with Figures 2 and 3.
    Figure I refers to the alarm inhibition shown and the dashed onesthe lines to the design, which is explained in connection withgur 3.
    Depending on the human / machine interface 3 between driver 1hands 2 and the knob 4, the vibrations V will causedriver I in both designs to take immediate control andthe subsequent movements d '# O, where d is the rotation of the steering wheelof the steering wheel 4 initiates in an known manner an automationtechnical shutdown 7 of the wake-up alarm 6.
    In Figure 2, the 8.9, 10 comfort systems of the three detection systemscellar alarm in parallel, so that each of them can initiate onesharp wake-up alarm 6, when the respective alarm threshold has been reached,provided that inactivity in steering wheel movements, d '= 0, pägättIn this case, the wake-up threshold may be= 0,at least 1 second.alarm due to inactivity at the steering wheel, d 'is set tosay 5 seconds and if none of the other three warning systems8.9, 10 has reached its thresholds for alarms, it will be higherthe threshold value for rat activity 54 to initiate the wake-upthe alarm 6 to send the wake-up vibration V to the driver.
    The threshold for driver activity 54 may be in a known mannera time threshold value, calculated from inactivity signals,d '= 0, from a steering wheel angle sensor 51 and from a digital clockApplication text, 201008-13 100157EN10152025301052 or a threshold in road section, calculated fromthe steering wheel angle sensor 51, from the digital clock 52 and from thedata or road measurement data 53, which are available indonets computer system.
    The threshold value for rattin activity 5 can be set first at onelow value, say 1 second, but its alarm initiation is inhibitedby an alarm inhibition function 11 as long as none of the threeother detection systems 8,9,10 have reached their respectivethreshold value. The threshold value for rat activity 5 includesalso a second and higher value, say 5-10 seconds, atit closes the inhibitory function and initiates arousalvibration signal V of the alarm 6.
    Thresholds of the three detection systems 8,9,10, whichused in connection with the present invention are systemicthe designer's free choice with the aim of giving the driver onegood chance of avoiding the accident. The role of the invention is towake up the driver as soon as possible and each alarm thresholdvalue must be set accordingly so that the driver can steerthe vehicle from the dangerous position and use other driverTime values in connection with alarmdown, such as with brake and gas.thresholds mentioned above should be considered as examples and notrestrict the invention to these or other numerical values.
    The primary purpose of the wake-up alarm 6 is to prevent serioustraffic accidents from occurring. But the alarm 6 makes the driveralso aware of a very serious personal fatiguecondition and unsuitability to continue driving without a sleep break,which the driver is unlikely to ignore.
    Vehicle lateral position detection systems 8, forfrontal collision risk 9 and for side collision risk 10 canbe based on various suitable known sensor systems, such asinfrared camera, radar technology, color camera system, image processingApplication text, 201008-13 100157EN1015202530llGPS, ultrasound and other known means of measuring distances,relative speed, position and other parameters.
    Said system 8,9, 10 may also in a known manner include loweralarm thresholds with the function to warn driver 1 beforea wake-up alarm 6 is initiated. As shown in Figure 2 and Figure3, such a lower threshold value can initiate a mild alarm signal(m) of a visual, acoustic or haptic nature to the driver froma milder alarm warning system 12.
    An active driver, who is alerted by a mild warning alarm(m) can be expected to take the necessary measures to eliminatewhich caused the alarm.the situation, Such measures mayto activate the direction indicator, which should be used forfile change, or return the vehicle to a better file positionby corrective steering or braking the vehicle toavoid an indicated danger. A dormant / inactive driver perhapsdoes not pay attention to the mild alarm (m) and then followstherefore a sharp wake-up alarm (V) about the higher alarm thresholdachieved.
    Preferred embodiments of the present inventioncan use all known technology and all effective methods togenerate mechanical vibrations (V) in the steering wheel with appropriateplatitudes, frequencies and durations, which can quickly evokea driver l with his hands resting on the steering wheel 4.
    If the driver l does not have his hands resting on the steering wheel 4, it canthe sharp wake-up alarm system 6 be designed to includethe possibility of issuing an acoustic warning, high enough towake up a sleeping driver quickly and efficiently. Oneother possible embodiments of the invention may include aspecific generation of noise and vibration in the vehicle, similar tothose that occur when the vehicle passes over road junctionsand with sufficient amplitude to wake the driver. SuchApplication text, 201008-13 100157EN101512additional warning systems are not shown for simplicityin Figures 1-3, but are included in the invention.
    Should no response in the form of steering wheel movement be registered bythe motion sensor 51 within a short, prescribed time after startof the wake-up alarm (V) can a system according to the inventionbe designed to transmit an emergency signal (SOS), whichtiver other safety systems l3 in the vehicle for furtherautomatic intervention to prevent or reduce trafficdor.
    Two embodiments of the present invention have been described.
    It is clear that those skilled in the art can find alternativeembodiments of the invention and various modifications and methodsto solve the proposed functionality without deviating frompresent invention.
    The present invention should therefore not be construed as limitedto the above embodiments, but can be varied withinits framework specified by the appended claims.
    Application text, 201008-13100157SE
    权利要求:
    Claims (6)
    [1]
    Method for waking a dormant motor vehicle driver with a wake-up alarm, the triggering of which is controlled by threshold values for from at least two different detection systems, of which a first detection system is caused to detect driver inactivity and at least one other detection system is caused to detect vehicle movement and driving current. or objects in the vicinity of the vehicle, characterized in that in order for an alarm to be triggered, one of two conditions must be met, where a first condition is that a predetermined first lower threshold value for driver activity is exceeded, and that a predetermined threshold value for the movement of the vehicle is exceeded and where a second condition is that only a predetermined higher threshold value for driver activity is exceeded.
    [2]
    2. A method according to claim 1, characterized in that said detection system for said movement of the vehicle comprises at least a second detection system, which is caused to detect the lateral deviation of the vehicle from the current lane, a third detection system, which is caused to detect relative speed and the distance to an object in the direction of travel of the vehicle and a fourth detection system, which is caused to detect relative speed and the distance to objects which are perpendicular to the direction of travel of the vehicle and by causing the alarm to be triggered when the first detection system exceeds said predetermined lower threshold value. when at least one of the third or fourth detection systems exceeds a predetermined threshold value for each detection system. Application text, 201008-13 100157EN 10 15 20 25 14
    [3]
    Method according to claim 1 or 2, characterized in that alarm inhibition is effected when the first detection system has not exceeded said higher threshold value, as long as none of the above-mentioned second, third or fourth detection systems has reached its respective threshold value.
    [4]
    4. A method according to claim 1, 2 or 3, characterized in that said lower threshold value is less than 2 seconds and said upper threshold value exceeds 4 seconds.
    [5]
    Method according to claim 1, 2, 3 or 4, characterized in that the alarm is caused to be generated by a device arranged to imitate sound and / or vibrations, which occur during the passage of the vehicle over road grooves and with sufficient amplitude to arouse the driver.
    [6]
    Method according to claim 1, 2, 3 or 4, characterized in that the alarm is caused to be generated by a device which generates vibrations in the steering wheel of the vehicle. Application text, 201008-13 100157EN
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    法律状态:
    2020-04-28| NUG| Patent has lapsed|
    优先权:
    申请号 | 申请日 | 专利标题
    SE0901120|2009-08-26|
    SE1050852A|SE534980C2|2009-08-26|2010-08-13|Method of waking a sleepy motor vehicle driver|SE1050852A| SE534980C2|2009-08-26|2010-08-13|Method of waking a sleepy motor vehicle driver|
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    PCT/SE2010/050888| WO2011025437A1|2009-08-26|2010-08-16|Method for wakening up a driver of a motor vehicle|
    US13/392,165| US9129508B2|2009-08-26|2010-08-16|Method for wakening up a driver of a motor vehicle|
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