Driving Assistance System and Driving Assistance Method for a Vehicle

Abstract

A driving assistance system for a vehicle includes at least one operating element for manual vehicle control; a training level determination unit that is configured to determine a first training level of a first vehicle occupant and a second training level of a second vehicle occupant; and a control unit that is configured to assign the at least one operating element for changing from an automated driving mode to a manual driving mode based on the first training level and the second training level to either the first vehicle occupant or the second vehicle occupant.

Claims

1.-10. (canceled)

11. A driving assistance system for a vehicle, the driving assistance system comprising: at least one operating element for manual vehicle control; a training level determination unit which is configured to determine a first training level of a first vehicle occupant and a second training level of a second vehicle occupant; and a control unit which is configured to assign the at least one operating element for a change from an automated driving mode to a manual driving mode based on the first training level and the second training level to either the first vehicle occupant or the second vehicle occupant.

12. The driving assistance system according to claim 11, wherein the control unit is further configured to: determine a criticality of a situation in relation to the change from the automated driving mode to the manual driving mode, and assign the at least one operating element further based on the criticality of the situation to either the first vehicle occupant or the second vehicle occupant.

13. The driving assistance system according to claim 12, wherein the control unit is further configured to: assign the at least one operating element to the vehicle occupant with a higher training level upon assessing the situation as critical, and assign the at least one operating element to the vehicle occupant with a lower training level upon assessing the situation as non-critical.

14. The driving assistance system according to claim 13, wherein: the control unit is further configured to assess the situation as critical upon determining that there is a first time budget or less for the vehicle occupant to take over vehicle control, and to assess the situation as non-critical upon determining that a second time budget or more is provided for the vehicle occupant to take over vehicle control, and the second time budget is greater than the first time budget.

15. The driving assistance system according to claim 11, wherein the at least one operating element is selected from the group consisting of a steering wheel, a joystick, a gas pedal and a brake pedal.

16. The driving assistance system according to claim 11, wherein the at least one operating element is a steering wheel which is movable substantially perpendicular to a longitudinal axis of the vehicle from one side of the vehicle to another side of the vehicle.

17. The driving assistance system according to claim 11, wherein the automated driving mode corresponds to SAE Level 3 or SAE Level 4.

18. The vehicle comprising the driving assistance system according claim 11.

19. A driving assistance method for a vehicle, the driving assistance method comprising: determining a first training level of a first vehicle occupant and a second training level of a second vehicle occupant; assigning at least one operating element for manual vehicle control to either the first vehicle occupant or the second vehicle occupant based on the first training level and the second training level; and changing from an automated driving mode to a manual driving mode after assigning the at least one operating element.

20. A computer product comprising a non-transitory computer readable medium having stored thereon program code which, when executed on one or more processors, caries out the driving assistance method according to claim 19.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0053] FIG. 1 shows schematically a vehicle with a driving assistance system for automated driving according to embodiments of the present disclosure.

[0054] FIG. 2 shows schematically a driving assistance system according to embodiments of the present disclosure.

[0055] FIG. 3 shows schematically a handover of the vehicle control according to embodiments of the present disclosure.

[0056] FIG. 4 shows a flowchart of a driving assistance method according to embodiments of the present disclosure.

DETAILED DESCRIPTION OF THE DRAWINGS

[0057] In the following, unless noted otherwise, the same reference numerals are used for elements that are the same and have the same effect.

[0058] FIG. 1 shows schematically a vehicle 10 with a driving assistance system 100 for automated driving according to embodiments of the present disclosure.

[0059] During automated driving, the longitudinal and/or lateral guidance of the vehicle 10 takes place automatically. The driving assistance system 100 therefore takes over guidance of the vehicle. For this purpose, the driving assistance system 100 controls the drive 20, the transmission 22, the hydraulic service brake 24 and the steering 26 via intermediate units, not shown.

[0060] To plan and carry out automated driving, environmental information from an environmental sensor system that monitors the surroundings of the vehicle is received by the driver assistance system 100. In particular, the vehicle can include at least one environmental sensor 12, which is adapted to record environmental data that specifies the vehicle surroundings. The at least one environmental sensor 12 can comprise, for example, one or more several LiDAR systems, one or more radar systems, one or more cameras and/or one or more laser scanners.

[0061] Preferably, the driving assistance system 100 is adapted for conditional automated driving in accordance with SAE Level 3 or SAE Level 4.

[0062] FIG. 2 shows schematically a driving assistance system 100 according to embodiments of the present disclosure.

[0063] The driving assistance system 100 comprises at least one operating element 110 for manual vehicle control; a training level determination unit 120, which is adapted to determine a first training level of a first vehicle occupant and a second training level of a second vehicle occupant; and a control unit 130, which is adapted to assign the at least one operating element 110 for a change from an automated driving mode to a manual driving mode based on the first training level and the second training level to either the first vehicle occupant or the second vehicle occupant.

[0064] For example, situations in which the change from automated driving mode to manual driving mode should or must take place can be characterized by different urgency.

[0065] Some takeovers are planned since, for example, it is known well in advance that route availability (e.g. from backup route data) is no longer available. In this case, more time budget is available and a long cascade of information can be made available to the driver so that the takeover is safe and convenient. This is advantageous, for example, for vehicle occupants with the lowest training level, so that these vehicle occupants can train to take over vehicle control in non-critical and plannable situations. Thus, for example, the ability to take over in future critical situations can be improved.

[0066] In contrast, other takeovers take place unplanned and/or in critical situations. Critical takeovers can be characterized by the fact that a smaller time budget is available since the handover cannot be planned in advance (such as in the event of a sensor failure), although a backup sensor system in automated driving can still provide a certain remaining budget within which vehicle guidance can be taken over. This means that in critical situations a handover to the most suitable vehicle occupant can be accomplished.

[0067] FIG. 3 shows schematically a handover of the vehicle control according to embodiments of the present disclosure.

[0068] According to embodiments of the invention, the at least one operating element 110 for manually controlling the vehicle is assigned to one of the vehicle occupants based on their individual training level. The at least one operating element can be, for example, a steering wheel that can be moved from one side of the vehicle to another side of the vehicle substantially perpendicular to a longitudinal axis of the vehicle.

[0069] In the example of FIG. 3(a), the steering wheel is positioned centrally (M) between the first vehicle occupant L and the second vehicle occupant R during automated driving. If the first vehicle occupant L is selected to take over control of the vehicle based on his training level, the steering wheel may move toward the first vehicle occupant L (FIG. 3(b)). However, if the second vehicle occupant R is selected to take over vehicle control based on his training level, the steering wheel may move towards the second vehicle occupant R (FIG. 3(c)).

[0070] FIG. 4 schematically shows a flowchart of a driving assistance method 400 according to embodiments of the present disclosure. The driving assistance method 400 can be implemented by appropriate software that can be executed by one or more processors (e.g. a CPU).

[0071] The driving assistance method 400 includes, in block 410, determining a first training level of a first vehicle occupant and a second training level of a second vehicle occupant; in block 420, assigning at least one operating element for manual vehicle control to either the first vehicle occupant or the second vehicle occupant based on the first training level and the second training level; and in block 430, changing from an automated driving mode to a manual driving mode after assigning the at least one operating element.

[0072] According to embodiments of the invention, when vehicle control is transferred to a vehicle occupant as part of a change from an automated driving mode to a manual driving mode, a suitable vehicle occupant is selected based on a training level. For example, in the case of a critical and unplanned takeover (e.g. in the event of a sensor failure) the vehicle occupant with the best or highest training level can receive control of the vehicle. In another example, in the case of a non-critical and plannable takeover (e.g. in the case of a section of road ahead with known non-availability of the automated driving function), the vehicle occupant with the lowest training level can receive control of the vehicle, so that this vehicle occupant can train to take over the vehicle control in non-critical and plannable situations.

[0073] This means that untrained people can be trained in relatively safe situations to master the switch to manual driving mode, whereas in serious situations the vehicle occupant with the most training is entrusted with guidance of the vehicle. This can reduce dangerous situations in current and/or future takeover scenarios. As a result, safety in automated driving can be improved.

[0074] Although the invention has been illustrated and explained in detail by preferred exemplary embodiments, the invention is not limited by the examples disclosed and other variations may be derived therefrom by the person skilled in the art without departing from the scope of the invention. It is therefore clear that a large number of possible variations exist. It is also clear that embodiments mentioned as examples are truly examples only which should not be construed in any way as limiting the scope, application possibilities, or configuration of the invention. Rather, the preceding description and the description of the figures enable the person skilled in the art to specifically implement the exemplary embodiments, whereby the person skilled in the art can make a variety of changes, for example with regard to the function or the arrangement of individual elements mentioned in an exemplary embodiment, in the knowledge of the disclosed inventive concept, without departing from the scope of protection, which is defined by the claims and their legal equivalents, such as further explanations in the description.