DRIVER CONTROLLING SYSTEM FOR A VEHICLE

Abstract

The present disclosure relates to a driver controlling system for a vehicle, a vehicle comprising such a driver controlling system, a driver controlling method for a vehicle and a computer program element for such a driver controlling system.

The driver controlling system comprises a longitudinal control means, a lateral control means and a control unit. The longitudinal control means and the lateral control means are arrangeable in the vehicle. The control unit is configured to determine at least one of a longitudinal adjustment parameter and a later adjustment parameter to propel the vehicle in an automated mode. The control unit is configured to prompt the longitudinal control means to apply the longitudinal adjustment parameter of the vehicle and/or the lateral control means to apply the lateral adjustment parameter in the automated mode. The control unit is further configured to modify at least one of the longitudinal adjustment parameter and the lateral adjustment parameter to be applied in the vehicle by a defined rate of deviation for causing a reaction of the driver.

Claims

1. A driver controlling system for a vehicle, the driver controlling system comprising a longitudinal control means, a lateral control means, and a control unit, the longitudinal control means and the lateral control means being arrangeable in the vehicle, the control unit being configured to determine at least one of a longitudinal adjustment parameter or a lateral adjustment parameter to propel the vehicle in an automated mode, the control unit being configured to prompt the longitudinal control means to apply the longitudinal adjustment parameter of the vehicle or the lateral control means to apply the lateral adjustment parameter in the automated mode, and the control unit being further configured to modify at least one of the longitudinal adjustment parameter or the lateral adjustment parameter to be applied in the vehicle by a defined rate of deviation for causing a reaction of the driver.

2. The driver controlling system according to claim 1, the rate of deviation for modifying the longitudinal adjustment parameter or the lateral adjustment parameter being in inverse proportional to a time or a distance to be applied.

3. The driver controlling system according to claim 1, the longitudinal adjustment parameter comprising at least one of a relative distance to a preceding vehicle, a relative speed to the preceding vehicle, a longitudinal acceleration rate or a longitudinal deceleration rate of the vehicle.

4. The driver controlling system according to claim 1, the lateral adjustment parameter comprising at least one of a position within a lane, an override torque, a steering wheel behavior, a lane change time, a curve entry time, a curve exit time, a lateral acceleration rate or a lateral deceleration rate of the vehicle.

5. The driver controlling system according to claim 4, the control unit being configured to modify the lateral adjustment parameter of the automated mode by offsetting the position of the vehicle within the lane.

6. The driver controlling system according to claim 4, the control unit being configured to modify the lateral adjustment parameter of the automated mode by adjusting a safe control zone within the lane for causing a lateral drift or a nervous behavior of the steering wheel of the vehicle.

7. The driver controlling system according to claim 4, the control unit being configured to modify the lateral adjustment parameter of the automated mode by a late turn-in or oversteering out in a curve for changing a curve path.

8. The driver controlling system according to claim 1, further comprising a driver sensor unit, the driver sensor unit being configured to monitor the driver, whether the driver supervises the vehicle driving in the automated mode, and generate driver monitoring data.

9. The driver controlling system according to claim 8, the control unit being configured to vary the rate of deviation for modifying at least one of the longitudinal adjustment parameter or the lateral adjustment parameter of the automated mode based on the driver monitoring data.

10. The driver controlling system according to claim 8, the driver monitoring data comprises at least one of steering wheel contact data or gaze data of the driver.

11. The driver controlling system according to claim 1, further comprising a user interface unit to generate a signal in case of no reaction of the driver to the modified longitudinal adjustment parameter or the modified lateral adjustment parameter.

12. The driver controlling system according to claim 1, the control unit being configured to modify at least one of the longitudinal adjustment parameter or the lateral adjustment parameter prior to a maneuver required depending on a road situation undergoing in a change.

13. A vehicle comprising a driver controlling system, wherein the driver controlling system comprises: a longitudinal control means, a lateral control means, and a control unit, the longitudinal control means and the lateral control means being arrangeable in the vehicle, the control unit being configured to determine at least one of a longitudinal adjustment parameter or a lateral adjustment parameter to propel the vehicle in an automated mode, the control unit being configured to prompt the longitudinal control means to apply the longitudinal adjustment parameter of the vehicle or the lateral control means to apply the lateral adjustment parameter in the automated mode, and the control unit being further configured to modify at least one of the longitudinal adjustment parameter or the lateral adjustment parameter to be applied in the vehicle by a defined rate of deviation for causing a reaction of the driver.

14. A driver controlling method for a vehicle, the method comprising determining at least one of a longitudinal adjustment parameter or a lateral adjustment parameter to propel the vehicle in an automated mode, applying at least one of the longitudinal adjustment parameter or the lateral adjustment parameter in the automated mode, and modifying at least one of the longitudinal adjustment parameter or the lateral adjustment parameter of the automated mode to be applied in the vehicle by a defined rate of deviation for causing a reaction of the driver, wherein a longitudinal control means and a lateral control means being arrangeable in the vehicle.

15. A computer program element, for a driver controlling system according to claim 1, which, when being executed by a processing element, being adapted to perform the method steps comprising: determining at least one of a longitudinal adjustment parameter or a lateral adjustment parameter to propel the vehicle in an automated mode, applying at least one of the longitudinal adjustment parameter or the lateral adjustment parameter in the automated mode, and modifying at least one of the longitudinal adjustment parameter or the lateral adjustment parameter of the automated mode to be applied in the vehicle by a defined rate of deviation for causing a reaction of the driver, wherein a longitudinal control means and a lateral control means being arrangeable in the vehicle.

Description

BRIEF DESCRIPTION OF DRAWINGS

[0048] Exemplary embodiments will be described in the following with reference to the following drawings.

[0049] FIG. 1 shows schematically and exemplarily an embodiment of a vehicle comprising the driver controlling system according to the present disclosure.

[0050] FIG. 2a, 2b, 2c show schematically and exemplarily an embodiment of a driver controlling method by modifying a longitudinal adjustment parameter according to the present disclosure.

[0051] FIG. 3a, 3b, 3c show schematically and exemplarily an embodiment of a driver controlling method by modifying a lateral adjustment parameter according to the present disclosure.

DESCRIPTION OF EMBODIMENTS

[0052] FIG. 1 shows a vehicle 100 comprising a driver controlling system 1. The vehicle 100 may be operated at least partially or entirely in an automated driving mode. The driver controlling system 1 is configured to monitor a driver, whether the driver actively supervises the automated driving mode of the vehicle 100. The driver controlling system 1 may be a part of a driver assistance system, which may allow the vehicle 100 to take over operational decisions during driving. The vehicle 100 in the automated mode provides a continuous assistance to the driver such as speed control and/or steering assistance and the driver remains actively in the supervising task.

[0053] The driver controlling system 1 comprises a longitudinal control means 10, a lateral control means 20 and a control unit 30. The longitudinal control means 10 and the lateral control means 20 are arranged in the vehicle 100. The control unit 30 is configured to determine at least one of a longitudinal adjustment parameter and a later adjustment parameter to propel the vehicle 100 in the automated mode. The longitudinal adjustment parameter comprises at least one of a relative distance to a preceding vehicle, a relative speed to the preceding vehicle, a longitudinal acceleration rate and a longitudinal deceleration rate of the vehicle 100. The lateral adjustment parameter comprises at least one of a position within a lane 200, an override torque, a steering wheel behavior, a lane change time, a curve entry and/or exit time, a lateral acceleration rate and a lateral deceleration rate of the vehicle 100.

[0054] The longitudinal control means 10 is configured to receive the longitudinal adjustment parameter determined by the control unit 30 and apply it in the automated mode of the vehicle 100. The lateral control means 20 is configured to receive the lateral adjustment parameter determined by the control unit 30 and apply it in the automated mode of the vehicle 100. The longitudinal control means 10 may be configured for regulating a vehicle's cruise function such as cruise speed of the vehicle 100 and/or inter-vehicular distance between two vehicles. The lateral control means 20 may be configured for a path tracking such as lane following, lane change maneuver, collision avoidance, etc.

[0055] The driver controlling system 1 further comprises a driver sensor unit 40 configured to monitor the driver, whether the driver supervises the vehicle 100 driving in the automated mode, and generate driver monitoring data. The driver monitoring data comprises at least one of steering wheel contact data and gaze data of the driver.

[0056] The driver sensor unit 40 comprises a hand-on wheel detection system 41 comprising at least one capacitive sensor element and a torque sensor element. The hand-on wheel detection system 41 is configured to detect whether the driver holds the steering wheel and generate accordingly the steering wheel contact data. Additionally or alternatively, the driver sensor unit 40 comprises a camera-based driver monitoring system 42 configured to capture at least one of a gaze direction and a gaze pattern of the driver. Particularly, the camera-based driver monitoring system 42 may monitor, if the driver observes surroundings through a windshield of the vehicle 100 and generate accordingly gaze data.

[0057] The control unit 30 may be an electronic control unit (ECU) of the vehicle 100 and configured to perform a powertrain control, brake control and/or transmission control. The control unit 30 is configured to modify at least one of the longitudinal adjustment parameter and the lateral adjustment parameter to be applied in the vehicle 100 by a defined rate of deviation for causing a reaction of the driver. The rate of deviation can be so small that it can just attract the driver's attention. It is important that the modified adjustment parameter(s) should still fulfill safety requirements of the vehicle 100 driving in the automated mode (see also FIG. 2 and FIG. 3).

[0058] The rate of deviation is inversely proportional to a time and/or a distance at which the modified longitudinal adjustment parameter and/or the modified lateral adjustment parameter is applied. For instance, the rate of deviation may increase if the modified longitudinal adjustment parameter and/or the modified lateral adjustment parameter is applied for a short time period and/or a short distance.

[0059] The control unit 30 is further configured to modify at least one of the longitudinal adjustment parameter and the lateral adjustment parameter prior to a maneuver required depending on a road situation undergoing in a change. Additionally or alternatively, the control unit 30 may modify at least one of the longitudinal adjustment parameter and the lateral adjustment parameter regularly in a defined period and/or irregularly regardless of any external input such as driver monitoring data.

[0060] The control unit 30 is further configured to vary the rate of deviation for modifying at least one of the longitudinal adjustment parameter and the lateral adjustment parameter of the automated mode based on the driver monitoring data. For instance, if the control unit 30 determines that the driver does not sufficiently pay attention to the surroundings, the control unit 30 may increase the rate of deviation.

[0061] The driver controlling system 1 further comprises a user interface unit 50 to generate a signal in case of insufficient or no reaction of the driver to the modified longitudinal adjustment parameter and/or the modified lateral adjustment parameter. The user interface unit 50 may comprise for instance a graphical user interface element, which may be integrated in the vehicle 100, e.g. a Center Stack Display (CSD), an Infotainment Head Unit (IHU). Additionally or alternatively, the user interface unit 50 may be integrated in an infotainment system of the vehicle 100.

[0062] FIG. 2a, FIG. 2b and FIG. 2c show a vehicle 100 driving with at least one modified longitudinal adjustment parameter. The control unit 30 of the driver controlling system 1 may temporarily modify the longitudinal adjustment parameter to cause a reaction of the driver. If there is at least one preceding vehicle 100 ahead, a distance between the current vehicle 100 occupied by the driver and the preceding vehicle may be extended and/or shortened by accelerating or decelerating the vehicle 100. Similarly, in case of a presence of the preceding vehicle 100, a relative speed between two vehicles may be increased or decreased by accelerating or decelerating the vehicle 100 (see FIG. 2a).

[0063] However, if there is no preceding vehicle, the control unit 30 may just modify a current speed of the vehicle 100 by accelerating or decelerating by a defined rate of deviation (see FIG. 2b). Furthermore, in case of a cut-in or cut-out situation of the preceding vehicle 100 the acceleration rate or the deceleration rate may be also modified. In addition, the longitudinal adjustment parameter may also comprise a cornering speed of the vehicle 100, which may be modified for causing a reaction of the driver (see FIG. 2c).

[0064] FIG. 3a, FIG. 3b and FIG. 3c show a vehicle 100 driving with at least one modified lateral adjustment parameter. The control unit 30 of the driver controlling system 1 may temporarily modify the lateral adjustment parameter to cause a reaction of the driver.

[0065] In particular, the control unit 30 is configured to modify the lateral adjustment parameter of the automated mode by offsetting the position of the vehicle 100 within a lane 200. If the driver prefers driving at a center of the lane 200 or the vehicle 100 drives at the center of the lane 200 in an automated driving mode, the lateral adjustment parameter for the position of the vehicle 100 can be modified with an offset from the center of the lane 200 (see FIG. 3a). However, if the driver prefers driving rather at an offset position from the center of the lane 200 or the vehicle 100 drives at an offset position from the center of the lane 200 in the automated driving mode, the lateral adjustment parameter can be temporarily modified such that the vehicle 100 drives in the center of the lane 200 to cause a reaction of the driver (see FIG. 3b).

[0066] The control unit 30 is further configured to modify the lateral adjustment parameter of the automated mode by adjusting a safe control zone 210 within the lane 200 for causing a lateral drift and/or a nervous behavior of the steering wheel of the vehicle 100 (see FIG. 3c). The safe control zone 210 may be defined by a bandwidth d forming a safe corridor within the lane 200. The control unit 30 may temporarily adapt the virtual bandwidth d narrowly or broadly. For instance, if the safe control zone 210 becomes narrower, the vehicle 100 may start to drift laterally, since the vehicle 100 may leave the safe control zone 210 easily. Additionally or alternatively, the behavior of steering wheel can become nervous, since the vehicle 100 may try to keep driving in the narrow safe control zone 210.

[0067] It has to be noted that embodiments of the disclosure are described with reference to different subject matters. In particular, some embodiments are described with reference to method type claims whereas other embodiments are described with reference to the device type claims. However, a person skilled in the art will gather from the above and the following description that, unless otherwise notified, in addition to any combination of features belonging to one type of subject matter also any combination between features relating to different subject matters is considered to be disclosed with this application. However, all features can be combined providing synergetic effects that are more than the simple summation of the features.

[0068] While the disclosure has been illustrated and described in detail in the drawings and description, such illustration and description are to be considered illustrative or exemplary and not restrictive. The disclosure is not limited to the disclosed embodiments. Other variations to the disclosed embodiments can be understood and effected by those skilled in the art in practicing a claimed disclosure, from a study of the drawings, the disclosure, and the dependent claims.

[0069] In the claims, the word “comprising” does not exclude other elements or steps, and the indefinite article “a” or “an” does not exclude a plurality. A single processor or other unit may fulfil the functions of several items re-cited in the claims. The mere fact that certain measures are re-cited in mutually different dependent claims does not indicate that a combination of these measures cannot be used to advantage. Any reference signs in the claims should not be construed as limiting the scope.