EP0030021A2 - Method and apparatus for checking the fitness of the driver of a road vehicle - Google Patents

Abstract

The invention relates to a method for perceiving and controlling the decrease in the activity and the level of alertness of the driver of a vehicle provided with an independent energy source with an unbound train, in particular in monotonous situations. The subject of the invention is a complex electronic safety device, which perceives the decrease in the activity of the driver while driving in vehicles with an independent energy source and at the same time controls, qualifies and registers the readiness for perception and decision, the movement coordination and the level of attention. According to the method, the changes caused by the activity of the driver in the energy balance of the vehicle are observed. The signals formed from this delay the formation of signals for the driver, signals which are to be answered by the driver being formed if the driver does not take any action. The change in the consumption current is observed in the device. Depending on this, signals are generated for the driver.

Description

The invention relates to a method for perceiving and controlling the decrease in activity and the level of wax in the driver of a vehicle provided with an independent energy source with an unbound train, in particular in monotonous situations.

The subject of the invention also forms a complex electronic safety device, which perceives the decrease in the activity of the driver while driving in vehicles with an independent energy source and at the same time controls, qualifies and registers the readiness for perception and decision, the movement coordination and the level of attention. Using a suitable addition to the circuit arrangement, the device according to the invention is also suitable for being able to check the driver's condition, which is influenced by alcohol (or medication), before starting the vehicle, which also fulfills the task of protecting assets.

Although the method and the device according to the invention are primarily advantageous in vehicles that take part in road traffic, in particular in motor vehicles, the method and the device can be used with any other means of transport, work machines or with all "man-machines" that are in permanent operation. Systems are successfully used to control vigilance.

It is a well known fact that the number of accidents resulting from inattentiveness, tiredness or the eventual falling asleep of drivers exceeds the number of accidents resulting from technical errors. According to the relevant statistics, about 70% of the total number of accidents can be attributed to the reason mentioned. In the United States, approximately 20% of road traffic accidents are single car events in which no other vehicle other than the vehicle to which the accident occurred was involved. Due to the ever increasing number of vehicles, the increased volume of transport carried out on the roads and the speed limit introduced all over the world, an increase in accidents of the character mentioned must be expected. There has therefore long been a desire to ensure the driver's vigilance with the aid of any instrument that controls vigilance, or to prevent the impending accident by removing it.

There are technical solutions with similar goals known, endeavors which by preventing starting above questions imputed or skill tasks that an under alcoholic or _m edikamentösem influence conflicting or excessively fatigued person can start driving. However, it is obvious _li ch that these instruments are not suitable for monitoring the fatigue go occurring.

Numerous devices are known which monitor the fatigue process while driving by controlling brain waves, eye movements or muscle tone. However, these methods claim wearing uncomfortable contacts on the body, so these methods could not spread.

Some devices strive to reduce monotony by creating awakening stimuli. Such a device is e.g. in US-PS 3,611,344 (this PS corresponds to DE-PS 2 142 574). This device emits a periodically repeating stimulus for the driver. The driver is assigned the task of extinguishing the signal with a hand switch. If the extinguishing does not take place, the device switches off the ignition of the engine or the alarm flashing lights are switched on. A serious disadvantage of this device is that rhythmic stimuli, by which the monotony is increased, are emitted, which stimuli can distract attention in city traffic in situations at risk of accidents.

A device used in railways has been manufactured for similar purposes; this is described in DE-PS 1 199 312. This device gives the call signals depending on the speed, i.e. in a much less predictable rhythm and, in conjunction with the so-called "dead man's switch", is also capable of sensing the decrease in muscle tone. However, since the device has been developed for vehicles tied to the train, it cannot be used for road traffic due to its design and functional principle.

The inventions that produce the wake-up signaling have thus reached the limit of their potential. Further attempts were made based on the observation of the manipulation of the steering wheel (the oscillation). With these solutions, however, the individual variation "of the steering style" is an almost insoluble problem. Furthermore, it could be proven within a short time that this value depends so much on the road conditions, the weather and the technical conditions of the vehicle that it seems almost senseless to simply count the oscillation (As such, U.S. Patents 3,322,639 and 3,106,987 should be mentioned).

DE-PS 2 404 963 shows the tendency to further develop such devices. In the sense of the solution described here, one tries to compare the measured oscillation values with one another on the basis of the sample taken for each route. Such a comparison could only be regarded as objective on long stretches with path areas of unchanged quality.

The device described in DE-PS 2 042 853 continuously controls not only the change in the oscillation value but also the quality of the corrective movements. If at all possible, with the aid of these devices, all faster or slower changing moments (such as, for example, the inclination angle of the road surface, the quality of the tires, ice, snow, side wind, dead play of the steering wheel, the load on the car, etc.), Those who determine the quality of this fatigue phenomenon, while being able to take it into account at the same time, have the objection that the devices mentioned perceive only the final state of fatigue and not - there is not even the possibility of this; - the peculiar anomalies of the sleep preceding it Consider steering wheel manipulation.

The device described in US Pat. No. 4,005,398 strives to reduce the unnecessary alarms resulting from the inadequacy of the method and the risk of accidents resulting therefrom. This solution actually represents the combination of the individual characteristics of those described in US Pat. No. 4,031,527 and 3 22 639 described devices. The basic principle is that the steering maneuvers are counted as a function of speed and the oscillation fluctuations of the steering wheel are observed. If one of the values falls below the threshold value, a warning acoustic stimulus is given. The reminder that shakes the watch is then automatically deactivated.

Finally - because of the original solution - special attention should be paid to the device described in US Pat. No. 3,922,665. This device perceives the increase in the hearing threshold, it emits an increasing sound stimulus to the driver, who is obliged to cancel the stimulus at the moment of perception. The randomness in the frequency of the stimuli is achieved by making them dependent on the time period between the start of the excited signal and the extinction. In the case of fatigue, however, the hearing threshold changes inversely in most vibration areas, i.e. it does not increase, but decreases. The threshold value is influenced by so many factors, not just the background noise that is taken into account in the invention, that the reasons given in connection with the oscillation of the steering wheel can also be accepted here.

The common disadvantage of the devices described is therefore that they do not perceive an objective fatigue symptom and the stimuli generated which shake the watch can have a disruptive effect on the driver in an accident-prone situation. Furthermore, the proposed devices are too complicated and cannot be used universally.

The solution described in HU-PS 172 613 is closer to the vigilance control considered to be ergonomically optimal. The main characteristic of the solution is that of the feelers of somewhere else and impulses which are switched on for other purposes and are activated immediately with a "real time" character, thereby eliminating the possibility of dividing attention. This device already controls a more objective fatigue symptom, namely the extension of the reaction time, ie if no impulse arrives from the operating organs, the result being registered by means of a suitable auxiliary device.

The disadvantage of the aforementioned device, however, is that the connection of the sensors is a very laborious assembly work or, if only the minimally required three points, namely the brake, the clutch, the steering wheel or the index are connected, the observation of the monotony level during such a long unit of time, during which the decrease in attention cannot be ruled out. In particular, there is the problem with passenger cars which have elastic performance in the various speed levels. It can be mentioned as a further objection that a separate operating element is required to give the answer and that the extension of the reaction time is evaluated with the real biological value scale compared between quite wide limits. The most important reason for the development of a suitable method for solving the problem is that, in the sense of the modern monotony principle, the primary reason for fatigue and dullness can be attributed to the "predictable character", regardless of the lack of stimuli between wide borders moving rhythm, but depending on the appearance, whether always the same, ie automatic reflex activities are triggered.

Accordingly, the solution described in HU-PS 172 613 can - since this varies between narrow limit values, the time elapsed up to the signal and always the same Movement reaction claimed - by no means to be regarded as a suitable weapon against monotony. Moreover, since the solution only observes a single symptom of fatigue, the objectivity of the method can only be considered satisfactory when compared with the other instruments.

The aforementioned reasons gave rise to another aspect of the problem of controlling driver fatigue while driving.

Almost all acts of driving can essentially be divided into three biological phases: perception, decision and action.

• 1. Das erfindungsgemäße Verfahren und die zur Durchführung geeignete zu konstruierende Vorrichtung darf die Tätigkeit des Fahrers während der Fahrt keineswegs stören, d.h. die Funktion soll nur in solchen Verkehrssituationen stattfinden, wenn die Zahl der eine Tätigkeit auslösenden Reize und der Aktivitätspegel des Fahrers sowieso niedrig sind.
• 2. In einer unerwarteten unfallgefährdeten Situation darf das Signal des Instruments die Aufmerksamkeit des Fahrers nicht ablenken.
• 3. In einer monotonen Situation soll der Apparat den aktuellen Zustand derart kontrollieren, daß in zufallsartigen Zeitintervallen ein unvoraussehbares Aufforderungssignal abgegeben wird, bei dessen Wahrnehmung der Fahrer
  • - erstens den Inhalt der Signalisierung deuten muß,
  • - darauffolgend ist eine Entscheidung über die nötige Antwort zu treffen,
  • - und die Durchführung soll mit einer gebührend raschen Bewegungsserie stattfinden, die eine Zerlegung in Elemente mit Hilfe eines Instruments zuläßt.
    Aus den derart gemessenen Daten müssen die folgenden auf elektrischem Wege sofort bestimmt werden können:
    • - a) die Zuverlässigkeit der Wahrnehmung,
    • b) die Richtigkeit der Entscheidung,
    • c) die Schnelligkeit der Reaktion,
    • d) die Koordination der Bewegungen und
    • e) der Zustand der eine feinere Koordination sicherstellenden "Eigenreflexe".
• 4. Das Ergebnis der Kontrollen muß in jedem einzelnen Fall eindeutig "rückgemeldet" werden, daß der Fahrer imstande ist, sich seiner eigenen Bereitschaft anzupassen und in Kenntnis des Bereitschaftszustandes die Fahrgeschwindigkeit wählen oder anhalten zu können.
• 5. Die Häufigkeit der Kontrollen soll sich dem nachlassenden oder steigenden Wachsamkeitspegel des Operators anpassen.
• 6. Wird eine kritische Ermüdung wahrgenommen, soll die Vorrichtung solche Alarmsignale erzeugen, die die in der Umgebung des Fahrzeugs Verkehrenden auf die Gefahr aufmerksam machen oder zum Abstellen des Fahrzeuges geeignet sind.
• 7. Um ein unvernünftiges Risiko seitens des Fahrers ausschließen zu können, soll die Möglichkeit bestehen, die Meßergebnisse mit einer geeigneten Hilfseinrichtung registrieren zu können.
• 8. Fehlt eine derartige Hilfseinrichtung, soll die Vorrichtung wenigstens zur Speicherung der Daten der letzten Kontrolle geeignet sein, z.B. zur Information der .Kontrollorgane des Straßenverkehrs.
• 9. Auf Wunsch soll es möglich sein, durch die entsprechende Gestaltung der Vorrichtung die Teilnahme einer zur Führung von vornherein ungeeigneten Person am Verkehr zu verhindern und zwar so, daß das Anlassen des Fahrzeugs erst nach der genauen und raschen Durchführung einer ausschließlich bei einem geeigneten Bereitschaftszustand durchführbaren Bewegungsaufgabe möglich ist.
• 10. Die Vorrichtung soll den Vermögensschutz ermöglichen, d.h. sie soll beim unbefugten Aufmachen der Tür oder des Packraumes des geparkten Fahrzeugs alarmieren. Das Einschalten des Motors ohne Alarm soll nur der die spezielle elektrische Signalserie kennenden Person möglich sein.
• 11. In einer monotonen Situation soll die Vorrichtung möglichst von Anfang an und kontinuierlich das Maß der "Konzentrationsfähigkeit" des Fahrers wahrnehmen.
• 12. Die Vorrichtung soll für Personen- und Lastkraftwagen bzw. für Arbeitsmaschinen gleicherweise und universell, unabhängig von der Betriebsweise, geeignet sein und soll die Zahl der Bedienungsorgane des Fahrzeugs nicht erhöhen.
• 13. Die Montage soll einfach und auch für Laien durchführbar sein. Die Produktionskosten sollen die schnelle Verbreitung in Serie ermöglichen.

In order to make this extremely complicated biological function "measurable" from several points of view while driving, or to be able to achieve objective qualification as a whole, we have assigned the following tasks to our process and the facility:

• 1. The method according to the invention and the device to be constructed which is suitable for implementation must in no way interfere with the driver's activity while driving, ie the function should only take place in traffic situations when the number of stimuli triggering an activity and the driver's activity level are low anyway .
• 2. In an unexpected accident-prone situation, the signal from the instrument must not distract the driver's attention.
• 3. In a monotonous situation, the apparatus should control the current state in such a way that an unpredictable prompt signal is emitted at random intervals, when the driver perceives it
  • - first, must interpret the content of the signaling,
  • - then a decision has to be made about the necessary answer,
  • - And the implementation should be duly rapid Movement series take place, which allows a breakdown into elements with the help of an instrument.
    From the data measured in this way, the following must be able to be determined immediately by electrical means:
    • - a) the reliability of perception,
    • b) the correctness of the decision,
    • c) the speed of the reaction,
    • d) coordination of movements and
    • e) the state of the "self-reflexes" ensuring finer coordination.
• 4. The result of the controls must be clearly "reported back" in each individual case that the driver is able to adapt to his own readiness and to be able to select or stop the driving speed knowing the ready state.
• 5. The frequency of the checks should adapt to the waning or increasing alertness level of the operator.
• 6. If critical fatigue is perceived, the device is to generate alarm signals which draw the attention of those in the vicinity of the vehicle to the danger or are suitable for parking the vehicle.
• 7. In order to be able to exclude an unreasonable risk on the part of the driver, it should be possible to register the measurement results with a suitable auxiliary device.
• 8. If such an auxiliary device is missing, the device should at least be suitable for storing the data of the last check, for example for informing the control bodies of road traffic.
• 9. If so desired, it should be possible, through the appropriate design of the device, to allow a person who is unsuitable for guidance to participate in traffic from the outset prevent and so that the starting of the vehicle is only possible after the precise and rapid implementation of a movement task that can only be carried out in a suitable ready state.
• 10. The device should enable the protection of property, ie it should alert the unauthorized opening of the door or the packing room of the parked vehicle. Only the person familiar with the special electrical signal series should be able to switch on the motor without an alarm.
• 11. In a monotonous situation, the device should perceive the measure of the driver's "ability to concentrate" from the beginning and continuously.
• 12. The device should be equally and universally suitable for cars and trucks or for work machines, regardless of the mode of operation, and should not increase the number of controls of the vehicle.
• 13. The assembly should be simple and also feasible for laymen. The production costs should enable the rapid spread in series.

The method satisfying the above-described requirements and the device suitable for implementation are based on the fact that the activity level of the driver or its decrease should not be determined by the sensors connected to the individual operating elements, but by the observation and perception of those in the entire energy network - in of the energy industry - the electrical changes that have occurred, limited in time and in terms of amplitude, which must be determined with the aid of a single electrical connection.

In this way, almost all movements of the driver can be observed. In a motor vehicle, for example, all activities start from switching on the radio or the cigarette lighter through the change monitors the speed of the engine until the brake lamps, reverse gear signal lamp, headlight flasher, direction indicator, etc. are used.

In order not to distract the driver's attention in the course of the check in an unexpected accident situation (2nd requirement), the device accepts the impulse of the sensor circuit monitoring the stability of the energy network (e.g. braking, acceleration) during the duration of the vigilance check (Reaction) and postpones control until later.

Under monotonous circumstances (3rd requirement, lack of impulses, for example for 120 seconds), the driver's readiness is checked in such a way that, after a time which cannot be determined in advance, one of the index control lamps (the right or left) on the instrument panel for e.g. is switched on for a maximum of 3 seconds. If such lamps are missing, one of the "command lamps" arranged on the front plate of the apparatus can be switched on. Simultaneously with the activation, a short "preparatory" horn signal can be given. The direction to the right or to the left of the "command lamp" is unknown in advance, and the mode of operation differs from the usual one, so in such cases it lights up with a continuous light. The task of the driver is to move the direction-indicating arm in a direction corresponding to the signal and immediately return to the central position when the "command" is perceived.

• Es wird die zwischen dem Anfang des Signals und der Erscheinung der die Antwort darstellenden Spannung abgelaufene Zeit, zweckmäßig mit einer Genauigkeit von Hundertstelsekunden, gemessen, die sogenannte selektive Reaktionszeit.

The device performs the following measurements during the execution of the reaction movement series:

• The time elapsed between the beginning of the signal and the appearance of the voltage representing the response is measured, expediently with an accuracy of hundredths of a second, the so-called selective response time.

The duration of the electrical signals perceived between the activation of the direction indicator and the withdrawal of the same is determined, which represents a value which characterizes the coordination of the series of movements and the own reflex activity and which is particularly prolonged when the driver is in a drunk state; the direction of the reaction movement is perceived and agreement with the direction of the command is established.

Furthermore, the premature or excessive character of the movement is determined, namely whether the index arm has come to a standstill during the return movement or whether it has given a pulse to the line on the opposite side, moving over the middle.

In order to avoid that an external index signal misleading the environment arises, the response voltage is delayed for a predetermined time, which is shorter than 0.5 sec, so that the indexing machine is now unable to switch. Incidentally, the so-called heat-wire machines most frequently used today work with a delay corresponding to the period mentioned above. Under normal conditions, the movement of the return can be carried out with complete certainty in 0.5 sec.

The device evaluates the measurement results in complexes, i.e. weighed the individual data according to the value of the driving function and gave it to the driver e.g. known by a combination of light diodes of different colors, such as green, yellow, red, or by a digital display, for example from 1 to 99 (4th requirement).

A weighted evaluation can be achieved, for example, by taking into account the duration of the simple perception time or the reversal of the direction of movement required for withdrawal in a ratio of 1: 4 - compared to the normal biological values; a movement made in the wrong direction response is reported as a "repeatable measurement", the poorly coordinated, overflowing motion as a "weak" result.

The theoretically expected deterioration of the values measured with this device during fatigue on the way exceeds e.g. 25% do not. In the interest of better observation of the process, digital feedback seems to be more useful, but there is a possibility that the device will automatically signal after each additional start-up in comparison to the subsequent first measurement result, e.g. if the driver's standby condition deteriorates by more than 20%.

In order to avoid the misleading effects of the manipulations produced by the driver and the deliberate shifting of the measurements, which can also be caused by the driver being triggered by a "consumer pulse", e.g. by using the flashing light, which stops the instrument, the device reacts to such a lack of measurements with a new measurement attempt, which is continued until a complete control suitable for data evaluation takes place. Simultaneously with the previously described activity, the duration of the next "perception of the activity level" is electronically programmed (5th demand), in a ratio inverse to the measured vigilance, e.g. in the range between 8 and 120 seconds, continuously varied.

If, despite the "preparatory" horn signal and the command lamp (6th request) lighting up for 3 seconds, the driver does not give an answer or does not perform a steering maneuver, ie a movement that consumes electrical current, the measuring mode, ie the "repeated" Measurement "while continuing to sound the horn for a further two seconds keep right; if the answer is still missing, an immediate alarm is triggered.

In the course of the alarm, the external emergency flashing lights of the vehicle are switched on immediately, the horn emits a discontinuous signal, but if necessary the engine ignition can also be switched off and the brake put into operation. The alarm signal only stops when the vehicle is parked. Incidentally, the result obtained in the course of the repeated measurement is reported back with a proper evaluation of the error points.

The measurement results are registered in the device; e.g. in the manner described in HU-PS 172 613, by controlling the pulse generator of the Kienzlean tachographs (type TCO 15-5 and TCO 15-6), on a pie chart (7th requirement).

In the case of vehicles without a tachograph, the device ensures the official usability of the measurement results after an accident or during a routine check in road traffic by turning off the ignition key or by switching the "display" of the last check in question after switching off the operating supply voltage used while driving The handbrake is kept in operation by means of an independent supply voltage. The power requirement, ie the current consumption of this circuit, can be neglected; After the device has been started up again, the circuit automatically displays the digital or colored display of the measurement result last saved (8th request).

Knowing the previous functions, the device according to the invention is capable of preventing the use of the vehicle before starting for an unauthorized or alcoholic person (9th and 10th requirement). In view of the fact that the device according to the invention in the course of the measurements made on the go by the direction indicator switch of the driver If the incoming signals are regarded as a response to the warning signal, it is able to perceive and measure the sequence and duration of the tensions caused by the directional indication to the right or to the left and by the resetting, even in retirement.

• Beim Abstellen gelangt die Vorrichtung nach erfolgtem Drücken eines verborgenen Druckknopfs in einen sogenannten "Überwachungszustand". in einer solchen Situation hängt die Speisespannung nicht von dem Zündschlüssel ab, der Energiebedarf der funktionierenden Stromkreise kann vernachlässigt werden. Darauffolgend geht der Apparat auf Wirkung des auf dem Fühler, der im Laufe der Wachsamkeitskontrolle zur Beobachtung des Aktivitätspegels dient, wo immer erhaltenen zweiten "Verbrauchersignals", z.B. das erste Signal kann durch die innere beim Aussteigen des Fahrers eingeschaltete Raumbeleuchtung hervorgerufen werden, auf die sogenannte "Identifizierungsbetriebsweise" über. Im Laufe der erwähnten Betriebsweise erwartet die erfindungsgemäße Vorrichtung binnen einer vorbestimmten Verzögerungszeit von z.B. 5 bis 15 Sekunden das Abspielen einer speziellen Bewegungsserie bzw. deren Beginn von der in das Fahrzeug annehmbar einsteigenden Person.

With a suitable addition and programming, the device according to the invention can therefore be expanded with the following additional functions:

• When the device is turned off, a hidden monitoring button is pressed after a hidden push button has been pressed. in such a situation, the supply voltage does not depend on the ignition key, the energy requirements of the working circuits can be neglected. The device then acts on the so-called effect of the second "consumer signal" on the sensor, which is used during the vigilance check to monitor the activity level, wherever the second "consumer signal" is received, for example the first signal can be caused by the interior lighting switched on when the driver exits the vehicle "Identification mode of operation" via. In the course of the above-mentioned mode of operation, the device according to the invention expects a specific series of movements to be played back or the beginning thereof to begin within a predetermined delay time of, for example, 5 to 15 seconds, from the person who is getting into the vehicle in an acceptable manner.

This series of movements consists of switching on the direction indicator arm at least four times, but only in the coded order, i.e. "Play the code".

The four changes in the left or right direction comprise 16 signal combinations, of which only one represents the "key" of a given vehicle.

Calculated from the first index signal emitted in the correct direction, the device begins to measure the elapsed time up to the fourth, that is to say the last signal. Should this period of time exceed a biologically acceptable minimum level, for example about 3.5 seconds, the fact of "unsuitability" is likely. In this case, the cycle with the "identification phase" is started until the suitable measured value arrives.

However, if only a single erroneous position of the index arm is perceived in the "identification phase", the device according to the invention immediately concludes that it is "unauthorized"; in the same way, it is considered unauthorized if the code is not played during the waiting period of the identification mode of operation or if a further consumer pulse arrives from the sensor calculated by commissioning, e.g. through the use of the self-starter.

When the unauthorized person is determined, the device automatically switches on the alarm mode already described - emergency flashing light, external horn, but also the ignition circuit can be finally interrupted.

The alarm signal can only be turned off by repeatedly pressing the hidden push button. Repeated use of the same only starts the monitoring phase.

The fact that the push button does not finally switch off the function mentioned ensures that a driver who is under the influence of alcohol cannot drive the vehicle even if he knows the location of the button. If someone does not press the hidden push button when parking the car, they must take the risk of stealing the car. The change in direction of movement to be carried out at least four times in a predetermined direction for about 3.5 seconds and the one Playing the code permanently requires a task that is difficult enough that a drunk is in no way able to carry it out.

The device does not need a separate operating element in the vehicle, since the control is carried out using the direction indicator arm.

The invention thus relates to a method for perceiving and controlling the decrease in activity and the level of alertness of the driver of a vehicle provided with an independent energy source and with an unbound train, in particular in monotonous situations, in the course of which the activity of the driver in the energy industry Changes caused by the vehicle are observed and signals corresponding to the speed and magnitude of the changes are generated, the signals mentioned being used to suspend the generation of the signals intended for the driver until there are no changes in the energy industry at a corresponding level and during a predetermined level Duration a command signal is given to the driver. After the command has been perceived, the driver has to make a decision and issue a corresponding response signal, a one- or multi-stage alarm signal being emitted in the absence of a response signal or due to an incorrect response signal. The device suitable for carrying out the method according to the invention can be equipped with an independent energy source, with the usual circuit equipment, e.g. ignition switch, handbrake indicator lamp, a horn, lighting, direction indicator switch, and any electrical consumer required for starting up the vehicle Use the vehicle and is suitable for controlling driver fatigue, particularly in monotonous situations. The control is found by monitoring the result of driver activity called changes in electrical consumption according to size and speed instead. The device contains a circuit arrangement generating a warning signal for the driver with a response signal transmitter to be operated by the driver, command signal lamps and possibly a registration device. Furthermore, the device is provided with a circuit arrangement which controls the driver's suitability for steering (influence of alcohol or medication) and offers protection against unauthorized entry. The device can be characterized in that a circuit monitoring the change in current is connected to the terminal of the energy source of the accumulator that is not connected to the ground, or that is connected to the terminal that is ungrounded and leads towards the consumer and flows through the consumer current. whose selectable signal outputs are connected to the command-signaling units, for example the index control lamps or the command signal lamps, which in turn are connected to the circuits of the selector switch for delivering the driver's response.

• Figur 1 ein Blockschema eines kompletten Ausführungsbeispiels der erfindungsgemäßen Vorrichtung,
• Figur 2 die Ausführung einzelner Blöcke von Fig. 1 und bis 5
• Figur 6 ein Ausführungsbeispiel der den zusätzlichen Teil der erfindungsgemäßen Vorrichtung bildenden, die Geeignetheit des Fahrers überprüfenden und gegen ein unbefugtes Eindringen schützenden Schaltungsanordnung.

The invention is explained in more detail, for example, with reference to the accompanying drawings. Show it:

• FIG. 1 shows a block diagram of a complete exemplary embodiment of the device according to the invention,
• FIG. 2 shows the execution of individual blocks from FIGS. 1 and 5
• FIG. 6 shows an exemplary embodiment of the circuit arrangement which forms the additional part of the device according to the invention, checks the suitability of the driver and protects against unauthorized entry.

A solution relating to a motor vehicle is essentially illustrated in the drawing.

In the block diagram shown in FIG. 1, one of the terminals of the accumulator AKKU forming the energy source is provided with a ground connection, while a line section 18 is connected to the other terminal. The electricity flows through this to the various consumers. The supply voltage supply of the vehicle and the corresponding terminals of the safety device according to the invention are connected via the ignition switch 1 and the hand brake switch 2. The device itself consists of three parts, namely the signaling part, the control part and the display and operating part. The solution shown here as an example contains a sensor control circuit 4, which senses the magnitude and speed of the current change, to which an activity level counter 3 is connected, while to the direction indicator switch 8 of the vehicle, with the intermediary of the delay circuit 9, a circuit 10 measuring the response time is connected, which is in a two-way connection with the activity level counter 3 mentioned.

The circuit 10 measuring the response time is followed by the alarm unit 13, the output of which is connected to an automatic blinker 14 of the vehicle. The external emergency flashing lights 14 of the vehicle are also connected here. The command signal lamps 5 and 6, the horn 7, the indicator 11 and the tachograph 12 are connected in the same way to the circuit 10 measuring the response time.

In Fig. 1, a monitoring counter 17 is also shown, which can be operated with a push button 16. The counter essentially forms the circuit checking the condition of the driver and the reason for the circuit protecting against unauthorized entry.

After the ignition switch 1 shown in FIG. 1 has been switched on and after the hand brakes are closed by releasing the hand brake switch 2, the device used to control and perceive the decrease in the activity and vigilance level of the driver is put into operation, ie the activity level counter 3 begins to function. The sensor circuit 4 senses the magnitude and speed of the current flowing through the line section 18 and accordingly sends pulses to the activity level counter 3. The activity level counter 3 is always "zeroed" on the effect of the pulses coming from the sensor circuit 4 caused by the driver's activity ". However, if the pulse does not arrive, any command signal lamp - 5 or 6 - will light up after the pre-set time has elapsed. At the same time the horn 7 emits an acoustic signal. In response to the signal, the driver must make a decision and turn the direction indicator switch 8 in a direction corresponding to the command signal lamp which is just lighting up, and immediately return it to the central position without the outer direction indicators lighting up. In certain cases, the role of the command signal lamps can be taken over by the direction indicator lamps if a separate control light is provided for each of the two directions. The response arriving from the direction indicator switch 8 is evaluated with the interposition of the delay circuit 9 with the aid of the circuit 10 measuring the response time. On the basis of the evaluation, the corresponding signals arrive at the indicator 11 and the tachograph 12. At the same time, the activity level duration that is to be considered next is programmed into the activity level counter 3. Every pulse arriving during the measurement through the sensor circuit 4 causes a delay. If the driver gives no or an incorrect answer, ie the arm of the direction indicator switch 8 is rotated in the wrong direction, the alarm unit 13 is activated, which actuates the external emergency flashing lights 15 via the automatic blinker 14. An exemplary embodiment for the individual blocks of FIG. 1 is described below.

2 shows an embodiment of the sensor circuit 4.

The voltage drop on the line section 18 supplies the input signal of the sensor circuit 4 which senses the current change. The current of the consumers to be observed flows through the line section 18. A low-pass filter and divider circuit 19 ensure the elimination of the effect of the high-frequency resulting from the ignition and other sources Noise. After the increase to the corresponding level and the separation, which is carried out by a differential amplifier 20, the low-frequency changes arriving in the power management of the vehicle, the switching on and off of the consumers can be detected with the aid of a sample and hold circuit 21. The voltage changes of different speeds or sizes can be distinguished well by a suitable choice of the clock pulse supplied by the electronic timer 42, that is to say the duration of the sampling.

The differential circuit 22 ensures, under the effect of the perceived voltage changes, the pulses required to actuate a monostable circuit 23. The lower threshold value of the magnitude of the voltage change occurring during the sampling period can be set within this block, the monostable circuit 23 does not operate below this threshold value.

The adjustment options mentioned ensure the distinction between the consumers switched on and the activities of the driver based on the size and the speed of the voltage change.

The voltage reaching the input of the sensor circuit 4 contains the load-dependent on the internal resistor due to the switching on and off of the consumers stood the accumulator battery and on the intermediate line 18, which can be, for example, the existing cable between the accumulator and the ignition switch 1, voltage drop, so that it is suitable for the perception of all activities of the driver, which are associated with switching on the consumer .

The following approximate values can be used for a passenger car:

Via the consumers mentioned, the sensor circuit 4 perceives the rapid voltage change in the electrical network of the vehicle which arises as a result of a rapid change in the number of revolutions. At the same time, however, the state of the small consumers (e.g. control lamps, oil level indicators) is disregarded while observing the magnitude of the voltage change. This is also justified because a change does not arise as a result of the driver's activity (e.g. the power consumption of the radio receiver).

In order to promote the usability for different types of motor vehicles, the minimum magnitude of the perceived voltage can be adjusted by adjusting the amplification factor of the differential amplifier 20 and the comparative level of the comparator input of the monostable current circuit 23 are controlled, while the speed can be controlled by the choice of the sampling frequency, so that the sensor circuit 4 perceives faster changes at a higher frequency.

The line section 18 is expediently formed by the cable present between the rechargeable battery and the ignition switch 1, but at the same time the change in consumption due to the voltage fluctuation of the point without a ground connection on the rechargeable battery, generally the positive terminal, can be characterized with great certainty.

The low-pass filter and divider circuit 19 contains at the input a resistance divider with a division ratio of 1: 2, both a filter constructed from an operational amplifier with a breakpoint frequency of approximately 10 Hz, which also fulfills the task of the differential amplifier 20. In this way, the low-pass filter and divider circuit 19 and the differential amplifier 20 advantageously form a unit.

A FET switch, for example, is arranged at the input of the sample and hold circuit, the switching of which is carried out by a clock pulse of approximately 1 Hz. A timer 42 provides the clock pulse. The egg _n transfer switch copies the output value of the differential amplifier 20 with a predetermined frequency to a capacitor stage, but he assures the high impedance separation. The voltage of the capacitor is passed from an FET output stage to the differentiating circuit 22. In the simplest design, this is formed by an RC element, which generates a pulse from a voltage jump of a given size.

The input stage of the monostable circuit 23 is formed by a comparator circuit which does not feed those pulses which fall below the set value into the starting circuit of the monostable circuit 23 lets in. The latter is a basic circuit with transistors or with integrated circuits which can be started in the same way with a positive and negative pulse.

In the phase of checking the vigilance level, the device awaits the driver's response signal on the direction indicator switch 8. In order to be able to rule out superfluous external direction signals, a delay current circuit 9 is switched on - as already mentioned - between the blinker 14 and the direction indicator switch 8. The delay circuit 9 allows the closing of any contact of the direction indicator switch 8 with a delay of max. 0.8 sec at the input of the automatic blinker 14 come into effect in such a way that the monostable circuit 24 provided in the delay circuit 9, which is activated by the confirmation of the direction indicator switch 8, the connection between the direction indicator switch 8 and the Indicator 14 for the above-mentioned duration - either with the help of a relay breaker or an isolating circuit 25 with semiconductors - interrupts (Fig. 3).

The frequency of checking the alertness level depends on the activity level of the driver. The activity level counter 3 is used to control the frequency of the check: the said element can consist of a programmable counter 26 (FIG. 4) which is set in advance under the effect of the pulses arriving from the sensor circuit 4 to an initial value determined by the previous measurement result becomes. In this way, in the programmable counter 26 receiving the clock pulses of the electronic timer 27 from low frequency, the saturation only takes place if a pulse inducing the steering activity does not arrive during the duration characterizing the activity level.

The solution, which places an upper limit on the time between the two measurements, appears to be even more useful; the limitation may e.g. be made so that after the arrival of a certain number of pulses from the sensor circuit 4, the counter is not set to the originally determined initial value, but only a short delay until the start of the measurement is permitted.

When the saturated state of the programmable counter 26 of the activity level counter 3 is reached, the measuring phase is started. The phase begins with the brief sound of the horn 7 and the random lighting of one of the command signal lamps 5, 6.

The circuit 10 measuring the response time (Fig. 1) ensures the random character, e.g. in such a way that the pulses arriving from the sensor circuit 4 tip over the bistable circuit 28, the output of which selects the command signal lamp 5 or 6 to be illuminated (FIG. 3). The part 10 a of the circuit 10 measuring the response time of FIG. 1 is shown in FIG. 3, the part 10 b in FIG. 5.

• - Die von dem Anfang der Messung bis zum Erscheinen der Antwort vergangene Zeit wird von dem Zähler 29 gemessen; für die Meßdauer aktiviert der aktivierende Speicher 1_F1 den "Clock-Eingang" des Zählers 29.
• - Die Länge des Antwortimpulses wird von dem Zähler 30 gemessen.
• - Die Richtigkeit oder Unrichtigkeit des Antwortimpulses wird mit Hilfe des Kombinationsnetzes 31 detektiert, das den Ausgang des bistabilen Stromkreises 28 mit dem Antwortsignal vergleicht (Fig. 3).
• - Die Koordination der Reaktionsbewegung, d.h. das Erscheinen des gegenseitigen Impulses binnen einer kurzen Zeit nach der Antwort, wird von dem auf Wirkung des Aufhörens des Antwortimpulses aktivierten monostabilen Stromkreis 32 kontrolliert (Fig. 5).

The evaluation of the measurement is carried out by parts 10 a and 10 b of the circuit 10 shown in FIG. 1 and measuring the response time. The qualification arises from the evaluated measurement results of four different parameters. This information is as follows:

• The time elapsed from the beginning of the measurement until the answer appears, is measured by the counter 29; the activating memory 1 _F 1 activates the "clock input" of the counter 29 for the duration of the measurement.
• - The length of the response pulse is measured by the counter 30.
• - The correctness or incorrectness of the response pulse is detected using the combination network 31, the compares the output of the bistable circuit 28 with the response signal (Fig. 3).
• - The coordination of the reaction movement, ie the appearance of the mutual impulse within a short time after the response, is controlled by the monostable circuit 32 activated on the effect of the stop of the response impulse (FIG. 5).

The clock pulse. the counter 29 and 30 used for time measurement, which is generated by the timer 42, is selected to be 1 kHz, which enables a resolution of 0.001 sec. The arithmetic unit 34 shown in FIG. 5 determines the qualification on the basis of the contents of the counters 29 and 30 and on the basis of the values weighed under the conditions of the combination network 31 and the monostable circuit 32. The storage element 35, which stores the value mentioned, is independent of the position of the ignition switch with regard to the power supply and enables the storage of the last measurement result.

Any display unit 11 can be used to display the measurement result; a digital display is expediently used.

A monostable circuit 36 with a variable time function, which is dependent on the measurement result and whose start is synchronized with the end of the measurement, can be used on the tachograph 12 to record the pulse, the size of which is proportional to the measurement result. The tachograph 12 can also work with signals modulated in the pulse width.

The part 10 b of the circuit 10 measuring the response time, which functions as an evaluating unit, switches on the alarm unit 13 when the counter 29 overflows (the answer has not arrived). The overflow of the counter 30 - there was no answer, so there was a direction signal - or that pulse arriving at the sensor circuit 4 causes the delay in the measurement (FIG. 4). With regard to the monitoring state, the monitoring counter 17 of FIG. 1 is assigned the task of perceiving the correctness of the combination played by the driver. One possible way of implementing this is that the direction of the correct answer is determined by the output of a 4 to 1 (generally n to 1) multiplexer 37. The actuation of the direction indicator switch 8 in any direction increments the counter circuit 38 addressing the multiplexer. The inputs of the multiplexer 37 are switched to the logic level "0" or "1". The desired sequences are set or programmed in this way (FIG. 6).

The counter 43 forms the input of the monitoring counter 17, to which a time function consisting of the monostable circuits 39 and 40 is connected. The first monostable circuit 39 starts under the action of the second pulse arriving from the sensor circuit 4 after the monitoring has been switched on; after the expiry of the time specification - if the code combination has not been started - he switches to the alarm. The beginning of the playing of the code combination actuates the second monostable circuit 40, which switches to alarm at the end of the time function or time constant via the flip-flop 44, if only the code has not been played in the meantime, as a result of which the setting of the flip-flop takes place. In contrast, the output following the alarm unit 13 is activated immediately - via the flip-flop 45 - in the event of an incorrect coding.

An alarm occurring under any condition activates the alarm unit 13 shown in FIG. 1, which switches on the emergency flashing lights 15 of the vehicle and the horn 7 via the automatic blinker 14. When activated The alarm unit 13 as a result of the lack of a response can only be deactivated by means of the hand brake switch 2 and in the monitoring state with the aid of the hidden push button 16. Of course, the surveillance counter 17 repeatedly comes into an activated state in the case mentioned.

In the drawings, the principle required El ..... E10 AND circuits, the Vl ..... V5 OR circuits and the inverter I are shown.

The solution illustrated in the figures and presented as an example contains the most important information, on the basis of which the person skilled in the art can realize the subject matter of the invention without any difficulties, while possible solution variations can be realized with the addition of the basic drawings.

Claims (17)

1. A method for the perception and control of the decrease in activity and the level of alertness of the driver of a vehicle provided with an independent energy source with an unbound train, particularly in monotonous situations, characterized in that the changes brought about by the activity of the driver in the energy industry of the vehicle are observed and signals corresponding to the speed and magnitude of the changes are generated and, with the aid of the signals mentioned, the generation of the signals intended for the driver is suspended until a command signal for missing changes in the energy balance at a corresponding level and for a predetermined duration the driver is given, the driver having to make a decision and issue a correct response signal after the command has been carried out, and wherein, in the absence of a response signal or due to an incorrect response signal, a one-step or more stage alarm signal is given. 2. The method according to claim 1, characterized in that changes occurring in the energy balance are detected by observing the changes in current of an electrical line section. 3. The method according to claim 1 or 2, characterized in that information corresponding to his respective level of vigilance is always displayed for the driver. 4.Safety device for vehicles which have an independent energy source and which are equipped with the customary circuit equipment, such as ignition switches, handbrake control lamp, horn, lighting, direction indicator switch and any electrical consumer required for starting the vehicle, with an unbound track to control the driver's fatigue, in particular in monotonous situations, by monitoring the changes in the size and speed of the electrical consumption caused by the driver's steering activity, the device comprising a response signal transmitter circuit arrangement which generates a warning signal for the driver and is to be operated by the driver, command signal lamps and possibly a registration device has and furthermore possibly with a circuit nano which controls the suitability of the driver for steering under the influence of alcohol or medication and offers protection against unauthorized entry is provided, characterized in that a circuit monitoring the current change is connected to the ungrounded terminal of the rechargeable battery (AKKU) or to the ungrounded terminal connected in the direction of the consumer and through which the consumer current flows and through which the consumer current flows is connected, the selectable signal outputs to the command signaling units, eg Index control lamps, command signal lamps (5, 6) are connected, which in turn are coupled to the selector circuits of the selector switch for delivering the driver's response. 5. The device according to claim 4, characterized in that the selector switch of the responding element itself is the direction indicator switch (8) of the vehicle. 6. The device according to claim 4 or 5, characterized in that to the unearthed, not connected to ground terminal of the energy source of the battery (ACCU) or to the unearthed terminal connected to the consumer leading, through which the consumer current flowed line section ( 18) the input of a circuit (4) which detects the magnitude and speed of the current change within said line section and whose output is connected to the input of the activity level counter (3); that the activity level counter (3) is connected with a two-way connection to a circuit (10) measuring the reaction time, the inputs of which, with the interposition of a delay circuit (9), are connected to the terminals of the direction indicator switch (8), that with the output of the Response time measuring circuit (10) command signal lamps (5, 6), a horn (7), an indicator (11), a recording device, for example a tachograph (12) are connected and that the input of an alarm unit (13) and the output of the alarm unit are connected to the input of an automatic flashing device (14), while the output of the latter is connected to the emergency flashing lights (15). 7., Device according to claim 6, characterized in that the input of the sensor circuit (4) by a low-pass filter and divider circuit (19) and an associated and possibly a unit-forming differential amplifier (20) is formed, with which the input of a Sample and hold circuit (21) is connected, the output of the latter being connected to the input of the activity level counter (3) (Fig. 1) via a differentiating circuit (22) and a monostable circuit (23), while the others Input of the sample and hold circuit (21) the output an electronic low-frequency timer (42) is connected. 8. The device according to claim 7, characterized in that the low-pass filter and divider circuit (19) and the differential amplifier (20) assembled therewith a resistance divider with the ratio of about 1: 2 and an active filter constructed from an operational amplifier with a breakpoint frequency in one Order of magnitude of 10 Hz included. 9. The device according to claim 7, characterized in that an FET switch is provided at the input of the sample-and-hold circuit (21), to whose control input an electronic timer (42) is connected, while between the FET output and input Capacitor stage is switched on: 10. The device according to claim 7, characterized in that the monostable circuit (23) is a comparator determining the minimum start pulse level. 11. The device according to claim 6, characterized in that between the direction indicator switch (8) and the turn signal (14) switched on delay circuit (9) consists of a monostable circuit (24) and an associated circuit breaker circuit (25). 12. The apparatus according to claim 6, characterized in that the frequency control control activity level counter (3) contains a programmable counter (26 in Fig. 4), at the "clock" input of the output of the electronic low-frequency timer ( 27) is connected, the output of an OR circuit (V2) is supplied during the "Load" input is switched, the OR circuit (V2) being connected to the output of the sensor circuit (4 in FIG. 1) and of the counter (30) of the response time measuring circuit (10 b in FIG. 5), with which INPUT input the "measurement result" output of the memory element (35) of the circuit measuring the response time (10 b in FIG. 5) is connected and the "saturation" output is connected to the "measurement input" of the circuit measuring the response time (10 a in Fig. 3) is connected. 13. The apparatus according to claim 6, characterized in that the circuit measuring the reaction time (10 a, Fig. 3) has a bistable circuit (28, Fig. 3), the input of which is connected to the output of the sensor circuit (4) while the outputs are connected via an AND circuit (E1, E2) to the command signal lamps (5, 6) and the other inputs of the AND circuits (E1, E2) to the "saturation output" of the programmable counter (26) of the activity level Counter (3) are connected, while the outputs of the mentioned AND circuits (E1, E2) are connected to the inputs of a further AND circuit (E3, E4) and to the other inputs of these AND circuits (E3, E4) One terminal each of the direction indicator switch (8) is connected and the outputs of the further AND circuits (E3, E4) are connected to the inputs of a combination network (31, FIG. 3) that detects the correct / incorrect answer. 14. The apparatus according to claim 13, characterized in that the circuit measuring the reaction time (10 b, Fig. 5) simultaneously represents an evaluating and weighing circuit, the input of which is connected to the "saturation output" of the programmable counter (26, Fig. 4) and the input on the one hand via an activation memory (41), on the other hand is directly connected to the output of an electrical timer (33) and the input of an AND circuit (E5) and at the same time the output of this AND circuit (E5) to the "clock" input of the counter (29) - that of the beginning the measurement of elapsed time until the answer appears - is connected and the "saturation output" of the counter (29) is connected to the alarm unit (13); that the output of the OR circuit (V3) following the "Clear" input of the activation memory (41) and the output of the electronic timer (33) via a further AND circuit (E6) with the "Clock" input of the counter (30) measuring the length of the response pulse are connected, while the "saturation output" of the same counter (30) is connected to the "delay input" of the activity level counter (3, Fig. 4) that the "Clear" inputs of the two counters (29, 30) are connected to the "saturation output" of the programmable counter (26, Fig. 4); that the terminals of the direction indicator switch (8) are connected via the OR circuit (V3) and the monostable circuit (32) to one input of an AND circuit (E7), at the other input of which the output of the OR circuit (V3) is directly connected; that with the interposition of the AND circuit (E7) the monostable circuit (32) and the counters (29, 30) and the outputs of the combination network (31) are connected to the input of the arithmetic unit (34), the output of the latter being on the alarm unit (13) is connected. 15. The apparatus according to claim 14, characterized in that with the arithmetic unit (34) a memory element (35) is connected, the output of which is on the one hand with the "INPUT" input of the programmable counter (26), on the other hand with the display indicating the measurement result (11) as well as the monostable Circuit (36) with a variable time function is connected to a recording apparatus, advantageously a tachograph (12), while the other input of the monostable circuit (36) with a variable time function is connected to the "saturation output" of the programmable counter (26). 16. The apparatus according to claim 6, characterized in that it contains a protection against unauthorized intrusion and the initial suitability of the driver for the start of the journey checking circuit arrangement which includes an activating circuit element, e.g. has a push button (16) which is inserted into the circuit of a monitoring counter (17), the input of the monitoring counter (17) being connected to the output of the circuit (4) which senses the magnitude and speed of the voltage change, while the outputs are connected with " one input each of the direction indicator switch (8), the delay circuit (9), the alarm unit (13) and the circuit measuring the response time are connected (FIG. 1). 17. The apparatus according to claim 16, characterized in that with the terminals of the direction indicator switch (8) with the interposition of an OR circuit (V5) via a counter circuit addressing the multiplexer (38), the input of a multiplexer (37) "from n to 1" is connected that the output of the sensor circuit (4), with the interposition of a counter circuit (43), is connected to a time function circuit containing two monostable circuits (39, 40) connected in series, the output and the output of the multiplexer (37) being connected via a logic network (I, F8, E9, V4, E10) and two series-connected flip-flops (44, 45) is connected to the alarm unit (13) during the "Clear" input of the first Flip-flops (44) are connected to the output of the counter circuit (38) addressing the multiplexer (37) and the "clear" input of the second flip-flop (45) with the activating switch element, ie with the push button (16), connected is.

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