Method and system for keeping a vehicle on a predetermined path and computer readable storage medium

Abstract

The present disclosure relates to a method and a system for keeping a vehicle on a predetermined path as well as a computer-readable storage medium. The method comprises receiving driver posture information and classifying the driver posture information as normal or abnormal (S1). Alternatively or additionally, driver attention information is received and classified as normal or abnormal (S1). Furthermore, according to the method, hand position information is received and evaluated (S2). At the same time, steering indicator light status information is received and evaluated (S3). Subsequently, if the driver posture information is classified as abnormal and / or if the driver attention information is classified as abnormal, a path keeping measure is triggered (S5). An additional condition is that the hand position information relates to less than two hands on the steering wheel and that the steering indicator light status information relates to a non-activated state of the steering indicator light. Furthermore, a system for keeping a vehicle on a predetermined path is introduced. Moreover, a corresponding computer program is described.

Description

Technical Field

[0001] This disclosure relates to a method for keeping a vehicle on a predetermined path.

[0002] Furthermore, this disclosure relates to a system for keeping a vehicle on a predetermined path.

[0003] Furthermore, this disclosure relates to a computer-readable storage medium. Background Technology

[0004] Vehicles (especially motor vehicles such as cars or trucks) typically travel along predetermined paths. In vehicles with a human driver, the path is determined by the human driver. In fully or partially autonomous vehicles, the path may be determined at least partially by the autonomous driving control unit, i.e., by computer equipment.

[0005] The predetermined path can also be called the expected path or the desired path.

[0006] In this paper, a path can be understood as the trajectory along which a vehicle travels, or as the area between the boundaries on which a vehicle travels. A path can form a sub-section of a traffic lane, or it can essentially correspond to the traffic lane on which a vehicle travels.

[0007] Clearly, for road safety reasons, vehicles need to stay on their intended path. This includes situations where vehicles turn or change lanes. In these situations, the intended path will also change or describe the lane change. If a vehicle deviates from its intended path, there is a high risk of the vehicle leaving the road or colliding with other vehicles.

[0008] For these reasons, it is known to equip vehicles with notification devices that notify the driver (e.g., by issuing a warning sound) when the driver leaves a predetermined route.

[0009] The purpose of this disclosure is to provide improved measures for keeping vehicles on a predetermined path. Summary of the Invention

[0010] This problem is addressed or mitigated at least in part by the subject matter of the independent claims of this disclosure, wherein further examples are incorporated in the dependent claims.

[0011] According to the first aspect, a method for keeping a vehicle on a predetermined path is provided, the method comprising:

[0012] - Receive driver posture information and classify it as normal or abnormal, and / or receive driver attention information and classify it as normal or abnormal.

[0013] - Receive hand position information and assess whether the hand position information is related to whether both hands are on the steering wheel or fewer than two hands are on the steering wheel.

[0014] - Receive turn indicator status information and evaluate whether the turn indicator status information is related to the active or inactive state of the turn indicator.

[0015] -If the received driver posture information is classified as abnormal, and / or if the received driver attention information is classified as abnormal, and

[0016] If hand position information is related to fewer than two hands on the steering wheel, and

[0017] If the received turn signal status information is related to an inactive state,

[0018] This will trigger path preservation measures.

[0019] In this scenario, driver posture information and / or driver attention information can be provided by a driver monitoring system. Such a system may include one or more cameras configured to capture images of the driver while driving. A radar system may also be used. Therefore, driver posture information and / or driver attention information can be provided in the form of image data displaying the driver.

[0020] Classification of driver posture information and / or driver attention information can be performed by analyzing image data. For example, the driver's upper body posture can be analyzed and compared to a predetermined standard posture. If the upper body posture shown in the image data deviates from the standard posture, the driver posture information is classified as abnormal. Otherwise, the driver posture information is classified as normal.

[0021] The driver's eyes can also be analyzed from the image data. Therefore, the frequency and / or duration of eye closure, as well as the frequency and / or duration of eye opening, can be determined. If the frequency of eye closure exceeds a predetermined threshold or the duration exceeds a predetermined threshold, the driver's attention information can be classified as abnormal. Otherwise, the driver's attention information can be classified as normal.

[0022] Hand position information can be provided by a hand detection system that has a sensor on the vehicle's steering wheel configured to determine whether a person's hand is touching the steering wheel. Such a hand detection system can also be configured to determine the number of hands touching the steering wheel. The sensor can be, for example, a capacitive sensor.

[0023] The turn signal status information can be provided by the turn signal unit. The turn signal status information can be a binary signal, where one binary state is associated with the active state of the turn signal, and the other binary state is associated with the inactive state of the turn signal.

[0024] According to the method of this disclosure, driver posture information and / or driver attention information, hand position information, and turn indicator status information are comprehensively considered. The method of this disclosure determines that it is necessary to trigger a path-keeping measure only when the received driver posture information is classified as abnormal and / or the received driver attention information is classified as abnormal, while the hand position information is associated with fewer than two hands on the steering wheel, and the received turn indicator status information is associated with an inactive state. In this case, the path-keeping measure is any measure that helps keep the vehicle on a predetermined path. Therefore, potential hazards that may occur when the vehicle unintentionally leaves the predetermined path can be avoided. For example, the triggered path-keeping measure prevents the vehicle from crossing into an oncoming lane and / or unintentionally leaving the lane or road.

[0025] In an illustrative example, the driver is reaching for an object on the passenger seat or in the back seat. This causes the driver to turn their upper body out of their standard position. Furthermore, the driver's gaze deviates from the road ahead. Additionally, the driver removes one hand from the steering wheel because they intend to use that hand to grab the object. When these activities occur, the turn signals are inactive. Therefore, the lane-keeping assist is triggered.

[0026] It is worth noting that if the driver's posture is classified as normal or both hands are on the steering wheel, the path-keeping measure will not be triggered.

[0027] Furthermore, assessing whether turn indicator status information is related to the turn indicator's active or inactive state is an important aspect of this method. Evaluating turn indicator status information can distinguish between situations requiring lane keeping assist and situations where lane keeping assist is ineffective (where it is not needed). A situation where lane keeping assist is ineffective might involve a driver intending to turn into a very narrow road and turning their upper body and head significantly to check for pedestrians and cyclists. Simultaneously, the driver might remove one hand from the steering wheel to facilitate this upper body turning.

[0028] The triggered path-keeping mechanism can be provided by the vehicle's steering system. Therefore, the path-keeping mechanism may include adjustments to the steering system. Such adjustments may include changing the operating parameters of the steering system and operating at least one component of the steering system.

[0029] More specifically, path-keeping measures may include at least one of increasing the stiffness of the steering system, adjusting the vehicle's yaw angle (even if the vehicle steers automatically), and providing counter-torque on the steering wheel.

[0030] In one example, the method may include assessing whether hand position information is related to whether one hand is on the steering wheel or not. Therefore, the driver's hand position can be assessed with high accuracy. Consequently, path-keeping actions can be triggered with high reliability.

[0031] In one example, the method may include receiving path-following information and classifying it as on the path or off the path (deviation from the path). Thus, it is possible to assess whether a vehicle has left the predetermined path or remains on it. As a result, appropriate path-keeping measures can be triggered.

[0032] Route following information can be provided by the lane assist system.

[0033] In addition, path following information may include the time required for a vehicle to leave its current lane, assuming a maintained heading angle. This time can be compared to a predetermined threshold. If the time is less than the threshold, the path following information is classified as out of path. Otherwise, the path following information is classified as on path.

[0034] In one example, if path following information is classified as being on a path, triggering path-keeping measures includes increasing the stiffness of the vehicle's steering system. As a result of this path-keeping measure, the driver needs to use increased force or torque to turn the steering wheel to leave the intended path. Therefore, the risk of the driver unintentionally maneuvering the steering wheel and leaving the path is significantly reduced.

[0035] In one example, if hand position information relates to one hand on the steering wheel, triggering a path-keeping mechanism involves increasing the stiffness of the steering system. Additionally, in this case, the driver needs to apply increased force or torque to turn the steering wheel to guide the vehicle off the intended path. Therefore, this path-keeping mechanism helps keep the vehicle on the intended path even with only one hand.

[0036] In one example, if hand position information is associated with no hands and if path following information is classified as off-path, triggering path-keeping measures includes triggering heading angle adjustment measures. Therefore, through heading angle adjustment measures, the vehicle is redirected back onto the predetermined path. This is done automatically, meaning no driver interaction is required. Thus, the vehicle can remain on the predetermined path, i.e., in a safe driving state, even when the driver's hands are off the steering wheel.

[0037] In one example, if the path following information is classified as off-path, triggering path-keeping measures includes activating counter-torque on the steering wheel. In other words, assisting the driver in turning the vehicle back onto the intended path.

[0038] In one example, if hand position information is associated with one hand on the steering wheel, triggering the path-keeping action involves activating counter-torque on the steering wheel. This assists the driver in returning the vehicle to the intended path. Because he or she has one hand on the steering wheel, he or she is able to notice the path-keeping action occurring.

[0039] In another example, triggering a path-keeping measure could include notifying the driver, such as with a warning message. This warning message could be of any type (e.g., audible, visual, or tactile).

[0040] The method according to this disclosure can be implemented at least in part by a computer, and can be implemented in software or hardware, or both. Furthermore, the method can be executed by computer program instructions running on a device providing data processing functionality. The data processing device can be a suitable computing device, such as an electronic control module, or a distributed computer system. The data processing device or computer may each include one or more of a processor, memory, data interface, etc.

[0041] According to a second aspect, a system for keeping a vehicle on a predetermined path is provided. The system includes a first communication interface configured to receive driver posture information and / or driver attention information, a second communication interface configured to receive hand position information, a third communication interface configured to receive turn indicator status information, and a triggering unit communicatively connected to the first, second, and third communication interfaces. The triggering unit is configured to trigger path-keeping measures based on information received at the first, second, and third communication interfaces. Therefore, path-keeping measures can be triggered as needed, i.e., only when required. For this purpose, the information received at the first, second, and third communication interfaces is comprehensively considered. Thus, potential hazards that may occur when the vehicle unintentionally leaves the predetermined path are avoided. For example, the triggered path-keeping measures prevent the vehicle from crossing into oncoming traffic lanes and / or unintentionally leaving the lane or road. More generally, driving safety is enhanced.

[0042] In one example, the system may include a first classification unit communicatively disposed between a first communication interface and a triggering unit, wherein the first classification unit is configured to classify driver posture information and / or driver attention information. The first classification unit may include an image analysis unit configured to analyze image data including driver posture information and / or driver attention information. If the upper body posture displayed in the image data deviates from a standard posture, the driver posture information may be classified as abnormal. Otherwise, the driver posture information may be classified as normal.

[0043] Additionally, driver attention information can be included in the image data, for example, in the form of images of the driver's eyes. The first classification unit can be configured to determine the frequency and / or duration of eye closure and the frequency and / or duration of eye opening. If the frequency of eye closure exceeds a predetermined threshold or the duration exceeds a predetermined threshold, the driver attention information can be classified as abnormal. Otherwise, the driver attention information can be classified as normal.

[0044] In one example, the system may further include a first evaluation unit communicatively inserted between a second communication interface and a triggering unit, wherein the first evaluation unit is configured to evaluate whether hand position information is related to two hands on the steering wheel or fewer than two hands on the steering wheel. Therefore, the path-keeping measure can be triggered based on the number of hands gripping the steering wheel.

[0045] In one example, the system may include a second evaluation unit communicatively connected between a third communication interface and a trigger unit. This second evaluation unit is configured to evaluate whether turn indicator status information is related to the turn indicator's active or inactive state. In other words, the second evaluation unit is configured to determine whether the turn indicator is on or off. When the turn indicator is on, the driver's intended path is likely to suddenly change or deviate from the initially planned path. In this situation, path-keeping measures may be inappropriate and should therefore be avoided.

[0046] In one example, the system may include a fourth communication interface configured to receive path-following information, wherein a triggering unit is communicatively connected to the fourth communication interface and configured to trigger path-keeping measures based on information received at the fourth communication interface. Therefore, path-keeping measures can be triggered based on the path-following information. Thus, appropriate path-keeping measures can be triggered.

[0047] Similarly, as explained above, path following information can be provided in the form of time up to the point of leaving the current lane.

[0048] In one example, the system may include a second classification unit communicatively connected between a fourth communication interface and a triggering unit, wherein the second classification unit is configured to classify path following information as on-path or off-path. Therefore, different path-keeping measures can be triggered based on whether the vehicle is on-path or off-path.

[0049] According to a third aspect, a computer program is provided, comprising instructions that, when executed by a computing unit, cause the computing unit to perform the methods of this disclosure. The computing unit may also be simply referred to as a computer.

[0050] This computer program can be provided on a computer-readable storage medium.

[0051] It should be noted that the above examples can be combined with each other, regardless of the aspects involved. Therefore, this method can be combined with structural features, and similarly, the system can be combined with the features described above regarding this method.

[0052] These and other aspects of this disclosure will become apparent and illustrated by the examples described below. Attached Figure Description

[0053] Examples of this disclosure will now be described with reference to the following figures.

[0054] Figure 1 This disclosure shows a system for keeping a vehicle on a predetermined path.

[0055] Figure 2 The steps of a method for keeping a vehicle on a predetermined path according to this disclosure are shown, and

[0056] Figure 3 Displayed in the form of a flowchart Figure 2 The method. Detailed Implementation

[0057] These accompanying drawings are merely illustrative and are intended to illustrate examples of this disclosure. In principle, identical or equivalent elements have the same reference numerals.

[0058] Figure 1 The system 10 shown keeps the vehicle on a predetermined path.

[0059] System 10 includes a first communication interface 12 for receiving driver posture information, i.e., information describing the driver's posture. In this example, driver posture should be understood as the driver's upper body posture.

[0060] In addition, the first communication interface 12 is configured to receive driver attention information, that is, information describing the driver's attention state.

[0061] In addition, the system 10 includes a first classification unit 14 that is communicatively connected to the first communication interface 12.

[0062] The first classification unit 14 is configured to classify driver posture information and driver attention information. In this example, the first classification unit 14 is configured to classify driver posture information as normal or abnormal. The same applies to driver attention information; that is, the first classification unit 14 is configured to classify driver attention information as normal or abnormal.

[0063] In use, system 10 (more precisely, the first communication interface 12) can communicate with driver monitoring system 16.

[0064] Furthermore, system 10 has a second communication interface 18 configured to receive hand position information. Therefore, the second communication interface 18 is configured to receive information related to the position of at least one of the driver's hands.

[0065] System 10 also has a first evaluation unit 20, which is communicatively connected to the second communication interface 18. The first evaluation unit 20 is configured to evaluate whether the received hand position information is related to whether both hands are on the steering wheel, one hand is on the steering wheel, or no hands are on the steering wheel.

[0066] In use, system 10 (more precisely, the second communication interface 18) can communicate with the hand (hand on) detection system 22 of the corresponding vehicle.

[0067] Furthermore, system 10 has a third communication interface 24 configured to receive turn indicator status information. In other words, the third communication interface 24 is configured to receive information describing the status of the vehicle's turn indicator lights.

[0068] Furthermore, the second evaluation unit 26 forms part of system 10. The second evaluation unit 26 is communicatively connected to the third communication interface 24. The second evaluation unit 26 is configured to evaluate whether the received turn indicator status information is related to the active or inactive state of the turn indicator.

[0069] Therefore, when the system 10 is in use, the third communication interface 24 is connected to the turn indicator unit 28.

[0070] System 10 also includes a fourth communication interface 30, which is configured to receive path following information. Therefore, the fourth communication interface 30 is configured to receive information describing whether the vehicle follows a predetermined path.

[0071] The second classification unit 32 is communicatively connected to the fourth communication interface 30. The second classification unit 32 is configured to classify path following information as on the path or off the path.

[0072] In use, system 10 (more precisely, fourth communication interface 30) can communicate with lane assist system 34.

[0073] The system 10 also includes a trigger unit 36.

[0074] The triggering unit 36 ​​is communicatively connected to the first classification unit 14, the first evaluation unit 20, the second evaluation unit 26, and the second classification unit 32.

[0075] Therefore, the triggering unit 36 ​​is connected to the first communication interface 12 through the first classification unit 14, to the second communication interface 18 through the first evaluation unit 20, to the third communication interface 24 through the second evaluation unit 26, and to the fourth communication interface 30 through the second classification unit 32.

[0076] The triggering unit 36 ​​is configured to trigger path holding measures based on information received at the first communication interface 12, the second communication interface 18, the third communication interface 24, and the fourth communication interface 30.

[0077] In this example, path-keeping measures could be one of increasing the stiffness of the corresponding vehicle steering system, providing counter-torque on the steering wheel, or adjusting the vehicle's yaw angle.

[0078] In order to trigger these path-keeping measures, system 10 (more precisely, triggering unit 36) is in communication with the vehicle's steering system 38.

[0079] Furthermore, the triggering unit 36 ​​is configured to trigger a warning message to the driver. For this purpose, the triggering unit 36 ​​is communicatively connected to the notification unit 40.

[0080] This system 10 can be used to implement a method for keeping a vehicle on a predetermined path. Figure 2 and Figure 3 This method is illustrated in the figure.

[0081] This method will be explained by combining four different driving scenarios using the method. In each driving scenario, the driver reaches for an object on the rear seat or the front passenger seat of the vehicle.

[0082] In the first step S1 of the first driving situation, driver posture information PI is received through the first communication interface 12. The first classification unit 14 classifies the driver posture information as abnormal AN, that is, it is determined that the driver has exceeded the normal driving posture.

[0083] In the second step S2, hand position information HI is received at the second communication interface 18. Using the first evaluation unit 20, it is determined that only one hand 1H is on the steering wheel.

[0084] Subsequently, in the third step S3, the turn indicator status information TI is received at the third communication interface 24. The second evaluation unit 26 evaluates that the turn indicator status information TI is related to the inactive state NA of the turn indicator.

[0085] In the fourth step, path following information FI is received at the fourth communication interface 30. The second classification unit 32 classifies this path following information as out of lane (OFF). In this example, this is done by calculating the time required for the vehicle to leave the current lane. This time is then compared to a predetermined threshold.

[0086] Subsequently, in step S5, triggering unit 36 ​​is used to trigger the path-keeping measure. In the current driving situation, the triggered path-keeping measure applies a counter-torque CT to the steering wheel. This counter-torque CT indicates to the driver that he or she is deviating from the predetermined path. The driver will notice the counter-torque CT and can therefore return to a standard driving posture, placing both hands on the steering wheel and steering the vehicle back onto the predetermined path.

[0087] It should be noted that the steps of this method are designated as first, second, third, fourth, and fifth steps only for ease of explanation. The first, second, third, and fourth steps can also be performed in any other order.

[0088] The second driving scenario partially corresponds to the first driving scenario. The only difference is that the path following information FI received at the fourth communication interface 30 is classified as ON on the path, meaning the vehicle is on the predetermined path.

[0089] In the same situation, trigger unit 36 ​​triggers the path-keeping mechanism. However, in the second driving situation, the path-keeping mechanism is an increase in the stiffness of the steering system 38 by IS, thereby reducing the impact of the torque applied by the driver to the steering wheel on the vehicle's driving behavior.

[0090] Once the driver returns to a standard driving posture and places both hands on the steering wheel, the path-keeping measure can be terminated.

[0091] Furthermore, when explaining the third driving scenario, only the differences from the first driving scenario will be mentioned.

[0092] In the third driving scenario, in the second step, the first evaluation unit 20 evaluates the received hand position information and finds that the hand position information is related to no hands on the steering wheel.

[0093] Similarly, in the third driving scenario, the path-keeping measure is triggered by the triggering unit 36. However, in the third driving scenario, the path-keeping measure is to adjust the vehicle's heading angle HA, that is, to allow the vehicle to automatically steer back onto the predetermined path.

[0094] In addition, the notification unit 40 is used to generate an alarm to alert the driver to the dangerous driving situation and enable the driver to regain full control of the vehicle.

[0095] Furthermore, when explaining the fourth driving situation, only the differences from the first driving situation will be mentioned.

[0096] Similarly, in the second step, the first evaluation unit 20 evaluates the received hand position information and finds that the hand position information is related to no hand on the steering wheel 0H.

[0097] Furthermore, the path-following information received at the fourth communication interface 30 is classified as ON on the path, meaning that the vehicle has not deviated from the predetermined path.

[0098] In the fourth driving scenario, the path-keeping measures may include issuing a warning to the driver via notification unit 40.

[0099] It should be noted that system 10 may include a computing unit 42, which includes a first classification unit 14, a first evaluation unit 20, a second evaluation unit 26, a second classification unit, and a triggering unit 36. All these units may be implemented as software and / or hardware units. A computer program may run on the computing unit 42, which includes instructions to cause the computing unit 42 to perform the methods described above.

[0100] By studying the accompanying drawings, the disclosure, and the appended claims, those skilled in the art can understand and implement other modifications to the disclosed examples when implementing the claimed disclosure. In the claims, the word "comprising" does not exclude other elements or steps, and the indefinite articles "a" or "an" do not exclude multiple. A single processor or other unit can perform the functions of several items or steps described in the claims. The fact that certain measures are recited merely in mutually different dependent claims does not indicate that a combination of these measures cannot be used to exert an advantage. Computer programs can be stored / distributed on suitable media (e.g., optical storage media or solid-state media provided with or as part of other hardware), but can also be distributed in other forms (e.g., via the Internet or other wired or wireless telecommunications systems). No reference numerals in the claims should be construed as limiting the scope of the claims.

[0101] List of reference numerals

[0102] 10. Systems that keep vehicles on a predetermined path

[0103] 12 First Communication Interface

[0104] 14 First classification unit

[0105] 16 Driver monitoring system

[0106] 18 Second Communication Interface

[0107] 20 First Assessment Unit

[0108] 22. Hand detection system

[0109] 24 Third Communication Interface

[0110] 26 Second Assessment Unit

[0111] 28 Turn indicator unit

[0112] 30 Fourth Communication Interface

[0113] 32 Second classification unit

[0114] 34 Lane Assist System

[0115] 36 trigger units

[0116] 38 Steering System

[0117] 40 Notification Units

[0118] 42 Computing Units

[0119] 0H No hands on the steering wheel

[0120] 1H One hand on the steering wheel

[0121] 2H Both hands on the steering wheel

[0122] A Activation

[0123] AN abnormal

[0124] CT applies counter-torque

[0125] FI path follow information

[0126] HA heading angle adjustment measures

[0127] HI Hand position information

[0128] IS stiffness increases

[0129] N normal

[0130] NA inactive

[0131] OFF path outside

[0132] On the path

[0133] PI driver posture information

[0134] S1 First Step

[0135] S2 Second Step

[0136] S3 Third Step

[0137] S4 Fourth Step

[0138] S5 Fifth Step

[0139] TI turn signal status information

Claims

1. A method for keeping a vehicle on a predetermined path, comprising: - Receive driver posture information (PI) and classify the driver posture information (PI) as normal (N) or abnormal (AN) and / or receive driver attention information and classify the driver attention information as normal or abnormal (S1). - Receive hand position information (HI) and evaluate whether the hand position information (HI) is related to both hands on the steering wheel (2H), one hand on the steering wheel (1H), or no hands on the steering wheel (0H) (S2). - Receive turn indicator status information (TI) and evaluate whether the turn indicator status information (TI) is related to the turn indicator's active state (A) or inactive state (NA) (S3). - Receive path follow information (FI) and classify the path follow information as on the path (ON) or off the path (OFF) (S4). - If the received driver posture information (PI) is classified as anomalous (AN) and / or if the received driver attention information is classified as anomalous, and If hand position information (HI) is related to fewer than two hands on the steering wheel, and If the received turn signal status information (TI) is related to the inactive state (NA), Then the path holding measure (S5) is triggered, wherein the path holding measure (S5) includes: if the hand position information (HI) is associated with no hand (0H) and if the path following information (FI) is classified as out of path (OFF), then the heading angle adjustment measure (HA) is triggered.

2. The method according to claim 1, wherein, The trigger path-keeping measure (S5) includes: if the path-following information is classified as on path (ON), then the stiffness of the vehicle's steering system (38) is increased (IS).

3. The method according to claim 1, wherein, The trigger path holding measure (S5) includes: if the hand position information (HI) is related to a hand on the steering wheel (1H), then trigger an increase in the stiffness (IS) of the steering system (38).

4. The method according to claim 1, wherein, The trigger path-keeping action (S5) includes triggering counter-torque (CT) on the steering wheel if the path-following information (FI) is classified as out of path (OFF).

5. The method according to claim 1, wherein, The trigger path holding measure (S5) includes: if the hand position information (HI) is related to a hand on the steering wheel (1H), then trigger the counter torque (CT) on the steering wheel.

6. A system (10) for keeping a vehicle on a predetermined path, comprising: - A first communication interface (12), configured to receive driver posture information (PI) and / or driver attention information, - Second communication interface (18), which is configured to receive hand position information (HI). - A third communication interface (24) is configured to receive turn signal status information (TI). - A fourth communication interface (30), which is configured to receive path compliance information (FI), and - A trigger unit (36) is communicatively connected to the first communication interface (12), the second communication interface (18), the third communication interface (24), and the fourth communication interface (30), wherein if the driver posture information (PI) is classified as abnormal (AN) and / or if the driver attention information is classified as abnormal, and If hand position information (HI) is related to fewer than two hands on the steering wheel, and If the turn signal status information (TI) is associated with an inactive state (NA), The triggering unit (36) then triggers path holding measures, wherein triggering path holding measures includes: triggering heading angle adjustment measures (HA) if hand position information (HI) is associated with no hand (OH) and if path following information (FI) is classified as out of path (OFF).

7. The system (10) according to claim 6, comprising a first classification unit (14) communicatively disposed between the first communication interface (12) and the trigger unit (36), wherein, The first classification unit (14) is configured to classify driver posture information (PI) and / or driver attention information.

8. The system (10) according to claim 6 or 7, comprising a first evaluation unit (20) communicatively disposed between the second communication interface (18) and the triggering unit (36), wherein, The first evaluation unit (20) is configured to evaluate whether the hand position information (HI) is related to two hands on the steering wheel (2H) or fewer than two hands on the steering wheel.

9. The system (10) according to claim 6 or 7, comprising a second evaluation unit (26) communicatively disposed between the third communication interface (24) and the triggering unit (36), wherein, The second evaluation unit (26) is configured to evaluate whether the turn indicator status information (TI) is related to the turn indicator’s active state (A) or inactive state (NA).

10. The system (10) according to claim 6 or 7, comprising a second classification unit (32) communicatively disposed between the fourth communication interface (30) and the triggering unit (36), wherein, The second classification unit (32) is configured to classify path following information as on-path (ON) or off-path (OFF).

11. A computer-readable storage medium storing a computer program that, when executed by a computing unit (42), causes the computing unit (42) to perform the method according to any one of claims 1 to 5.

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