COGNITIVE REVERSE SPEED LIMIT

Abstract

Parking assistance system for a vehicle (10) comprising the following: a speed limit control (30) configured to set a speed limit for the vehicle (10) during a maneuver; and an audio sensor (22) configured to detect ambient noise in the vehicle (10), wherein the speed limit control (30) is configured to reduce the speed limit based on the detection of ambient noise in the vehicle (10).

Description

AREA OF INVENTION

[0001] The present disclosure relates generally to reversing and parking assistance systems and in particular to parking assistance systems that take into account the cognitive load of a driver of a vehicle. BACKGROUND OF THE INVENTION

[0002] Both a driver's cognitive load and the risk of collision can vary when reversing a vehicle for several reasons. For example, when reversing a vehicle and / or trailer into a parking space, the driver may need to monitor the front corners of the vehicle in addition to the sides and rear to ensure sufficient clearance between the vehicle and surrounding objects. Additionally, surrounding objects may be moving, such as a bicycle crossing the vehicle's projected path. Generally, the driver's cognitive load increases with vehicle speed due to the heightened situational awareness required to operate the vehicle at that speed.Although perimeter detection and collision mitigation features may be present to warn the driver and bring the vehicle to a stop, it may be desirable to limit the vehicle's speed to help manage the driver's cognitive load and provide a more comfortable collision mitigation experience when distracting conditions are present that might be competing for the driver's attention. Furthermore, regulating vehicle speed based on sensor activity can help limit the risk of a collision, even in the presence of an automated driving system. WO 2015 / 099 679 A1 discloses an in-vehicle authorization system for autonomous vehicles. DE 10 2006 010 846 A1 discloses a parking assistance system for motor vehicles. DE 10 2005 008 176 A1 discloses a device for semi-autonomous assistance during the parking process for vehicles. BRIEF SUMMARY OF THE INVENTION

[0003] According to one aspect of the present invention, a parking assistance system for a vehicle is provided, comprising a speed limit control configured to set a speed limit for the vehicle during a maneuver, and an audio sensor configured to detect ambient noise in the vehicle. The speed limit control is configured to reduce the speed limit based on the detection of ambient noise in the vehicle.

[0004] According to another aspect of the present invention, a method for assisting in the parking of a vehicle is provided, comprising the steps of detecting a first distance to a first obstacle using one or more sensors; detecting an ambient noise level using an audio sensor; detecting environmental conditions outside the vehicle using an environmental sensor; and generating a braking torque request using a speed limiter controller configured to decelerate the vehicle. The braking torque request is based on the detection of the first distance to the first obstacle and / or the ambient noise level and / or the environmental conditions.

[0005] According to another aspect of the present invention, a parking assistance system for a vehicle is provided, comprising one or more proximity sensors. An audio sensor is configured to detect the ambient noise level in the vehicle. An environmental sensor is configured to detect environmental conditions. A speed limiter is configured to impose a speed limit on the vehicle during a parking maneuver. The controller is configured to reduce the speed limit based on data from the proximity sensors and the audio sensor.

[0006] These and other aspects, tasks and features of the present invention will become understandable and apparent to those skilled in the art upon closer examination of the following description, claims and accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0007] The drawings contain: Fig. 1 a schematic illustration of a vehicle in an exemplary parking scenario; Fig. 2 a schematic illustration of the vehicle and a trailer in an exemplary reversing scenario between obstacles; Fig. 3 a schematic illustration of an exemplary method according to one embodiment and Fig. 4 a diagrammatic view of an embodiment of a vehicle parking assistance system from Fig. 1. DETAILED DESCRIPTION OF PREFERRED EXECUTION FORMS

[0008] For the purposes of this description, the terms “upper”, “lower”, “right”, “left”, “rear”, “front”, “vertical”, “horizontal”, “inner”, “outer”, and derivatives thereof shall refer to the invention as described in Fig. 1 is oriented. However, it is understood that the invention can assume various alternative orientations unless expressly stated otherwise. Furthermore, it is understood that the specific devices and processes illustrated in the accompanying drawing and described in the following specification are only exemplary embodiments of the inventive concepts defined in the accompanying claims. Therefore, specific dimensions and other physical properties relating to the embodiments disclosed herein are not to be considered limiting unless expressly stated otherwise in the claims.Additionally, it is understood that, unless otherwise specified, the discussion of a particular feature of a component extending in or along a specified direction or the like does not mean that the feature or component follows a straight line or axis in such a direction, or that it extends only in such a direction or on such a plane without other directional components or deviations, unless otherwise specified.

[0009] In the Fig. Reference numeral 10 generally denotes a vehicle with a parking assistance system 14. The vehicle 10 may include one or more proximity sensors 18 configured to detect a first distance D1 to a first obstacle O1. An audio sensor 22 is configured to detect ambient noise inside the vehicle 10. An environmental sensor 26 is configured to detect environmental conditions outside the vehicle 10. A speed limit control 30 is configured to process data from the multiple proximity sensors 18, the audio sensor 22, and the environmental sensor 26, and to control the vehicle 10 based on the detected conditions.

[0010] Now with reference to Fig. Figure 1 depicts vehicle 10 (e.g., a car, truck, or SUV) in an exemplary scenario where vehicle 10 parallel parks in a parking space. In this example, vehicle 10 is reversing into the parking space and should avoid a collision with the first object O1 (e.g., a car) and a second object O2 (e.g., another car). In such a parking scenario, the driver of vehicle 10 must pay attention to the position of the vehicle's corners, passing traffic, vehicle 10's speed, vehicle 10's orientation in the parking space, the environmental conditions around vehicle 10, and any potential distractions within vehicle 10 (e.g., children and / or animals). Such a parking scenario can place a significant cognitive load on the driver, potentially leading to a distraction-induced collision.

[0011] Now with reference to Fig. Figure 2 depicts vehicle 10 as a truck towing a trailer 42. In the illustrated example, the driver reverses vehicle 10 and trailer 42 between the first and second obstacles O1, O2. In such a reversing scenario, the driver of vehicle 10 must pay attention to all of the distractions listed above in connection with parking, in addition to the movement of trailer 42 relative to vehicle 10, resulting in an even greater cognitive load for the driver. Reversing and / or parking vehicle 10 can be assisted using system 14, which is generally configured, among other things, to limit the speed of vehicle 10 in various ways using speed limit control 30 while vehicle 10 is in motion.The speed limit control 30 of the parking assistance system 14 can also be used in situations where the vehicle 10 is pulling or pushing the trailer 42 or any other towed device.

[0012] Now with reference to the Fig. 1 and Fig. 2. The proximity sensors 18 can be one or more ultrasonic sensors, radar sensors, vision sensors (e.g., a camera or image sensor), LiDAR sensors, vehicle-to-vehicle communication sensors, a combination thereof, or other sensors configured to detect the first and second obstacles O1 and O2. The proximity sensors 18 can be configured not only to determine the first distance D1 to the first obstacle O1 and a second distance D2 to the second obstacle O2, but also to determine the positions of the first and second obstacles O1 and O2 relative to the vehicle 10. It is understood that the proximity sensors 18 are capable of detecting the presence and distance of more than two obstacles (e.g., three, four, or more than five).The proximity sensors 18 can output a variety of signals indicating the positions and distances of obstacles O1, O2 to the parking assist system 14 and the speed limit control 30. The audio sensor 22 can be positioned within a passenger compartment of the vehicle 10 and configured to detect ambient noise levels within the vehicle 10. The audio sensor 22 can be configured as a microphone, an audio sensor board, or another electronic device capable of detecting sound. Additionally, the audio sensor 22 can be configured to detect the location of the sound within the vehicle 10 (e.g., a rear seat area, a trunk, a passenger area) or a sound outside the vehicle 10. The environmental sensor 26 is configured to collect environmental data outside the vehicle 10. The environmental sensor 26 can be a camera (e.g., a camera that captures the surrounding environment).The vehicle 10 includes a capacitive sensor configured to detect the presence of moisture on the vehicle 10 (capable of detecting rain, snow, fog, hail, and sleet), a networked device configured to collect local and / or regional meteorological data via the internet, a general-purpose weather sensor, or other devices capable of detecting environmental conditions outside the vehicle 10. Furthermore, the driver of the vehicle 10 may optionally input or acknowledge data about weather conditions outside the vehicle 10 or road conditions. The vehicle 10 also includes a braking system 50 capable of decelerating the vehicle 10 by applying one or more of the vehicle's brakes.The braking system 50 is in electrical communication with the speed limit control 30 and / or the parking assistance system 14 and can be operated independently of any intervention by the driver.

[0013] During reversing, the cognitive load, or the total amount of mental effort required in the driver's working memory, may be higher than under normal driving conditions due to a variety of factors, such as the presence and position of collision hazards (e.g., the first and second obstacles O1, O2), ambient noise within the passenger compartment of the vehicle 10, environmental conditions outside the vehicle 10 (e.g., weather), and a number of other factors. If the driver's cognitive load is particularly high, the driver may fail to correctly consider the movement of the vehicle 10, the speed of the vehicle 10, the position of the first and second obstacles O1, O2, or other activities associated with operating the vehicle 10, which may result in a collision.Accordingly, systems such as the parking assistance system 14 may include the capability in the speed limit control 30 to limit the speed of the vehicle 10 by determining a speed limit or a reference speed that the vehicle 10 should not exceed while reversing or backing up. It is understood that the speed limit control 30, although described here as a separate dedicated control, may be implemented as tangible machine-readable code, an algorithm, a tangible machine-readable program, and / or a tangible machine-readable operating mode of another shared control present in the vehicle 10 (e.g., anti-lock braking system control, parking assistance module, vehicle controller area network bus, or electronic control unit) without infringing upon the scope of protection of the disclosure.The speed limit can initially be generated based on a variety of factors, such as the angle between the trailer 42 and the vehicle 10, the stability of the vehicle 10 (as measured, for example, by yaw rate sensors), the mass of the vehicle 10 and / or the trailer 42, the gradient of a road on which the vehicle 10 and / or the trailer 42 is positioned, the parking position, the road category of the parking area, and / or other factors. It is also understood that the speed limit may not be generated by the speed limit control 30 itself, but rather by another control or module of the parking assistance system 14 or the vehicle 10, and provided to the speed limit control 30 without deviating from the essence of this disclosure.

[0014] The speed limiter 30 can be configured to limit the speed by integrating a proportional-integral derivative (“PID”) controller to monitor the difference between the vehicle speed and the speed limit (such a difference being referred to as a speed error). The speed of the vehicle 10 can be measured by wheel encoders of the brake system 50, GPS tracking, or other conventional methods for measuring the speed of the vehicle 10. In the event that the vehicle speed is greater than the speed limit determined by the speed limiter 30, the speed limiter can generate a brake torque request, which is sent to the brake system 50.In turn, the braking system 50 actuates the brakes appropriately, which changes the vehicle speed and reduces the speed error (i.e., the speed of the vehicle 10 is reduced). In alternative embodiments, the speed limiter 30 can reduce the output of a powertrain of the vehicle 10 separately from or in conjunction with the brake torque request so that the vehicle 10 decelerates to the speed limit. In some embodiments, the magnitude of the speed error can dictate the magnitude of the brake torque request and whether the speed limiter 30 makes the brake torque request with or without reducing the powertrain output.The speed limit control 30 can consider a variety of factors when generating the brake torque request and / or powertrain reduction, such as road category, powertrain output, speed error and / or the speed limit itself, and / or the estimated cognitive load of the driver. If the vehicle speed is lower than the speed limit, the speed limit control 30 will not generate a brake torque request. For the purpose of speed limiting within a system such as System 14, the desired response is a system that quickly limits the vehicle speed to the speed limit with a very small overshoot.

[0015] Now with reference to Fig. Figure 3 illustrates an exemplary procedure 100 by which the speed limit control 30 can modify the speed limit of the vehicle 10 based on factors that increase the driver's cognitive load. As explained above, the driver's cognitive load can be high during a reversing or parking procedure, resulting in a high collision potential between the vehicle 10 and its surroundings (e.g., the first and second obstacles O1, O2). Accordingly, the procedure 100 examines a variety of potential distractions that can increase the driver's cognitive load and reduces the speed limit accordingly. The procedure 100 may include steps 104, 108, 112, 116, 120, 124, 128, and 132 as shown.

[0016] Now with reference to the Fig. 3 and Fig. 4. Step 104, detecting the first distance D1 and the first time T1 until the collision with the first obstacle O1, and step 108, detecting the second distance D2 and the second time T2 until the collision with the second obstacle O2, are performed using both the proximity sensors 18 and the speed limiter 30. The proximity sensors 18 transmit data about the detected relative distance of the first and second obstacles O1 and O2 to the speed limiter 30, which in turn can calculate the first and second times T1 and T2 until the collision. It is understood that a separate controller or module (e.g., parking assistance module, electronic control unit) can calculate the first and second times T1 and T2 until the collision and provide them to the speed limiter 30 without compromising the scope of protection of this disclosure.If the speed limit control 30 detects the presence of more than one obstacle, step 112, determining the difference between the first collision time T1 and the second collision time T2, is performed. In situations where the driver must keep track of both the first and second obstacles O1, O2, the relative collision time of both the first and second obstacles O1, O2 with the vehicle 10 can become significant. For example, if the first collision time T1 is much shorter than the second collision time T2, the driver can prioritize the first obstacle O4 over the second obstacle O2, thereby reducing the driver's cognitive load. A small difference between the first collision time T1 and the second collision time T2 can be caused by at least two situations.In the first scenario, a difference between the initial time T1 until collision and the second time T2 until collision can indicate that the first and second obstacles O1, O2 will collide with the vehicle 10 in close succession and that the driver must pay attention to both obstacles simultaneously, thus increasing the driver's cognitive load. In the second scenario, both the first and second obstacles O1, O2 can have a short time until collision, which is less than a critical time T. C until the collision, which is predetermined and adjustable (e.g. 400 milliseconds, 500 milliseconds, 600 milliseconds), indicating that both obstacles O1, O2 pose an immediate danger to the vehicle 10.

[0017] If the difference between the first time T1 until collision and the second time T2 until collision is less than a predetermined adjustable value (e.g., 400 milliseconds, 500 milliseconds, 600 milliseconds), step 116, calculating an angle α between the first and second obstacles O1, O2, is performed. In various embodiments, the angle α can be measured in a ground plane or in the same plane as the vehicle 10. Measuring the angle α between the first and second obstacles O1, O2 can aid in estimating the driver's cognitive load as an indicator of the severity with which the driver must change their field of vision (i.e., move their head) to perceive both the first and second obstacles O1, O2.The larger the angle α, the more the driver generally has to move their head forward and backward to keep the first and second obstacles O1 and O2 in view, thus increasing their cognitive load. If the angle α is larger than a predetermined adjustable value (e.g., 60°, 75°, 90°, or another angle indicating the driver's field of vision), in addition to the difference between the first time T1 until collision and the second time T2 until collision being larger than the predetermined adjustable value, the speed limit control 30 can reduce the speed limit by a predetermined amount (e.g., 10%, 15%, 20%).

[0018] Again with reference to Fig.3. The speed limiter 30 can also take into account the ambient noise level in the passenger compartment of the vehicle 10. Noise can be a distraction for drivers and increase their cognitive load, especially loud noises (e.g., greater than 70 dB). In addition, human drivers are physiologically predisposed to prioritize certain critical noises (e.g., a crying baby, noises associated with danger, a human voice) over other pending actions (e.g., driving the vehicle 10). Accordingly, lowering the speed limit of the vehicle 10 can be advantageous if a potentially distracting noise is present. Therefore, the audio sensor 22 can output audio data or a signal to the speed limiter 30, so that the speed limiter 30 reduces the speed limit by a predetermined amount (e.g.,The speed limit can be reduced by 10%, 15%, or 20% if the audio sensor 22 detects an ambient noise level greater than a predetermined adjustable value (e.g., greater than 50 dB, greater than 60 dB, greater than 70 dB, greater than 80 dB, greater than 85 dB, greater than 90 dB, or greater than 100 dB) or if the audio sensor 22 detects a critical noise. The audio sensor 22 can simply output a binary signal indicating a loud ambient noise level to the speed limit controller 30, or the speed limit controller 30 can be configured to receive a dynamic signal and proportionally reduce the speed limit based on the readings from the audio sensor 22.

[0019] The speed limiter 30 can also communicate electrically with the environmental sensor 26, so that the speed limiter 30 also takes environmental conditions outside the vehicle 10 into account when determining whether or not to reduce the speed limit in step 124. Environmental conditions can increase the driver's cognitive load due to changes in visibility around the vehicle 10, handling conditions due to wet or frozen ground, and the likelihood of errors by other drivers. Therefore, the speed limiter 30 can receive data from the environmental sensor 26 indicating the environmental conditions outside the vehicle 10 and reduce the vehicle 10's speed limit accordingly.In various embodiments, the speed limiter control 30 can reduce the speed limit by a predetermined adjustable amount (e.g., 5%, 10%, 12%, 15%, 20%) for conditions that impair the handling of the vehicle 10 (e.g., snow or ice present on the ground, resulting in slippery conditions), and reduce the speed limit by an additional amount (e.g., 5%, 10%, 12%, 15%, 20%) for conditions that impair the driver's visibility. In various embodiments, the reduction of the speed limit based on environmental conditions can be scalable or proportional to the severity of the conditions (e.g., dense fog versus light fog, snow versus blizzard, black ice versus light snow).

[0020] If the speed limit control 30 has taken into account the potential distractions that could increase the driver's cognitive load and has accordingly reduced the vehicle's speed limit 10, the speed limit control 30 performs step 128 of determining a difference between the vehicle's speed and the speed limit. The speed limit control 30 collects the reductions in the speed limit to determine an adjusted speed limit. If the vehicle's speed 10 is lower than the adjusted speed limit, the speed limit control 30 may not take any action.If the speed limit control 30 determines that the speed of vehicle 10 is greater than the adapted speed limit, step 132, generating a brake torque request, is performed. The brake torque request can be based, at least in part, on the magnitude of the difference between the adapted speed limit and the vehicle speed, the angle between the trailer 42 and vehicle 10, the stability of vehicle 10 (as measured, for example, by yaw rate sensors), the mass of vehicle 10 and / or trailer 42, the gradient of a road on which vehicle 10 and / or trailer 42 is positioned, the parking location, the road category of the parking area, and / or other factors. The brake torque request is sent to the brake system 50 to decelerate vehicle 10.

[0021] It is understood that, although the present disclosure has been described in connection with reversing and / or parking the vehicle 10 and / or the trailer 42, the disclosure can be applied equally to forward movement and / or maneuvers of the vehicle 10 and / or the trailer 42 without deviating from the scope of protection of this disclosure. Furthermore, it is understood that any and all of the adjustable values ​​explained in this disclosure may be adjustable or predetermined based on a multitude of factors.For example, certain values ​​can be selected to provide the driver with a longer period of time before the speed limit control 30 or the parking assist system 14 intervenes, or the values ​​can be selected to reduce the time before the speed limit control 30 or the parking assist system 14 intervenes, which can limit the abruptness of actions and require fewer actions from the driver. Furthermore, it is understood that the vehicle's speed 10 can be reduced in addition to or as an alternative to reducing the speed limit when the speed limit control 30 or the parking assist system 14 intervenes.

Claims

[1] Parking assistance system for a vehicle (10) comprising the following: a speed limit control (30) configured to set a speed limit for the vehicle (10) during a maneuver; and an audio sensor (22) configured to detect ambient noise in the vehicle (10), wherein the speed limit control (30) is configured to reduce the speed limit based on the detection of ambient noise in the vehicle (10). [2] Parking assistance system according to claim 1, further comprising: an environmental sensor (26) configured to determine environmental conditions outside the vehicle (10), wherein the speed limit control (30) is configured to reduce the speed limit at least partially based on the environmental conditions outside the vehicle (10). [3] Parking assistance system according to one of claims 1 and 2, further comprising: one or more proximity sensors (18) configured to detect a first distance (D1) to a first obstacle (O1) and a second distance (D2) to a second obstacle (O2), wherein the speed limit control (30) is configured to calculate an angle (α) between the first obstacle (O1) and the second obstacle (O2). [4] Parking assistance system according to claim 3, wherein the speed limit control (30) is configured to calculate a difference in time to collision between the first obstacle (O1) and the second obstacle (O2). [5] Parking assistance system according to any one of claims 1 to 4, wherein the speed limit control (30) is configured to reduce the speed of the vehicle (10) by creating a brake torque request to a brake system (50). [6] Parking assistance system according to any one of claims 1 to 5, wherein the speed limit control (30) is configured to reduce the speed limit of the vehicle (10) based on the fact that the audio sensor (22) detects an ambient noise that exceeds a predetermined volume. [7] Parking assistance system according to claim 6, wherein the predetermined volume is approximately 85 dB. [8] Parking assistance system according to claim 3, wherein the speed limit control (30) is configured to reduce the speed limit of the vehicle (10) if the angle (α) exceeds a predetermined angle. [9] Method for assisting in the parking of a vehicle (10) comprising the following steps: Detecting a first distance (D1) to a first obstacle (O1) using one or more proximity sensors (18); Detecting (120) an ambient noise level using an audio sensor (22); Detecting (124) environmental conditions outside the vehicle (10) using an environmental sensor (26) and Generating (132) a braking torque request using a speed limit control (30) configured to decelerate the vehicle (10) based on the detection of the first distance (D1) to the first obstacle (O1) and / or the ambient noise level and / or the environmental conditions. [10] The method of claim 9, further comprising the following steps: Detecting a second obstacle (O2) at a second distance (D2) and Calculate (116) an angle (α) between the first obstacle (O1) and the second obstacle (O2). [11] Method according to claim 10, wherein the multiple proximity sensors (18) are configured to detect the second distance (D2) to the second obstacle (O2), and the speed limit control (30) is configured to calculate the angle (α) between the first obstacle (O1) and the second obstacle (O2). [12] The method of claim 11, further comprising the following steps: Calculating the initial time until collision with the first obstacle (O1); Calculating a second time until the collision with the second obstacle (O2) and Determine (112) a difference between the first time to collision and the second time to collision. [13] Method according to claim 11, wherein the brake torque request is generated after the speed limit control (30) determines that the angle (α) is greater than a predetermined threshold. [14] Method according to claim 11, wherein the audio sensor (22) is a microphone positioned in a passenger compartment of the vehicle (10). [15] Method according to claim 11, wherein the brake torque request is generated after the audio sensor (22) detects that the ambient noise level is greater than a predetermined threshold. [16] Parking assistance system for a vehicle (10) comprising the following: one or more proximity sensors (18); an audio sensor (22) configured to detect ambient noise levels in the vehicle (10); an environmental sensor (26) configured to detect environmental conditions outside the vehicle (10); and a speed limit control (30) configured to impose a speed limit on the vehicle (10) during a parking maneuver, wherein the control (30) is configured to reduce the speed limit based on data from the proximity sensors (18) and the audio sensor (22). [17] Parking assistance system according to claim 16, wherein the speed limit control (30) is configured to reduce the speed limit of the vehicle (10) by different amounts for the proximity sensors (18), the audio sensor (22) and the environment sensor (26). [18] Parking assistance system according to one of claims 16 and 17, wherein the proximity sensors (18) are configured to detect a first obstacle (O1) and a second obstacle (O2). [19] Parking assistance system according to claim 17, wherein the speed limit control (30) is configured to calculate an angle (α) between the first obstacle (O1) and a second obstacle (O2). [20] Parking assistance system according to claim 17, wherein the speed limit control (30) is configured to reduce the speed of the vehicle (10) by creating a brake torque request to a brake system (50).

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