Information system for a motor vehicle, method for situationally suppressing an output of information and motor vehicle

Abstract

Information system (12) for a motor vehicle (2) which is configured to output information (I) to a user (22) of the motor vehicle (2) during a journey about an existing or impending intervention (E) by the motor vehicle (2) in a driving parameter, wherein the output of the information to the user (22) can be suppressed, wherein a value of a control parameter (K) specified by the user is included in a decision as to whether the output of the information (I) to the user (22) is suppressed, and wherein a. the control parameter (K) specified by the user (22) includes a selection of a driving profile or a setting of an electronic stability program, or b. the control parameter (K) specified by the user (22) determines a limit value for an intervention parameter describing the strength of the intervention (E) in the driving parameter, whereby the output of the information (I) to the user (22) is suppressed if the intervention parameter is below the limit value, and / or c. the control parameter (K) specified by the user (22) includes a setting as to whether information (I) about an existing or imminent intervention (E) by the motor vehicle (2) in a driving parameter should be output, or d. the control parameter (K) specified by the user (22) determines whether a result of an evaluation of a driving situation is included in the decision whether the output of the information (I) to the user (22) is suppressed, and / or e. in the decision whether to suppress the output of information (I) to the user (22), environmental data determined or received by the motor vehicle (2) are taken into account.

Description

[0001] The invention relates to an information system for a motor vehicle, which is designed to output information to a user of the motor vehicle during a journey about an existing or impending intervention of the motor vehicle in a journey parameter, a method for the situational suppression of an output of information about an existing or impending intervention of a motor vehicle in a journey parameter of a journey of the motor vehicle and a motor vehicle.

[0002] For a long time, a mechanical coupling between the wheel brakes and a wheel brake actuation device, usually the brake pedal, was standard in motor vehicles. With the development toward electromobility and, in particular, toward semi-autonomous or fully autonomous driving, "decoupled" brake control systems are increasingly being used. This means that there is no longer any mechanical coupling between the brake pedal and the usually hydraulic braking system in the form of a master cylinder and / or a brake caliper. The wheel brakes are then actuated by a separate actuator. This actuator is then only connected to the actual braking system via an intermediate sensor or electronics. Such a system is also referred to as a "brake-by-wire" system.The aforementioned decoupling means that the driver does not receive any haptic feedback from the system when braking and, for example, no longer feels it on his foot when a stabilizing wheel pressure control system, such as an ABS control system, which causes a slightly vibrating brake pedal in conventional systems, is activated.

[0003] Advantageously, decoupling – especially with an electrical connection of the brake pedal – allows the brake control system components to be installed freely in the engine compartment, which in turn improves acoustic decoupling. However, this may also prevent the driver from acoustically perceiving a possible brake control action. The same applies when using electromechanical instead of hydraulic brake calipers. In many cases, the driver will therefore neither hear nor feel when the locking pressure is reached or an ABS control is triggered when applying the brake.

[0004] Avoiding sensory feedback in this way can be desirable. For example, for reasons of comfort, e.g., in autonomous or semi-autonomous driving, it can be perceived as pleasant if as many sensory influences as possible are kept away from the driver. In other cases, however, information about wheel slip conditions can be helpful or even necessary, e.g., in sporty driving or when using the vehicle on a race track, in order to optimize the braking point before a bend. One possible measure to inform the driver of a brake control intervention is haptic, acoustic, or visual signals. According to the state of the art, these signals are issued whenever the brake control system intervenes. This can be perceived as annoying in many areas.Under certain circumstances, a perceived disruption by the user from such an information system can lead to the associated assistance system being deactivated by the user. Especially with safety-relevant assistance systems, it is therefore highly desirable to avoid such perceived disruption by the user. The same applies to notifications about the use of other assistance systems. Such assistance systems can include, for example, lane keeping assist, cruise control, anti-skid control, or other assistance systems.

[0005] KR 10 2022 0 060 002 A discloses a device for improving the driving safety of a motor vehicle. This device provides for illuminating objects detected by a radar system using the vehicle's headlights in poor lighting conditions or when the function of a front camera is otherwise impaired, thus enabling better images from the front camera. The images from the front camera can be used to trigger a warning to the driver and to perform safety-relevant driving maneuvers. The warning can be deactivated when the vehicle is in autonomous driving mode.

[0006] The object of the present invention is therefore to provide a way of avoiding a disturbance to the driver by providing too frequent information about an existing or impending intervention of the motor vehicle in a driving parameter, while at the same time providing the driver with a sufficient amount of such information.

[0007] The object is achieved according to the invention by an information system for a motor vehicle of the type mentioned at the outset, in which the output of the information to the user can be suppressed, wherein a value of a control parameter specified by the user is included in a decision as to whether the output of the information to the user is suppressed, and wherein the control parameter specified by the user includes a selection of a driving profile or a setting of an electronic stability program, or the control parameter specified by the user determines a limit value for an intervention parameter describing a strength of the intervention in the driving parameter, wherein the output of the information to the user is suppressed if the intervention parameter is below the limit value, or the control parameter specified by the user includes a setting as to whether information about an existing or impending intervention of the motor vehicle in a driving parameter should be output, or the control parameter specified by the user determines whether a result of an assessment of a driving situation is included in the decision as to whether the output of the information to the user is suppressed, and / or Environmental data determined or received by the motor vehicle are taken into account in the decision as to whether the output of information to the user is suppressed.

[0008] An intervention in a driving parameter can be understood, in particular, as an intervention in the steering of the motor vehicle or an intervention that influences the speed of the motor vehicle. In other words, such an intervention can consist of an intervention in the longitudinal or lateral guidance of the motor vehicle. The intervention in a driving parameter can thus be, for example, a steering intervention, acceleration or deceleration of the vehicle, the activation of an anti-lock braking system or, more generally, a brake control system intervention, the activation of an electronic stability program, or the activation of an anti-skid control system.

[0009] Information for a user of the motor vehicle can in particular be understood to mean optical, acoustic, or haptic information. For example, it is possible to present optical information on a display or as a light on the dashboard. A change in the ambient lighting, for example a bright illumination of the ambient lighting, can also be used as an optical signal. Acoustic information can be spoken information or a signal tone emitted by the motor vehicle. For example, a tone can be emitted via a combination warning tone, a signal can be displayed via one or more radio speakers, or tones from a "Park Distance Control" system, in other words an acoustic parking aid.Haptic information can include, for example, a vibration of a vehicle's steering wheel, a vibration of a vehicle's pedal, such as the brake pedal, or the activation of a massage seat. All other known and common force feedback mechanisms are also possible.

[0010] The invention implements the idea of ​​linking the output or suppression of haptic, acoustic, or visual feedback, for example, regarding the slip conditions on the vehicle's wheels, to a user-accessible setting. For example, the output or suppression of the feedback can be linked to a driving program selected by the user or, depending on the situation, to the driving condition.

[0011] If the information to be output is information about the slip conditions on one or more wheels of the motor vehicle, the criterion for an existing or imminent intervention in a driving parameter can be met, for example, if the locking pressure is approaching or reached. The same applies to the use of an anti-lock braking system (ABS). The output of information can generally be provided when ABS braking is about to be triggered or when ABS braking is already in progress.

[0012] The imminent occurrence of a particular event can be understood, in particular, as meaning that a calculation result or an extrapolation of available data indicates that the occurrence of the specified event is likely within a short period of time in the future. This period can be, for example, 0.5 seconds, 1 second, or 2 seconds.

[0013] It can be provided that the information system is designed to be used in a motor vehicle which has a brake-by-wire system. As already described above, information actively output by the vehicle about a driving situation or another state of the vehicle can be advantageous in motor vehicles with such a braking system, since with such decoupling from the vehicle the user receives less direct feedback, in particular less acoustic and haptic feedback about a driving state of the motor vehicle as well as a reaction of the motor vehicle to the surface and / or the operation of the motor vehicle by the user. Since it is particularly advantageous for such a motor vehicle to provide the driver with information in the form of additionally output information, the risk that the driver will be disturbed by the information provided simultaneously increases.In such a case, it is particularly useful to offer the driver the opportunity to adapt the frequency and extent of information output to his or her personal preferences.

[0014] It is possible that the driving parameter is a slip control of the driven and / or braked wheels. Such a configuration is particularly advantageous with the brake-by-wire braking system mentioned above.

[0015] Five alternative embodiments of the invention are described below, with the features of at least one of these alternative embodiments being implemented in the information system according to the invention. Any combination of the features of the alternative embodiments is also possible.

[0016] According to a first alternative embodiment of the invention, the control parameter specified by the user includes a selection of a driving profile or a setting of an electronic stability program. In general, the selection of a driving profile and the setting of an electronic stability program can be summarized under the term "selection of a driving program." When selecting such a driving program, the output or suppression of the information can be made dependent, for example, on the selected driving profile (e.g., "Normal," "Comfort," "Sport," "Race") or the setting of the electronic stability program (ESC setting), for example, "ESC Normal" or "ESC Sport." It is possible for each color profile and / or each ESC setting to be assigned a characteristic value for suppressing the output of the information. In the simplest case, this characteristic value can be binary, for example, 0 or 1.Depending on the setting associated with the respective driving program, either all information pending for output is output, which then corresponds to a characteristic value of 1, or all information pending for output is suppressed, which then corresponds to a characteristic value of 0.

[0017] Alternatively, the characteristic value can be a parameter that is used to decide whether to output or suppress information. For example, each color profile can be assigned a numerical value that is used as a factor in the decision-making process. For example, a “comfort” driving profile setting could be assigned a value of 1, a “normal” driving profile setting a value of 0.75, a “sport” driving profile setting a value of 0.5, and a “race” driving profile setting a value of 0.25. These values ​​can then, for example, be used to product this characteristic value with a strength of intervention in the driving parameter, a size of a detected hazard, or another parameter that influences the output or suppression of information.

[0018] For the result of the calculation, for example, for the described product, a threshold can then be specified, below which the information is suppressed, and above which the information is output. It is conceivable that different thresholds for deciding whether the information should be output or suppressed could be stored and / or configured for information relating to different assistance systems.

[0019] As already indicated, it can advantageously be provided that a user can deactivate the output of certain information independently of the activation of the associated assistance system. This can be achieved, for example, by a specifically selectable item in the vehicle's menu navigation, for example, in the "Individual" menu.

[0020] According to a second alternative embodiment, it is possible for the control parameter specified by the user to determine a limit value for an intervention characteristic value describing the strength of the intervention in the driving parameter, wherein the output of the information to the user is suppressed if the intervention characteristic value lies below the limit value. The motor vehicle or a control unit of the motor vehicle first determines whether the output of information is appropriate and then, if the output of information is appropriate, determines the strength of the intervention in the driving parameter. The strength of the intervention in the driving parameter can be measured, for example, by the magnitude of the applied steering force, the magnitude of a steering correction angle, the magnitude of an intervention in the longitudinal guidance of the motor vehicle, for example by the magnitude of a triggered acceleration or deceleration, or similar parameters.In other words, it can be provided that information concerning a more significant intervention in a driving parameter is output, while information concerning a less significant intervention in a driving parameter is suppressed. A limit value for the severity of the driving parameter can be predefined and stored. Alternatively, such a limit value can be dependent on other parameters, for example, the control parameter specified by the user, or can be explicitly adjustable by the user.

[0021] According to a third alternative embodiment, it is possible for the control parameter specified by the user to include a setting as to whether information about an existing or impending intervention by the motor vehicle in a driving parameter should be output. In other words, it can be provided that the output of information about the impending or existing intervention in a driving parameter can be switched on and off separately from the associated assistance system. Conventionally, the individual assistance systems can be deactivated, whereby a user who is disturbed by the information output can avoid such perceived disturbance. However, since the associated assistance system is also deactivated at the same time, the option of being able to activate or deactivate the output of the information separately is advantageous, as this allows the assistance system to remain active and thus increase driving safety.

[0022] According to a fourth alternative embodiment, it is further possible for the control parameter specified by the user to determine whether a result of an assessment of a driving situation influences the decision as to whether the output of information to the user is suppressed. The assessment of the driving situation can, in particular, include an assessment of the dangerousness of a driving situation and / or an assessment of the importance of the user's information, for example, to prompt intervention or a change in the user's behavior.

[0023] The assessment of the driving situation can, in particular, include an assessment of a driving condition, the presence of an autonomous or manual driving mode, detected poor friction values ​​between the vehicle's wheels and the ground—in other words, for example, a risk of slipping—or other environmental data. A risk of slipping can arise from a wet or frozen road surface, road damage, certain wind conditions, or other causes such as oil or other lubricating films on the road. The vehicle can obtain information about such environmental data via on-board sensors or via an information system, such as Car2Car or Car2x communication, or via another communication interface, such as cloud storage. Position data and / or environmental data determined from the position data can also be used.The vehicle can, for example, recognize whether it is “off” normal roads or, for example, on a race track.

[0024] It is possible that the control parameter specified by the user is a degree of autonomy for the journey. For example, it can be specified that the output of the information(s) is suppressed during autonomous driving, during autonomous and semi-autonomous driving, or above a certain degree of autonomy.

[0025] According to a fifth alternative embodiment, as already indicated above, it is possible for environmental data determined or received by the motor vehicle to be included in the decision as to whether the output of information to the user is suppressed. The inclusion of such environmental data can be implemented, as previously described, via an assessment of the driving situation or through a risk assessment independent of the specific driving situation. For example, if a danger of black ice or other risk factors is detected, a threshold for suppressing the output of information can be raised, so that information is also output that would have been suppressed without the presence of such a danger or risk factor.

[0026] The object is further achieved by a method for the situational suppression of an output of information about an existing or impending intervention of a motor vehicle in a travel parameter of a journey of the motor vehicle, comprising the steps a. Determine whether the motor vehicle is interfering with a driving parameter or is about to do so b. If an intervention by the motor vehicle in a driving parameter exists or is imminent, determining a relevance value for the existing or imminent intervention c. Querying at least one control parameter specified by the user d. Determine, based on the relevance value and the control parameter, whether the information about the existing or impending intervention of the motor vehicle in the driving parameter is output or suppressed.

[0027] A relevance value can be understood, in particular, as the importance of the information to be output or suppressed. Parameters such as driving speed, the previously mentioned environmental data, detected obstacles or other vehicles, etc., can be taken into account when determining the relevance value. In general, different assistance systems can be assigned different base relevance values. The relevance value can be a measure of the perceived danger of a current driving situation.

[0028] Finally, the object is achieved by a motor vehicle with an information system of the type described above and / or with a control unit configured to implement the method described above. Such a vehicle then exhibits all of the previously described advantages of the information system according to the invention or the method according to the invention.

[0029] Embodiments of the invention are explained in more detail with reference to the drawings and the following description. They show: Fig. 1: a schematic side view of a motor vehicle with a first embodiment of an information system according to the invention, Fig. 2: a schematic view of an instrument panel or center console of a motor vehicle with a second embodiment of an information system according to the invention, Fig. 3: a flowchart for explaining a first embodiment of a method according to the invention, Fig. 4: a flowchart for explaining a second embodiment of a method according to the invention, and Fig. 5: a functioning of a third embodiment of an information system according to the invention.

[0030] Fig. Figure 1 shows a schematic side view of a motor vehicle 2 equipped with a first embodiment of an information system 12 according to the invention. The motor vehicle 2 moves on a surface 4 and is in contact with it via the wheels 6. A user, in particular a driver of the motor vehicle 2, can sit on a seat 8. The user can interact with the motor vehicle 2 via a series of control elements, only a few of which are shown for the sake of simplicity, as well as via various output means of the motor vehicle 2.

[0031] The information system 12 has a control unit 14 capable of executing computer programs, receiving data from multiple data sources, processing this data, and outputting information via various channels. The control unit can obtain information, in particular, via sensors arranged on the wheels 6, additional sensors 16 such as cameras, radar sensors, or temperature sensors, or via the communication device 18, which can, in particular, establish a wireless connection to a network or to other vehicles. As already explained, this information can, in particular, relate to information about slip conditions at the wheels 6 or about the use of an anti-lock braking system.The information may also include environmental conditions and / or the surroundings of the motor vehicle 2 and in particular properties of the ground 4, detected obstacles or detected other vehicles, or information about a route.

[0032] The user can make settings on the information system 12 via an input element, for example, a display 20 equipped with a touch function. In particular, the user can set or influence a control parameter, which is then incorporated by the information system 12 when deciding whether information should be displayed or suppressed.

[0033] If information is to be output, it can be output in various ways. For example, the seat 8 and / or the brake pedal 10 can be set to vibrate at varying intensities, or the information can be output on the display 20 and / or on the instrument panel 26, which can also have a display or special lighting elements for this purpose. Furthermore, the information can be output acoustically, for example via the loudspeaker 30. It is also possible to use the light 36, which can be part of the ambient lighting of the motor vehicle 2, to output the information.

[0034] Fig. 2 shows a schematic view of an instrument panel or center console of a motor vehicle equipped with a second embodiment of an information system according to the invention. The left-hand area of ​​the figure shows the instrument panel 26, which has a plurality of optical displays 28 in the lower right-hand area. Depending on which information is to be output, one or more of these optical displays 28 can light up. The right-hand area of ​​the figure shows a display 20, which can also be used to output information. Furthermore, the display 20 can generally be used for communication between the user and the motor vehicle. For example, the display 20 can interact with a plurality of operating elements 24, which can be designed in the form of keys or buttons. It is also possible for the display 20 to be designed as a touchscreen.In the view shown, the display 20 shows a menu 32 with individual menu items 34. In the view shown, the menu 32 offers the user various options for selecting a driving program. The user can then select these by touching the display 20 or, if necessary, using the associated control elements 24.

[0035] In the right-hand part of the figure, the loudspeaker 30 can also be seen, which can also be used to output information. For further communication with the user, a microphone (not shown in the figure) can also be present, through which the user can make voice inputs.

[0036] Fig. 3 shows a flowchart for explaining a first embodiment of a method according to the invention. In a step S10, it is determined whether an intervention by the motor vehicle in a travel parameter is existing or imminent. In a step S20, if an intervention by the motor vehicle in a travel parameter is existing or imminent, a relevance value for the existing or imminent intervention is determined. In a step S30, at least one control parameter specified by a user is queried. Finally, in a step S40, based on the relevance value and the control parameter or the plurality of control parameters, it is determined whether the information about the existing or imminent intervention by the motor vehicle in the travel parameter is output or suppressed. In a step not shown in detail, the information can then optionally be output.

[0037] Fig. Figure 4 shows a flowchart for explaining a second embodiment of a method according to the invention. The steps S10, S20, S30 and S40 are identical to the steps according to the previously described method with reference to Fig. 3 described first embodiment. Steps S31, S32, S33, S34, S35, and S36 are each optional and can be performed in any combination.

[0038] In step S31, a set driving profile is queried and a control parameter associated with it, if applicable, is read out.

[0039] In step S32, a setting of an electronic stability program (ESC) is queried and a control parameter associated with it, if applicable, is read out.

[0040] In step S33, a threshold value for an intervention characteristic describing the severity of the intervention in the driving parameter is read out. In this step, the information system can also analyze the intervention in the driving parameter and thus determine the corresponding intervention characteristic.

[0041] In step S34, a setting is read out as to whether the output of information regarding an intervention in a travel parameter is generally deactivated or generally activated. Setting such a control parameter by the user may override all further process steps.

[0042] In step S35, a setting is read out as to whether a result of an evaluation of a driving situation influences the decision as to whether the output of information to the user is suppressed. Furthermore, in this step, a driving situation can be analyzed and evaluated if necessary, whereby the information system can access various information sources such as sensor data and network information for this purpose.

[0043] In step S36, a setting can be read out as to whether environmental data acquired or received by the motor vehicle is included in the decision as to whether the output of information to the user is suppressed. Furthermore, environmental data can be acquired and evaluated in this step, if necessary.

[0044] The method according to the invention can in principle be carried out for several different interventions in different driving parameters one after the other or in parallel.

[0045] Fig. 5 schematically shows a functioning of a third embodiment of an information system 12 according to the invention. The information system 12 determines, preferably continuously, whether an intervention E of the motor vehicle in a driving parameter exists or is imminent. If this is the case, the information system 12 reads a control parameter K, for example from a memory, and decides with the aid of the control parameter K whether the information I is output to the user 22 or whether the output of the information I is suppressed. Optionally, a relevance value R for the existing or imminent intervention can also be determined. This relevance value R can then likewise be taken into account in the decision by the information system 12 as to whether the information I is output or suppressed. List of reference symbols 2 motor vehicles 4 Underground 6 wheel 8 seats 10 Brake pedal 12 Information system 14 Control unit 16 sensors 18 Communication device 20 displays 22 users 24 Control element 26 Instrument panel 28 optical display 30 speakers 32 Menu 34 menu items 36 Lighting K Control parameters E intervention I Information R relevance value

Claims

[1] Information system (12) for a motor vehicle (2), which is designed to output information (I) to a user (22) of the motor vehicle (2) during a journey about an existing or impending intervention (E) of the motor vehicle (2) in a journey parameter, wherein the output of the information to the user (22) can be suppressed, wherein a value of a control parameter (K) specified by the user is included in a decision as to whether the output of the information (I) to the user (22) is suppressed, and wherein a. the control parameter (K) specified by the user (22) includes a selection of a driving profile or a setting of an electronic stability program, or b. the control parameter (K) specified by the user (22) determines a limit value for an intervention characteristic value describing a strength of the intervention (E) in the travel parameter, wherein the output of the information (I) to the user (22) is suppressed if the intervention characteristic value is below the limit value, and / or c. the control parameter (K) specified by the user (22) includes a setting as to whether information (I) about an existing or impending intervention (E) of the motor vehicle (2) in a driving parameter should be output, or d. the control parameter (K) specified by the user (22) determines whether a result of an evaluation of a driving situation is included in the decision as to whether the output of the information (I) to the user (22) is suppressed, and / or e. environmental data determined or received by the motor vehicle (2) are included in the decision as to whether the output of the information (I) to the user (22) is suppressed. [2] Information system (12) according to claim 1, characterized by that the driving parameter is a slip control of driven and / or braked wheels (6). [3] Information system (12) according to one of the preceding claims, characterized by that the control parameter (K) specified by the user (22) is a degree of autonomy of a journey of the motor vehicle. [4] Method for the situational suppression of an output of information (I) about an existing or impending intervention (E) of a motor vehicle (2) in a travel parameter of a journey of the motor vehicle (2), comprising the steps a. Determine whether an intervention (E) of the motor vehicle (2) in a driving parameter exists or is imminent, b. If an intervention (E) of the motor vehicle (2) in a driving parameter exists or is imminent, determining a relevance value (R) for the existing or imminent intervention (E), c. querying at least one control parameter (K) specified by a user (22), and d. Determine, based on the relevance value and the control parameter (K), whether the information about the existing or impending intervention (E) of the motor vehicle (2) in the travel parameter is output or suppressed. [5] Motor vehicle (2) with an information system (12) according to one of claims 1 to 3 and / or with a control unit which is designed to carry out a method according to claim 4.

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