Emergency assistance system and procedure for automatically stopping a motor vehicle by means of an emergency assistance system

Abstract

The invention relates to an emergency assistance system (1) for a motor vehicle (50), wherein the emergency assistance system (1) comprises at least one control unit (2) and at least one sensor (3), wherein the control unit (2) is configured to infer an emergency situation of a vehicle occupant based on the data from the at least one sensor (3), wherein the control unit (2) is further configured to generate control commands to influence at least the longitudinal dynamics of the motor vehicle (50) in order to bring the motor vehicle (50) to a standstill at a predetermined stopping point when an emergency situation is detected, wherein the control unit (2) is further configured to access network coverage data for a mobile communication connection in the vicinity of the motor vehicle (50), wherein, depending on the network coverage, at least the stopping point is adjusted and / or the time of the emergency call is adjusted and / or the type of emergency call is adjusted.and an associated procedure.

Description

[0001] The invention relates to an emergency assistance system and a method for automatically stopping a motor vehicle by means of an emergency assistance system.

[0002] Emergency assistance systems have already been proposed that detect an emergency situation involving the driver and then independently bring the vehicle to a standstill. Such an emergency situation could be, for example, a medical emergency or the driver having fallen asleep. Further warnings can also be provided between detection of the emergency situation and the vehicle coming to a standstill to prompt the driver to take over driving. For example, braking and / or seat belt jerks are generated as haptic warnings. The driver can be warned acoustically by lowering the volume of an infotainment system and / or by honking the horn. If the warnings are unsuccessful and the vehicle must be brought to a standstill, the interior lights can be switched on and the doors unlocked, for example, to allow emergency services access.Furthermore, it has already been proposed that an emergency call be automatically made after a predefined time (e.g., 15 seconds) has elapsed since the vehicle has come to a standstill, so that the driver still has the opportunity to suppress the emergency call if necessary, thus reducing false alarms.

[0003] The so-called E-Call is used for the emergency call, which automatically makes an emergency call via a mobile phone connection in the event of a crash.

[0004] The network coverage for a mobile connection varies geographically and is difficult to determine.

[0005] US 2009 / 0063174 A1 discloses using motor vehicles with a mobile communications interface as mobile sensors to determine network coverage. The vehicles then transmit their data to a server, which can then be used to create maps from which network coverage can be determined and, in particular, dead spots can be identified.

[0006] The invention is based on the technical problem of creating an improved emergency assistance system and providing an improved method for automatically stopping a motor vehicle by means of an emergency assistance system.

[0007] The solution to the technical problem is provided by an emergency assistance system having the features of claim 1 and a method having the features of claim 7. Further advantageous embodiments of the invention emerge from the subclaims.

[0008] The emergency assistance system for a motor vehicle has at least one control unit and at least one sensor system, wherein the control unit is designed to determine an emergency situation of a vehicle occupant based on the data from the at least one sensor system. The vehicle occupant is preferably the driver. However, this is not mandatory, since the emergency assistance system can also be used in an autonomously driving motor vehicle without a driver. Furthermore, the control unit is designed to generate control commands, when an emergency situation is detected, to influence at least the longitudinal dynamics of the motor vehicle in order to bring the motor vehicle to a standstill at a predetermined stopping point. In this case, it can be provided that the motor vehicle is only decelerated. However, it can also be provided that accelerations are also set in addition, which can be implemented particularly in autonomously driving motor vehicles.Furthermore, the control unit is designed to make an emergency call via a mobile phone connection and to access network coverage data for a mobile phone connection in the vicinity of the motor vehicle. The network coverage data can be stored locally in the motor vehicle in a memory. It can also be provided that the motor vehicle downloads network coverage data for only one region at a time from a server. The advantage is that, on the one hand, the amount of data to be stored is smaller and the data can be continuously updated by the network operator (for example, because individual radio masts are temporarily down). The control unit is now designed such that, depending on the network coverage, at least the stopping point is adjusted and / or the time of the emergency call is adjusted and / or the type of emergency call is adjusted.All of these measures, alone or in combination, serve to increase the likelihood of being able to make an emergency call.

[0009] This will be illustrated below. If, for example, the control unit detects that there is a dead zone 100 meters away, but network coverage is restored 150 meters away, the stopping point can be selected accordingly. The longitudinal dynamics are adjusted accordingly so that the vehicle comes to a stop after 150 meters instead of 100 meters, with a mobile phone connection available at the stopping point, and the emergency call can be made.

[0010] However, particularly in assisted driving, the stopping point cannot be extended indefinitely, so that limit values ​​preferably exist at which the vehicle must be brought to a standstill at the latest. The limit value(s) can depend on the vehicle's surroundings and / or speed. If no mobile phone connection is possible up to this limit, the measure of adjusting the time of the emergency call may be activated. If the control unit determines that there is no network coverage at the stopping point, but that there is currently network coverage, the emergency call is made before the stopping point is reached. The control unit also knows how long the mobile phone connection will be available based on the current speed. The emergency call can be made shortly before a dead zone is reached, or immediately.If the control unit determines that a mobile phone connection is still available for a short time, the type of emergency call can be adjusted to ensure the call is made as quickly as possible. For example, no phone call is made, but only an SMS message is sent. The information content of the emergency call can also be reduced so that it can be made more quickly, before the vehicle enters a dead zone. All of these measures can increase the probability of making an emergency call. The longitudinal dynamics can also be adjusted to delay the entry into the dead zone, increasing the time required for the emergency call, for example, by decelerating the vehicle more rapidly.

[0011] In one embodiment, the control unit is further configured to generate additional control commands to influence the lateral dynamics. This makes it possible to determine better stopping points. For example, the vehicle can be brought to a stop in parking bays or parking lots, improving accessibility for emergency services and reducing the vehicle's impact on traffic and posing less of a hazard to other road users.

[0012] In a further embodiment, the control unit is configured to transmit the stopping point in the emergency call (e.g., as a GPS coordinate). Since the stopping point is predetermined, the control unit can already transmit the future stopping point to an emergency control center, so that rescue personnel can be guided directly to the parked vehicle.

[0013] In a further embodiment, the at least one sensor system is designed as at least one interior camera.

[0014] In a further embodiment, the at least one sensor system can additionally or alternatively be designed as a steering wheel sensor system. For example, if the steering sensor system does not detect any driver activity at the steering wheel, this indicates a careless or unconscious driver.

[0015] Alternatively or additionally, sensors arranged on the driver’s body can also be used, for example in the form of so-called wearables.

[0016] In one embodiment, the control unit is configured such that, if network coverage is available at the stopping point, the emergency call is only made when the vehicle is stationary. The emergency call can be made, for example, after a predetermined period of time has elapsed since the vehicle has stopped, thus reducing false alarms.

[0017] With regard to the procedural design, reference is made in full to the previous statements on the emergency assistance system.

[0018] The invention is explained in more detail below using a preferred embodiment. The figures show: Fig. 1 a schematic block diagram of an emergency assistance system and Fig. 2 a schematic representation of a traffic situation.

[0019] In the Fig. 1 shows a schematic block diagram of an emergency assistance system 1 for a motor vehicle 50. The emergency assistance system 1 has a control unit 2 and at least one sensor system 3, wherein the control unit 2 is configured to use the data from the at least one sensor system 3 to determine an emergency situation of a vehicle occupant, in particular a motor vehicle driver. Furthermore, the emergency assistance system 1 has a memory 4 in which network coverage data for a mobile radio connection in the vicinity of the motor vehicle 50 is stored. The control unit 2 also receives data from a digital road map 5 or a similar database, as well as data from cameras 6 for detecting the surroundings. The control unit 2 is connected to a mobile radio module 7, by means of which an emergency call can be made to an emergency call center 20.The emergency assistance system 1 receives current network coverage data from a server 30 of the network operator or another service provider via the mobile radio module 7. Furthermore, the control unit 2 is configured to generate control commands for a longitudinal and lateral guidance actuator system 8 of the motor vehicle 50, a signaling device 9, a belt tensioner 10, at least one lighting source 11, and a central locking system 12. The control commands can also be transmitted via a bus system (not shown).

[0020] If the control unit 2 now detects, based on the data of the at least one sensor system 3, that an emergency situation exists, it is first checked whether there is network coverage in an area ahead where the motor vehicle 50 can be brought to a standstill at the earliest (by specifying a maximum deceleration) or must be brought to a standstill at the latest (specifying limit values ​​for the maximum distance the motor vehicle may be moved automatically), i.e. whether a mobile phone connection can be established.

[0021] Assuming that sufficient network coverage exists throughout the area, a suitable stopping point can be predetermined using the data from the digital road map. Corresponding control commands for the longitudinal and lateral guidance actuators 8 are generated, and the motor vehicle 50 is maneuvered to the stopping point. On the way to the stopping point, the vehicle occupant can be warned haptically and acoustically by activating the belt tensioner 10 and the signal tone generator 9. Once the stopping point is reached and the motor vehicle 50 is stationary, the central locking system 12 is unlocked, and an interior light and / or the hazard warning lights are activated as the lighting source 11. After a predetermined time has elapsed since the vehicle has come to a standstill, an emergency call is then sent from the mobile radio module 7. The emergency call contains at least the position of the stopping point. Further information may include the number of vehicle occupants and medical data.

[0022] If, in an emergency situation, control unit 2 detects that there is no network coverage in the entire area where the stopping point could be located, but there is still network coverage at the current location, the emergency call is brought forward and placed. The future stopping point is communicated, with the additional notification that no mobile phone connection will be available in the future. After the emergency call is placed, motor vehicle 50 is then automatically maneuvered to the predetermined stopping point, and the other measures can be carried out as described above.

[0023] Furthermore, cases are conceivable where there is no network coverage only in certain parts of the area for a possible stopping point. In this case, the vehicle is maneuvered to a stopping point where a mobile phone connection is available. In this embodiment, the preferred approach is to determine a stopping point with network coverage.

[0024] In an alternative embodiment, however, a qualitative assessment of the stopping point is also performed. This can determine how suitable the stopping point is for emergency services and how safe it is for vehicle occupants and other road users. If the evaluation then shows that a stopping point with network coverage exists, but another stopping point without network coverage is much more suitable for the emergency services, this one is selected, and the emergency call is made immediately or until the dead zone is reached.

[0025] So far, it has been described that network coverage is represented by two levels (network present or network not present). However, network coverage can also be multi-level (e.g., five levels), in which case the quality of network coverage can influence the choice of stopping point and / or the type of emergency call (e.g., if network coverage is poor, an SMS will be sent as an emergency call instead of a mobile phone call).

[0026] In the Fig.2 shows an exemplary schematic traffic situation. The motor vehicle 50 is located in the direction of travel (symbolized by an arrow), whereby an emergency situation is detected by the emergency assistance system. The earliest possible stopping point HP1 at maximum permissible deceleration is still in the same lane. Shortly behind this is an exit to a parking lot P with a second potential stopping point HP2, i.e. the distance traveled to the second stopping point HP2 is less than a threshold value (e.g., 800 m). Both stopping points HP1 and HP2 are located in an NA- area without network coverage. The control unit 2 then controls the longitudinal and lateral dynamic actuators in such a way that the second stopping point HP2 is more convenient for the rescue services, whereby the emergency call is made immediately or at the latest before leaving the area with NA+ network coverage. List of reference symbols 1 emergency assistance system 2 control unit 3 Sensor technology 4 storage 5 Road map 6 Camera 7 Mobile radio module 8 Lateral guidance actuators 9 signal tone generators 10 belt tensioners 11 Lighting source 12 Central locking 50 motor vehicles HP1 first stop HP2 second stop P Parking NA+ area with network coverage NA- Area without network coverage QUOTES CONTAINED IN THE DESCRIPTION

[0000] This list of documents submitted by the applicant was generated automatically and is included solely for the convenience of the reader. This list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions. Cited patent literature

[0000] US 2009 / 0063174 A1

[0005]

Claims

[1] Emergency assistance system (1) for a motor vehicle (50), wherein the emergency assistance system (1) has at least one control unit (2) and at least one sensor system (3), wherein the control unit (2) is designed to use the data from the at least one sensor system (3) to infer an emergency situation of a vehicle occupant, wherein the control unit (2) is further designed to generate control commands for influencing at least the longitudinal dynamics of the motor vehicle (50) when an emergency situation is detected in order to bring the motor vehicle (50) to a standstill at a predetermined stopping point, wherein the control unit (2) is further designed to access data from a network coverage for a mobile radio connection in the vicinity of the motor vehicle (50), wherein at least the stopping point is adapted and / or the time of the emergency call is adapted and / or the type of emergency call is adapted depending on the network coverage. [2] Emergency assistance system according to claim 1, characterized by that the control unit (2) is further designed to generate additional control commands for influencing the lateral dynamics. [3] Emergency assistance system according to claim 1 or 2, characterized by that the control device (2) is designed to transmit the stopping point in the emergency call. [4] Emergency assistance system according to one of the preceding claims, characterized by that the at least one sensor system (3) is designed as at least one interior camera. [5] Emergency assistance system according to one of the preceding claims, characterized by that the at least one sensor system (3) is designed as a steering wheel sensor system. [6] Emergency assistance system according to one of the preceding claims, characterized by that, if there is network coverage at the stopping point, the control unit (2) is designed in such a way that the emergency call is only made when the motor vehicle (50) is stationary. [7] Method for the automated stopping of a motor vehicle (50) by means of an emergency assistance system (1), wherein the emergency assistance system (1) has at least one control unit (2) and at least one sensor system (3), wherein the control unit (2) uses the data from the at least one sensor system (3) to determine an emergency situation of a vehicle occupant, wherein the control unit (2), when an emergency situation is detected, generates control commands for influencing at least the longitudinal dynamics of the motor vehicle (50) in order to bring the motor vehicle (50) to a standstill at a predetermined stopping point, wherein the control unit (2) makes an emergency call via a mobile radio connection, wherein the control unit (2) accesses network coverage data for a mobile radio connection in the vicinity of the motor vehicle (50), wherein at least the stopping point is adapted and / or the time of the emergency call is adapted and / or the type of emergency call is adapted depending on the network coverage. [8] Method according to claim 7, characterized by that the control unit (2) additionally generates control commands to influence the lateral dynamics. [9] Method according to claim 7 or 8, characterized by that the stopping point is transmitted in the emergency call. [10] Method according to one of claims 7 to 9, characterized by that if there is network coverage at the stopping point, the control unit (2) only makes the emergency call when the vehicle is stationary.

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