METHOD, DEVICE AND SYSTEM FOR INFLUENCING AT LEAST ONE DRIVING ASSISTANCE SYSTEM OF A MOTOR VEHICLE

Description

[0001] The present invention relates to a method for influencing at least one driver assistance system of a motor vehicle according to the preamble of claim 1, a device for carrying out the steps of this method, and a system comprising such a device. The invention also relates to a motor vehicle comprising such a device or such a system.

[0002] Driver assistance systems for motor vehicles are well known. Currently, however, driver assistance systems, especially brake assist systems, are only permitted to intervene in a motor vehicle's situation if it is ensured to the best of its ability that the driver cannot intervene in a timely manner to avert the impending danger when a dangerous situation arises.

[0003] In the case of the brake assist system, for example, this means that the driver assistance system may only intervene and begin to decelerate the vehicle so late that an emergency stop, such as at a zebra crossing, only brings the vehicle to a stop in time if the vehicle's initial speed is 30 km / h. However, this is not a completely satisfactory solution for many similar situations, as well as other situations that occur in road traffic.

[0004] US 2012 / 0212353 A1 describes a method for assessing a driver's driving behavior, including monitoring by driver monitoring systems to detect slow reaction times, loss of attention, or a lack of alertness. Once the monitoring system detects a decrease in the driver's ability to react or alertness, the operation of vehicle systems can be modified to avoid an accident.

[0005] US 2018 / 0111628 A1 discloses a travel control device of a vehicle with a detection device for detecting a state of the driver, wherein a lane change assistant or a driving assistant is activated as soon as an abnormal state of the driver is detected.

[0006] DE 10 2016 208 405 A1 discloses a method for operating a driver assistance system for a motor vehicle, wherein the driver's line of sight is monitored and compared with a target value, wherein a driver's attention value is determined depending on the line of sight.

[0007] DE 10 2009 005 730 A1 discloses a method and a device for monitoring the attention of a driver, wherein the driver's line of sight or the information of a lane departure warning system is monitored in order to record a period of lack of attention.

[0008] KR 2017 0088319 A teaches a storage unit for storing a hand vein pattern look-up table containing a plurality of hand vein pattern reference images corresponding to a rotation angle of the driver's hand, an image acquisition unit for acquiring a driver image containing the image of the driver's hand, extracting a hand-trunk vein pattern image of the driver's hand from the hand-trunk vein pattern image, comparing the hand vein pattern image with the hand-trunk vein pattern look-up table to authenticate the driver, and a control unit for determining an operation of the driver including at least one of a direction indicated by the driver's hand and a rotation angle of the driver's hand, searching for a hand-trunk vein pattern image that matches the pattern image, and determining a rotation angle of the driver's hand based on the Hand-trunk vein pattern image that matches the sample image.

[0009] DE 102 32 797 A1 discloses a method for increasing the vigilance of a driver of a vehicle, in particular a motor vehicle, wherein the driver is exposed to electromagnetic radiation at least temporarily and / or at least partially.

[0010] It is therefore the object of the present invention to further develop the generic method in order to at least partially overcome the disadvantages of the prior art. In particular, the object is to further develop the generic method in such a way that a driver assistance system is provided that overcomes the disadvantages of the prior art and, in particular, leads to a safer and more reliable intervention effect when dangerous situations arise.

[0011] The object is achieved according to the characterizing part of claim 1. Advantageous embodiments of the method are described in claims 2 to 5.

[0012] According to this, a method for influencing at least one driver assistance system of a motor vehicle comprises the following steps: receiving at least one signal value representing at least one attention feature of at least one motor vehicle occupant from at least one sensor; determining, based on the signal value, at least one attention state of the motor vehicle occupant; establishing whether the attention state of the motor vehicle occupant corresponds to a first attention state; and in response to determining that the attention state corresponds to the first attention state, influencing the driver assistance system in a first manner.

[0013] In this case, the step can preferably also be included: in response to the determination that the state of attention does not correspond to the first state of attention, wherein preferably the previously determined state of attention corresponds to the first state of attention, influencing the driver assistance system in a second manner.

[0014] Particularly preferably, it can be provided that the signal value(s) at least relate to the attention feature (i) at least one result of an evaluation of a period of time, as determined by at least one first sensor, during which the motor vehicle occupant is not participating in road traffic with his eyes, in particular the motor vehicle occupant has his eyes closed and / or the direction of vision of the motor vehicle occupant corresponds to a direction deviating from the direction of travel of the motor vehicle, (ii) at least one result of an evaluation of a direction of vision of the motor vehicle occupant as determined by at least one second sensor, in particular when the direction of vision deviates from the direction of travel of the motor vehicle, (iii) at least one result of an evaluation of a position of at least one eyelid of the motor vehicle occupant as determined by at least one third sensor, in particular a position of the eyelid of the motor vehicle occupant with the eyes closed, a position of the eyes half-open and / or a position of the eyelid of the motor vehicle occupant with the eyes open,(iv) at least one result of an evaluation of a period of time determined by at least one fourth sensor during which the motor vehicle occupant is not participating in road traffic due to his head posture and / or during which the head posture corresponds to a head posture that is twisted, in particular sideways, downwards and / or upwards, (v) at least one result of an evaluation of a head posture determined by at least one fifth sensor, in particular a head posture due to which the motor vehicle occupant is not participating in road traffic and / or a head posture that is twisted sideways, downwards and / or upwards, (vi) at least one result of an evaluation of a period of time determined by at least one sixth sensor during which the motor vehicle occupant is not participating in road traffic due to his body posture and / or during which the body posture corresponds to a body posture that is bent, in particular sideways and / or downwards,(vii) represents and / or represents at least one result of an evaluation of a body posture detected by at least one seventh sensor, in particular a body posture due to which the motor vehicle occupant is not participating in road traffic and / or a body posture bent sideways and / or downwards, (viii) represents at least one result of an evaluation of an environmental situation detected by at least one eighth sensor, in particular in the side, rear and / or front area of ​​the motor vehicle, (ix) represents at least one result of an evaluation of a number of passengers in the motor vehicle detected by at least one ninth sensor, and / or (x) represents at least one result of an evaluation of a number, in particular assigned to a first selection group, and / or type of further driver assistance systems activated in the motor vehicle, as determined by at least one tenth sensor.

[0015] Furthermore, it may also be provided that(i) the signal value can assume a value between a lower and an upper limit value, in particular between zero and one, wherein the lower limit value represents and / or indicates the lowest level of attention of the motor vehicle occupant and the upper limit value represents the highest level of attention of the motor vehicle occupant with regard to the attention feature represented by the signal value, (ii) when determining the level of attention of the motor vehicle occupant, the first level of attention is determined if at least one signal value falls below and / or exceeds a first limit value assigned to it, (iii) when determining the level of attention of the motor vehicle occupant, the signal values ​​are evaluated and / or related to one another,(iv) when determining the attention level of the motor vehicle occupant, the signal values ​​are weighted differently depending on the attention feature they represent, in particular the case where the motor vehicle occupant's eyes are not participating in road traffic, in particular the motor vehicle occupant has his eyes closed and / or the direction of gaze of the motor vehicle occupant corresponds to a direction deviating from the direction of travel of the motor vehicle, contributes less to the attention level corresponding to the first attention level than the case where the motor vehicle occupant is not participating in road traffic due to his head position and / or body posture, and / or (v) it is determined that the attention level of the motor vehicle occupant corresponds to the first attention level,if the number of additional driver assistance systems activated in the motor vehicle exceeds a second limit and / or if at least one and / or a number exceeding a third limit of additional driver assistance systems of the motor vehicle, in particular those assigned to at least one second selection group, are in an activated state.

[0016] It may also be preferable that (i) influencing the driver assistance system in the first manner (a) transferring the driver assistance system from a first, in particular deactivated, operating state to a second, in particular activated, operating state, (b) changing, in particular reducing, at least one trigger threshold for an intervention of the driver assistance system and / or (c) manipulating, in particular lowering, a threshold value of the driver assistance system, wherein the threshold value preferably influences, comprises and / or represents at least one property of at least one function of the driver assistance system, (ii) influencing the driver assistance system in the second manner (a) transferring the driver assistance system from a second, in particular activated, operating state to a first, in particular deactivated, operating state, (b) changing, in particular increasing, at least one trigger threshold for an intervention of the driver assistance system and / or (c) manipulating, in particular increasing,a threshold value of the driver assistance system, wherein the threshold value preferably influences, comprises and / or represents at least one property of at least one function of the driver assistance system, (iii) the first attention state represents and / or inattention, (iv) the motor vehicle occupant represents the motor vehicle driver, (v) the driver assistance system comprises at least one brake assistant, in particular in conjunction with a PreSafe system and / or pedestrian detection, at least one lane departure warning system, at least one steering assistant, in particular with integrated distance control and / or integrated Distronic, at least one distance control assistant, at least one tracking assistant, in particular comprising at least one speed adjustment, at least one evasive action assistant, in particular for braking instead of evading in the event of driver inattention, and / or at least one blind spot assistant, in particular an active blind spot assistant,preferably to be set at short notice in the event of driver inattention in order to prevent an unwanted lane change, and / or (vi) the further driver assistance systems comprise and / or represent at least one driver assistance system from the group comprising brake assist, in particular in conjunction with a PreSafe system and / or pedestrian detection, lane departure warning system, steering assist, in particular with integrated distance control and / or integrated Distronic, distance control assist, pursuit assist, in particular comprising at least one speed adjustment, evasive action assist, in particular for braking instead of evading in the event of driver inattention, and / or blind spot assist, in particular an active blind spot assist, preferably to be set at short notice in the event of driver inattention in order to prevent an unwanted lane change.

[0017] According to a further aspect of the invention, the object is achieved by a device for influencing at least one driver assistance system of a motor vehicle, comprising at least one processor unit configured to execute the steps of the method according to the first aspect of the invention. Preferred embodiments of the device are described in claim 6.

[0018] According to yet another aspect of the invention, the object is achieved by a system for influencing at least one driver assistance system of a motor vehicle, comprising at least one device according to the invention and at least one first, second, third, fourth, fifth, sixth, seventh, eighth, ninth, and / or tenth sensor. Preferred embodiments of the system are described in claims 7 and 8.

[0019] It is preferred that (i) the first, the second and / or the third sensor comprises and / or represents at least one eye-tracking sensor, in particular the first, the second and / or the third sensor are at least partially implemented in one unit and / or comprise and / or represent the same eye-tracking sensor, (ii) the fourth, fifth, sixth and / or seventh sensor comprises and / or represents at least one body-tracking sensor, in particular a depth-measuring sensor, a time-of-flight sensor, and / or at least one, preferably a plurality of, lighting unit(s), preferably infrared lighting unit(s), designed and / or arranged in particular spaced apart and / or separate from the first, second, third, fourth, fifth, sixth and / or seventh sensor, wherein preferably the fourth, fifth, sixth and / or seventh sensor are at least partially implemented in one unit and / or comprise and / or represent the same body-tracking sensor,(iii) the eighth sensor comprises and / or represents at least one camera, in particular a front and / or rear camera, at least one radar sensor, at least one lidar sensor and / or at least one surround view system, (iv) the first, second, third, fourth, fifth, sixth, seventh, eighth, ninth and / or tenth sensor are at least partially implemented in one and / or comprise and / or represent at least one hardware sensor and / or at least one software-based embodiment, and / or (v) the first, second, third, fourth, fifth, sixth, seventh, eighth, ninth and / or tenth sensor is / are comprised by at least one rear-view device.

[0020] The object is further achieved by a motor vehicle comprising at least one device according to the invention or by a motor vehicle comprising at least one system according to the invention. Preferred embodiments of the motor vehicle are described in claims 9 and 10.

[0021] The invention is therefore based on the surprising finding that by monitoring at least one state of attention of at least one motor vehicle occupant, in particular the driver of a motor vehicle, an occurring first state of attention, in particular inattention, of the motor vehicle occupant can be detected at an early stage and, along with this detection, at least one driver assistance system can be influenced, so that the driver assistance system can accordingly assume responsibility at an early stage and initiate suitable measures to reduce the risk in a timely manner.

[0022] In particular, the inventors recognized that the influence can represent not only an activation of a previously inactivated driver assistance system, but alternatively or additionally also a change in at least one trigger threshold for intervention by the driver assistance system. This makes it possible for the driver assistance system to intervene in the event of inattention on the part of the vehicle occupant much earlier than was previously the case. This is because once the initial state of attention has been detected, it is no longer necessary to wait for the latest possible time for intervention by the vehicle occupant; instead, appropriate precautionary measures can be taken immediately. This increases safety not only for occupants in the vehicle in question, but equally for all other road users.

[0023] It has been shown that to determine the attention level of the motor vehicle occupant, one, particularly preferably two, and most preferably a plurality of signal values ​​are evaluated and / or correlated with one another. Each signal value represents an attention feature of the motor vehicle occupant. An attention feature within the meaning of this invention is understood to be an aspect that allows conclusions to be drawn about the current and future attention of the motor vehicle occupant. For example, the direction of gaze, head position, and body posture of the motor vehicle occupant have been identified by the inventors as suitable criteria for drawing conclusions about the current attention of the motor vehicle occupant. Alternatively or additionally, the duration, i.e. the temporal component, of a distraction can also be taken into account.However, aspects that are not related to the individual occupant can also be useful for assessing the occupant's attention level. For example, it has been recognized that the vehicle's surroundings can be advantageously included in determining the level of attention.

[0024] The individual signal values ​​are received by a corresponding sensor, in particular one that sends the signal values. The respective sensor can preferably be provided as a hardware sensor and / or as a software-based sensor. The signal values ​​can preferably assume a signal value between and including a lower and an upper limit, in particular between and including zero and one. This offers a particularly reliable option for combining the signal values ​​from different sensors and relating them to one another. For example, the lower limit represents the lowest level of attention of the vehicle occupant and the upper limit represents the highest level of attention of the vehicle occupant with regard to the attention feature represented by the signal value.

[0025] In this context, the inventors have determined that it is particularly advantageous to weight the different signal values ​​differently when determining the attention state. This makes it convenient to specifically consider that, for example, the attention feature relating to the vehicle occupant's gaze direction contributes less to the presence of the first attention state than, for example, the attention feature relating to the head and / or body posture.

[0026] For example, a signal value of a first attention feature may indicate high inattention (e.g., the upper threshold) and a signal value of a second attention feature may indicate low inattention (e.g., the lower threshold). If the signal value of the first attention feature is heavily weighted and the signal value of the second attention feature is lightly weighted, the first attention state is determined. Conversely, if the signal value of the first attention feature is lightly weighted and the signal value of the second attention feature is lightly weighted, an attention state that differs from the first attention state could be determined and subsequently identified.

[0027] It has also proven particularly effective to use the number and / or type of additional driver assistance systems activated in the vehicle as an additional attention factor, particularly those assigned to a first selection group. Since the activation of additional driver assistance systems by the driver can usually be inferred from a driver's sense of safety, this can be very advantageously considered as an aspect of impending inattention when determining the level of attention. Thus, if driver assistance systems are activated, braking can be initiated immediately if objects are detected on the road.

[0028] By using suitable sensors, in particular time-of-flight sensors, body and head rotations can be detected and evaluated particularly effectively, preferably through appropriate distance measurement. Preferably, at least one infrared illumination unit is used to illuminate and / or define the sensor's detection range.

[0029] Such a sensor, in particular a Time-Of-Flight (TOF) sensor, can be designed as a camera and / or have its own lighting unit to actively illuminate the area in front of the camera.

[0030] These sensors, particularly TOF sensors, can be improved by providing an additional lighting unit that is designed separately from and / or arranged at a distance from the sensor or the detection element of the sensor. It has been found that in order to detect the vehicle occupant using the sensor, such as a hand or a head, it is particularly important to clearly identify a gesture, a direction of gaze, a head position and movement and / or a facial expression of the vehicle occupant. Clear detection must be ensured even at greater distances from the sensor, in particular the camera. In order to ensure this detection even at greater distances, improved illumination of the depth range can be achieved using the lighting unit.Thus, even at greater distances, the camera system can provide sufficient data, allowing the method according to the invention to make a clear statement about the attention level of the vehicle occupant. This ensures, particularly with different seating positions, that the vehicle occupant can be sufficiently illuminated and / or that the vehicle occupant is completely within the detection range of the sensor. Particularly advantageously, the lighting unit emits electromagnetic radiation outside the range visible to the vehicle occupant, such as the infrared range. This prevents glare for the vehicle occupant, especially at high light intensities, in order to achieve a high depth of illumination.

[0031] This allows the recognition of the vehicle occupant's attention level and thus the influencing of the driver assistance system to be carried out with greater reliability. With such sensors, particularly TOF sensors, the lighting unit arranged separately from the sensor can illuminate various areas in the interior of the motor vehicle in such a way that this illumination is adapted to the state of the vehicle occupant, the motor vehicle, and / or the surroundings of the motor vehicle, and / or the distance of the vehicle occupant from the camera and / or sensor. The illumination can thus be varied by means of the lighting unit, preferably multiple lighting units, preferably based on these parameters.

[0032] Both the sensor, in the form of the TOF sensor, and the additional lighting unit, in particular a plurality of additional lighting units, can be mounted or integrated, for example, in a dashboard, a center console, in particular a retractable or movable center console, a windshield, a roof, a headliner, a grab handle, an A-pillar, a B-pillar, a C-pillar, a door component, above a door, a housing, in particular a dome-shaped housing in the region of the center of the motor vehicle on the roof or headliner, a display device, a motor vehicle occupant seat, in particular a head section, a foot section and / or an armrest of the motor vehicle occupant seat, a restraint system for the motor vehicle occupant, a positioning mechanism, in particular a motor-operated positioning mechanism, a panel and / or the device, in particular in the form of a mobile device of the object.

[0033] Further features and advantages of the invention will become apparent from the following description in which preferred embodiments of the invention are explained with reference to schematic drawings and diagrams.

[0034] Showing: Figure 1 shows an arrangement of sensors within a rear-view device; Figure 2 shows a flow diagram of a method according to the invention in accordance with the first aspect of the invention; Figure 3 shows a first situation of a motor vehicle occupant; Figure 4 shows a second situation of a motor vehicle occupant; Figure 5 shows a third situation of a motor vehicle occupant; Figure 6 shows a fourth situation of a motor vehicle occupant; Figures 7a, 7b show an exploded view and a side view of an exemplary additional lighting unit; and Figure 8 shows a schematic plan view of a motor vehicle with additional lighting units.

[0035] Figure 1shows a rear-view device 1 arranged in a motor vehicle not otherwise shown in detail, in the form of a rear-view mirror in the interior of the motor vehicle from the perspective of the motor vehicle occupant, in particular the motor vehicle driver.

[0036] The rearview device 1 includes an eye-tracking sensor 3. The eye-tracking sensor 3 tracks the eye movement of the motor vehicle occupant and thus makes it possible to determine the direction of gaze of the motor vehicle occupant, in particular a direction of gaze that deviates from the direction of travel of the motor vehicle. Furthermore, the same eye-tracking sensor 3 makes it possible to determine the length of time the motor vehicle occupant is not participating in road traffic with their eyes, in particular the motor vehicle occupant has their eyes closed and / or the direction of gaze of the motor vehicle occupant corresponds to a direction deviating from the direction of travel of the motor vehicle.

[0037] The eye tracking sensor 3 can receive the signal values ​​representing the two attention features.

[0038] The sensor 3 has a detection range 5 within which it can track the eyes of a motor vehicle occupant. Preferably, the detection range 5 covers not only the area of ​​the driver's seat, but also at least the area of ​​the center console. As a result, even a driver leaning sideways still moves within the detection range 5 and can thus be reliably tracked by the eye-tracking sensor 3.

[0039] The rearview device 1 also includes a time-of-flight (TOF) sensor 7 with an additional infrared illumination unit. The TOF sensor 7 can detect objects located within a detection range 9. In the image thus captured, the TOF sensor 7 can calculate a distance value for each pixel relative to a reference point, for example, the rearview device 1. The TOF sensor 7 can thus detect and evaluate the head and body posture of the motor vehicle occupant.

[0040] This makes it possible to determine the length of time during which the vehicle occupant is not participating in road traffic due to their head posture and / or during which the head posture corresponds to a head posture that is twisted sideways, downwards, and / or upwards. Furthermore, it is possible to determine the head posture, in particular a head posture that prevents the vehicle occupant from participating in road traffic and / or a head posture that is twisted sideways, downwards, and / or upwards.

[0041] The TOF sensor 7 also makes it possible to determine the period of time during which the vehicle occupant is not participating in road traffic due to their posture and / or during which their posture corresponds to a posture that is bent sideways and / or downwards. The posture, in particular a posture that causes the vehicle occupant not to participate in road traffic and / or a posture that is bent sideways and / or downwards, can also be determined in this way.

[0042] The signal values ​​representing the four attention features can be received accordingly by the TOF sensor 7.

[0043] Figure 2shows a flowchart comprising steps according to the first aspect of the invention. In a step 11 of the method, the above-described six attention characteristics (gaze direction, duration of averted gaze, head posture, duration of averted head posture, body posture, duration of averted body posture) of the motor vehicle occupant are received by the eye-tracking sensor 3 and the TOF sensor 7. In a step 13, at least one attention state of the motor vehicle occupant is determined based on the signal values. In a step 15, it is determined whether the attention state of the motor vehicle occupant corresponds to a first attention state, in particular inattention. In a step 17, in response to the determination that the attention state corresponds to the first attention state, the driver assistance system is influenced in a first manner.

[0044] Figure 3shows a first situation of a motor vehicle occupant, in particular the driver, in the otherwise not shown motor vehicle comprising the rear view device 1 of the Figure 1 .

[0045] The motor vehicle occupant, comprising a head 19 and an upper body 21, is located behind the steering wheel 23 of the motor vehicle. The motor vehicle occupant's eyes 25 look straight ahead in the direction of travel. Both the head 19 and the upper body 21 are in a correct posture, i.e., a posture in which it can be assumed that the motor vehicle occupant, in particular the driver, is following the traffic situation with maximum attention.

[0046] Accordingly, in this first situation, in step 11, both the eye-tracking sensor 3 and the TOF sensor 7 receive a signal value of one (1) regarding the gaze direction, head posture, and body posture, each corresponding to maximum attention. Accordingly, in step 13, a different attention state than the first is determined and established in step 15. Therefore, the driver assistance system is not influenced in the first way.

[0047] Figure 4 shows a second situation of the vehicle occupant.

[0048] As in the first situation, both the head 19 and the upper body 21 are in the correct posture. However, in step 11, the eye-tracking sensor 3 receives a signal value of zero (0) regarding the gaze direction, which represents minimal attention with respect to this attention feature. The reason for this is the vehicle occupant's gaze, from his perspective, towards the bottom right, toward the glove compartment.

[0049] Whether the first attention state is determined in step 13 and established in step 15 depends on the signal value regarding the attention feature concerning the duration of the averted gaze.

[0050] Only when the vehicle occupant's gaze no longer briefly shifts away from the road ahead is the first state of attention determined in step 13 and then identified in step 15, and the driver assistance system is influenced accordingly in the first way in step 17. In this case, it can be assumed that the vehicle occupant is distracted.

[0051] Figure 5 shows a third situation of the vehicle occupant.

[0052] This third situation represents the typical situation of a conversation between the motor vehicle occupant and other motor vehicle occupants, in particular the front passenger. As in the first and second situations, the upper body 21 is in a correct posture. However, in step 11, a signal value of zero (0) regarding the gaze direction is received from the eye-tracking sensor 3, and a signal value of zero (0) regarding the head posture is also received from the TOF sensor 7, due to the laterally rotated head 19, which each represent minimal attention with respect to these attention features.

[0053] Based on this, the first attention level is determined in step 13 and determined accordingly in step 15. Subsequently, in step 17, the driver assistance system is influenced in the first way. In this case, the brake assist system is activated and at least one trigger threshold for brake assist intervention is reduced, since the third situation is classified as particularly critical.

[0054] Figure 6 shows a fourth situation of the vehicle occupant.

[0055] This fourth situation represents the typical situation in which the vehicle occupant leans sideways toward the glove compartment. In step 11, the eye-tracking sensor 3 receives a signal value of one (1) regarding the gaze direction, since the gaze remains directed toward the roadway and thus maximum attention is being paid to this direction. However, the signal values ​​received by the TOF sensor 7 now have a value of zero (0) regarding both the head posture and the body posture, representing minimal attention with respect to these attention characteristics.

[0056] Due to the weighting of the individual signal values, the first attention state is only determined in step 13 after a certain duration of rotation of the head 19 and upper body 21 and is accordingly determined in step 15. However, the first attention state is not determined and determined beforehand.

[0057] Even if situations one to four of the Figures 3 to 6 with signal values ​​of either zero (0) or one (1), one skilled in the art will understand that any value between the lower and upper thresholds can be assumed by the signal. Thus, if the upper body is bent, starting from the proper driving posture, the TOF sensor could receive a changing signal value from one toward zero over time.

[0058] A lighting unit 102 suitable for use in a method, system and motor vehicle according to the invention is shown in Fig. 7a and 7b shown, namely with a matrix of light-emitting diodes (LEDs) 103' to 103ʺʺ and thus with a matrix optics, such as a lens array.

[0059] The lighting unit 102 comprises the in the exploded view of the Fig. 7ashown light sources 103' to 103ʺʺ with the respective associated optical elements 105' to 105ʺʺ of an optical system 104 connected downstream of the light sources 103' to 103ʺʺ. For example, a near field can be illuminated by activating the light source 103', and a far field by the light source 103‴.

[0060] As shown in the side view in Fig. 7bAs indicated, the light rays expand further and further with increasing distance from the lighting unit 102. The area illuminated by the light source 103' is limited here, for example, to the area between two illumination limits A and A', while the area illuminated by the light source 103‴ is limited, for example, to the area between illumination limits B and B'. Because the available light intensity is distributed over a larger spatial field, the depth of illumination decreases at the expense of the illumination field size. Thus, although the light source 103' can illuminate a large spatial field perpendicular to the direction of light propagation in the near field N, the light intensity is no longer sufficient to illuminate the depth range in the far field F in order to be able to carry out object detection.Conversely, while the light source 103‴ allows for illumination of the depth range in the far field F, the illuminated area in the near field N is smaller than with the light source 103', so a nearby object may not be fully captured. The light sources 103' and 103ʺʺ can be used at medium distances to achieve increased illumination.

[0061] Alternatively, at least one of the light sources 103", 103ʺʺ can also be used to illuminate the area or a partial area outside the illumination area of ​​the light source 103‴ in the far field F. By using multiple light sources, a required spatial illumination can thus be additively composed of multiple light sources.

[0062] It is self-evident that light propagation always takes place in three-dimensional space and not, as shown here as an example, in a two-dimensional plane.

[0063] Even if the arrangement of the light sources 103' to 103ʺʺ in the Figures 7a and 7b in a flat plane and a regular pattern, a curved or otherwise shaped surface can also be provided to accommodate the light sources 103' to 103ʺʺ. This allows the direction of the light emission and the distance of the respective light source 103' to 103ʺʺ to the respective optical element 105' to 105ʺʺ to be preset. The number of light sources can also be increased or decreased, depending on the nature of the area to be illuminated and the available installation space. The optical elements 105' to 105ʺʺ of the optical system 104 can also be arranged on a curved or otherwise shaped surface in order to be able to optimally illuminate the area to be illuminated.

[0064] In Figure 8Examples of positions are shown at which corresponding lighting units can be arranged within a motor vehicle 106 in order to achieve the best possible illumination.

[0065] In the motor vehicle 106, a TOF sensor 107 is integrated into a rearview device in the form of an interior mirror. However, the sensor 107 can also be arranged at other positions, such as the dashboard, the positioning in Figure 8 is therefore merely exemplary.

[0066] Several lighting units are arranged in the motor vehicle 106. In order to achieve the best possible, in particular partial lateral, illumination of a motor vehicle occupant 109 for the sensor 107, a lighting unit is integrated into the motor vehicle occupant seat 113. In addition or alternatively, it can be provided, for example, that a lighting unit, as in Fig. 8shown, be mounted in a grab handle 111, for example, above the driver's door. Such a lighting unit can alternatively or additionally also be provided in further grab handles 111' on the passenger side or in the rear. Furthermore, it can be provided to install additional grab handles 111" in a vehicle interior to facilitate movement and / or securing of vehicle occupants in an at least partially autonomous motor vehicle, which can then, of course, also be equipped with corresponding lighting units.

[0067] Furthermore, at least one lighting unit can be arranged on the roof lining, for example, the roof lining area 115. This enables good illumination of the vehicle occupant 109, even from above. This positioning also makes it possible to particularly well illuminate the central area of ​​the vehicle interior. Advantageously, the lighting unit is housed within a dome-shaped housing, from where the lighting unit can illuminate up to 360° in a vertical plane and up to 180° in a horizontal plane. This can be achieved via several permanently installed lighting units, or the installed lighting unit can perform a movement to change the direction of light propagation.

[0068] Other suitable positions for lighting units are parts of the A-pillar, the B-pillar and / or the C-pillar, areas of door components such as doors, door frames, windows, window frames and / or corresponding covers, in particular trim panels.

[0069] The features disclosed in this description, the claims and the figures form the basis for the claimed invention, both individually and in any combination with one another, for the respective different embodiments. List of reference symbols

[0070] 1Rear-view device 3Eye tracking sensor 5Detection area 7TOF sensor 9Detection area 11Step 13Step 15Step 17Step 19Head 21Upper body 23Control 25Eye 102Light unit 103, 103', 103", 103‴, 103ʺʺLight source 104Optical system 105, 105', 105", 105"', 105ʺʺOptical element 106Motor vehicle 107Sensor 109Motor vehicle occupant 111, 111', 111"Grab handle 113Motor vehicle occupant seat 115Roof lining area A, A', B, B'Illumination limits NNear field FFar field

Claims

1. A method for influencing at least one driver assistance system of a motor vehicle (106), comprising the steps of: • receiving (11) at least one signal value representing at least one attention characteristic of at least one motor vehicle occupant (109) from at least one sensor (3, 7, 107); • ascertaining (13), based on the signal value, at least one attention state of the motor vehicle occupant (109); • determining (15) whether the attention state of the motor vehicle occupant corresponds to a first attention state; and • in response to determining that the attention state corresponds to the first attention state, influencing (17) the driver assistance system in a first manner, characterized in that at least one sensor (3, 7, 107) is provided in the form of a time-of-flight (TOF) sensor (7), which is designed as a camera and has its own lighting unit (102) in order to actively illuminate the region in front of the camera, and an additional lighting unit (102), which is designed to be separate from the at least one sensor (3, 7, 107) or the detection element of the at least one sensor (3, 7, 107) and is arranged at a distance therefrom, is provided for improved illumination of the depth region, and rotations of the body and head are identified and evaluated by a corresponding distance measurement of the TOF sensor (7), wherein the illumination of different regions in the interior of the motor vehicle (106) being carried out such that the illumination is adapted to the state of the motor vehicle occupant (109).

2. The method according to Claim 1, characterized in that the additional lighting unit (10) emits electromagnetic radiation outside the range visible to the motor vehicle occupant (109), such as in the infrared range; and / or such that the signal value(s) represent(s) at least the attention characteristic relating to (i) at least one result of an evaluation of a time for which the motor vehicle occupant (109) has not been participating in the road traffic with his eyes, this being determined by at least one first sensor (3, 7, 107), (ii) at least one result of an evaluation of a viewing direction of the motor vehicle occupant (109) determined by at least one second sensor (3, 7, 107), (iii) at least one result of an evaluation of a position of at least one eyelid of the motor vehicle occupant (109) determined by at least one third sensor (3, 7, 107), (iv) at least one result of an evaluation of a time during which the motor vehicle occupant (109) has not been participating in the road traffic owing to his head position and / or during which his head position corresponds to a turned head position, this being determined by at least one fourth sensor (3, 7, 107), (v) at least one result of an evaluation of a head position determined by at least one fifth sensor (3, 7, 107), (vi) at least one result of an evaluation of a time during which the motor vehicle occupant (109) has not been participating in the road traffic owing to his body position and / or during which his body position corresponds to a bent-over body position, this being determined by at least one sixth sensor (3, 7, 107), and / or (vii) at least one result of an evaluation of a body position determined by at least one seventh sensor (3, 7, 107) and / or a bent-over body position.

3. The method according to Claim 1 or 2, characterized in that the illumination of different regions in the interior of the motor vehicle is carried out such that the illumination is adapted to the state of the motor vehicle and / or to the surroundings of the motor vehicle and / or to the distance between the motor vehicle occupant and the camera and / or the sensor.

4. The method according to any one of the preceding claims, further comprising the step of: in response to determining (15) that the attention state does not correspond to the first attention state, influencing (17) the driver assistance system in a second manner.

5. The method according to any one of the preceding claims, characterized in that (i) the at least one first sensor (3, 7, 107) determines whether the motor vehicle occupant (109) has closed his eyes and / or the line of sight of the motor vehicle occupant (109) corresponds to a direction deviating from the travel direction of the motor vehicle (106), (ii) the at least one third sensor (3, 7, 107) determines whether the eyelids of the motor vehicle occupant (109) are in a position in which his eyes are closed, a position in which his eyes are half-closed, and / or a position in which his eyes are open, (iii) at least one result of an evaluation of a situation in the environment in the side, rear and / or front region of the motor vehicle (106), this being determined by at least one eighth sensor (3, 7, 107), is taken into account when determining the attention characteristic, (iv) at least one result of an evaluation of a number of passengers in the motor vehicle (106), this being determined by at least one ninth sensor (3, 7, 107), is taken into account when determining the attention characteristic, and / or (v) at least one result of an evaluation of a number and / or type of the further driver assistance systems activated in the motor vehicle (106), this being determined by at least one tenth sensor (3, 7, 107), is taken into account when determining the attention characteristic.

6. A device for influencing at least one driver assistance system of a motor vehicle (106), comprising at least one processor unit, which is configured to carry out the steps of the method according to any one of Claims 1 to 5.

7. A system for influencing at least one driver assistance system of a motor vehicle (106), comprising at least one device according to Claim 6, at least one sensor (3, 7, 107) in the form of a time-of-flight (TOF) sensor (7), which is designed as a camera and has its own lighting unit (102) in order to actively illuminate the region in front of the camera, and an additional lighting unit (102), which is designed to be separate from the at least one sensor (3, 7, 107) or the detection element of the at least one sensor (3, 7, 107) and is arranged at a distance therefrom, for improved illumination of the depth region.

8. The system according to Claim 7, comprising at least one additional sensor, wherein the at least one additional sensor (3, 7, 107) comprises an eye-tracking sensor (3), a body-tracking sensor, a radar sensor, at least one LiDAR sensor and / or at least one surround view system.

9. A motor vehicle (106) comprising at least one device according to Claim 6.

10. A motor vehicle (106) comprising at least one system according to Claim 7 or 8.