Method and device for evaluating driving situations

• US 7,822,521 B2
• Filed: 06/27/2005
• Issued: 10/26/2010
• Est. Priority Date: 08/27/2004
• Status: Expired due to Fees

• Current Assignee: Robert Bosch GmbH
• Original Assignee: Robert Bosch GmbH
• Inventors: Kuttenberger, Alfred, Joachim, Carsten
• Primary Examiner(s): Black; Thomas G
• Assistant Examiner(s): Chen; Shelley
• Application Number:
  US11/661,542
• Publication Number:
  US 20080167775A1
• Time in Patent Office: 1,947 Days
• Field of Search: 701/36
• US Class Current: 701/45
• CPC Class Codes: B60R 2021/01272 Belt tensioners
• CPC Class Codes: B60R 2021/01313 monitoring the vehicle steering system or the dynamic control system
• CPC Class Codes: B60R 2021/01315 monitoring occupant displacement
• CPC Class Codes: B60R 21/01542 detecting passenger motion
• CPC Class Codes: B60W 2540/22 Psychological state; Stress level or workload
• CPC Class Codes: B60W 2540/221 Physiology, e.g. weight, heartbeat, health or special needs

Abstract

A method and a device for evaluating driving situations, where driving-state data are ascertained and evaluated. The driving-state data are evaluated and numerically represented with regard to their risk potential for vehicle occupants, an overall risk potential (total risk) being determined by ascertaining and/or estimating currently acting forces and/or forces to be expected and a movement of the occupant resulting from them.

Claims

1. A method for evaluating driving situations, comprising:

ascertaining and evaluating driving-state data, the driving-state data being evaluated and numerically represented with regard to risk potential for vehicle occupants, an overall risk potential being determined by at least one of ascertaining and estimating the current acting forces and the forces to be expected;

wherein the overall risk potential is modularly made up of a first partial risk potential and a second partial risk potential, the overall risk potential being calculated as an abstract numerical value in a range of 0 to 1;

wherein the first partial risk potential is the risk to an occupant as a result of the current forces and the first partial risk potential is determined from at least one of a first risk variable representing a transverse loading, a second risk variable representing a longitudinal loading, and a third risk variable representing a speed; and

wherein the second partial risk potential is an anticipated risk due to the forces to be expected, and the second partial risk potential is determined from at least one of a fourth risk variable representing a steering risk and a fifth risk variable representing a steering tendency.

2. The method as recited in claim 1, wherein the first risk variable is calculated from driving-state data of at least one of transverse acceleration, steering angle, change in transverse acceleration, change in steering angle, and the second risk variable is calculated from the driving-state data of at least one of longitudinal acceleration, steering angle, change in longitudinal acceleration, and change in steering angle.

3. The method as recited in claim 1, wherein a driver'"'"'s command and a vehicle state are taken into account in the determination of the second partial risk potential.

4. The method as recited in claim 1, wherein a steering stability is part of the fourth risk variable, the steering stability being calculated from driving-state data of at least one of speed, transverse acceleration, longitudinal acceleration, steering angle, and yaw rate;

and

wherein at least one of a drift tendency and a float-angle approximation forms part of the fourth risk variable, the at least one of the drift tendency and float angle approximation being calculated from driving-state data of at least one of speed, transverse acceleration, longitudinal acceleration, steering angle, and yaw rate, and their derivatives with respect to time.

5. The method as recited in claim 1, wherein a steering-change behavior is part of the fifth risk variable, the steering change behavior being calculated from driving-state data of at least one of yaw acceleration, yaw rate, change in steering angle, transverse acceleration, and change in transverse acceleration;

and

wherein a steering plausibility is part of the fifth risk variable, the steering plausibility being calculated from driving-state data of at least one of yaw rate, transverse acceleration, and steering angle.

6. The method as recited in claim 1, wherein at least one of the determined overall risk potential and a the calculated time characteristic of the determined overall risk potential are input as an input variable into a triggering unit for an occupant-safety device.

7. The method as recited in claim 1, wherein the occupant-safety device is a seat-belt tensioner.

8. A device for evaluating driving situations, comprising:

an evaluating and control unit adapted to receive driving-state data from at least one of an ESP control unit, an ABS control unit, and an airbag control unit, the evaluating and control unit further adapted to evaluate the driving state data with regard to a risk potential for vehicle occupants and to output it in the form of a numerical representation to a triggering unit for an occupant-protection system, the evaluating and control unit further adapted to determine an overall risk potential by at least one of ascertaining and calculating the current forces and the forces to be expected;

wherein the overall risk potential is modularly made up of a first partial risk potential and a second partial risk potential, the overall risk potential being calculated as an abstract numerical value in a range of 0 to 1;

wherein the first partial risk potential is the risk to an occupant as a result of the current forces and the first partial risk potential is determined from at least one of a first risk variable representing a transverse loading, a second risk variable representing a longitudinal loading, and a third risk variable representing a speed; and

wherein the second partial risk potential is an anticipated risk due to the forces to be expected, and the second partial risk potential is determined from at least one of a fourth risk variable representing a steering risk and a fifth risk variable representing a steering tendency.