VEHICLE

TECHNICAL FIELD The invention relates to a method for emergency stopping of a motor vehicle according to the preamble of claim 1 . The invention relates also to a system for emergency stopping of a motor vehicle. The invention also relates to a motor vehicle. It also relates to a computer programme and a computer programme product. BACKGROUND

Some serious accidents occur in traffic when a driver is no longer able to operate a vehicle in a controlled way, e.g. if he/she for any reason becomes ill and for example loses consciousness.

Automatic stopping of a vehicle when the driver is no longer able to operate it in a controlled way is known. US20080252466 describes methods and systems which are activated when a driver is suddenly no longer able to operate the vehicle. Emergency lights may switch on, the signal horn may sound and the vehicle may come to a halt. This process may be assisted inter alia by cameras and radar. DE10201 1 109618 describes a method for automatically being able to stop a vehicle when the driver is no longer capable of doing so. This process may be assisted by navigation systems.

OBJECTS OF THE INVENTION

One object of the present invention is to propose a method and system for emergency stopping which enables improved safety. SUMMARY OF THE INVENTION This and other objects indicated by the description set out below are achieved by a method and a system and by a motor vehicle, computer programme and computer programme product of the kinds indicated in the introduction which further present the features indicated in the characterising parts of the attached independent claims. Preferred embodiments of the method and the system are defined in the attached dependent claims.

The invention achieves the objects with a method for emergency stopping of a motor vehicle comprising the steps of determining the driver's ability to operate the vehicle in a controlled way and, when driver inability is determined, of activating a vehicle-controlled emergency stop of the vehicle, further comprising the step of automatically controlling the vehicle's retardation and its path during the retardation according to a vehicle-adapted emergency stop process for ensuring safe braking of the vehicle. This safe braking of the vehicle improves safety both for the surroundings and for any passengers, e.g. standing passengers on board the vehicle. It also improves safety by preventing the vehicle, e.g. a tank truck, from overturning.

In one embodiment of the method the step of controlling the emergency stop process comprises taking into account a passenger perspective which takes passenger safety considerations into account. Passenger safety is thus improved.

In one embodiment the method further comprises the step of determining existing passenger distribution and passenger situations in the vehicle as a basis for control of the emergency stop process. Taking into account passenger distribution such as where in the vehicle, e.g. a bus, the passengers are, and for passenger situations in terms of whether a passenger is standing, sitting, sitting in a wheelchair, lying in a pram or the like, makes it possible for the operation of the vehicle during the emergency stop process to be automatically adapted to passenger situations, thereby affording passengers greater safety and also comfort. In one embodiment the method further comprises the step of assessing expected passenger distribution and passenger situations in the vehicle, based on a model for behaviour of a certain passenger population, as a basis for control of the emergency stop process. This makes it possible for the operation of the vehicle during the emergency stop process to be adapted to passenger distribution and passenger situations, thereby affording passengers greater safety and also comfort.

In one embodiment the method comprises the step of controlling the emergency stop process on the basis of necessary changes in direction and speed while taking into account passenger safety considerations. The vehicle's operation may thus be optimised while taking passenger presence into account, although in cases where there are no passengers or only sitting passengers, passenger safety and comfort need not be prioritised as much, since in such cases the vehicle may be operated according to another emergency stop process whereby it is for example possible, with a view to saving time, for the vehicle's speed to be higher and its retardation and turning more severe without affecting passenger safety or comfort.

In one embodiment of the method the step of automatically controlling the vehicle's retardation and its path during the retardation according to a vehicle-adapted emergency stop process involves taking factors pertaining to the world around into account. Taking such factors into account, e.g. obstacles, other road users such as other vehicles, pedestrians etc. and the nature of the terrain along vehicle's path such as safety barriers, possible dips or slopes and the like further improves safety. The invention achieves the objects with a system for emergency stopping of a motor vehicle comprising means for determining the driver's ability to operate the vehicle in a controlled way, and means, when driver inability is determined, for activating a vehicle-controlled emergency stop of the vehicle, comprising means for automatically controlling the vehicle's retardation and its path during the retardation according to a vehicle-adapted emergency stop process for ensuring safe braking of the vehicle.

In one embodiment of the system the means for controlling the emergency stop process comprises taking into account a passenger perspective which takes passenger safety considerations into account.

In one embodiment the system comprises means for determining existing passenger distribution and passenger situations in the vehicle as a basis for control of the emergency stop process.

In one embodiment the system further comprises means for assessing expected passenger distribution and passenger situations in the vehicle, based on a model for behaviour of a certain passenger population, as a basis for control of the emergency stop process.

In one embodiment the system comprises means for controlling the emergency stop process on the basis of necessary changes in direction and speed while taking into account passenger safety considerations.

In one embodiment of the system the means for automatically controlling the vehicle's retardation and its path during the retardation according to a vehicle-adapted emergency stop process involves taking factors pertaining to the world around into account. The embodiments for the system present similar advantages to corresponding embodiments for the method mentioned above.

DESCRIPTION OF DRAWINGS

The present invention will be better understood by reading the detailed description set out below in conjunction with the attached drawings, in which the same reference notations are used for similar items throughout the various views, and Fig. 1 schematically illustrates a motor vehicle according to an embodiment of the present invention,

Fig. 2 schematically illustrates a system for emergency stopping of a motor vehicle according to an embodiment of the present invention, Fig. 3 is a schematic block diagram illustrating a method for emergency stopping of a motor vehicle according to the present invention, and

Fig. 4 schematically illustrates a computer according to an embodiment of the present invention.

DESCRIPTION OF EMBODIMENTS The term "link" refers herein to a communication link which may be a physical line such as an opto-electronic communication line, or a non-physical line such as a wireless connection, e.g. a radio link or microwave link.

The term "emergency stop/stopping" refers herein to how, when it is determined that the driver of a vehicle, e.g. a bus, has become unable to operate it in a controlled way, the vehicle ceases its substantially normal travel movement and is retarded to standstill.

The term "emergency stop process" refers herein to the process whereby, when it is determined that the driver of a vehicle, e.g. a bus, has become unable to operate it in a controlled way, the vehicle ceases its substantially normal travel movement and automatically controls its retardation and its path during the retardation for safe braking of the vehicle until it has reached a stationary state.

The term "vehicle operating means" refers herein to the vehicle's units required for its operation during an emergency stop process and a travel process, comprising the power train, steering wheel or similar means for turning the vehicle when it is in operation, and brake devices for retarding the vehicle. The term "travel process" refers herein to the process before an emergency stop process whereby a vehicle, e.g. a bus, travels normally in a traffic lane along its path.

Fig. 1 illustrates schematically a motor vehicle 1 according to an embodiment of the present invention. The vehicle exemplified is a heavy vehicle in the form of a bus. It may alternatively be any suitable vehicle such as a truck or a combination of tractor unit and trailer, e.g. a tank truck. The vehicle is provided with a system I for emergency stopping according to the present invention. Fig. 2 is a schematic block diagram illustrating a system I for emergency stopping of a motor vehicle according to an embodiment of the present invention.

The system I comprises an electronic control unit 100.

The system I comprises means 200 for determining the driver's ability to operate the vehicle in a controlled way.

Said means 200 comprises any suitable sensor devices for determining the driver's ability to operate the vehicle in a controlled way. It comprises in one variant sensor devices 210 for reading his/her face, eye movements, etc. which in one variant comprise camera devices. In one variant the means 200 comprises sensor devices for monitoring of pulse and/or heart rate which in one variant are attached to the vehicle's steering wheel.

The system I comprises means 100, 180, 300 for automatically controlling the vehicle's retardation and its path during the retardation according to a vehicle-adapted emergency stop process for ensuring safe braking of the vehicle.

The system I comprises means 100, 1 10, 120 for activating, when driver inability is determined, the vehicle-adapted and at the same time vehicle- controlled emergency stop process for ensuring safe braking of the vehicle. The means 100, 1 10, 120 for activating, when driver inability is determined, the vehicle-controlled emergency stop process comprises an activation device 1 10 for activating the emergency stop process.

The means 100, 1 10, 120 for activating, when driver inability is determined, the vehicle-controlled emergency stop process comprises in one embodiment means 100, 1 10 for automatically activating said process. Said means 100, 1 10 comprises in one embodiment the electronic control unit 100, which is adapted, when driver inability to operate the vehicle in a controlled way is determined, to activating, via the activation device 1 10 or directly, the vehicle-controlled emergency stop process.

The means 100, 1 10, 120 for activating the vehicle-controlled emergency stop process when driver inability to operate the vehicle in a controlled way is determined comprises in one embodiment means 120 for manually activating said process. Said means 120 comprises in one embodiment an operating device which may take the form of any suitable operating device for activating the emergency stop process such as a button unit, lever unit or the like, situated at a suitable position such that passengers have access to it for activation of the emergency stop process when driver inability to operate the vehicle in a controlled way is determined. It has accordingly to only be possible for a passenger to activate the emergency stop process when it is determined that the driver is unable to operate the vehicle in a controlled way, i.e. the operating device 120 will not be activable if no such inability has been determined, so that passengers cannot misuse this function. In one variant there are also means 120 in the form of operating devices for manually activating the vehicle-controlled emergency stop process, situated close to the driver location and accessible to the driver so that upon becoming unable to operate the vehicle he/she can activate the vehicle- controlled emergency stop process via the operating device 120. In one variant said operating device 120 is only operable for said activation when it is determined that the driver is unable to operate the vehicle in a controlled way.

The system comprises means 130 for determination of path. Said means is suited to providing predetermined characteristics of, and close to, the roadway along the vehicle's path, and the vehicle's location along its path.

The means 130 for determination of path comprises in one variant a map information unit 132 which provides map data comprising said characteristics of, and close to, the roadway, such as suitable emergency stop locations. Said characteristics may also comprise road intersections, traffic lights, bends, topography and any exit/entry roads, to take into account safety considerations in the conduct of emergency stopping.

The means 130 for determination of path further comprises means 134 for determining the vehicle's location, in the form of a geographical position determination system, i.e. GPS, for identifying the vehicle's location before, during and after an emergency stop process.

The means 130 for determination of path may, when determining the driver's inability to operate the vehicle, be used to find out the vehicle's location at the time of activating the vehicle-controlled emergency stop process, and the means 200 for determining driver inability comprises in one variant the means 130 for determination of path.

The system I comprises means 140, 150 for determining existing passenger distribution and passenger situations in the vehicle, as a basis for control of the emergency stop process.

The system I comprises means 140 for determining passenger distribution in the vehicle as a basis for control of the emergency stop process. Said means 140 comprises sensors for determining where in the vehicle, e.g. a bus, the passengers are, and the number of passengers. The means 140 for determining passenger distribution comprises in one variant sensor devices 142 for monitoring where in the vehicle a passenger is standing, sitting, sitting in a wheelchair, lying in a pram or the like, which devices may comprise pressure sensors. The means 140 comprises in one variant means 142 for determining passenger population, i.e. the number of passengers on board.

The means 142 comprises in one variant boarding/alighting sensors for determining numbers of passengers joining and leaving the vehicle.

Said means 142 comprises in one variant ticket recording sensors for recording passengers boarding the vehicle.

The system I comprises means 150 for determining existing passenger situations in the vehicle as a basis for control of the emergency stop process. Said means 150 may comprise any suitable monitoring devices.

The means 150 comprises in one variant sensor devices 152 for monitoring whether a passenger is standing, sitting, sitting in a wheelchair, lying in a pram or the like, which devices may comprise pressure sensors.

The means 150 comprises in one variant sensor devices 154 for monitoring possible passenger movements, e.g. passengers falling because of the way the vehicle is operated. Sensor devices for detecting possible passenger movements may comprise cameras such as stereo cameras, laser scanners or the like. Information from one or more of said types of sensor devices will provide a factual picture of where each passenger is in the vehicle, their stature or the height of their head above the floor, whether they are sitting or standing or are in a wheelchair and its orientation, in a pram and its orientation, and so on.

The system I comprises means 160 for determining expected passenger distribution and passenger situations in the vehicle, based on a model for behaviour of a certain passenger population, as a basis for control of the emergency stop process.

The model comprises in one variant input data from ticket recording sensors for recording passengers boarding the vehicle. The model comprises in one variant input data from boarding/alighting sensors for determining numbers of passengers joining and leaving the vehicle.

The model comprises in one variant information about numbers of sitting spaces and standing spaces and cultural habits and is configured to calculate likely distributions of passengers in the vehicle space.

The system I comprises means 170 for determining vehicle speed, which in one variant comprise speedometer devices.

The means 100, 180, 300 for controlling the emergency stop process comprises means 180 for controlling the emergency stop process while taking into account a passenger perspective which takes passenger safety considerations into account. Safety considerations comprise for example gentle emergency stopping so that there is no risk that any standing passengers might fall and suffer injury, that any sitting but unbelted passengers might suffer injury, and that passengers may if possible also experience no discomfort during the emergency stop process.

The means 180 for controlling the emergency stop process comprises in one embodiment means 181 for controlling gear changes in the vehicle's power train, comprising changing down and deactivation of gears during retardation of the vehicle and, where applicable, activation of semi-neutral function of the power train.

The means 180 for controlling the emergency stop process comprises in one embodiment means 182 for activating parking brakes and/or similar comfort /stopping-place brakes of the vehicle. The means 180 for controlling the emergency stop process comprises in one embodiment means 183 for applying driving torque for the vehicle's operation during the emergency stop process.

The means 180 for controlling the emergency stop process comprises in one embodiment means 184 for taking factors pertaining to the world around into account. Such factors may comprise obstacles, other road users such as other vehicles, pedestrians etc. and the nature of the terrain along the vehicle's path such as safety barriers, possible dips or slopes and the like. Said means 184 comprises in one variant means for following a safe path along the vehicle's path to a location where the vehicle can come to a halt safely and be evacuated safely, which path will depend on factors pertaining to the world around, such as the area in front of the vehicle, e.g. a vehicle ahead and/or other obstacles. Said means 184 comprises in one variant camera devices. It comprises in one variant means for determination of path comprising the provision of predetermined characteristics of, and close to, the roadway along the vehicle's path, and the vehicle's location along its path. The means for determination of path comprises in one variant the means 130 for determination of path.

The means 180 for controlling the emergency stop process comprises means 185 for turning the vehicle, i.e. directing it so that where necessary it turns, e.g. leaving the traffic lane to come to a halt at a safe location.

The means for controlling the emergency stop process takes the form in one variant of the electronic control unit 100.

The system I comprises means 190 for ending the thus activated emergency stop process and switching to a stop state in which the vehicle will be stationary.

The means 190 for ending the thus activated emergency stop process comprises in one embodiment means 192 for determining vehicle speed, e.g. the vehicle's speedometer, and the emergency stop process will be deemed ended when the vehicle's speed is zero.

The means 190 for ending the thus activated emergency stop process comprises in one embodiment means 194 for determining that the vehicle is at a safe location for the emergency stop. Said means 194 comprises in one variant camera devices. It comprises in one variant said means 130 for determination of path comprising map information units and geographical position determination systems such as GPS.

The means 190 for ending the thus activated emergency stop process comprises in one variant means 196 for determining that one or more doors of the vehicle have opened, e.g. doors on a bus for evacuation of passengers.

The means 190 for ending the thus activated emergency stop process may comprise combinations of determination of vehicle speed, determination that the vehicle is at a safe location for the emergency stop and/or determination of door opening.

The system further comprises means 300 for operating the vehicle. Said means 300 comprises the vehicle's power train and its steering wheel or similar operating devices for turning the vehicle when it is in operation, and the brake devices for retarding the vehicle.

The electronic control unit 100 is signal-connected to the means 200 for determining the driver's ability to operate the vehicle in a controlled way, via a link 20 which enables it to receive from said means 200 a signal which represents data on driver ability to operate the vehicle. The electronic control unit 100 is signal-connected to the activation device 1 10 for activating, when driver inability to operate the vehicle in a controlled way is determined, a vehicle-controlled emergency stop process during which the vehicle is controlled automatically, via a link 1 1 which enables the electronic control unit to send to said activation device 1 10 a signal which represents data for activation of control of an emergency stop process by activating the means 300 for operating the vehicle in a vehicle-controlled emergency stop process. The activation device 1 10 for activating, when driver inability to operate the vehicle in a controlled way is determined, a vehicle-controlled emergency stop process is signal-connected to the means 300 for operating the vehicle, via a link 1 1 a which enables it to receive from said means 300 a signal which represents activation data for control of the power train, control of the steering wheel to turn the vehicle during the emergency stop process and control of brake devices for retardation.

The electronic control unit 100 is signal-connected to the operating device 120 in order to manually activate, when driver inability to operate the vehicle in a controlled way is determined, the vehicle-controlled emergency stop process, via a link 12 which enables it to receive from said operating device 120 a signal which represents data for manual activation, and to send a signal to the activation device 1 10 for activation of the emergency stop process.

The electronic control unit 100 is signal-connected to the means 130 for determination of path, via a link 13 which enables it to receive from said means 130 a signal which represents path data comprising map data and location data.

The electronic control unit 100 is signal-connected to the means 140 for determining passenger distribution, via a link 40 which enables it to receive from said means 140 a signal which represents data on passenger distribution comprising orientation of passengers in terms of whether they are standing, sitting, sitting in a wheelchair, lying in a pram or the like, passenger movements and passenger population. The electronic control unit 100 is signal-connected to the means 150 for determining passenger situations, via a link 15 which enables it to receive from said means 150 a signal which represents data on passenger situations comprising orientation of passengers in terms of whether they are standing, sitting, sitting in a wheelchair, lying in a pram or the like, and passenger movements.

The electronic control unit 100 is signal-connected to the means 160 for determining expected passenger distribution and passenger situations in the vehicle, based on a model for behaviour of a certain passenger population, via a link 16 which enables it to receive from said means 160 a signal which represents modelling data for expected passenger distribution and passenger situations in the vehicle.

The electronic control unit 100 is signal-connected to the means 170 for determining vehicle speed, via a link 17 which enables it to receive from said means 170 a signal which represents data on the vehicle's speed.

The electronic control unit 100 is a signal-connected to the means 180 for controlling the emergency stop process while taking into account a passenger perspective which comprises taking passenger safety considerations into account, via a link 18 which enables it to receive from said means 180 a signal which represents emergency stop control data whereby control involves controlling gear changes in the vehicle's power train, comprising changing down and deactivation of gears during retardation of the vehicle and/or activating parking brakes and/or equivalent comfort/stopping-place brakes of the vehicle and/or applying driving torque for retardant operation of the vehicle during the emergency stop process and/or following a path along the vehicle's intended path to a safe location where the vehicle can come to a halt and/or turn.

The electronic control unit 100 is signal-connected to the means 300 for operating the vehicle, via a link 30 which enables it to send to said means 300 a signal which represents emergency stop control data whereby control involves controlling the emergency stop process while taking into account a passenger perspective which takes into account passenger safety considerations and also, where appropriate passenger comfort considerations.

The electronic control unit 100 is signal-connected to the means 190 for ending the thus activated emergency stop process, via a link 19 which enables it to receive from said means 190 a signal which represents data for ending the emergency stop process, which may comprise information that the vehicle's speed is zero and/or the vehicle is at the location for safe emergency stopping and/or that one or more of its doors have opened.

The electronic control unit 100 is adapted in one variant to processing said path data comprising map data and location data in order to determine the vehicle's location along its path when driver inability to operate the vehicle in a controlled way is determined, and its location relative to safe emergency stop locations. The electronic control unit 100 is adapted in one variant to automatically activating the emergency stop process when driver inability to operate the vehicle in a controlled way is determined, by sending activation data via the activation device 1 10 which activates the means 300 for operating the vehicle during the emergency stop process, and to controlling said means 300 in accordance with the emergency stop process while taking into account a passenger perspective which comprises taking passenger safety considerations into account.

The electronic control unit 100 is adapted in one variant to processing activation data from the operating device 120, to sending activation data via the activation device 1 10 which activates the means 300 for operating the vehicle during the emergency stop process, and to controlling said means 300 in accordance with the emergency stop process while taking into account a passenger perspective which comprises taking passenger safety considerations into account. The electronic control unit 100 is adapted to processing said data on passenger distribution and passenger situations as a basis for control of the emergency stop process.

The electronic control unit 100 is adapted to processing said data on modelling data for expected passenger distribution and passenger situations, as a basis for control of the emergency stop process.

The electronic control unit 100 is adapted to processing said emergency stop control data from the means 180 for controlling the emergency stop process while taking into account a passenger perspective which comprises taking passenger safety considerations into account, involving controlling gear changes in the vehicle's power train, comprising changing down and deactivation of gears during retardation of the vehicle and/or activating parking brakes and/or equivalent comfort/stopping-place brakes of the vehicle and/or applying driving torque for retardant operation of the vehicle during the emergency stop process and/or following a path along the vehicle's intended path to a safe location where the vehicle can come to a halt and/or turn. The electronic control unit 100 is adapted to sending said emergency stop control data to the activation device 1 10 upon activation of emergency stopping. The electronic control unit 100 is adapted to processing said deactivation data in order to determine whether the emergency stop process has ended.

Fig. 3 is a schematic block diagram illustrating a method for emergency stopping of a motor vehicle according to an embodiment of the present invention. In one embodiment the method for emergency stopping of a motor vehicle comprises a first step S1 of determining the driver's ability to operate the vehicle in a controlled way. In one embodiment the method for emergency stopping of a motor vehicle comprises a second step S2 of activating a vehicle-controlled emergency stop of the vehicle when driver inability to operate the vehicle in a controlled way is determined. In one embodiment the method for emergency stopping of a motor vehicle comprises a third step S3 of controlling the vehicle's retardation and its path during the retardation according to a vehicle-adapted emergency stop process for ensuring safe braking of the vehicle.

Figure 4 is a diagram of one version of a device 500. The control unit 100 described with reference to Figure 2 may in one version comprise the device 500 which itself comprises a non-volatile memory 520, a data processing unit 510 and a read/write memory 550. The non-volatile memory 520 has a first memory element 530 in which a computer programme, e.g. an operating system, is stored for controlling the function of the device 500. The device 500 further comprises a bus controller, a serial communication port, I/O devices, an A/D converter, a time and date input and transfer unit, an event counter and an interruption controller (not depicted). The non-volatile memory 520 has also a second memory element 540. A proposed computer programme P comprises routines for emergency stopping of a motor vehicle according to the innovative method. The programme P comprises routines for determining the driver's ability to operate the vehicle in a controlled way. It comprises routines for activating, when driver inability to operate the vehicle in a controlled way is determined, a vehicle-controlled emergency stop of the vehicle. It comprises routines for automatically controlling the vehicle's retardation and its path during the retardation according to a vehicle-adapted emergency stop process for ensuring safe braking of the vehicle. The programme P may be stored in an executable form or a compressed form in a memory 560 and/or a read/write memory 550. Where the data processing unit 510 is described as performing a certain function, it means that the data processing unit conducts a certain part of the programme stored in the memory 560 or a certain part of the programme stored in the read/write memory 550.

The data processing device 510 can communicate with a data port 599 via a data bus 515. The non-volatile memory 520 is intended for communication with the data processing unit 510 via a data bus 512. The separate memory 560 is intended to communicate with the data processing unit via a data bus 51 1 . The read/write memory 550 is adapted to communicating with the data processing unit via a data bus 514. The links associated with the control unit 100 may for example be connected to the data port.

When data are received on the data port 599, they are stored temporarily in the second memory element 540. When input data received have been temporarily stored, the data processing unit 510 will be prepared to conduct code execution as described above. The signals received on the data port may be used by the device 500 to determine the driver's ability to operate the vehicle in a controlled way. They may be used by the device 500 to activate, when driver inability is determined, a vehicle-controlled emergency stop of the vehicle. They may be used by the device 500 to automatically control the vehicle's retardation and its path during the retardation according to a vehicle-adapted emergency stop process for ensuring safe braking of the vehicle. Parts of the methods herein described may be conducted by the device 500 by means of the data processing unit 510 which runs the programme stored in the memory 560 or the read/write memory 550. When the device 500 runs the programme, methods herein described will be executed. The above description of the preferred embodiments of the present invention is provided for illustrative and descriptive purposes. It is not intended to be exhaustive, nor to restrict the invention to the variants described. Many modifications and variations will obviously suggest themselves to one skilled in the art. The embodiments have been chosen and described in order best to explain the principles of the invention and their practical applications and thus make it possible for one skilled in the art to understand the invention for different embodiments and with the various modifications appropriate to the intended use.