Method and driver information system for operating a driver information system in a host vehicle

Abstract

In a method for operating a driver information system in a self-vehicle (21), weather data for a lane section located in front of the self-vehicle (1) in the driving direction is detected. A driver information display is generated and output, wherein the driver information display includes a graphical lane object (30) that represents the lane section located in front of the self-vehicle (1). Here, the graphical lane object (30) has a representation parameter that is formed based on the weather data. The driver information system in the self-vehicle (1) includes a detection unit (2) that is configured to detect weather data for a lane section located in front of the self-vehicle (1) in the driving direction. The driver information system further includes a control unit (3) that is configured to generate and output the driver information display. Here, the driver information display includes a graphical lane object (30) that represents the lane section located in front of the self-vehicle (1). Here, the graphical lane object (30) has a representation parameter, and the control unit (3) is configured to form the representation parameter based on the weather data.

Description

Technical Field

[0001] The present invention relates to a method for operating a driver information system in a self-driving vehicle and a driver information system in a self-driving vehicle. Background Art

[0002] Modern vehicles often offer a wide selection of various systems that assist the driver in controlling the vehicle and thereby contribute to improving comfort and safety. One of the challenges in this regard is to design the interface between the human driver and the usually computer-based control in such a way that all necessary and desired information is provided to the driver as quickly as possible and can be easily detected. Only in this way can the assistance possibilities be optimally understood and used. In addition, the driver must always know exactly: how his vehicle will behave in a specific situation, which assistance systems are currently activated and whether the optimal functions of these assistance systems are guaranteed. The driver should also always know: how the system works and to what extent manual intervention is required.

[0003] Hereinafter, a driver assistance system is understood to be a device of a vehicle that assists the driver in driving the vehicle. Such a driver assistance system can be configured as a pure information system that assists the driver, however, these driver assistance systems can also control and adjust devices that automatically affect the movement of the vehicle.

[0004] By using a driver assistance system, different degrees of automation of vehicle control can be achieved. In the absence of an activated driver assistance system, the driver directly affects the movement of the vehicle. At any time, the movement or signal of an operating element manipulated by the driver, such as a pedal, a gearshift lever or a steering wheel, is transmitted to the corresponding device of the vehicle, and these corresponding devices affect the movement of the vehicle. Such a movement of the vehicle corresponds to the lowest degree of automation.

[0005] In a higher degree of automation, the device for vehicle movement is partially automatically intervened. For example, the acceleration or steering of the vehicle in the forward or backward direction is intervened. In an even higher degree of automation, the device of the vehicle is intervened to such an extent that a specific movement mode of the vehicle, such as straight driving, can be automatically implemented. In the highest degree of automation, for example, the route of the navigation system can be basically automatically driven, or for example, the vehicle can automatically drive on a highway even without a pre-given route. However, it is usually ensured that the driver can immediately regain control of the vehicle driving by active steering or operating the pedal even in a high degree of automation. In addition, if a system error occurs or a section that cannot be automatically passed is recognized, the control can be handed back to the driver.

[0006] Here, different driver assistance systems also perform different safety functions. In the case of low automation, information that affects the way and method of the driver to move the vehicle is output only to the driver through one or more driver assistance systems. In a higher level of the safety function, warnings that require the driver to react immediately are output. However, in this case of automation level, these driver assistance systems do not actively and automatically intervene in the function of the devices that affect the movement of the vehicle. In an even higher level of automation, it intervenes partially automatically in the devices for vehicle movement. In the case of an even higher level of automation, the intervention in the devices that affect the vehicle movement of the vehicle is at such a level that specific maneuvers of the vehicle can be automatically implemented, such as full braking or targeted avoidance maneuvers, in order to avoid collisions.

[0007] Through the prompts output by the driver assistance system, the driver of the vehicle is made aware of specific hazards. This improves safety when driving the vehicle. In the case where the driver assistance system actively intervenes in the vehicle movement, dangerous driving situations such as collisions or uncontrolled movement of the vehicle can be avoided even if the driver does not directly intervene in the driving process. However, in terms of the safety function of the driver assistance system, the driver especially always maintains full control and responsibility for the driving situation. The driver assistance system intervenes, for example, in the case of a risk of collision or when the driver can no longer drive the vehicle due to health reasons, for example.

[0008] In addition to the possible direct influence on the control of the vehicle, it is generally stipulated for driver assistance systems that the activities of the driver assistance system are notified to the driver with a certain level of detail. For example, this can be done by means of signals that can be perceived visually, audibly or tactilely. This ensures that the driver can evaluate the influence of the driver assistance system on the driving and can intervene in a controlled manner if necessary: The driver should generally also identify the automatic intervention in the control early enough so as not to be startled by the automatic intervention.

[0009] Driver assistance systems that can partially automatically intervene in the control of a vehicle and / or prompt the driver about potential dangerous situations by means of warnings can particularly relate to the lateral or longitudinal control of the vehicle. Combinations of these basic elements of vehicle control are also conceivable. The lateral control component particularly relates to the position of the vehicle perpendicular to the driving direction, i.e., the so-called lateral deviation (Querablage) on a lane or carriageway, for example. In this way, an assistant for lane keeping can avoid crossing the lane boundary or can guide the vehicle in the middle of the lane. In addition, the driver can be assisted during a lane change or during an overtaking maneuver. The longitudinal control particularly relates to the speed of the vehicle in the driving direction, which is determined, for example, according to legal regulations, road conditions, and the safety distance to be maintained from other road users. Corresponding driver assistance systems can assist the driver, for example, in maintaining a pre-given speed and / or the distance to the vehicle driving ahead. It can also be avoided that the own ego vehicle overtakes on one side; in particular, overtaking on the right in right-hand traffic or on the left in left-hand traffic can be avoided, or a corresponding warning can be generated.

[0010] Of particular importance for the assessment of the driving situation is the state of the carriageway on which the vehicle is moving. This can also be a challenge for the driver, especially in poor visibility conditions, even though precisely in these situations as comprehensive information as possible about the surface characteristics is needed. Summary of the Invention

[0011] The object on which the present invention is based is to provide a method for operating a driver information system in an ego vehicle, in which the driver can particularly quickly and reliably understand to what extent they have to adapt their driving style to external conditions.

[0012] According to the present invention, this object is solved by the method and the driver information system provided by the present invention. Advantageous design options and extensions are also disclosed in the disclosure of the present invention.

[0013] In the method according to the present invention, weather data for a carriageway section located in front of the ego vehicle in the driving direction is detected. A driver information display is generated and output, wherein the driver information display includes a graphical lane object that represents the carriageway section located in front of the ego vehicle. Here, the graphical lane object has a representation parameter that is formed based on the weather data.

[0014] Thus, the driver can advantageously and simply understand whether the conditions on the carriageway section located in front of the ego vehicle require an intervention in the control of the ego vehicle.

[0015] The detected weather data may include different information, which in particular affects characteristics of the carriageway surface that are critical for driving. Such critical characteristics affect the force transmission between the carriageway surface and the vehicle tires.

[0016] In one configuration of the method according to the invention, the weather data relates to precipitation and / or temperature. Thus, the driver can advantageously and easily understand particularly critical effects.

[0017] Here, for example, what is critical is dampness, hail, snowfall, frosting or icing caused by current or recent rainfall. The temperature present within the carriageway section at the current or past time point can also affect the characteristics of the carriageway surface, in particular when the temperature is below or above the freezing point. For example, when there is concern about wind-driven snow or more rapid cooling of the carriageway surface, the wind conditions can also be taken into account.

[0018] Here, the detected weather data relates to the carriageway section located in front of the ego vehicle along the driving direction, that is, the carriageway section that should be driven over by the ego vehicle in the near future. To determine this carriageway section, it can be assumed that the entire carriageway on the current lane of the ego vehicle up to a specific distance, such as 150 m or 250 m, is critical. The carriageway section can also be determined based on the planned route, which is provided, for example, by a navigation system and which allows carriageway sections located, for example, behind a bend or a turn to be taken into account as well.

[0019] The weather data can be detected in different ways. In another configuration, the weather data is detected by means of sensors of the ego vehicle, such as temperature sensors, rain sensors or cameras. Thereby, the detection is advantageously carried out independently of the devices of the ego vehicle.

[0020] In an extended variant, the position of the ego vehicle is detected and the weather data is detected based on the detected position. Thereby, dedicated detection devices can be advantageously used.

[0021] Here, in particular, the current position of the ego vehicle is detected, or the future position that the ego vehicle will be in in the near future is predicted. Then, for the detected position, weather data is provided by an external unit, for example via a data technology connection to an online database or via direct communication with other vehicles or infrastructure devices. Alternatively or additionally, the propagated weather data can be received via radio.

[0022] The data-technical connection between the ego vehicle and an external unit, in particular an external server, can in particular be carried out wirelessly, for example via a local area network or a larger network, such as the Internet. This connection can be established via a telecommunications network, such as a telephone network, or via a wireless local area network (WLAN). The data connection can also be carried out via a connection of a data cable. This connection can also be established via other units which can themselves establish a connection to the external server. For example, there can be a data-technical connection between the ego vehicle and a mobile telephone connected to the Internet, for example via a data cable or a radio connection, such as a radio connection via Bluetooth. In particular, a connection to the external server can be established via the Internet.

[0023] Methods from the field of vehicle-to-everything (Car2X) communication can be used. For example, communication with infrastructure devices (Car2Infrastructure) or with other vehicles (Car2Car) can be carried out.

[0024] A prerequisite for detecting weather data in this way is in particular that the position of the ego vehicle is determined such that weather data relevant for this position can be received. This position is determined in a manner known per se, for example by means of a global navigation satellite system, such as GPS.

[0025] In the method according to the invention, a driver information display is generated and output. This display can be configured in different ways and can include elements known per se. In particular, the display is generated and output in a manner known per se by means of a computing device and a display device provided therefor. The display output by the driver information display includes outputs relevant for controlling the vehicle and its driving operation. These are in particular mobile data or the status of the vehicle's devices and possibly information and warning outputs of a driver information system.

[0026] The display can be output by means of a known display unit, for example by means of a monitor, in particular a monitor on the center console of the ego vehicle or in the combination instrument. Output can also be carried out by means of a head-up display such that at least a part of the driver information display is projected into the user's eye such that the display appears superimposed on the optical perception of the physical surroundings. In particular, methods and devices from the field of "augmented reality" can be used here. Known head-up displays, such as windshield displays, for example use the vehicle's windshield or glasses for projection.

[0027] The output display in particular does not include the output of video images detected by the camera of the ego vehicle. Instead, the output display data is generated by a computing unit, if necessary based on the video data of the camera, and the graphical objects output are shown schematically or simplified relative to the real objects.

[0028] The driver information display can also include operating objects or operating elements, in particular operating objects or operating elements in the manner of a graphical user interface. Such objects can for example represent adjustable parameters or functions that can be activated and deactivated. These parameters or functions are in particular formed in a selectable and / or manipulable manner, where the user input is detected in a manner known per se and analyzed with reference to the respective object.

[0029] In the present invention, the graphical lane object also has representation parameters, such as the color, hatching, texture or background image within the area of the lane object. Alternatively or additionally, the edge area of the lane object, such as the shown lane markings, can be shown in a specific manner, such as in a specific color.

[0030] For example, it is detected that the surface of the lane section in front of the ego vehicle is wet or that it is currently raining or has rained not long ago. Then, the representation parameter is formed such that the lane object is a wet lane. Similarly, a graphical representation of a snow-covered or icy lane can be generated. The representation can also have a specific coloring or pattern, such as hatching. In addition, certain optical features can be shown in the display based on virtual objects, such as the mirror image of an object on the surface of the shown lane object or the water spray in the case of a vehicle on a shown wet lane.

[0031] The driver information display in particular does not include the representation of image data detected by the camera. Instead, the representation of the shown objects is generated by a computing unit.

[0032] In one configuration, the lane orientation of a lane section and the radius of curvature of the curve of this lane orientation are determined. The movement data of the ego vehicle is detected, and the criticality is determined based on the detected movement data and the determined radius of curvature. The graphical lane object has an emphasis feature that is formed based on the determined criticality. Thereby, the driver can advantageously quickly recognize that he has to intervene in the control of the ego vehicle in order to ensure safe cornering.

[0033] The detected lane orientation includes, in particular, information on whether the driving path on which the ego-vehicle is traveling has a lateral bend and the degree of the lateral bend. The detected data may also relate to other characteristics of the lane, such as the inclination of the lane in a longitudinal or lateral direction with respect to the driving direction of the ego-vehicle. In particular, the data detected via the lane orientation includes information on the geometric properties of the lane. The ego-vehicle travels, for example, on a road that may have multiple lanes. Usually, the ego-vehicle follows the orientation of one of the lanes during its travel, and a lane change to another lane may be performed if necessary. The detection of the lane orientation may include the orientation of the currently used lane or multiple lanes.

[0034] In one configuration, the detected movement data of the ego-vehicle includes its current speed or the predicted speed when entering a bend. Thereby, the output can advantageously be adapted to the actual requirements particularly accurately.

[0035] The current speed of the ego-vehicle can be detected in a manner known per se by means of the sensors of the ego-vehicle. For example, with the aid of a driver assistance system, it can also be determined what speed the ego-vehicle will have when reaching a specific position and in particular when entering a bend. If, for example, the ego-vehicle has been braked at the current time point, it is determined what speed the ego-vehicle is expected to have when reaching the start of the bend. Here, the braking can be performed, for example, by actively using the braking device, or the ego-vehicle can have been decelerated by the driver releasing the accelerator pedal or by allowing the ego-vehicle to coast to a stop.

[0036] Other movement data can also be detected, such as the acceleration in a longitudinal and / or lateral direction with respect to the driving direction.

[0037] Other vehicle parameters can also be detected and the criticality level can also be determined based on these other vehicle parameters. Thus, by also considering data other than the movement data of the ego-vehicle, the criticality level can be evaluated particularly accurately.

[0038] In addition to the movement data of the ego-vehicle, that is, in particular the speed, other data can also be detected, which affect the safe passage of the bend and in particular the force interaction between the tires of the ego-vehicle and the lane surface. For example, this includes data on the type, properties, condition, and age of the vehicle tires or the chassis settings.

[0039] The determined criticality level, in particular, quantitatively describes the urgency that requires the driver's manual intervention to ensure safe driving. For example, it may be necessary to manually adapt the speed of the ego vehicle and / or manually apply the determined steering torque. Here, in particular, a physical model is used to determine whether centrifugal forces that would cause the vehicle to deviate from the lane or the planned trajectory occur at a certain speed and the determined radius of curvature of the curve. Here, in particular, additional parameters are taken into account, which, for example, affect the force transmission between the lane and the vehicle.

[0040] It can also be considered that standards and regulations in the scope of lateral control of driver assistance systems specify limit values for the maximum automatically applied steering torque. That is, if the radius of the curve and the speed of the ego vehicle require this, the driver must manually apply additional steering torque in order to achieve a steering torque above the threshold value overall. Thus, the criticality level depends in particular on the steering torque that must be applied in order to safely drive through the curve at the current speed of the ego vehicle. This steering torque can be calculated based on a physical model according to the radius of curvature and speed of the curve and, if necessary, other parameters.

[0041] The criticality level can also depend on the type of measures to be taken. For example, if the vehicle's deceleration must be started so that it can drive through the curve with the same level of assistance provided by the driver assistance system, a first criticality level value can be determined. If a steering intervention is required, a second criticality level value can be determined. In addition, if both manual deceleration and manual steering intervention are required to safely drive through the curve, a third criticality level value can be determined.

[0042] In one configuration of the method according to the invention, the position of the ego vehicle is determined, and the lane orientation is detected based on this position with the aid of map data. Thereby, advantageously, the radius of curvature can also be determined particularly simply. In particular, the map data can already include information about the radius of curvature of the curve.

[0043] Here, the position is detected in a manner known per se, for example, by means of a navigation satellite system such as GPS. The map data is also provided in a manner known per se, for example, by a storage unit of the ego vehicle's navigation system or by an external unit that has at least a temporary data technology connection with it.

[0044] In another configuration, the lane orientation is detected by means of sensors of the ego vehicle. Thereby, advantageously, it is ensured that the driver information display is generated based on the correct radius of curvature.

[0045] Sensors known per se can be used, such as cameras, lidar sensors or radar sensors. Subsequently, based on the data detected by its own sensors, the actual radius of curvature can be determined. The sensors of the ego vehicle each have a detection area. For example, a radar sensor can detect data within a specific spatial angle and up to a specific distance from the ego vehicle. Here, these sensors can be aligned in the driving direction, against the driving direction or towards the side and detect data within the correspondingly arranged detection areas.

[0046] In contrast, the radius of curvature is determined solely based on map data, which depends on the accuracy and correctness of the map data. However, deviations can occur especially when traffic guidance changes, for example in the case of a construction site, when there are obstacles to be avoided, or when it is possible to drive through curves with different radii. In particular, the detected lane alignment can be fused with the data determined based on the map data, for example to supplement data at positions that cannot be detected by the vehicle's own sensors or to check the reasonableness of the data.

[0047] The graphical lane object included in the driver information display according to the invention is formed such that the graphical lane object allows the user or driver of the ego vehicle to spatially associate the graphical elements of the driver information display with the lane actually located in front of the ego vehicle. Here, the lane object can relate to the lane currently being used by the ego vehicle. The lane object can also relate to the lane on which the ego vehicle is expected to drive through the curve, especially when a lane change should still be performed before entering the curve. In addition, the lane object can include multiple lanes, especially the lane currently being driven through by the ego vehicle and at least one spatially adjacent lane, especially an adjacent lane in the same driving direction.

[0048] The graphical lane object represents the actual lane alignment in particular such that the user can assign a virtual position within the driver information display to a physical position on the lane located in front of the ego vehicle. Here, with respect to reality, the representation of the lane object can be constructed in a reduced or schematic manner in terms of its details. In particular, the view of the physical lane from the perspective of the driver of the ego vehicle can be mathematically mapped onto the graphical lane object by projection and transformation. For example, it can be mapped onto a lane object configured as a straight lane segment here, or a lane object with a specific pre-given curvature can be set, onto which the actual lane alignment is mapped.

[0049] In another configuration, the graphical lane object is formed such that the graphical lane object corresponds to a perspective representation of the lane alignment and includes the radius of curvature such that the actual radius of curvature of the curve is output.

[0050] Here, the graphical lane object particularly includes a perspective view of a curved driving lane, where the curvature of the graphical lane object substantially corresponds to the radius of curvature detected for the physical driving lane alignment. In this way, the actual driving lane alignment is represented in a particularly realistic manner by the graphical lane object. Here, the lane object is particularly formed from a perspective corresponding to a view from a virtual position nearly above the ego vehicle.

[0051] The emphasis feature for emphasizing the bend area of the graphical lane object is constructed in a manner known per se and may include, for example, an emphasis representation by means of color, brightness, contrast, transparency, saturation or shape, thereby directing the user's attention to a specific object. Colors that are typically also used for outputting warnings and for emphasis, for example, can be red, yellow, and green. Different from this, specific color representations may cause less emphasis, such as in the case of gray, dark, or less strongly saturated colorings. Emphasis can also be carried out by means of a time-varying representation of the lane object, in particular by periodic changes in this representation, such as by flashing or pulsing or by sudden appearance or disappearance. The time variation of the representation can also relate to the styling of the graphical object shown or to a change in the size of the one-time or periodic representation. The emphasis feature can also be constructed as other graphical objects, such as a frame or border of the lane object.

[0052] The manifestation form of the emphasis feature depends on the determined criticality level. For example, in the case of a lower criticality level, the emphasis feature can be constructed such that it causes weak emphasis, such as the showing of a lane object without a border, or a colored styling as follows, the colored styling being constructed similarly to the surrounding graphical objects in terms of brightness, color, and contrast. In the case of a higher criticality level, a border or additionally emphasized object can be displayed, or the lane object can be shown differently from the surrounding graphical objects for emphasis, such as by a strongly contrasting representation in terms of brightness and / or color or by using a signal color like yellow or red.

[0053] In an extended embodiment, the current daylight state is detected, and the driver information display further includes a daylight object that is formed according to the detected daylight state. Thus, the driver can particularly comprehensively understand the environmental conditions based on this display.

[0054] The daylight state can also be detected in a manner known per se, such as by means of sensors of the vehicle, such as cameras or light sensors, or by receiving data from an external unit. The current clock time can also be detected and, if necessary, the date can be detected in order to determine the daylight state. Here, in particular, the position of the vehicle, especially the latitude, is taken into account.

[0055] The daylight object especially includes the representation of the moon or the sun. In addition, stars can also be presented. The daylight object can be arranged in the driver information display at a position corresponding to the virtual horizon above the graphic lane object.

[0056] In this method, it can also be evaluated whether a lane change to an adjacent lane can be safely executed. Accordingly, the graphic representation features of the lane object can be formed in this display. Thereby, the driver can advantageously and easily understand whether he can safely execute a lane change to a specific lane.

[0057] If there is no risk of collision with other traffic participants or other objects, the lane change is safe; if necessary, legal restrictions such as no overtaking or no lane change can be considered. With the help of these sensors, objects and other traffic participants in the surrounding environment of the ego vehicle are detected. Of particular importance are: the traffic participants on the adjacent lane for which the lane change should be evaluated.

[0058] It is detected whether there are other traffic participants currently in the area that the ego vehicle would pass through in the case of a lane change on the adjacent lane. It is also detected: whether there will be other traffic participants in this area at a future time point when the ego vehicle passes through such an area when it is about to perform a lane change. This can relate to other traffic participants currently driving next to the ego vehicle, approaching from behind at a higher speed, or driving in front of the ego vehicle at a lower speed in the driving direction. In addition, the acceleration of other traffic participants can also be detected and considered.

[0059] Alternatively or additionally, the safety of the lane change can be determined in other ways. Here, other environmental data can also be detected and various features can be determined based on these environmental data.

[0060] In an extension of this method, the graphic representation features of the adjacent lane object relate to: brightness, color, transparency, contrast, or pattern. In this way, the driver can advantageously and particularly simply, especially through the representation of planar graphic objects, recognize whether a safe lane change can be made.

[0061] Alternatively or additionally, other known ways of using the graphic representation of specific objects and especially the emphasis on specific objects can be used in the graphic representation. For example, dynamic representation methods can also be used, such as the way that the parameters of the representation change periodically, such as by changing the brightness during flashing or pulsing or by periodic color transformation.

[0062] In one configuration, the driver information display further includes a graphical traffic sign object, which is particularly arranged on or at the edge of a lane object. Thereby, the proposed measures can be advantageously and particularly clearly explained to the driver.

[0063] The traffic sign object can for example be displayed such that the traffic sign object appears on the graphical lane object in the form of a marking applied to the carriageway surface. The traffic sign object can also be shown in the driver information display as a virtual traffic sign arranged next to or above the lane.

[0064] The shown traffic sign object can be constructed according to the following physical traffic signs, which are detected in the surroundings of the traveled carriageway or bend when for example a warning sign, a speed limit and / or a no-overtaking sign is recognized. The traffic sign object can also reproduce driving suggestions of a driver assistance system, for example in order to suggest to the driver to brake the vehicle to a specific speed.

[0065] The driver information system according to the invention includes a detection unit, which is set up to detect weather data for a carriageway section located in front of the ego vehicle in the driving direction. The driver information system further includes a control unit, which is set up to generate and output a driver information display. Here, the driver information display includes a graphical lane object, which represents the carriageway section located in front of the ego vehicle, wherein the graphical lane object has representation parameters, and the control unit is set up to form the representation parameters based on the weather data.

[0066] The driver information system according to the invention is in particular configured to implement the method according to the invention described above. Therefore, the driver information system has the same advantages as the method according to the invention.

[0067] In one configuration of the driver information system according to the invention, the display unit includes a field-of-view display for outputting the driver information display. In this way, the display can be advantageously and particularly easily understood by the driver. The display can also be set particularly well with respect to the physical surroundings of the ego vehicle.

[0068] In particular, a head-up display or a display device known per se from the field of so-called "augmented reality" (English: augmented reality) can be used. For example, glasses are known, which project a graphical representation into the user's eyes such that the graphical representation appears superimposed on the natural perception of the eyes. In this way, additional information can be output in a particularly easily understandable manner. Description of the Drawings

[0069] Now, the present invention will be described with reference to the accompanying drawings according to embodiments.

[0070] Figure 1 A vehicle having an embodiment of a driver information system according to the present invention is shown;

[0071] Figure 2 A traffic situation with vehicles on a lane is shown;

[0072] Figure 3 An embodiment of a driver information display generated according to the method in the case of driving on a curve is shown;

[0073] Figures 4A to 4C Other embodiments of a driver information display generated according to the method in consideration of weather data are shown;

[0074] Figures 5A to 5D Other embodiments of a driver information display generated according to the method in consideration of different types of lane markings are shown;

[0075] Figures 6A to 6C Other embodiments of a driver information display generated according to the method for a planned lane change are shown; and

[0076] Figures 7A to 7C Other embodiments of a driver information display generated according to the method in consideration of possible oncoming traffic are shown. Detailed Description of the Invention

[0077] Referring to Figure 1 A vehicle having an embodiment of a driver information system according to the present invention is described.

[0078] The ego vehicle 1 includes a detection unit 2, which is coupled to a control unit 3. The ego vehicle further includes a display unit 4 and a driver assistance system 6, which are also coupled to the control unit 3. In this embodiment, the control unit 3 includes an analysis unit 5 and is wirelessly coupled in a data technology manner to an external unit 10, which is an external server 10 in this embodiment. The ego vehicle 1 further includes a lighting device 7 and a towing device 8, which are also coupled to the control unit 3.

[0079] In this embodiment, the detection unit 2 is constructed in a manner known per se and includes a camera that detects image data in a detection area that extends forward at an angle along the driving direction from the ego vehicle 1. The detection unit further includes front, side, and rear radar sensors that detect data in other detection areas around the ego vehicle 1.

[0080] The display unit 4 is likewise constructed in a manner known per se and is integrated as a display into the combination instrument of the ego vehicle 1 in this embodiment. In other embodiments, the display unit 4 includes a head-up display which is set up such that the display is projected into the field of vision of the driver of the ego vehicle 1 so that the display is superimposed on the driver's natural perception. In other embodiments, other devices for outputting the display are also provided, which are known, for example, from the field of augmented reality. Alternatively or additionally, the display unit 4 may include a central display in the area of the center console of the ego vehicle 1 or other displays in the ego vehicle 1. The display unit 4 may also include a plurality of displays.

[0081] The driver assistance system 6 includes a plurality of driver assistance modules by means of which the driver of the ego vehicle 1 is assisted in different ways in controlling the ego vehicle 1. In this embodiment, these driver assistance modules are not described in further detail. For example, a system for assisting longitudinal control is provided, in particular an assistant for maintaining a predefined distance from a vehicle driving ahead and for maintaining a predefined speed; and a system for assisting lateral control, in particular an assistant for maintaining the lane being traveled, for example by following a lane marking or by following a vehicle driving ahead. Outputs can be generated by the driver assistance system 6 and these outputs can be output, for example, by means of the display unit 4, in particular in order to display warning messages or proposed driving maneuvers to the driver. In addition, different driver assistance modules can actively intervene in the control device of the ego vehicle 1.

[0082] The lighting device 7 includes various devices for lighting that can be detected outside the ego vehicle 1. In these embodiments, it includes headlights for generating daytime running lights, dipped headlights, main beam headlights and parking lights. It also includes direction indicators for driving, side marker lights and other signal lights. It also includes tail lights, brake lights, reflector signal devices, rear fog lights and reverse lights, which are arranged, in particular, at the rear of the ego vehicle 1 such that these devices are visible to traffic coming from behind.

[0083] The towing device 8 is constructed in a manner known per se and includes elements suitable for coupling to the towed device. This can in particular be a trailer. For this purpose, electrical connection terminals are also provided through which, for example, the lighting installation of the trailer can be actuated. In this embodiment, the towing device also includes sensors which detect the load mass and possibly the pulling force of the trailer, for example in order to determine the presence of the trailer and possibly the type of the trailer.

[0084] Reference Figure 2 is made to illustrate an embodiment of the method. Here, reference is made above to Figure 1Starting from the ego vehicle with an embodiment of a driver information system according to the invention as set forth, the driver information system is further specified by the description of the method.

[0085] In this embodiment, Figure 1 The ego vehicle 21 corresponding to the ego vehicle 1 shown in travels on a carriageway 20 with two lanes 20a, 20b in the travel direction shown by the arrow 22. Traffic signs 25 are arranged in the area of the carriageway 20. The vehicle 23 traveling ahead is in the same lane 20b as the ego vehicle 21, while the oncoming vehicle 24 is in the adjacent lane 20a. The carriageway 20 has a carriageway alignment with curves, where in Figure 2 In the embodiment shown, the ego vehicle 1 moves towards a right turn lane, followed by a left turn lane after the right turn lane.

[0086] The ego vehicle 21 detects the carriageway alignment in front of the ego vehicle in the travel direction by means of a detection unit 2. In this embodiment, for this purpose, image data is detected by means of a camera included in the detection unit 2 and these image data are analyzed in a next step in order to determine the carriageway alignment. For this purpose, in particular, the geometry of the carriageway 20 or the lane 20b currently traveled by the ego vehicle 1 is determined. In other embodiments, alternatively or additionally, other sensors of the ego vehicle 1 are provided for detection.

[0087] Based on the data detected by the detection unit 2, the lane markings separating the two lanes 20a, 20b are also detected. Other lane markings at the edges of the carriageway 20 that are not shown in Figure 2 are also detected. For the lane markings, the demarcation marking category is determined, which in the current case is "dashed line" and "solid line" for different regions of the center line between the lanes 20a, 20b and "solid line" for the edge markings of the carriageway 20. In other embodiments, the demarcation marking category can also be determined as "double solid line", "parallel dashed and solid line" lane markings or similar configurations. The curbstone or the transition from the carriageway 20 to the adjacent shoulder can also be detected as a demarcation marking and classified accordingly as a demarcation marking.

[0088] Additionally, in this embodiment, the current position of the ego vehicle 1 is detected and map data is provided based on this position, which includes information about the carriageway alignment. The fusion of the map data and the detected sensor data is performed and based on this, the actual carriageway alignment in front of the ego vehicle 1 in the travel direction is determined.

[0089] The ego vehicle 21 also detects weather data by means of the detection unit 2. In this embodiment, a rain sensor and a camera are used for this purpose. In other embodiments, alternatively or additionally, depending on the determined position of the ego vehicle 21, critical weather data is called from the external unit 10. It is also possible to detect data on the weather at the location of the ego vehicle 21 provided by the infrastructure or, for example, via a radio transmitter.

[0090] The detected weather data includes information on rain and snow not only at the current time point but also shortly before. From this, it is inferred whether the lane section in front of the ego vehicle 21 is wet or has a smooth snow cover. The weather data also relates to the risk of the road surface icing. For this purpose, in particular, the current temperature of the air or the lane surface is considered; if this temperature is below the freezing point or another threshold, it is assumed that the lane is icy. Other types of precipitation, such as hail or sleet, are also considered.

[0091] The detection unit also detects movement data of the ego vehicle 21, in particular the current speed and acceleration of this ego vehicle. In other embodiments, the speed and acceleration of the ego vehicle at a later time point, in particular at the predicted time point when the ego vehicle 21 enters a bend, are also predicted. In other embodiments, other data on the ego vehicle 21 are also detected, in particular data on the nature of the tires of this ego vehicle and the chassis settings of this ego vehicle, which other data influence the behavior of the ego vehicle when driving through a bend.

[0092] The analysis unit 5 determines the radius of curvature of the bend in front of the ego vehicle 21 based on the detected lane alignment. In other embodiments, the radius of curvature of other bends can also be determined, in particular in order to enable a more anticipatory driving style. Then, the information on the speed of the ego vehicle 21 and the radius of curvature of the bend in front of the ego vehicle 21 is used to determine a criticality value.

[0093] To determine this criticality, in particular by means of the driver assistance system 6, the steering torque required for the ego vehicle 21 to drive through the bend at the current or predicted speed is determined. The determined steering torque is compared with a threshold value that is defined in the driver assistance system 6 for the maximum steering torque for automatic assistance in maintaining the lane 20b. If this threshold value is exceeded, the driver assistance system 6 cannot automatically intervene with a sufficient steering torque to enable the ego vehicle 21 to drive through the bend safely. That is, the driver of the ego vehicle 21 must intervene in the control of the ego vehicle 21 by applying an additional steering torque and / or reduce the speed by decelerating the ego vehicle 21.

[0094] In other embodiments, alternatively or additionally, it is determined whether the ego vehicle 1 can physically safely navigate the curve at the detected or predicted speed. If it is determined that this is impossible or risky, this is considered to be more critical. In this case, in particular, possible physical force transmission between the tires of the ego vehicle 1 and the road surface is taken into account. In the case of a higher criticality, it is necessary, for example, to brake the ego vehicle 1 or to select a larger turning radius.

[0095] In this embodiment, different driver assistance modules of the driver assistance system 6 can be activated, wherein different degrees of automation are also achieved. The driver can, for example, select a low level of automation, wherein the longitudinal and lateral control of the ego vehicle 1 is essentially carried out manually. The driver can switch on a module that outputs a warning or a suggestion for this control; this corresponds to a low level of automation. In addition, the driver can activate modules that take on the individual tasks of longitudinal and lateral control; this corresponds to a higher level of automation. In addition, the driver can activate the following driver assistance modules, which automatically assist not only the longitudinal control but also the lateral control; this corresponds to an even higher level of automation. The threshold value of the steering torque that can be applied by the driver assistance module for lateral control can depend on the specific module or the driver assistance system 6.

[0096] During driving, the control unit 3 generates a driver information display which is output via the display unit 4. An example of such a display is shown in FIG. Figure 3 As shown in FIG.

[0097] The driver information display includes an ego object 31, which is configured as a perspective view of the ego vehicle 21 from behind, from a slightly elevated virtual position, so that the area in front of the ego vehicle 21 can also be shown. The display also includes a lane object 30, which is arranged so that the ego object 31 is displayed on the lane object. The lane object 30 represents the lane 20b on the roadway 20 that is currently actually driven by the ego vehicle 21.

[0098] In other exemplary embodiments, further graphical objects are displayed for other and in particular adjacent lanes, which are designed, for example, similarly to displayed lane object 30 .

[0099] In this embodiment, lane object 30 is delimited by a dashed lane marking 30a on the left and a solid lane marking 30b on the right. The marking type shown corresponds to the markings actually present on lane 20a according to the previously determined delimiting marking class. In other embodiments, these lane markings can be formed according to other criteria, for example, in order to symbolically indicate whether a lane change in the direction of the lane marking is permitted and possible.

[0100] The lane object 30 represents the detected orientation of the physical lane 20b in which the ego-vehicle 21 is currently located. The bend in front of the ego-vehicle 21 is represented by the bend region 32 of the lane object 30. The bend region is formed in terms of its geometry such that the bend region reproduces the actual radius of curvature of the bend in a perspective representation.

[0101] The lane object 30 together with the bend region 32 is formed according to the determined criticality for the bend. In this embodiment, the lane markings 32a, 32b that delimit the lane shown in the bend region 32 are configured to prompt the driver for manual intervention. Here, this is done by means of a representation in a specific color, for example in red when the value of the determined criticality exceeds a threshold. In this embodiment, the lane markings 32a, 32b in the bend region 32 then no longer form such that these lane markings reproduce the actual markings on the lane 20b, but these lane markings are shown as solid lines in order to prompt the driver for the importance of these lane markings in the bend.

[0102] In other embodiments, the lane object 30 has an emphasis feature that is different from the color of the lane markings 32a, 32b in the bend region 32, such as the color of the surface of the shown lane 32, such that the emphasis is carried out over a large area. In other embodiments, depending on the criticality value, other representations can be generated, such as other representations having other colors determined according to the criticality value and a scale. Dynamic representations can also be generated, such as a dynamic representation having a flashing object.

[0103] In this embodiment, the driver information display further includes a representation of traffic signs 33a, 33b that indicate the speed limit and no overtaking in the bend region. These traffic signs 33a, 33b can also be displayed in the region of the lane object 30 such that these traffic signs appear on the surface of the lane object, or these traffic signs can be displayed at the edge of the lane object 30 like the actual traffic sign 25. In this embodiment, the traffic signs 33a, 33b correspond to the traffic signs 25 actually arranged at the edge of the driving lane 20, however in other embodiments, such as when a specific maximum speed is determined for a safe passage through the bend or when the bend region is evaluated as unsafe for overtaking, the traffic signs can also be formed according to the driving advice of the driver assistance system 6.

[0104] In other embodiments, according to the criticality, warning messages that can be detected acoustically and / or haptically can also be output. Other optical warning messages can also be additionally displayed, such as by means of warning symbols.

[0105] In other embodiments, the driver assistance system 6 is configured to determine whether a speed that allows for a safe passage through a bend is reached when entering the bend. If the driver still does not take appropriate measures despite the bend section 32 being emphasized in the driver information display, safety measures can be automatically taken to bring the ego vehicle 1, 21 into a safe state. Thus, for example, braking can be performed, which brings the ego vehicle 1, 21 to a safe speed.

[0106] It is also provided in this embodiment that the graphical representation of the ego vehicle 31 is arranged at a fixed position in the driver information display. Thus, this representation corresponds to the perspective of a point fixed relative to the ego vehicle 21, in particular the position of the driver or the perspective of a position arranged above the ego vehicle 21. The representation is generated such that the movement during driving is shown in such a way that other objects representing the surroundings of the ego vehicle 21 move relative to the shown ego object 31. For example, it is shown that the lane markings 30A, 30B move relative to the ego object 31 and the arrangement of the lane object 30 relative to the ego object 31 also changes. For example, the lane object 30 changes during the passage through the bend such that the curvature of the lane object changes in a varying manner and the lane object 30, for example, extends completely straight again or with a changed, detected radius of curvature at the exit of the bend area.

[0107] In another embodiment, other traffic participants are detected and these other traffic participants are output as traffic participant objects in the driver information display. The traffic participant objects are displayed relative to the ego object 31 such that the physical position and speed of the assigned traffic participants can be determined from this display. Here, the traffic participant objects are also shown rotating according to the lane orientation such that, for example, these traffic participant objects are visible from the side when they are driving in a region of the lane that is curved relative to the orientation of the ego vehicle 21.

[0108] In another embodiment, the display unit 4 includes a head-up display and at least the lane object 30 of the driver information display is displayed in this way. In particular, the lane object can be displayed such that the lane object appears to be superimposed on the lane 20b actually perceived from the driver's position. The bend area 32 is then emphasized such that the driver can evaluate the criticality of the area in front of the driver and recognize that a manual reduction of speed or an additional application of a steering torque is required to safely pass through the bend.

[0109] Subsequently, reference is made to Figure 4A 、 4B and 4C to illustrate another embodiment of the driver information display formed and output taking into account weather data in this method. This display is similar to that referred to above with reference to Figure 3The displays described. Thus, only additional features are described. Objects of the same type are denoted by the same reference signs.

[0110] In this embodiment, the driver information display additionally includes graphic elements 40a, 40b for adjacent lanes. The graphic elements are laterally positioned next to the lane objects 30, where the ego object 31 is arranged on the lane object 30, and the carriageway continues laterally in a perspective representation. In this embodiment, only the carriageway markings 30a, 30b are shown at the edges of the lane object 30 for the vehicle's own lane 20b. The type of markings shown here also corresponds to the markings actually present on the carriageway 20 according to the previously determined demarcation marking categories.

[0111] In Figure 4A the case shown, it is detected that the carriageway surface is dry. The driving objects 30, 40a, 40b are shown without structuring, for example uniformly black or grey.

[0112] In Figure 4B the case shown, it is detected that the carriageway surface is wet. The graphic objects for the own lane 30 and the adjacent left lane 30a and adjacent right lane 30b are shown using a pattern which is in this example raindrops. In other embodiments, other structurings can be shown, and also dynamic representations are conceivable, such as moving structures in the areas of the graphic objects 30, 40a, 40b. In other embodiments, other objects are also shown, such as the own mirror image and other traffic participants shown on the carriageway shown as wet due to rain. Additionally, water spray can be shown in the areas of traffic participant objects which can move across the lane.

[0113] In Figure 4C the case shown it is detected that: the carriageway is at least partially covered with snow. Similar to the case shown in Figure 4B the objects for the lanes 30, 30a, 30b are also shown in a structured manner here, with a pattern showing the snow surface. Here, other structurings and dynamic representations are also conceivable.

[0114] In other embodiments, the graphic objects for the lanes 30, 40a, 40b are shown such that other features of the surfaces of these lanes are represented. This can for example be dirt, oil or markings on the carriageway.

[0115] Referring to Figures 5A to 5D other displays are described which can be generated and output in this method taking into account different types of carriageway markings. Here too, as above with reference to Figure 1starting from the driver information system described, and using the reference numerals already used above to denote these objects wherever possible.

[0116] In Figure 5A the situation shown, no lane markings on lane 20 are seen. Only the ego object 31 representing the ego vehicle 21 and the lane object 30 are shown, which in this embodiment is uniformly shown in gray. In other embodiments, other representations are possible, however the display is made such that no objects similar to lane markings are shown. The driver can learn from this display that the driving of the ego vehicle 21 takes place without the orientation at the non-recognized lane markings, such that for example a driver assistance system for lateral control can only be used to a limited extent or not at all.

[0117] In Figure 5B the situation shown, it has been recognized that the lane 20b in which the ego vehicle 21 is located is bounded on the left and right by lane markings. These lane markings are assigned to the demarcation marking categories "dashed lane markings" or "solid lane markings". The adjacent lanes have also been recognized. In addition to the ego object 31 and the lane object 30 representing the currently used lane 20b, the driver information display also includes graphical objects for the left adjacent lane 40a and the right adjacent lane 40b as well as the lane markings 30a, 30b, which are formed according to the detected demarcation marking categories and reproduce the basic features, i.e. the dashed or solid configuration, according to the actual lane markings.

[0118] In Figure 5C the situation shown, it has been recognized that, different from the situation shown in Figure 5B , the own lane 20b of the ego vehicle 21 is not bounded by a lane marking on the right. Instead, a transition from the lane to the shoulder area has been detected. In the driver information display, this is output differently from the situation shown in Figure 5B in that the graphical object 40b for the right adjacent lane represents the shoulder area, which adjoins the lane object 30 with the ego object 31.

[0119] In Figure 5D the situation shown is different from the situation in Figure 5B in that the current lane 20b of the ego vehicle 21 is bounded on the right by a curb. This is shown in the driver information display by showing a graphical demarcation object 30b representing the curb on the right side of the lane object 30.

[0120] In other embodiments, the lane markings can also include guardrails, vegetation or roadside buildings or other demarcation markings and structures according to different demarcation marking categories.

[0121] Reference Figures 6A to 6C , other displays are described, which can be generated and output for the planned lane change in this method. Here, the driver information system described above is also used as a starting point, and as long as possible, the reference numerals already used above are used to denote these objects. Figure 1 The displays respectively include a self-object 31 representing the ego vehicle 21. The self-object is shown statically and is always arranged at the same position within the driver information display. The movement of the ego vehicle 21 is shown in such a way that the shown surroundings move relative to the self-object 31, as it appears from the coordinate system of the ego vehicle 21. In particular, corresponding to the actual own movement of the ego vehicle 21 on the driving lane 20, the structure of the driving lane, including the curved areas and the lane markings 30a, 30b, moves relative to the static self-object 31.

[0122] Figures 6A to 6C The display is formed perspectively from a position slightly rearward and above the virtual self-object 31. The display respectively includes: a lane object 30, which represents the currently used lane 20b of the ego vehicle 21; and adjacent lane objects 40a, 40b for the adjacent lanes 20a.

[0123] In addition, a vehicle 23 traveling ahead is detected in all cases, and the vehicle traveling ahead is now represented by a traffic participant object 61, which is arranged in front of the self-object 31 in this representation. Here, the representation is generated such that the distance shown between the self-object 31 and the object of the vehicle traveling ahead 61 represents the actual distance of the vehicle. That is, the driver can understand the actual distance based on this display and in particular perceive the changes.

[0124] Other traffic participants are shown by virtual traffic participant objects 61 such that important representation-related features of the true appearance of the other traffic participants are reproduced in this display. In this embodiment, the vehicle type and color of the other traffic participants 23 are detected for this purpose. This detection is carried out by means of a camera of the ego vehicle 1. In other embodiments, alternatively or additionally, in particular by means of Car2Car communication, a data technology connection to the other traffic participant 23 is established. Then, the graphical traffic participant object 61 assigned to the vehicle 23 traveling ahead is formed such that the representation of the graphical traffic participant object accurately reproduces the vehicle type and color. In other embodiments, alternatively or additionally, other features of the vehicle 23 traveling ahead can be reproduced in the case of the representation of the corresponding graphical traffic participant object 63.

[0125]

[0126] ​Figures 6A to 6C It further includes a horizontal line disposed on the lane object 30 in front of the ego object 31, and this horizontal line represents the set minimum distance of the ego vehicle 21 from the vehicle 23 traveling ahead.

[0127] In Figure 6A the situation shown in, it is detected that: the current lane 20b is bounded by a solid line on the right side and by a dashed line on the left side. The detected lane markings are assigned to the corresponding demarcation marking categories, and these demarcation markings are reproduced by showing the corresponding lane markings 30a, 30b.

[0128] It is also detected that there is another traffic participant on the adjacent lane on the left side, and this other traffic participant is approximately at the height of the ego vehicle 21. The display includes a corresponding graphical traffic participant object 62 on the adjacent lane object 40a on the left side, and this graphical traffic participant object reproduces the actual arrangement of the vehicle. In this driving situation, it is determined that: the ego vehicle 21 cannot safely change to the adjacent lane on the left side. Thus, the adjacent lane object 40a on the left side is not emphasized, but is uniformly colored gray.

[0129] In Figure 6B the situation shown in, it is also detected that there is another traffic participant on the adjacent lane, however this time it is on the adjacent lane on the right side. Thus, the driver information display includes a traffic participant object 63 in the area of the adjacent lane object 40b on the right side. It has been determined that: the lane change to the adjacent lane on the left side can be safely performed. Thus, the adjacent lane object 40a on the left side is emphasized and shown. In these embodiments and other embodiments, different emphasis can be used, for example by means of hatching, color, brightness or through dynamic effects, such as flashing.

[0130] In Figure 6C the situation shown in, starting from the situation described above with reference to Figure 6B it is also detected that: the driver of the ego vehicle 21 has activated the left turn signal light. The driver thereby indicates that he wants to perform a lane change to the left. The ego object 31 is output in a representation with a glowing turn signal light. Since the lane change to the left can be safely performed in the shown driving situation, in addition to the emphasis on the adjacent lane object 40a on the left side, an arrow 65 is also shown as a signal object 65. This situation is especially designed to be green. In other embodiments, the color can depend on whether the lane change can be safely performed; if this is not the case, the arrow 65 can be colored red, for example. In addition, the signal object 65 can also be constructed differently, for example like a running light or constructed with other symbols.

[0131] In Figure 6CIn the situation shown, it was also detected that the left adjacent lane is delimited to the left by a solid line. Furthermore, the current lane 20b of the ego vehicle 21 is now delimited to the right by a solid line. These lane markings are correspondingly displayed in Figure 6C in accordance with the delimitation objects 30a, 30b, 66.

[0132] In other embodiments, it is detected that other traffic participants 23 are planning a specific driving maneuver. For this purpose, the optical signals of the direction indicators are analyzed or information is received via a Car2Car connection. A driving maneuver object is displayed at the traffic participant object 61, which indicates that the vehicle 23 driving ahead, for example, plans a lane change.

[0133] Referring to Figures 7A to 7C , other displays generated and output in this method are described, taking into account the oncoming traffic that may occur if necessary. Here, it is also based on the driver information system described above with reference to Figure 1 and, if possible, these objects are denoted by the reference numerals already used above.

[0134] In Figure 7A the situation shown, no oncoming traffic was detected on the lane of the ego vehicle 21 and on the adjacent lanes. In this case, the representation includes the lane object 30 and the right and left adjacent lane objects 40a, 40b. The ego object 31 is also shown and the vehicle 23 driving ahead is shown by the traffic participant object 61.

[0135] In Figure 7B and 7C the situation shown, it has been recognized that oncoming traffic should be expected on the lane 20a arranged to the left of the current lane of the ego vehicle 21 in the driving direction. These representations differ from the representations shown above with reference to Figure 7A by the graphical oncoming traffic warning objects 71, 72, which are arranged on the adjacent lane object 40a. This representation is carried out especially like the lane markings applied on the lane surface.

[0136] In this embodiment, the oncoming traffic warning objects 71, 72 move together with the ego object 31. In other embodiments, the oncoming traffic warning objects 71, 72 can be stationary in the coordinate system of the shown lane surface, such that the ego object 31 appears to move past next to the oncoming traffic warning objects 71, 72. In this case, as long as oncoming traffic should be expected on the adjacent lane 20a, the oncoming traffic warning objects 71, 72 can appear in a repeatedly implemented manner, for example, at regular time intervals.

[0137] In other embodiments, alternatively or additionally, if it is determined that oncoming traffic is to be expected on the lane, an oncoming traffic participant object is shown within the area of the lane object. Here, the oncoming traffic participant object can be configured such that it represents an actual oncoming traffic participant. In addition, the oncoming traffic participant object can be displayed even if no other traffic participants have been detected, in order to warn the driver of possible oncoming traffic. Depending on whether the oncoming traffic participant object represents an actually detected traffic participant or is only shown for warning purposes, the representation of the oncoming traffic participant object may differ.

[0138] In other embodiments, the state of the lighting facility 7 of the ego vehicle 1 is detected, and the representation of the ego object 31 in the driver information display is formed such that it reproduces the states of the different elements of the lighting device 7. For example, the tail lights and the headlights can be shown in a lit or unlit manner depending on the detected state.

[0139] In other embodiments, the operating state of the towing device of the ego vehicle 1 is detected. The towing device of the ego vehicle 1 is detected. If a trailer object is detected on the towing device, the ego object 31 is formed in combination with a graphical trailer representation.

[0140] Here, the display is made such that the ego object 31 with the graphical trailer representation is shown in perspective from behind, such that the lane section of the lane object 30 that is in front of the ego object 31 in this representation is visible.

[0141] The trailer representation may differ depending on the type of trailer object, for example, by the size, shape, and color of the trailer object. In particular, a schematic simplified image of the real trailer object is reproduced by the graphical trailer representation.

[0142] The above embodiments illustrate the essential or optional features of the method according to the invention. The features described in the individual embodiments can be combined arbitrarily, in particular in order to implement the invention in a comprehensive method or system.

[0143] List of reference numerals

[0144] 1 Ego vehicle

[0145] 2 Detection unit; sensor

[0146] 3 Control unit

[0147] 4 Display unit

[0148] 5 Analysis unit

[0149] 6 Driver assistance system

[0150] 7 Lighting device

[0151] 8 Trailer equipment

[0152] 10 External unit; external server

[0153] 20 Driving lane

[0154] 20a Lane

[0155] 20b Lane

[0156] 20c Driving lane marking

[0157] 21 ego-vehicle

[0158] 22 Arrow

[0159] 23 Vehicle traveling ahead

[0160] 24 Oncoming vehicle

[0161] 25 Traffic sign

[0162] 30 Lane object

[0163] 30a, 30b Driving lane marking (representation)

[0164] 31 ego-vehicle (representation)

[0165] 32 Curve area (representation)

[0166] 32a, 32b Driving lane marking in the curve area (representation)

[0167] 33a, 33b Traffic sign (representation)

[0168] 40a, 40b Adjacent lane (representation)

[0169] 61 Traffic participant object, vehicle traveling ahead (representation)

[0170] 62, 63 Traffic participant object, vehicle in the adjacent lane (representation)

[0171] 65 Signal object, arrow

[0172] 71, 72 Oncoming traffic warning object.

Claims

1. A method for operating a driver information system in a self-vehicle (1), wherein weather data for a lane section located in front of the self-vehicle (1) in the driving direction is detected; a driver information display is generated and output on a display unit (4) of the self-vehicle (1), wherein the driver information display includes a graphical lane object (30) that represents the lane section located in front of the self-vehicle (1), and wherein a surface of the graphical lane object (30) output on the display unit (4) of the self-vehicle (1) has a pattern formed according to the weather data to represent different weather types including rain, snow, icing, hail or sleet; the lane orientation of the lane section and the radius of curvature of a bend in the lane orientation are determined; movement data of the self-vehicle (1) is detected; a criticality level is determined based on the detected movement data and the determined radius of curvature, the criticality level quantitatively indicating the urgency that requires manual intervention by the driver to ensure safe driving; and the graphical lane object (30) has an emphasis feature that is formed according to the determined criticality level.

2. The method according to claim 1, wherein, the weather data relates to precipitation and / or temperature.

3. The method according to claim 1, wherein, the weather data is detected by means of sensors of the self-vehicle (1).

4. The method according to any one of the preceding claims 1 - 3, wherein, the position of the self-vehicle (1) is detected; and the weather data is detected based on the detected position.

5. The method according to any one of the preceding claims 1 - 3, wherein, the graphical lane object (30) is formed such that the graphical lane object corresponds to a perspective representation of the lane orientation and includes the radius of curvature, such that the actual radius of curvature of the bend is output.

6. The method according to any one of the preceding claims 1 - 3, wherein, the current daylight state is detected; and the driver information display further includes a daylight object that is formed according to the detected daylight state.

7. The method according to any one of the preceding claims 1 - 3, wherein, the driver information display further includes graphical traffic sign objects (33a, 33b), wherein the traffic sign objects (33a, 33b) are arranged on the lane object (30) or at the edge of the lane object.

8. A driver information system in a self-vehicle (1), the driver information system having: a detection unit (2) that is configured to detect weather data for a lane section located in front of the self-vehicle (1) in the driving direction; A control unit (3), which is configured to generate a driver information display and output it on a display unit (4) of the host vehicle (1), wherein the driver information display includes a graphical lane object (30) representing a lane section in front of the host vehicle (1), and wherein a surface of the graphical lane object (30) output on the display unit (4) of the host vehicle (1) has a pattern formed according to the weather data to represent different weather types including rain, snow, icing, hail or sleet; wherein the detection unit (2) is configured to detect movement data of the host vehicle (1), the driver information system has an analysis unit (5), which is configured to determine a lane direction of the lane section and a radius of curvature of a curve of the lane direction, and determine a criticality level based on the detected movement data and the determined radius of curvature, the criticality level quantitatively indicating the urgency requiring manual intervention by the driver to ensure safe driving, and the control unit (3) is configured to generate the graphical lane object (30) such that it has an emphasis feature formed according to the determined criticality level.

9. The driver information system according to claim 8, characterized in that, the display unit (4) includes a field-of-view display for outputting the driver information display.

Images