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

Abstract

In a method for operating a driver information system in a motor vehicle (1), environmental data in the environment of the motor vehicle (1) are detected. A driver information display content is generated and output, wherein the driver information display content comprises a graphical representation of the environment of the motor vehicle (1). An operating state of a driver assistance system (6) of the motor vehicle (1) is detected, and a level of automation is determined on the basis of the detected operating state of the driver assistance system (6). The representation of the environment is generated in accordance with the determined level of automation. The driver information system in the motor vehicle (1) comprises a detection unit (2) which is configured to detect environmental data in the environment of the motor vehicle (1), and a control unit (3) which is configured to generate and output a driver information display content. The driver information display content comprises a graphical representation of the environment of the motor vehicle (1). Here, the detection unit (2) is also configured to detect an operating state of a driver assistance system (6) of the motor vehicle (1), wherein the control unit (3) is also configured to determine a level of automation on the basis of the detected operating state of the driver assistance system (6) and to generate the representation of the environment in accordance with the determined level of automation.

Description

[0001] The invention relates to a method for operating a driver information system in a motor vehicle and to a driver information system in a motor vehicle.

[0002] Modern vehicles usually offer a comprehensive selection of various different systems which support the driver in the control of the vehicle and thus contribute to improving comfort and safety. One of the challenges in this respect is to design the interface between the human driver and the typically computer-based control so that all necessary and desired information is provided to the driver as quickly as possible and in an easily understandable manner. The support possibilities can be optimally understood and used in this case. Furthermore, the driver must know exactly at every point in time how his vehicle behaves in a defined or certain situation, which support systems are currently active and whether their optimum functioning is ensured. He should also always know how the systems function and to what extent human intervention is necessary.

[0003] In the following, a driver assistance system is understood to be a vehicle device which supports the driver when driving the vehicle. Such a driver assistance system can be designed as a pure information system which supports the driver, but also as a device which automatically influences the movement of the vehicle.

[0004] By using a driver assistance system, different degrees of automation of the vehicle control can be achieved. In the case of a driver assistance system which is not activated, the driver directly influences the movement of the vehicle. The signals or movements of the operating elements, such as pedals, gear lever or steering wheel, which are manipulated by the driver, are at most transmitted to the corresponding devices of the vehicle which influence the movement of the vehicle. This movement of the vehicle corresponds to the lowest degree of automation.

[0005] At a higher degree of automation, the devices for moving the vehicle are partially automatically intervened. For example, the steering or the acceleration or deceleration of the vehicle is intervened. At a higher degree of automation, the devices of the vehicle are intervened to such an extent that certain movement types of the vehicle, such as straight-ahead driving, can be carried out automatically. At the highest degree of automation, it is possible, for example, to drive substantially automatically on a route of a navigation system, or even without a predetermined route, the vehicle can be driven automatically, for example, on a motorway. It is usually ensured here, however, that even at a high degree of automation, the driver can immediately regain control of the driving of the vehicle by actively steering or manipulating the pedals. Furthermore, if a system error occurs or a section of the road is recognized which cannot be driven automatically, the control can be returned to the driver.

[0006] Here, different driver assistance systems also fulfill different safety functions. At a low degree of automation, an information is output to the driver by means of a driver assistance system or a plurality of driver assistance systems, which influences the driver in the manner in which the driver moves the vehicle. At a higher degree of safety function, a warning is output which requires an immediate reaction by the driver. But at this degree of automation, the driver assistance system does not actively and automatically intervene in the function of the devices influencing the movement of the vehicle. At a higher degree of automation, the devices for moving the vehicle are partially automatically intervened. At a higher degree of automation, the vehicle devices influencing the movement of the vehicle are intervened to such an extent that certain maneuvers of the vehicle, such as full braking or targeted evasive maneuvers, can be carried out automatically in order to avoid a collision.

[0007] The driver of the vehicle is alerted to certain dangers by means of the cues output by the driver assistance system. This increases the safety when driving the vehicle. When the driver assistance system actively intervenes in the movement of the vehicle, even dangerous driving situations, such as a collision or uncontrolled movement of the vehicle, can be avoided, even if the driver does not directly intervene in the driving process. But in the case of the safety functions of the driver assistance system, the driver always retains full control and responsibility for the driving situation, in particular. For example, in the case of a collision risk or when the driver is no longer able to drive the vehicle, for example for health reasons, the driver assistance system intervenes.

[0008] In addition to the direct effect on the vehicle control when necessary, it is generally provided in driver assistance systems that the driver is informed about the activity of the driver assistance system in a defined or certain depth of detail. This can be achieved, for example, by optically, acoustically or haptically perceptible signals. Thereby, it is ensured that the driver can assess the influence of the driver assistance system on the driving and can intervene in the control if necessary: Furthermore, the driver should generally recognize the automatic intervention in the control at an early stage, so as not to be surprised by the automatic intervention.

[0009] Partially automated interventions into the control of the vehicle and / or driver assistance systems which alert the driver to potential dangerous situations can inter alia relate to lateral control or longitudinal control of the vehicle. Combinations of these basic elements of vehicle control can also be considered. Lateral control components inter alia relate to the vehicle position perpendicular to the direction of travel, i.e. for example the so-called lateral position on the lane or road. An assistant which thus keeps to the lane can avoid crossing the lane boundary, or the vehicle can be driven in the middle of the lane. Furthermore, the driver can be supported when changing lane or overtaking. Longitudinal control inter alia relates to the speed of the vehicle in the direction of travel, which is determined for example in accordance with legal provisions and road conditions and a safety distance to be maintained in relation to other traffic participants. Corresponding driver assistance systems can for example support the driver in the maintenance of a predetermined speed and / or distance in relation to a vehicle driving ahead. Furthermore, it can be possible to avoid overtaking on one side by one's own vehicle; in particular to avoid overtaking on the right side under a traffic regulation of driving on the right or on the left side under a traffic regulation of driving on the left, or to generate a corresponding warning.

[0010] In controlling the vehicle, the driver must be informed about the extent to which the control can be automatically intervened in by the driver assistance system.

[0011] The technical problem addressed by the present application is to provide a method for operating a driver information system in a vehicle, in which a driver of the vehicle can particularly easily and quickly understand whether and to what extent a driver assistance system which supports is activated.

[0012] According to the application, the technical problem is solved by a method having the features of claim 1 and by a driver information system having the features of claim 9. Advantageous design solutions and extensions are derived from the dependent claims.

[0013] In the method according to the application, environmental data in the environment of the vehicle are detected (or acquired or captured). A driver information display content is generated and output, wherein the driver information display content comprises a graphical representation of the environment of the vehicle. An operating state of a driver assistance system of the vehicle is detected, and a level of automation is determined on the basis of the detected operating state of the driver assistance system. The representation of the environment is generated in accordance with the determined level of automation.

[0014] In the driver information display content according to the application, the illustration of the environment of the own vehicle is changed depending on the extent to which the driver assistance system supports the driving automatically. In particular, the more the determined automation level is high, the more objects are output in the environment of the own vehicle. Conversely, when the control of the own vehicle is carried out more strongly manually, fewer objects are output. The driver can thus advantageously intuitively recognize which model of the environment is used for the driver assistance system and to which extent he can expect at least partially automatic support. Whereas conventional displays merely specify that the activity of individual driver assistance modules or driver assistance systems is output using icons, symbols or graphical objects, for example by highlighting a graphical object when the driver assistance module is activated.

[0015] For example, at least partially automated control in the longitudinal direction requires monitoring the space in front of the own vehicle in order to maintain a safety distance, among other things. On the other hand, intervention in lateral control requires that the side area next to the own vehicle is also monitored. In these cases, the illustration of the environment can clearly indicate which areas are monitored, how the driving situation is currently shown to the driver assistance system and to which extent automatic intervention can be expected.

[0016] In one design variant of the method, the illustration of the environment is generated on the basis of the environment model of the driver assistance system. Here, the illustration in particular includes the regulation objects of the driver assistance system in the environment. The driver can thus advantageously easily understand which objects in the environment are currently relevant to the automatic support.

[0017] The driver assistance system uses the environment model to determine the driving maneuvers of the own vehicle with respect to other objects. In particular, for this purpose, the regulation objects are identified and used.

[0018] For example, the regulation objects can be other traffic participants that are detected and whose position and speed are used to control the own vehicle. In this way, for example, automatic distance regulation can automatically achieve a safety distance with respect to vehicles driving ahead; these vehicles driving ahead serve as regulation objects of the driver assistance system and can be included in the driver information display content in this case. In a further example, the driver assistance system can support lateral control using road markings; in this case, these markings can be included in the driver information display content. When the driver assistance system uses information about the course of the road, for example the radius of curvature in a curve region, the illustration of the environment can be generated such that this radius of curvature can be taken from the illustration; in contrast, it can be specified that such a curvature is not shown when these information is not used by the driver assistance system for control.

[0019] A higher and a lower automation level can be distinguished and determined based on different operating states of the driver assistance system. For different automation levels, certain settings of the driver assistance system or certain driver assistance modules are activated, in particular. At a lower automation level, for example only driver assistance modules for longitudinal control or lateral control of the own vehicle are activated with automatic intervention or no automatic intervention is possible; here, assisted or manual driving can be referred to. In contrast, at a higher automation level, both driver assistance modules for longitudinal control and lateral control are activated; here, partially automated driving can be referred to.

[0020] In the method according to the application, driver information display content is generated and output. Such a display can be designed in different ways and can include elements known per se. The generation and output of the display is effected in particular in a manner known per se by means of computing means and display means provided for this purpose. The display output by the driver information display content includes outputs which are important for the control of the vehicle and its driving. This is in particular movement data or the status of the equipment of the vehicle and, if necessary, information and warning outputs of the driver information system.

[0021] The display can be output by means of known display units, for example by means of a display, in particular on a center console of the own vehicle or in a combination instrument. Furthermore, the output can be made by means of a vision display, that is to say at least a part of the driver information display content is projected into the eyes of the user, so that the display appears to overlap the visual perception of the natural environment. Methods and devices from the field of "augmented reality" can be used here in particular. Known vision displays, for example head-up displays, make use of the windshield of the vehicle or glasses for the projection, for example.

[0022] The display output does not include in particular the output of video images detected by a camera of the own vehicle. Rather, the display data output is generated by the computing unit, if necessary with the aid of video data of the camera, and the graphical objects output are shown schematically or simplified in comparison with real objects.

[0023] The driver information display content can also include operating objects or operating elements, in particular in the style of a graphical operating surface. Such objects can represent settable parameters or activatable and deactivatable functions, for example. These objects are designed in particular to be selectable and / or maneuverable, wherein user inputs are detected in a manner known per se and evaluated with reference to the respective object.

[0024] The illustration of the environment is generated in particular in a perspective which is generated depending on a detected operating state of the driver assistance system. In particular, for the illustration of the environment, the perspective is generated in such a way that greater or smaller spatial regions in the environment of the motor vehicle are shown depending on the detected operating state of the driver assistance system. Here, the higher the automation level, the greater the region of the environment which is shown in particular, i.e. the illustration corresponds to a greater region in the environment of the motor vehicle.

[0025] In one design variant of the method according to the application, the driver information display content comprises a self-object which represents the motor vehicle. Here, during the transition between the illustrations of the environment when a change in the automation level is detected, an animated perspective transformation is output in which the position of the self-object within the driver information display content is changed. The output can thus advantageously be generated in such a way that a switch can be made between an overview illustration and an illustration which is closer to the perspective of the driver. The driver can also understand the differences between these automation levels particularly easily.

[0026] The change in the automation level can be detected, for example, on the basis of a user input. In this way, the user can manipulate, for example, a switch or switch surface, a lever switch or another detection means for the user input. As a result, individual or a plurality of driver assistance modules or driver assistance systems can be activated or deactivated; a certain automation level or assistance level can also be set by, for example, activation.

[0027] A switch can also be made automatically between different automation levels. For example, a limit value for an automatic intervention, for example a maximum available steering torque, can be provided. If it is detected that a greater steering torque must be applied in order to be able to drive through a bend at a certain speed, the driver must apply at least an additional steering torque in order for the motor vehicle to be able to drive safely through the bend. For this purpose, a corresponding prompt can be output in an optically, acoustically and / or haptically perceptible manner.

[0028] In one design variant, the self-object is arranged in a stationary position in the driver information display content in one automation level. In the animated perspective transformation, the self-object is moved within the driver information display content and / or the perspective is changed relative to the self-object. The transition is thus advantageously output particularly clearly.

[0029] In this illustration, the self-object is displayed in particular in such a way that the self-object is shown at a constant position in the case of a fixed automation level. The perspective of the environment illustration is thus stationary relative to the virtual self-object, so that the illustrated environment is shown moving relative to the self-object, while the self-object appears to be stationary. When a transition is made between different automation levels, the transition of the animation is generated in such a way that the self-object is moved within the display and / or the perspective is changed relative to the self-object.

[0030] In an extended design, a reduced representation of the environment is output at a low automation level and an extended representation of the environment is output at a high automation level. Here, the object comprises a partial representation of the own vehicle in the reduced representation and a representation of a rear view of the own vehicle in the extended representation. The automation level can thus be understood particularly easily.

[0031] For example, a low automation level is determined when either longitudinal control or lateral control of the own vehicle is supported. A high automation level can be determined when support for both longitudinal and lateral control is activated. The value of the automation level can furthermore be determined by means of other methods, for example as a function of the supported driving decisions, and a threshold value can be used to determine a low automation level or a high automation level.

[0032] For example, a reduced representation of the environment is output at a lower automation level, in which only a part of the own vehicle is shown by the object. In particular, the front region of the own vehicle is shown. The driver can thus understand particularly clearly in the driver information display content to what extent he needs to manually implement control of the own vehicle. For example, the representation can be generated from a perspective which shows the own vehicle at a distance in an externally observed manner; this corresponds to the case in which the driver has to monitor the automated support function rather than manually intervene in the control. When transitioning to an extended representation at a higher automation level, the object moves into the displayed region of the environment or the perspective is moved back so that a greater part of the own vehicle is shown. A further representation can be generated from a perspective which starts from a virtual point closer to the own vehicle and under which only a part of the own vehicle is shown; in this case, the display is more in line with the field of view of the driver looking into the environment and illustrates that the control is carried out manually to a greater extent. For example, the entire own vehicle can be shown from a rear view in the extended representation. The animation can be generated in reverse during the transition from a higher automation level to a lower automation level.

[0033] In the method, in particular, a first environment representation or a second environment representation can be output, the first and second environment representations being assigned to the respective automation level. The first and second environment representations in particular correspond to a reduced or an extended representation of the environment. Here, a reduced representation can be output at a lower automation level and an extended display can be output at a higher automation level. The representations are distinguished in particular by different perspectives under which the environment is shown. For example, the perspective can be generated on the basis of the position of a virtual point from which the field of view into the environment and, if necessary, the field of view into the own vehicle is shown. The perspective is also defined by an angle, for example when image data is captured by a camera, different focal lengths can be used to change the perspective when capturing.

[0034] In a further design, the environmental data are detected by sensors of the own vehicle, for example by a camera, a laser radar sensor or a radar sensor. Thereby, information about the actual environmental conditions in a certain driving situation can advantageously be provided. In particular, data provided by driver assistance systems known per se, for example a lane change or overtake assistant, can be used. The driver information display content thereby advantageously allows a particularly realistic evaluation of the driving situation.

[0035] The sensors of the own vehicle each have a detection area. For example, a radar sensor can detect data within a certain angular range and up to a certain distance from the own vehicle. These sensors can here be directed along the driving direction, against the driving direction or towards the side and detect data in the respectively arranged detection area.

[0036] In an extended design, the position of the own vehicle is determined and the environmental data are acquired by map data and on the basis of the determined position. This advantageously allows the inclusion of environmental data comprised by the map data and further information for the driver information display content.

[0037] In particular, the map data can comprise information about the radius of curvature of a curve of the course of the road. It can also be recognized, for example, whether a certain lane is open to oncoming traffic, for example on a single carriageway or on a motorway.

[0038] The position of the own vehicle is here detected in a manner known per se, for example by a navigation satellite system, such as GPS. The map data are also provided in a manner known per se, for example from a storage unit of a navigation system of the own vehicle or from an external unit, with respect to which at least a temporary data-technological connection exists.

[0039] The data-technological connection between the own vehicle and the external unit, in particular an external server, can in particular be wireless, for example via a local network or a larger network, such as the Internet. The connection can also be established via a telecommunications network, for example a telephone network or a wireless local area network (WLAN). The data connection can also be established via a data cable connection. The connection can also be established via a further unit, which itself can establish a connection to an external server. For example, a data-technological connection can exist between the own vehicle and a mobile telephone connected to the Internet, for example via a data cable or a radio connection, for example via Bluetooth. In particular, the connection to the external server can be established via the Internet.

[0040] Methods from the field of communication between vehicles and other devices (Car2X) can be used. For example, a communication with infrastructure devices (Car2Infrastructure) or with further vehicles (Car2Car) can be carried out.

[0041] In particular, the environmental data detected by the sensors can be merged with the map data in order to supplement the information or to check its plausibility. In particular in this way a database is obtained which is as comprehensive as possible and thus the detected data can be supplemented in particular simply. In this way, it is possible, for example, to determine with the aid of the map data whether an oncoming traffic flow is to be expected on the lane and in a further step it is possible to determine with the aid of the sensor data whether an oncoming traffic flow is actually detected on the lane.

[0042] In one design, the representation of the environment is produced in such a way that it has a higher degree of refinement in the higher automation level. The driver can thus advantageously understand that the vehicle has a comprehensive model of the environment for automatic control.

[0043] The higher degree of refinement can mean, for example, that more objects in the environment are shown. For example, under the higher automation level, an extended representation can be produced in which further traffic participants and / or features of the environment detected within a certain distance relative to the vehicle are shown. While under the lower automation level, the representation of the environment can be produced in such a way that essentially only the specific objects of regulation, i.e. in particular objects for certain at least partially automated driving functions, are shown. This can be, for example, a vehicle driving ahead with which the vehicle automatically maintains a certain safety distance or can be road markings with the aid of which the vehicle keeps to the lane.

[0044] Under the higher automation level, the environment can also be shown in a larger area around the vehicle. The shown environment here extends, for example, up to a certain distance in front of the vehicle in the driving direction and, if necessary, at other distances in the lateral direction or in the area behind the vehicle.

[0045] In a further design, the representation of the environment is produced in such a way that it comprises a larger area of the environment in the higher automation level.

[0046] Furthermore, in a further design, the representation of the environment is produced in such a way that at least one adjacent lane is shown in full width in the higher automation level, while only a partial width of the adjacent lane is shown in the lower automation level.

[0047] In a further design, the driver information display content comprises a lane object representing a graphic of the course of the road in front of the vehicle. The lane object is produced in such a way that it corresponds to a perspective view of the course of the road and comprises a radius of curvature in such a way that the actual radius of curvature of a bend in the course of the road is output. The driver information display content thus advantageously allows a particularly realistic assessment of the driving situation.

[0048] The actual radius of curvature of a curve, for example, is detected on the basis of environmental data. For example, map data can comprise information on the course of the road, and in addition environmental data detected by sensors of the vehicle can be used.

[0049] In particular, the lane object is displayed differently depending on at which level of automation the environment is shown. In the case of an expanded illustration, i.e. in the case of a high level of automation, the actual radius of curvature of a curve can be output. In contrast thereto, in the case of a reduced illustration it can be provided that the lane object is shown only as a section extending straight, wherein for example the position of other objects relative to the vehicle is transferred to the lane object in the reduced illustration.

[0050] In particular, the driver information display content with the object is generated such that the object is shown in a perspective view from behind. Here, the road section located in front of the vehicle in the driving direction can also be shown by a road object. Thus, the virtual viewing direction in the driver information display content is oriented such that the road section on which the vehicle will travel is visible. The lane object can relate to the lane currently used by the vehicle, for example, and alternatively or additionally show the course of further lanes. The lane object can be designed as an illustration of a straight road section in front of the vehicle, for example.

[0051] The detected course of the road in particular comprises information on whether and to what extent the lane on which the vehicle is traveling has a lateral curvature. The detected data can also relate to further properties of the road, for example the inclination of the road in the driving direction of the vehicle or transverse thereto. In particular, the data detected with respect to the course of the road comprises information on the geometric properties of the road. For example, the vehicle can be traveling on a road which can have a plurality of lanes. In general, the vehicle follows one of these lanes when traveling, wherein a lane change to another lane is possible if necessary. The detection of the course of the road can comprise the course of the currently used lane or of a plurality of lanes.

[0052] The lane object of the graphic is in particular generated such that it allows the user or driver of the vehicle to bring the graphic elements of the driver information display content into a spatial relationship with respect to the road actually located in front of the vehicle. The lane object can here relate to the lane currently used by the vehicle. The lane object can also relate to a lane on which the vehicle is expected to travel through a curve, in particular when a lane change is to be carried out before entering the curve. Furthermore, the lane object can comprise a plurality of lanes, in particular the lane on which the vehicle is currently traveling and at least one spatially adjacent lane, in particular an adjacent lane for the same driving direction. However, the illustration can also comprise its own lane object and at least one adjacent lane object.

[0053] The graphical lane object in particular represents the actual course of the road such that the user can assign a virtual position within the driver information display content to a physical or natural position on the road located in front of the vehicle. The representation of the object representing the own vehicle can be made such that an improved orientation of the driver within the driver information display content and relative to the represented lane object is achieved. Here, in comparison to reality, the representation of the lane object is reduced in its detail content or designed schematically. In particular, the view of the natural road observed from the perspective of the driver of the own vehicle can be mathematically mapped onto the graphical lane object by means of a transformation.

[0054] The driver information display content in particular does not comprise a representation of the image data detected by the camera. Rather, the design of the represented object is generated by the computing unit.

[0055] The graphical lane object in particular comprises a perspective view of a curved road, wherein the curvature of the graphical lane object essentially corresponds to the detected curvature radius for the natural course of the road. In this way, the actual course of the road is represented particularly realistically by the graphical lane object. The lane object in particular is generated here from the perspective of a view corresponding to a virtual position approximately above the own vehicle.

[0056] In particular, the lane object is shown shorter in a first environment representation corresponding to a lower automation level than in the case of a higher automation level. In contrast thereto, a larger portion of the course of the road is shown if a higher automation level has been determined.

[0057] Furthermore, the environment representation can be designed dynamically at a higher automation level such that more typical features of the course of the road currently located in front of the own vehicle are shown in comparison to a lower automation level. The representation in particular is made dynamically such that the representation always adapts to the current traffic situation in the environment of the own vehicle. The shown typical features of the course of the road can comprise, for example, the curvature, the arrangement of adjacent lanes or markings. These typical features can be included in the lane object depending on the determined automation level. For example, a reduced representation of the lane object can comprise a road shown as extending straight, while an expanded representation comprises a curvature and a course of a curve.

[0058] For example, a road object for a longer road section can be shown at a higher automation level. Adjacent lanes can also be shown, wherein the degree of the shown depends on the automation level. For example, when a lower automation level is determined, the adjacent lanes are not displayed or only partially displayed, while at a higher automation, the adjacent lanes are shown over their entire width.

[0059] In an expanded design, a delimiting marking on a section of the road located ahead of the vehicle in the driving direction is determined on the basis of the detected environmental data. A delimiting marking category is determined for the determined delimiting marking, wherein the driver information display content comprises a graphical delimiting object which is generated in accordance with the determined delimiting marking category. The driver information display content thus advantageously allows the driver to orient himself particularly simply, so that he can correspond the display elements to directly perceived elements of the traffic situation.

[0060] For example, road markings are detected, assigned to a delimiting marking category and output as delimiting objects in the driver information display content accordingly. The delimiting objects are arranged on the road object, inter alia, and represent the main typical features of the detected road markings. For example, solid and dashed lines, double lines and other road markings can be shown. The shown delimiting objects also follow the actual road course, inter alia, for example in a curve region.

[0061] In a design variant, the radius of curvature of a curve located ahead of the vehicle is determined and movement data of the vehicle are detected. A criticality is determined on the basis of the detected movement data and the detected radius of curvature, and a graphical lane object is generated with a prominent feature which is generated in accordance with the determined criticality. In this way, the driver can advantageously quickly and easily understand whether and how he must intervene in the control of the vehicle in order to ensure safe driving.

[0062] In a design variant, the movement data of the vehicle comprise its current speed or a predicted speed on entering the curve. The output can thus advantageously be adapted particularly precisely to the actual requirements.

[0063] The current speed of the vehicle can be detected by sensors of the vehicle in a manner known per se. Furthermore, the speed which the vehicle will have on reaching a certain location and, in particular, on entering a curve can be determined, for example, by a driver assistance system. For example, if the vehicle has been braked at the current point in time, it is determined at which speed the vehicle is expected to reach the start of the curve. Here, braking can be effected, for example, by active use of brake means, or the vehicle can have already been decelerated by the driver releasing the accelerator lever or letting the vehicle coast.

[0064] Further movement data, for example acceleration in the driving direction and / or transverse to the driving direction, can also be detected.

[0065] In a design variant, further vehicle parameters are detected and the criticality is determined on the basis of this further vehicle parameter as well. By also taking into account data other than the movement data of the vehicle, the criticality can advantageously be assessed particularly precisely.

[0066] In addition to the motion data of the vehicle, i.e. in particular the speed, further data can also be detected which influence the safe negotiation of the curve and in particular the frictional engagement between the tires of the vehicle and the road surface, i.e. the road surface. These further data comprise, for example, data on the type, properties, condition and age of the tires of the vehicle or the chassis settings.

[0067] The criticality determined in this design variant of the method indicates in particular quantitatively the kind of urgency of the need for manual intervention by the driver to ensure safe driving. It can be necessary, for example, to manually adjust the speed of the vehicle and / or to manually apply a certain steering torque. A physical model is used here in particular to determine whether, at a certain speed and with the determined radius of curvature of the curve, a centrifugal force occurs which leads to a deviation from the lane or the planned trajectory. Additional parameters are taken into account here, for example, which influence the force transmission between the road and the vehicle.

[0068] It can furthermore be taken into account that standards and regulations for driver assistance systems in the area of lateral control specify a limit value for the maximum automatically applicable steering torque. That is to say, if the curve radius and the speed of the vehicle require this, the driver must manually apply an additional steering torque in order to achieve a total steering torque which overall exceeds the threshold value. The criticality depends in particular on the steering torque which must be applied in order to safely drive through the curve at the current speed of the vehicle. This steering torque can be calculated on the basis of a physical model from the radius of curvature of the curve and the speed and, if necessary, further parameters.

[0069] The criticality can also be related to the type of measure to be initiated. For example, a first value of the criticality can be determined when a deceleration of the vehicle must be initiated in order to be able to drive on the curve with the same degree of support from the driver assistance system. A second value of the criticality can be determined when a steering intervention is required. Furthermore, a third value of the criticality can be determined when both a deceleration and a steering intervention must be implemented manually in order to safely drive through the curve.

[0070] The highlighting of the graphic lane object is designed in a manner known per se and can comprise, for example, a highlighted representation by color, brightness, contrast, transparency, saturation or shape, thereby diverting the user's attention to a certain object. The colors used for highlighting, which are also used for outputting warnings as a rule, can be, for example, red, yellow and green. In contrast thereto, certain color representations can lead to less highlighting, for example in the case of gray, dark or less saturated colorings. Furthermore, the highlighting can be effected by a time-variable representation of the lane object, in particular by a periodic change in the representation, for example a flickering or pulsing, or by a sudden appearance or disappearance. The time-variable change in the representation can also involve a change in the shape or the size of the represented graphic object, which is represented once or periodically. The highlighting can also be designed as a further graphic object, for example a frame or a border of the lane object.

[0071] The design of the highlighting depends on the determined criticality. For example, in the case of a lower criticality, the highlighting can be designed to achieve a weaker highlighting, for example a representation of the lane object without a border or a color design which is designed similarly to the surrounding graphic objects, for example in terms of brightness, color and contrast. In the case of a higher criticality, a border or an additionally highlighted object can be displayed, or the lane object can be represented differently from the surrounding graphic objects in order to highlight, for example by a representation with a high contrast in terms of brightness and / or color or by being represented using a signal color such as yellow or red.

[0072] In a further design, the road surface properties are also detected and the criticality is determined also on the basis of the detected road surface properties. Thus, the criticality can be determined more reliably not only in dependence on the geometric properties of the road but also in dependence on further relevant properties of the road surface.

[0073] The road surface properties relate in particular to parameters which are important for the force transmission between the vehicle and the road surface. For example, moisture, snow, ice, oil or other dirt on the road can lead to a poorer frictional engagement between the tires and the road surface and the bend must be passed at a lower speed. Furthermore, the type of the road surface can represent information relevant thereto.

[0074] The road surface properties are detected in a manner known per se. For example, sensors of the own vehicle can be used, for example a camera, a rain sensor or a sensor system for measuring the frictional engagement between the tires and the road surface or the wheel slip occurring on the surface. Alternatively or additionally, a user input or data of an external device can be detected, for example weather data for the location or the bend location of the own vehicle. For this purpose, the data can be received in particular by Car2Infrastructure communication, Car2X communication or Car2Car communication, wherein the traffic infrastructure, an external unit and / or other vehicles detect data on the road surface properties and provide these data to the own vehicle.

[0075] In a further design of the method, the graphic lane object also has a graphic representation parameter which is generated depending on road surface properties or weather data. It is thus advantageously possible to indicate to the driver in a simply understandable manner situations which can influence the passage of the curve and which require certain measures to be taken.

[0076] The weather data can be acquired in various ways, for example by means of sensors in the vehicle, such as a rain sensor or a camera, or by receiving data from an external unit, for example an external server. In particular, the current position of the vehicle or the curve position can be detected and used to provide weather data.

[0077] The graphic representation parameter can relate to a texture or a background picture in the area of the lane object. Alternatively or additionally, the edge area of the lane object, for example the shown road marking, can be shown in a certain way, for example in a certain color. For example, it can be detected that the road is wet or that it is currently raining or that it has recently rained. A graphic representation of the graphic lane object can then be generated which represents a wet road. A graphic representation of a snow-covered or icy road can likewise be generated. The graphic representation can also have a certain color or pattern, for example hatching. Certain optical features, for example a reflection of the object on the surface of the lane object in the display, can also be shown by means of the virtual object in the display.

[0078] In a design, at least one natural object in the environment of the vehicle is identified on the basis of detected environmental data, and a position of the natural object relative to the vehicle is determined. Here, the driver information display content comprises at least one graphic object which is assigned to the identified natural object, and a position of the graphic object is generated depending on the determined position. This advantageously allows a particularly comprehensive graphic representation of the environment with information which is important for the driver in relation to the driving situation.

[0079] The identified natural object is in particular a further traffic participant in the environment of the vehicle. In this case, the graphic object can be designed as a traffic participant object which represents the further traffic participant. In particular, a traffic participant class is assigned to the further traffic participant and the traffic participant object is generated depending on the assigned vehicle class.

[0080] For example, the traffic participant object can be designed differently depending on whether the further traffic participant is a car, a truck or a bus. In a further design, a further external typical feature of the traffic participant object is generated depending on the traffic participant class, for example a color, a type or a model of the further traffic participant or a further typical feature of the appearance.

[0081] The driver information system in the motor vehicle according to the application comprises a detection unit and a control unit, the detection unit being provided for detecting environmental data in the environment of the motor vehicle, the control unit being provided for generating and outputting a driver information display content, wherein the driver information display content comprises a graphical representation of the environment of the motor vehicle. Here, the detection unit is also provided for detecting an operating state of a driver assistance system of the motor vehicle, wherein the control unit is also provided for determining an automation level on the basis of the detected operating state of the driver assistance system and for producing the representation of the environment in accordance with the determined automation level.

[0082] The driver information system according to the application is designed in particular to carry out the method according to the application described above. The driver information system therefore has the same advantages as the method according to the application.

[0083] In one design variant of the driver information system according to the application, the display unit comprises a head-up display for outputting the driver information display content. In this way, the display can advantageously be understood particularly easily by the driver. The display can also be particularly well placed in relation to the natural environment of the motor vehicle.

[0084] In particular, a head-up display or display device known per se from the field of so-called "augmented reality" can be used. For example, glasses are known which project a graphical representation into the eyes of the user in such a way that the graphical representation appears to overlap the natural perception of the eyes. In this way, additional information can be output in a particularly easily understandable manner.

[0085] The application is now explained by means of embodiments with reference to the drawings.

[0086] Figure 1 A vehicle with an embodiment of a driver information system according to the application is shown;

[0087] Figure 2 A traffic situation with a vehicle on a road is shown;

[0088] Figure 3 An embodiment of a driver information display content generated by means of the method when driving around a bend is shown;

[0089] Figures 4A-4C A further embodiment of a driver information display content generated by means of the method taking into account weather data is shown;

[0090] Figures 5A-5D A further embodiment of a driver information display content generated by means of the method taking into account different types of road markings is shown;

[0091] Figures 6A-6CFurther embodiments of the driver information display content generated by means of the method are shown for a planned lane change;

[0092] Figures 7A-7C Further embodiments of the driver information display content generated by means of the method are shown taking into account oncoming traffic faced in certain situations;

[0093] Figures 8A-8C Different illustrations of the own object in the driver information display content are shown, which can be generated in the method and outputted;

[0094] Figure 9 Embodiments of the driver information display content with a trailer-object generated by means of the method are shown;

[0095] Figure 10A and Figure 10B Embodiments of the driver information display content for different automation levels are shown;

[0096] Figures 11A-11C Embodiments of the driver information display content with unclassified and classified other traffic participants are shown;

[0097] Figure 12A and Figure 12B Embodiments of the driver information display content during following driving of the own vehicle are shown; and

[0098] Figures 13A-13D Embodiments of the driver information display content when setting the regulation distance are shown.

[0099] Reference is made to Figure 1 A vehicle with an embodiment of the driver information system according to the invention is set forth.

[0100] The own vehicle 1 comprises a detection unit 2 coupled with a control unit 3. The own vehicle also comprises a display unit 4 and a driver assistance system 6, which are likewise coupled with the control unit 3. In this embodiment, the control unit 3 comprises an evaluation unit 5 and is coupled in a data-technological manner wirelessly with an external unit 10, in this embodiment an external server 10. The own vehicle 1 also comprises lighting devices 7 and traction devices 8, which are likewise coupled with the control unit 3.

[0101] In this embodiment, the detection unit 2 is designed in a manner known per se and comprises a video camera, which detects image data in a detection area, which extends at an angle from the own vehicle 1 in the driving direction forwards. The detection unit also comprises front, side and rear radar sensors, which detect data in further detection areas around the own vehicle 1.

[0102] The display unit 4 is also designed in a manner known per se and in this embodiment is integrated as a display in the combination instrument of the motor vehicle 1. In further embodiments, the display unit 4 comprises a head-up display which is arranged to display the display thus projected into the field of vision of the driver of the motor vehicle 1 such that the display overlaps the natural perception of the driver. In further embodiments, further devices for outputting the display are also provided, as is known, for example, from the field of augmented reality. Alternatively or additionally, the display unit 4 can comprise a central display in the centre console region of the motor vehicle 1 or a further display in the motor vehicle 1. Furthermore, the display unit 4 can comprise a plurality of displays.

[0103] The driver assistance system 6 comprises a plurality of driver assistance modules by means of which the driver of the motor vehicle 1 is supported in different ways in the control of the motor vehicle 1. These driver assistance modules are not specified in detail in this embodiment. For example, systems for supporting longitudinal control, in particular assistants for maintaining a predetermined distance to a vehicle travelling ahead and for maintaining a predetermined speed, systems for supporting lateral control, in particular assistants for maintaining a lane travelled, for example by means of road markings or by following a vehicle travelling ahead. Outputs can be generated by the driver assistance system 6 and output, for example, by the display unit 4, in order to display, in particular, a warning prompt or a recommended driving manoeuvre to the driver. Furthermore, different driver assistance modules can actively intervene in the control devices of the motor vehicle 1.

[0104] The lighting device 7 comprises different devices for lighting which is detectable from outside the motor vehicle 1. In this embodiment, headlamps for producing daytime running light, low beam, high beam and parking light are included. Also included are direction indicators as well as width indicator and further signal lights. Also included are tail lights, brake lights, reflectors, rear fog lights and reversing lights which are arranged, in particular, at the rear of the motor vehicle 1 such that they are visible to a traffic flow coming from behind.

[0105] The towing device 8 is designed in a manner known per se and comprises elements which are suitable for coupling with a device being towed. The device being towed can be, in particular, a trailer. For this purpose, electrical connection terminals are also provided by means of which, for example, the lighting system of the trailer can be operated. In this embodiment, the towing device also comprises sensors which detect the mass of the load and, if necessary, the tension of the trailer in order to determine, for example, the presence of a trailer and, if necessary, the type of trailer.

[0106] Reference is made to Figure 2 An embodiment of the method is set out. Here, the embodiment of the motor vehicle having a driver information system according to the invention set out above with reference to Figure 1 The motor vehicle having an embodiment of the driver information system according to the invention set out by the description of the method is further explained.

[0107] In this embodiment, it corresponds to Figure 1 The vehicle 21 of the vehicle 1 shown is traveling along the direction of travel indicated by arrow 22 on a highway 20 with two lanes 20a and 20b. Traffic signs 25 are arranged in the area of ​​the highway 20. A vehicle 23 traveling ahead is in the same lane 20b as vehicle 21, while an oncoming vehicle 24 is in the adjacent lane 20a. The highway 20 has a curved road layout, wherein... Figure 2 In the embodiment shown, the vehicle 1 moves to the right curve, followed by the left curve.

[0108] The vehicle 21 detects the direction of the road ahead of it along the direction of travel using the detection unit 2. In this embodiment, image data is detected by a camera included in the detection unit 2, and the image data is evaluated in a separate step to determine the road direction. For this purpose, in particular, the geometry of the road 20 or the lane 20b currently being traveled by the vehicle 1 is determined. In another embodiment, alternatively or additionally, other sensors of the vehicle 1 are provided for detection.

[0109] The road markings separating the two lanes 20a and 20b are also obtained using data detected by detection unit 2. Furthermore, the detection... Figure 2 Additional road markings at the edge of lane 20 are not shown. Demarcation mark categories are determined for road markings; in the current case, "dashed lines" and "solid lines" are used for different areas of the centerline between lanes 20a and 20b, and "solid lines" are used for edge markings of road 20. In other embodiments, road markings of categories such as "double solid lines," "parallel dashed and solid lines," or similar shapes may also be determined. Curb stones or transitions from road 20 to the shoulder arranged beside it can also be detected as boundary marks and classified accordingly.

[0110] Furthermore, in this embodiment, the current position of the vehicle 1 is detected and map data, including information about the road direction, is provided based on that position. The map data and the detected sensor data are combined to determine the actual road direction ahead of the vehicle 1 along the direction of travel.

[0111] The vehicle 21 also detects weather data via the detection unit 2. For this purpose, a rain sensor and a camera are used in this embodiment. In another embodiment, alternatively or additionally, relevant weather data is retrieved from the external unit 10 based on the determined location of the vehicle 21. Weather data regarding the location of the vehicle 21 can also be obtained from infrastructure or, for example, via a radio transmitter.

[0112] The acquired weather data include the current point in time and recent information about rain or snow. From this it is inferred whether the road section in front of the vehicle 21 is wet or has a slippery layer of snow. The weather data also relate to the risk of an icy road surface. For this, inter alia, the current temperature of the air or the road surface is taken into account; if the temperature is below the freezing point or another threshold value, the road is considered to be icy. Other types of precipitation, such as hail or sleet, are also taken into account.

[0113] Furthermore, the detection unit detects motion data of the vehicle 21, in particular the current speed and acceleration of the vehicle. In further embodiments, the speed and acceleration of the vehicle at a later point in time, in particular at a predicted point in time at which the vehicle 21 enters the bend, are also predicted. In further embodiments, further data about the vehicle 21, in particular about the characteristics of the tires of the vehicle and the settings of the chassis, are also detected, which influence the behavior of the vehicle when driving in a bend.

[0114] The evaluation unit 5 determines the radius of curvature of the bend in front of the vehicle 21 on the basis of the detected road course. In further embodiments, the radius of curvature of further bends can also be determined, in order to be able to implement a more forward-looking driving style, in particular. Using the information about the speed of the vehicle 21 and the radius of curvature of the bend in front of the vehicle 21, a value for the criticality is then determined.

[0115] In order to determine the criticality, in particular by means of the driver assistance system 6, the steering torque necessary for the vehicle 21 to drive through the bend at the current speed or at the predicted speed is determined. The determined steering torque is compared with a threshold value, which is defined in the driver assistance system 6 as the maximum steering torque for automatically supporting the holding of the lane 20b. If this threshold value is exceeded, the driver assistance system 6 cannot intervene in an automatically supporting manner with a sufficiently large steering torque in order to enable the vehicle 21 to safely drive through the bend. That is, the driver of the vehicle 21 must intervene in the control of the vehicle 21 by applying an additional steering torque and / or reduce the speed by decelerating the vehicle 21.

[0116] In further embodiments, alternatively or additionally, it is determined whether the vehicle 1 can physically safely drive through the bend at the detected or predicted speed. If it is determined that this is not possible or involves a risk, this is defined as a higher criticality. Here, inter alia, the physically possible force transmission between the tires of the vehicle 1 and the road surface is taken into account. In the case of a higher criticality, for example, the vehicle 1 needs to be braked or a larger bend radius is selected.

[0117] In this embodiment, different driver assistance modules of the driver assistance system 6 can be activated, wherein also different degrees of automation are implemented. For example, the driver can select a low automation level, under which the longitudinal control and lateral control of the host vehicle 1 are essentially carried out manually. The driver can add modules that output warnings or suggestions for control; this corresponds to a low automation level. He can also activate modules that assume individual longitudinal and lateral control tasks; this corresponds to a higher automation level. Furthermore, the driver can activate driver assistance modules that automatically support the longitudinal control and lateral control; this corresponds to a higher automation level. The threshold value for the steering torque that a driver assistance module can exert for the lateral control can depend on the specific module or the driver assistance system 6.

[0118] During the journey, the control unit 3 generates a driver information display content that is output by the display unit 4. An example of such a display is shown in Figure 3 exemplarily.

[0119] The driver information display content comprises a host object 31, which is designed as a perspective view of the host vehicle 21 viewed from behind from a slightly elevated virtual position, so that also the area in front of the host vehicle 21 is shown. The display also comprises a lane object 30, which is arranged to display the host object 31 thereon. The lane object 30 represents the current lane 20b on the road 20, which is actually traveled by the host vehicle 21.

[0120] In a further embodiment, further graphical objects are displayed for further and especially adjacent lanes, which are designed for example similarly to the shown lane object 30.

[0121] In this embodiment, the lane object 30 is delimited by a left dashed line 30a and a right continuous road marking 30b. The shown marking type corresponds to the actually existing marking on the lane 20a according to the previously determined delimitation marking category. In a further embodiment, the road markings can be generated on the basis of other criteria in order to for example symbolize whether the direction along the road marking is allowed and can be changed.

[0122] The lane object 30 represents the detected course of the natural lane 20b in which the host vehicle 21 is currently located. The curve located in front of the host vehicle 21 is represented by a curve area 32 of the lane object 30. This curve area is generated in its geometry such that it reproduces the actual radius of curvature of the curve in the perspective view.

[0123] The lane object 30 generates a curve region 32 in dependence on the determined criticality for the curve. In this embodiment, the road markings 32a, 32b which delimit the lateral boundaries of the illustrated lane in the curve region 32 are designed to indicate to the driver the necessary manual intervention. Here, this indication is made here by a graphic in a certain color, for example red, if the value of the determined criticality exceeds a threshold value. In this embodiment, the road markings 32a, 32b in the curve region 32 are no longer generated in such a way as to reproduce the actual markings on the lane 20b, but are illustrated continuously in order to indicate to the driver his significance in the curve.

[0124] In a further embodiment, the lane object 30 has a distinctive feature, for example the color of the surface of the illustrated lane 32, which is different from the color of the road markings 32a, 32b in the curve region 32, so that this is highlighted over a large area. In a further embodiment, other graphics, for example with other colors, can be generated depending on the value of the criticality, which are determined on the basis of the criticality value and a scale. Furthermore, dynamic graphics, for example graphics with a flashing object, can be generated.

[0125] In this embodiment, the driver information display content also includes graphics of traffic signs 33a, 33b which indicate the speed limit and the prohibition of overtaking in the curve region. These traffic signs 33a, 33b can also be displayed in the area of the lane object 30 such that they appear on the surface of the lane object, or can be displayed at the edge of the lane object 30 like the actual traffic signs 25. In this embodiment, the traffic signs 33a, 33b correspond to the traffic signs 25 which are actually arranged at the edge of the road 20, but in a further embodiment, for example when a certain maximum speed for safe passage through the curve has been determined or when the region of the curve is considered to be unsafe for overtaking, the traffic signs can also be generated on the basis of the driving recommendations of the driver assistance system 6.

[0126] In a further embodiment, an acoustically and / or haptically detectable warning message can also be output in dependence on the criticality. Furthermore, further visual warning messages can also be displayed, for example by warning symbols.

[0127] In a further embodiment, the driver assistance system 6 is designed to determine whether the speed for a safe passage through the curve is reached on entry into the curve. If the driver does not activate the appropriate measures despite the curve section 32 of the driver information display content being highlighted, a safety measure can be automatically initiated in order to bring the own vehicle 1, 21 into a safe state. Thus, for example, a brake can be implemented which brings the own vehicle 1, 21 to a safe speed.

[0128] It is also provided in this embodiment that in the driver information display content, a graphic illustration of the own vehicle 31 is arranged at a fixed position. This illustration thus corresponds to a view from a point fixed relative to the own vehicle 21, in particular from the position of the driver or from a position arranged above the own vehicle 21. The illustration is generated in such a way that, when driving, the movement is shown such that other objects representing the environment of the own vehicle 21 move relative to the illustrated own object 31. It is shown, for example, that the road markings 30A, 30B move relative to the own object 31 and that the arrangement of the lane object 30 also changes relative to the own object 31. For example, the lane object 30 changes when driving through a curve in such a way that the curvature of the lane object is shown variably and the lane object 30 extends completely straight again approximately at the exit of the curve region or with a changed, detected radius of curvature.

[0129] In a further embodiment, further traffic participants are detected and output as traffic participant-objects in the driver information display content. The traffic participant-objects are shown relative to the own object 31 in such a way that the natural position and speed of the corresponding traffic participant can be derived from the display. Here, the traffic participant-objects are also shown in a manner rotated according to the extension of the road, so that they are visible, for example, from the oblique side when these traffic participant-objects are driving on a region of the road that is curved relative to the orientation of the own vehicle 21.

[0130] In a further embodiment, the display unit 4 comprises a head-up display and at least the lane object 30 of the driver information display content is shown in this way. This lane object can be shown, in particular, as overlapping with the lane 20b that is actually perceived from the position of the driver. In this case, the curve region 32 is highlighted in such a way that the driver can assess the degree of danger in the region located in front of him and can recognize that a manual reduction of the speed or an additional application of a steering torque is necessary for a safe driving through the curve.

[0131] A further embodiment of the driver information display content, which is generated and output by the method taking into account weather data, is explained below with reference to Figure 4A , Figure 4B and Figure 4C . This display is similar to the display explained above with reference to Figure 3 . Only additional functions are explained. Comparable objects are denoted by the same reference signs.

[0132] In this embodiment, the driver information display also includes graphic elements 40a and 40b for adjacent lanes. These graphic elements are located beside the lane object 30, which is arranged on the lane object, and these graphic elements extend the road laterally in a perspective view. In this embodiment, only the road markings 30a and 30b for the vehicle's own lane 20b at the edge of the lane object 30 are displayed. The marking types shown here also correspond to the markings actually present on the road 20 according to the previously determined demarcation marking categories.

[0133] exist Figure 4A In the case shown, the surface of the highway has been detected as dry. Lane objects 30, 40a, and 40b are shown without structure, for example, as a uniform black or gray.

[0134] exist Figure 4B In the illustrated scenario, the surface of the road has been detected as wet. Graphical objects representing lane 30 and its adjacent lanes 30a to the left and 30b to the right are shown in this example as patterns representing raindrops. Other structures may be shown in other embodiments, and dynamic illustrations, such as structures moving within the areas of graphic objects 30, 40a, and 40b, may also be considered. In another embodiment, other objects, such as other road users and their reflections on the rain-soaked road, are also shown. Furthermore, splashes within the areas of road user-objects moving on the road may be shown.

[0135] exist Figure 4C In the scenario shown, the road was detected to be at least partially covered by snow. Similar to... Figure 4B The situation shown here is also illustrated in a structured manner for the objects used in lanes 30, 30a, and 30b, where a pattern of snow surface is shown. Other structures and dynamic illustrations may also be considered here.

[0136] In another embodiment, the graphic objects for lanes 30, 40a, and 40b are shown such that other features of their surfaces are rendered. This could be, for example, dirt, oil, or markings on a road.

[0137] Reference Figures 5A-5D This section describes additional displays that can be generated and output using this method, taking into account different types of road markings. This is also based on the above references. Figure 1 The driver information system is described, and the objects are indicated as far as possible by the reference numerals already used above.

[0138] exist Figure 5AIn the illustrated case, no road markings are identified on highway 20. Only the object 31 representing the vehicle 21 and the lane object 30, shown in uniform gray in this embodiment, are shown. In other embodiments, different illustrations are possible, but this display is implemented such that no object resembling a road marking is displayed. The driver can see from this display that the vehicle 21 is navigating without the aid of identified road markings, and therefore the driver assistance system for lateral control can only be used to a limited extent or not at all.

[0139] exist Figure 5B In the scenario shown, the lane 20b in which vehicle 21 is located has been identified as being bounded by road markings on the left and right sides. These road markings have been assigned to the demarcation mark category of "dashed road markings" or "continuous road markings." Adjacent lanes have also been identified. In addition to this object 31 and the lane object 30 representing the currently used lane 20b, the driver information display includes graphic objects for the left adjacent lane 40a and the right adjacent lane 40b, as well as road markings 30a and 30b, which are generated based on the detected demarcation mark category and reproduce the main typical features, i.e., the dashed or continuous design, based on the actual road markings.

[0140] exist Figure 5C In the case shown, it has been identified that... Figure 5B Unlike the situation shown, the lane 20b of this vehicle 21 is not bounded by lane markings on the right. Instead, a transition from the highway to the shoulder area has been detected. This is consistent with the driver information display. Figure 5B The situation shown is output differently in the following manner: the graphic object 4b for the adjacent lane on the right shows the shoulder area, which is adjacent to the lane object 30 with this object 31.

[0141] Figure 5D The situation shown is similar to Figure 5B The difference is that the current lane 20b of this vehicle 21 is bounded by a curb on the right. This is displayed in the driver information display by showing the boundary object 30b, which represents the curb, next to the right side of the lane object 30.

[0142] In other embodiments, road markings may also include guardrails, vegetation or edging, or other demarcation markings and structures according to various demarcation marking categories.

[0143] Reference Figures 6A-6C This section describes additional displays that can be generated and output using this method for planning lane changes. This is also based on the above reference. Figure 1The driver information system set forth, and the objects, are denoted by the reference signs already used above as far as possible.

[0144] Figures 6A-6C Respectively comprises a self-object 31 representing the own vehicle 21. The self-object is shown stationary and is always arranged at the same position within the driver information display content. The movement of the own vehicle 21 is shown by the shown environment moving relative to the self-object 31 as emerging from the coordinate system of the own vehicle 21. In particular, the structure of the road moves relative to the stationary self-object 31 together with the curved region and the road markings 30a, 30b in accordance with the actual self-movement of the own vehicle 21 on the road 20.

[0145] The display is generated perspectively from a position slightly above the virtual self-object 31. The display comprises respectively a lane object 30 representing the currently used lane 20b of the own vehicle 21 and adjacent lane objects 40a, 40b for the adjacent lanes 20a.

[0146] In all cases, a vehicle 23 driving ahead has also been detected, which is represented here by a traffic participant object 61 arranged in the illustration in front of the self-object 31. The illustration is generated here such that the displayed distance between the self-object 31 and the object 61 of the vehicle driving ahead represents the actual distance between the vehicles. That is, the driver can understand the actual distance and perceive changes in particular from the display.

[0147] The further traffic participant is shown by the virtual traffic participant object 61 such that the main illustration-relevant features of its real appearance are reproduced in the display. In the embodiment, for this purpose the vehicle type and the color of the further traffic participant 23 are detected. The detection takes place by means of a camera of the own vehicle 1. In further embodiments, alternatively or additionally a data-technical connection to the further traffic participant 23 is established in particular by means of car-to-car communication. The traffic participant object 61 which is attributed to the graph of the traffic participant 23 driving ahead is then generated such that the object correctly reproduces the illustration of the vehicle type and the color. In other embodiments, alternatively or additionally other features of the vehicle 23 driving ahead can be reproduced in the case of a traffic participant object 63 showing the respective graph.

[0148] Figures 6A-6C Also comprised is a horizontal line arranged on the lane object 30 in front of the self-object 31, which represents a set minimum distance of the own vehicle 21 relative to the vehicle 23 driving ahead.

[0149] In Figure 6AIn the scenario shown, it has been detected that the current lane 20b is bounded by a solid line on the right and a dashed line on the left. The detected road markings have been assigned to the corresponding boundary marker categories, and the boundary markers are reproduced through illustrations of the corresponding road markings 30a and 30b.

[0150] Furthermore, another traffic participant has been detected in the adjacent lane on the left, approximately at the same height as vehicle 21. The display includes a corresponding graphic traffic participant – object 62 – on the adjacent lane object 40a on the left, which reproduces the actual arrangement of the vehicles. In this driving situation, it has been determined that vehicle 21 cannot safely change lanes to the adjacent lane on the left. Therefore, the adjacent lane object 40a on the left is not highlighted but instead colored a uniform gray.

[0151] exist Figure 6B In the illustrated scenario, another traffic participant in the adjacent lane has also been detected, but this time it is in the right-hand adjacent lane. Therefore, the driver information display includes the traffic participant – object 63 – in the area of ​​the right-hand adjacent lane object 40b. It has been determined that a lane change to the left-hand adjacent lane can be safely performed. The left-hand adjacent lane object 40a is therefore highlighted. In these and other embodiments, different highlighting techniques may be used, such as highlighting by shadow, color, brightness, or by dynamic effects, such as flashing.

[0152] exist Figure 6C In the case shown, based on the above reference Figure 6B The described situation also indicates that the driver of vehicle 21 has activated the left hazard light. The driver is indicating their intention to change lanes to the left. This is displayed as an icon with the hazard light illuminated. Because changing lanes to the left is safe in the illustrated driving situation, arrow 65 is shown as a signal-object 65 in addition to highlighting the adjacent lane object 40a on the left. This is specifically designed to be green. In another embodiment, the color may depend on whether it is safe to change lanes; for example, if not, arrow 65 may be colored red. Furthermore, signal-object 65 may be designed differently, for example, in the style of driving lights or with other symbols.

[0153] exist Figure 6C In the scenario shown, a solid line has also been detected demarcating the leftward boundary of the adjacent lane. Furthermore, the current lane 20b of vehicle 21 is demarcated to the right by a solid line. These road markings are correspondingly... Figure 6C The text is incomplete and appears to be a mix of unrelated fragments. A direct translation isn't possible without further context or clarification.

[0154] In another embodiment, another traffic participant 23 is detected planning a driving maneuver. For this purpose, the light signal from the driving direction indicator is evaluated or information is received via vehicle-to-vehicle connectivity. In the case of traffic participant-object 61, a driving maneuver-object is displayed, which signals that the vehicle 23 ahead is planning to change lanes, for example.

[0155] Reference Figures 7A-7C This section describes additional displays that can be generated and output using this method, taking into account oncoming traffic in certain situations. This is also based on the above reference. Figure 1 The driver information system is described, and the objects are indicated as far as possible by the reference numerals already used above.

[0156] exist Figure 7A In the scenario shown, no oncoming traffic is detected in the lane of vehicle 21 or in the adjacent lane. In this case, the illustration includes lane object 30 and adjacent lane objects 40a and 40b on the left and right sides. Furthermore, this object 31 and the vehicle 23 traveling ahead are represented by traffic participant object 61.

[0157] exist Figure 7B and Figure 7C In the scenario shown, oncoming traffic is anticipated in lane 20a, located to the left of the current lane of vehicle 21 along the direction of travel. These illustrations are consistent with the above description. Figure 7A The difference in the illustration is the oncoming traffic warning object 71, which is placed on the adjacent lane object 40a. This illustration is particularly similar to the case of highway markings installed on the road surface.

[0158] In this embodiment, the oncoming traffic warning objects 71 and 72 move together with the object 31. In another embodiment, the oncoming traffic warning objects 71 and 72 may be stationary in the coordinate system of the road surface shown, so the object 31 appears to pass by the oncoming traffic warning objects 71 and 72. In this case, the oncoming traffic warning objects 71 and 72 may be repeatedly implemented, for example, appearing at periodic intervals, during periods when oncoming traffic is expected in adjacent lanes 20a.

[0159] In another embodiment, alternatively or additionally, if oncoming traffic is anticipated in the lane, the oncoming traffic participant-object is displayed in the area of ​​the lane object. The oncoming traffic participant-object can be designed to represent an actual oncoming traffic participant. Furthermore, the oncoming traffic participant-object can be displayed even if no other traffic participants are detected, in order to warn the driver of potential oncoming traffic. The illustration of the oncoming traffic participant-object can be distinguished as either representing an actual detected traffic participant or simply as a warning.

[0160] Reference Figures 8A-8C This section describes the different representations of this object within the driver information diagram, which can be generated and output in this method. This is also based on the reference above. Figure 1 The driver information system is described, and the objects are indicated as far as possible by the reference numerals already used above.

[0161] In this embodiment, the state of the lighting system 7 of the vehicle 1 is detected, and the illustration of the object 31 in the driver information display content is generated in a manner that reproduces the state of the various components of the lighting device 7. For example, the taillights and headlights can be displayed as lit or not lit based on the detected state.

[0162] This object 31 includes illustrations of the vehicle 1 viewed from a rearward perspective along the direction of travel, thus making the rear of the vehicle visible. Only partial views are shown in these illustrations, particularly illustrating the basic elements of the vehicle's lighting system 7 visible from this perspective.

[0163] exist Figure 8A In the illustrated case, the driving direction indicator 80 is highlighted on both sides, particularly by increased brightness and yellow hue. This is, for example, when the warning flasher is activated. In this embodiment, the illustration is dynamically generated such that the driving direction indicator 80 is periodically and repeatedly turned on and off, much like the lighting equipment 7 of this vehicle 1 is actually implemented.

[0164] In another embodiment, activation of a separate driving direction indicator 80 is shown, for example, in the case of a flashing light.

[0165] exist Figure 8B In the case shown, the brake light 81 is highlighted, especially by increased brightness and red color. Similarly, in Figure 8C In the case shown, the taillight 82 is highlighted here by increased brightness and white color.

[0166] Similarly, in further embodiments other lamps can be shown, for example rear fog lamps or marker lamps. Also various combinations of lamps can be highlighted. In further embodiments also the actual lighting is detected, wherein for example also malfunctions are detected. The illustration can then be adapted to the actually detected lighting.

[0167] In further embodiments the operating state of a front light of the own vehicle is detected, for example low beam, high beam, parking light, fog light, daytime running light or distance light. Herein especially the brightness, color, lighting distance and / or intensity distribution is detected. The object is generated by means of the detected operating state analogously to the above described illustration.

[0168] Furthermore, the illustration can comprise further graphical objects in the environment of the own object 31 and these graphical objects are generated especially in dependence on the detected operating state of the lighting device. For example a lane object 30 is shown with a certain texture and / or brightness distribution, wherein the light distribution generated by the lighting device 7 is shown on the road 20, especially in the area in front of the own vehicle 21. Other traffic participants can also be shown in dependence on whether and how they are illuminated by the lighting device 7. The illustration is generated in such a way that from the illustration the lighting distance and the width of the light distribution can be understood, wherein the lighting distance and / or intensity especially depends on the angle relative to the driving direction of the own vehicle 21.

[0169] Herein the actual lighting of the natural objects can be detected by sensors of the detection unit 2 and / or the lighting of the objects by the lighting device 7 can be determined with a physical model. Especially the influence of the lighting system on the appearance of the environment is reproduced as realistically as possible.

[0170] Reference is made to Figure 9 Embodiments of the driver information display content with trailer object generated by means of the method are set forth. Herein also the driver information system set forth above with reference to Figure 1 is based on and the objects are denoted with the above already used reference numerals as far as possible.

[0171] In this embodiment the operating state of the towing device 8 of the own vehicle 1 is detected. If a device is detected which is hooked on the towing device, the own object 31 is generated in combination with a graphical trailer object 90.

[0172] The display is here conducted in such a way that the own object 31 with the graphical trailer illustration is shown from behind in perspective, so that the road section of the road object 30 which is located in front of the own object 31 in the illustration is visible.

[0173] The trailer illustration can differ depending on the type of the trailer object, for example by its size, shape and color. Especially a simplified schematic representation of a real trailer object is reproduced by the graphical trailer illustration.

[0174] In this embodiment, the driver information display also includes a traffic participant object 61 representing the vehicle 23 traveling ahead, a lane object 30 representing the current lane 20b of the vehicle 1, and adjacent lane objects 40a and 40b for adjacent lanes 20a. Furthermore, road markings are reproduced through boundary marker objects 30a and 30b.

[0175] Reference Figure 10A and Figure 10B Examples of driver information display content for different levels of automation are described below. This is based on the examples described above.

[0176] In addition to the environmental illustrations, the driver information display includes other known information elements. These elements include, for example, elements for displaying the current speed, current gear, and music track being played. It also displays driving instructions from the navigation system.

[0177] exist Figure 10A In this case, the driver assistance system 6 has been detected operating at a lower level of automation. Therefore, a reduced environment diagram is output. In this embodiment, longitudinal control of the vehicle 1 is activated, in which the driving speed is controlled such that a minimum distance is maintained relative to traffic participants traveling ahead and overtaking on the right is avoided. In another embodiment, the driver assistance module is activated such that lateral control of the vehicle 1, rather than longitudinal control, is supported. Here, the reduced environment diagram is output at an automation level where either longitudinal or lateral control is supported.

[0178] Figure 10A The driver information display includes an environmental illustration with an object 101a for the vehicle 1, a traffic participant object 102 for vehicles traveling ahead, and an additional traffic participant object 103 for other vehicles in the adjacent lane 20a on the left. The current lane 20b in which the vehicle 1 is located is bounded on the left and right by road markings 106a and 106b. A distance object 105 is shown at a certain distance ahead of the object 101a, representing a set safe distance relative to traffic participants traveling ahead.

[0179] This object 101a is shown here in a manner that prevents it from being fully seen. The perspective view shown is based on a virtual point above and behind this vehicle 1, thus showing a portion of this vehicle 1 and a portion of the current highway. Lanes are shown only, but not in their full width.

[0180] In this driver information display content, the traffic participant-object 102 for the vehicle driving ahead is displayed as an adjustment object for speed and distance adjustment. Furthermore, a further traffic participant-object 103 for a vehicle on the left adjacent lane is displayed as an adjustment object for preventing overtaking on the right. Other traffic participants are not displayed here unless they have a direct significance for the automated adjustment of driving.

[0181] The road section shown ahead of the ego object 101a is output with a straight course.

[0182] In Figure 10B the case shown, the driver information display content differs from the above Figure 10A described case in the illustration of the environment. The driver assistance system 6 has been detected to operate with a higher automation level, in which both longitudinal control and lateral control of the host vehicle 1 are actively and automatically intervened. An extended illustration is therefore displayed.

[0183] The environmental illustration comprises a larger area of the environment, in particular showing the left and right adjacent lanes in full width. Furthermore, a further traffic participant-object 104 is shown, which represents a further traffic participant, but this traffic participant-object is not used as an adjustment object for the driver information system 6. That is, this driver information display content also comprises traffic participants that are not directly used for the automated support of driving by the driver assistance system 6. The road markings 107a, 107b shown in this driver information display content are here shown in dashed or continuous lines.

[0184] The road course shown ahead of the ego object 101b represents a curved road, in which the curvature corresponds to the actual road course, which is determined by sensors of the host vehicle 1 and based on map data. In this extended illustration, the output is dynamic, i.e. the movement of the road relative to the stationary shown ego object 101b is shown, in which the curvature can also change according to the actual situation.

[0185] In one embodiment, after a user input for switching between different automation levels has been detected, an animated transition between the reduced view in Figure 10A and the extended view in Figure 10B is shown. In this case, a switch from a lower automation level to a higher automation level is made. In particular, the switch between these automation levels is made by manipulating a key on the steering wheel or the brake pedal.

[0186] In the animated transition, the viewing angle of the illustration moves in such a way that the ego object 101a appears to move forward, so that a larger part of the illustration of the host vehicle 1 becomes visible. When the Figure 10BIn the extended illustration, object 101b is fully shown in the rear-view perspective. As the viewpoint moves, other objects in the environment are shown; that is, the radius or maximum distance of the other objects shown, as well as the number of other objects, increase.

[0187] Reference Figures 11A-11D An embodiment is described, which displays driver information for both unclassified and classified traffic participants. This is further based on the aforementioned additional embodiment.

[0188] exist Figure 11A and Figure 11B In this case, the extended environmental illustration includes a rear-side view of object 111 representing vehicle 1, traffic participants 112 for vehicles traveling ahead, and additional traffic participants 114 for another vehicle located to the right of front of vehicle 1. Other traffic participants have been detected and assigned to specific traffic participant categories, which in this example have been identified as sedans. These traffic participants are shown such that the driver can see from the driver information display that they are sedans.

[0189] In another embodiment, additional characteristic features of other traffic participants are detected, such as their color, vehicle type, or the state of their lighting systems. Traffic participants—objects 112, 114—are shown based on the detected characteristic features, thus these traffic participants are shown in more detail and more realistically.

[0190] The illustration also includes general traffic participants—objects 113a and 113b—representing additional traffic participants to the left of vehicle 1. These additional traffic participants have not yet been precisely identified and can only be assigned to the general traffic participant category. This embodiment relates to overtaking traffic participants whose position relative to vehicle 1 has been detected only by radar sensors in the rear and side regions of vehicle 1; however, data from vehicle 1's cameras, which would allow for more precise classification and assignment to specific traffic participant categories, is not yet available.

[0191] exist Figure 11A In the case shown, a typical traffic participant—object 113a—is represented as a cuboid or similar three-dimensional shape with rounded edges. Figure 11B In the case shown, the general traffic participant - object 113b - is shown as a shaded surface. The general traffic participants - objects 113a and 113b are shown in this way so that the position of the corresponding traffic participant relative to the vehicle 1 can be understood.

[0192] In another embodiment, the generic traffic participant-object 113a, 113b has a longitudinal dimension in the driving direction. Since the length of the other traffic participant approaching the vehicle 1 from behind is not usually detected by the sensors of the vehicle 1, the generic traffic participant-object 113a, 113b is shown in a manner that its longitudinal dimension increases during its passing by the vehicle 1. That is, in the illustration, the length of the generic traffic participant-object 113a, 113b increases during the overtaking until the end of the other traffic participant is detected.

[0193] When the overtaking traffic participant corresponding to the generic traffic participant-object 113a, 113b in Figure 11A and Figure 11B has passed by the vehicle 1 to such an extent that it reaches the detection area of the camera detecting the front area in front of the vehicle 1, it is assigned to the special traffic participant category. That is, the overtaking traffic participant is recognized, for example, as being a certain type of car having a certain color.

[0194] In the case shown in Figure 11C such a classification has been made for a further traffic participant on the left adjacent lane, and a special traffic participant-object 113c is shown in its position, which has typical characteristics of the actual appearance of the further traffic participant. Here, a view of the further traffic participant according to the corresponding traffic participant category is shown.

[0195] During the transition from one of the illustrations of Figure 11A or Figure 11B to the illustration of Figure 11C the change from the generic traffic participant-object 113a, 113b to the special traffic participant-object 113c is shown graphically in a known manner, for example, by a fade-in, cross-fade, morphing, block-by-block or complete replacement of the illustrated elements or by the special traffic participant-object 113c starting with a "growth" of the generic traffic participant-object 113a, 113b.

[0196] Reference is made to Figure 11D The method of generating the above-mentioned display is explained in more detail depending on the specific traffic situation.

[0197] The vehicle 116 moves along the lane in the driving direction 115, which is shown by the arrow 115. Furthermore, a further traffic participant 117 moves on the adjacent lane also in the driving direction 115 and approaches the vehicle 116 from behind.

[0198] The own vehicle 115 comprises a plurality of sensors, which each have a detection area 118, 119, namely a rear detection area 118, which extends in the area behind the rear of the own vehicle 115, and a front detection area 119, which extends in the area in front of the front of the own vehicle 115.

[0199] In the driving situation shown, the further traffic participant 117 drives past the own vehicle 116, that is to say, it moves at a higher speed and in the process drives out of the rear detection area 118 and into the front detection area 119. Figure 11D

[0200] In this embodiment, data is detected in the rear detection area 118 by means of a radar sensor. The radar sensor is able to detect the further traffic participant 117 and to detect its position and distance relative to the own vehicle 116 and its relative speed. Furthermore, in this embodiment, image data is detected in the front detection area 119 by means of a camera. The camera is also able to detect the further traffic participant 117 and to detect its position and its distance relative to the own vehicle 116; it is also possible to determine its relative speed.

[0201] It is also possible to determine the vehicle type by means of the image data detected in the front detection area 119. In particular, after the further traffic participant 117 has been detected in the front detection area 119, the color of the vehicle, the vehicle class and the manufacturer and model are determined.

[0202] In this embodiment, a general traffic participant class is determined when the further traffic participant 117 is detected in the rear detection area 118. In this example, the general traffic participant class comprises all vehicles. After the further traffic participant 117 has entered the front detection area 119, a special traffic participant class is determined, which for example comprises all saloons or all compact vehicles of a certain brand.

[0203] In this embodiment, the graphic shown in Figure 11A and Figure 11B is generated when the further traffic participant 117 has only been detected by the radar sensor with the rear detection area 118. When the further traffic participant 117 reaches the front detection area 119 of the camera, an animated transition to the graphic shown in Figure 11C is output. In this case, a "morphing" process known per se is used in order to show the animated change from the general traffic participant-objects 113a, 113b to the special traffic participant-objects 113c.

[0204] Reference is made to Figure 12A and Figure 12B ​Embodiments of the driver information display content during follow-up driving of the host vehicle are set forth. Here again based on the above further embodiments.

[0205] When a further traffic participant 23 driving ahead is detected on the road section located ahead of the host vehicle 1 in the driving direction, the displays shown are generated. In these displays, the lane being driven on is shown as a lane object 30. These displays also include a host object 121 representing the host vehicle 1 and a traffic participant object 120 representing the vehicle 23 driving ahead. The distance shown between the host object 121 and the traffic participant object 120 is here generated in accordance with the actual distance detected between the host vehicle 1 and the vehicle 23 driving ahead, i.e. a quantitative value for the distance is available from these displays. The arrangement of the graphical representations of the geographical objects 120, 121 relative to each other and relative to the lane corresponds to the natural situation.

[0206] A driver assistance module of the driver assistance system 6 which intervenes in the lateral control of the host vehicle 1 in a partially automated manner is activated. In particular, the steering is here intervened in by applying a steering torque in order to keep the host vehicle 1 on the lane.

[0207] In this embodiment, no road marking is detected at the edge of the lane being driven on. Since no orientation by means of road markings is possible, a follow-up driving is implemented in which a target trajectory of the host vehicle 1 is controlled, in particular with respect to the lateral position of the host vehicle 1 on the lane being driven on. Here, the lateral position relates to the position in a direction transverse to the driving direction. I.e. the target trajectory of the host vehicle 1 is generated such that it follows the detected trajectory of the vehicle 23 driving ahead.

[0208] The target trajectory of the host vehicle 1 is output by means of a trajectory object 122a, 122b which, in this embodiment, extends from the host object 121 to the traffic participant object 120. In Figure 12A The trajectory object 122a is shown as a wide line with a protruding edge in the case shown. While in Figure 12B The trajectory object 122b is shown as a narrower line in the case shown. Further forms of representation are also conceivable.

[0209] In a further embodiment, an intention to change lane using the host vehicle 1 is recognized. For example, a driver manipulation of a flasher or an automatic lane change to be initiated is detected. In this case, the driver assistance module can check on the basis of the environmental data whether the lane change can be implemented safely. Here, in particular the positions of other traffic participants are analyzed and the lane change is recognized as implementable safely if no collision risk exists. In this case, the target trajectory is generated such that it guides the host vehicle onto the adjacent lane. The trajectory objects 122a, 122b can be similar to Figure 12A and Figure 12BThe situation shown leads from the virtual front of the ego object 121 to the adjacent lane.

[0210] With reference to Figures 13A-13D Embodiments of the driver information display content when setting an adjustment distance are set out. Here again based on the above further embodiments.

[0211] In Figure 13A and Figure 13B The situation shown is a lane object 30 representing a highway on which the host vehicle 1 is moving. This lane object is delimited in the display by a right-hand highway marking 30b and a left-hand highway marking 30a located at the edge of the current lane of the host vehicle 1. The display also includes an ego object 131 representing the host vehicle 1. Further additional traffic participants 132, 133, 134 are shown, in particular a vehicle 132 driving ahead and additional traffic participants 133, 134 on an adjacent lane.

[0212] At a certain distance ahead of the ego object 131 in the direction of travel, a distance-object 135 designed as a line transverse to the direction of travel is shown, which distance-object substantially covers the width of the current lane of the ego object 131. The safety distance between the host vehicle 1 and the additional traffic participant driving ahead is displayed on the basis of the distance between the ego object 131 and the distance-object 135, the driver assistance system 6 of the host vehicle 1 at least partially automatically intervening in the vehicle control in order to maintain this safety distance.

[0213] The different in the illustrated driving situation in which Figure 13A and Figure 13B lies in the fact that in the case of Figure 13A the host vehicle 1 is moving at a slower speed than in the case of Figure 13B . That is to say, the safety distance to be maintained with respect to the additional traffic participant driving ahead is greater in the case of Figure 13B than in the case of Figure 13A . Accordingly, the traffic participant-object 132 for the additional traffic participant driving ahead is shown at a greater distance with respect to the ego object 131, and also the distance-object 135 is shown at a greater distance with respect to the ego object 131.

[0214] In this embodiment, the safety distance to be maintained by the driver assistance system 6 is set by means of a parameter corresponding to a certain time interval. The length of this safety distance is determined in dependence on this time interval and the current speed of the host vehicle 1. For this purpose, inter alia, the formula s = v * t is used, in which s denotes the length of the safety distance, v denotes the current speed of the host vehicle 1 and t denotes the time interval predetermined by the parameter.

[0215] In Figure 13C and Figure 13DIn the case of a detected manipulation of a setting element in the vehicle 1. The setting element is included in or coupled to the detection unit 2, in this embodiment a pushbutton switch, alternatively or additionally other input means, for example a thumbwheel or a slide control, can also be provided. By the manipulation the parameter of the driver assistance system 6 is changed.

[0216] The change causes the position of the distance-object 135 relative to the ego-object 131 to change. Since in this embodiment a stepwise setting of the parameter is provided, upon manipulation the distance-object 135 jumps one step forward or backward, i.e. in this illustration the distance relative to the ego-object 131 becomes larger or smaller.

[0217] Figure 13C and Figure 13D The illustration in the display 5 also includes a distance setting-object 136 by means of which the driver can obtain the potentially settable values of the parameter. In this embodiment, lines or essentially rectangular faces, which protrude in color relative to the distance-object 135, are shown on the lane object, which lines or faces constitute the distance-scale object 136. The distance-object 135 serves as a distance-indicator object 135, which displays the actual set value of the parameter by means of the distance-scale object 136. The driver can thus recognize whether the set value of the parameter corresponds, for example, to the smallest or largest settable value or recognize where the set value lies between the minimum and maximum values.

[0218] Figure 13C and Figure 13D The illustration of the distance setting-object 136 is again different depending on the speed of the vehicle 1, which is greater in the case of Figure 13D than in the case of Figure 13C As already explained above with reference to Figure 13A and Figure 13B , the safety distance at different parameter values corresponds to different lengths depending on the speed. The effect of this proportionality on the illustration of the distance setting-object 135 is similar to the effect on the arrangement of the distance-object 135. In this embodiment, the illustration of the distance setting-object 136 is stretched in the driving direction at higher speeds.

[0219] In further embodiments, the value of the parameter can be set steplessly or in a larger number of steps. The distance setting-object 136 can be generated in other ways, for example by a graphical illustration feature having a color scale or other scale, which changes along the longitudinal dimension in the driving direction.

[0220] The above-described embodiments elucidate the essential or optional features of the method according to the invention in accordance with the claims. In particular in order to realize the invention in a comprehensive method or system, the features elucidated in the individual embodiments can be combined arbitrarily.

[0221] List of reference signs

[0222] 1 own vehicle

[0223] 2 detection unit; sensor

[0224] 3 control unit

[0225] 4 display unit

[0226] 5 evaluation unit

[0227] 6 driver assistance system

[0228] 7 lighting device

[0229] 8 traction device

[0230] 10 external unit; external server

[0231] 20 road

[0232] 20a lane

[0233] 20b lane

[0234] 20c road marking

[0235] 21 own vehicle

[0236] 22 arrow

[0237] 23 oncoming vehicle

[0238] 24 oncoming vehicle

[0239] 25 traffic sign

[0240] 30 lane object

[0241] 30a, 30b road marking (illustration)

[0242] 31 own vehicle (illustration)

[0243] 32 curve region (illustration)

[0244] 32a, 32b road marking in curve region (illustration)

[0245] 33a, 33b traffic sign (illustration)

[0246] 40a, 40b adjacent lane (illustration)

[0247] 61 traffic participant-object; vehicle driving ahead (illustration)

[0248] 62, 63 traffic participant-object; vehicle on adjacent lane (illustration)

[0249] 65 signal-object; arrow

[0250] 71, 72 oncoming traffic - warning object

[0251] 80 direction of travel indicator

[0252] 81 brake light

[0253] 82 rear light

[0254] 90 trailer - object (illustration)

[0255] 101a, 101b this object

[0256] 102 traffic participant - object; vehicle driving ahead

[0257] 103, 104 traffic participant - object

[0258] 105 distance - object

[0259] 106a, 106b, 107a, 107b road marking (illustration)

[0260] 111 this object

[0261] 112 traffic participant - object; vehicle driving ahead

[0262] 113a, 113b general traffic participant - object

[0263] 113c special traffic participant - object

[0264] 114 traffic participant - object

[0265] 115 arrow; direction of travel

[0266] 116 this vehicle

[0267] 117 further traffic participant

[0268] 118 rear detection area

[0269] 119 front detection area

[0270] 120 traffic participant - object; vehicle driving ahead

[0271] 121 this object

[0272] 122a, 122b

[0273] 131 this object

[0274] 132 traffic participant - object; vehicle driving ahead

[0275] 133, 134 traffic participant - object

[0276] 135 distance - object; distance - indicator object

[0277] 136 distance setting - object; distance - scale object

Claims

1. Method for operating a driver information system in a host vehicle (1), in which method environmental data in the environment of the host vehicle (1) are detected; a driver information display content is generated and output; wherein the driver information display content comprises a graphical representation of the environment of the host vehicle (1); and an operating state of a driver assistance system (6) of the host vehicle (1) is detected; characterized in that an automation level is determined on the basis of the detected operating state of the driver assistance system (6) and an automatic switching between different automation levels takes place, wherein a higher and a lower automation level are distinguished, wherein in the lower automation level only a driver assistance module that activates an automatic intervention in the longitudinal control or in the lateral control of the host vehicle or no automatic intervention is possible, and in the higher automation level both driver assistance modules for the longitudinal control and for the lateral control are activated; and the representation of the environment is generated in accordance with the determined automation level in such a way that the representation has a higher degree of refinement in the higher automation level, wherein an expanded representation is generated in the higher automation level and a reduced representation is generated in the lower automation level, wherein in the expanded representation further road users and / or features of the environment that are detected within a certain distance relative to the host vehicle are shown, and in the reduced representation only those further road users and / or features of the environment are shown that serve as adjustment objects for the activated driver assistance modules, wherein the driver information display content comprises a self-object (31) that represents the host vehicle (1); wherein during a transition between the representations of the environment when a change in the automation level is detected, an animated perspective transformation is output in which the position of the self-object (31) within the driver information display content is changed.

2. The method of claim 1, wherein, The representation of the environment is generated on the basis of an environmental model of the driver assistance system.

3. The method as claimed in claim 1, characterized in that the self-object (31) is arranged in a stationary position in the driver information display content in an automation level; wherein in the animated perspective transformation the self-object (31) is moved within the driver information display content and / or the perspective is changed relative to the self-object (31).

4. The method as claimed in claim 1 or 3, characterized in that a reduced representation of the environment is output in a low automation level and an expanded representation of the environment is output in a high automation level; wherein the self-object (31) comprises a partial representation of the host vehicle (1) in the reduced representation and a representation of a rear view of the host vehicle (1) in the expanded representation.

5. The method according to any of the preceding claims, characterized in that, The environmental data are detected by sensors of the host vehicle (1).

6. The method as claimed in any of the preceding claims, characterized in that a position of the host vehicle (1) is determined; and the environmental data are acquired by map data and on the basis of the determined position.

7. A driver information system in a host vehicle (1) having a detection unit (2) which is designed to detect environmental data in the environment of the host vehicle (1); A control unit (3) is provided for generating and outputting a driver information display content; wherein the driver information display content comprises a graphical representation of an environment of the host vehicle (1); wherein the detection unit (2) is further provided for detecting an operating state of a driver assistance system (6) of the host vehicle (1); characterized in that the control unit (3) is further provided for determining an automation level based on the detected operating state of the driver assistance system (6) and for automatically switching between different automation levels, wherein a higher and a lower automation level are distinguished, wherein in the lower automation level only a driver assistance module for longitudinal control or lateral control of the host vehicle is activated with automatic intervention or no automatic intervention is possible, and in the higher automation level both driver assistance modules for longitudinal control and lateral control are activated, and the representation of the environment is generated in accordance with the determined automation level such that the representation has a higher degree of refinement in the higher automation level, wherein an expanded representation is generated in the higher automation level and a reduced representation is generated in the lower automation level, wherein in the expanded representation further road users and / or features of the environment detected within a certain distance relative to the host vehicle are shown, and in the reduced representation only those further road users and / or features of the environment are shown which serve as adjustment objects for the activated driver assistance modules, wherein the driver information display content comprises a self-object (31) representing the host vehicle (1); wherein during a transition between the representations of the environment when a change in the automation level is detected, an animated perspective transformation is output in which the position of the self-object (31) within the driver information display content is changed.

8. The driver information system of claim 7, wherein, The display unit (4) comprises a field-of-view display for outputting the driver information display content.

Images