Method for operating a steering assistance system, steering assistance system and motor vehicle having the steering assistance system

Abstract

The invention relates to a method for operating a steering assistance system (10) of a motor vehicle (20), wherein the motor vehicle (20) comprises a first sensor device (2a) for environmental detection and a second sensor device (2b) for environmental detection. According to the method, first environmental data of the motor vehicle (20) are detected by means of the first sensor device (2a) and objects (4a, 4b, 4c) in the environment (3) of the motor vehicle (20) are determined on the basis of the detected first environmental data. If at least one predetermined stationary object type is determined in a predetermined first environmental region (3a) of the environment (3) of the motor vehicle (20), at least one detection property of the second sensor device (2b) with respect to a predetermined second environmental region (3b) of the environment (3) of the motor vehicle (20) is adjusted. In addition to the method, a steering assistance system (10) and a motor vehicle (20) comprising such a steering assistance system (10) are provided.

Description

Technical Field

[0001] The present invention relates to a method for operating a steering assist system, a steering assist system, and a motor vehicle having the steering assist system. Background Technology

[0002] To improve the driving comfort, economy, and / or safety of motor vehicles, it is known in the prior art to equip vehicles with driver assistance systems such as steering or parking assist systems. Here, the information about the vehicle environment or objects within that environment that the assistance system requires is typically detected by various sensor devices, including, for example, electromagnetic (radar) sensors, acoustic (ultrasonic) sensors, and / or optical (LiDAR, infrared, laser) sensors and / or video-based sensor devices such as cameras and / or bird's-eye view systems.

[0003] Because the types of sensors used are based on different operating principles, each sensor device has its own specific advantages and disadvantages. For example, while radar sensors can reliably identify the distance and / or speed of objects in all weather conditions, they cannot provide color information and typically only provide insufficient shape information. On the other hand, while imaging devices such as cameras have a wide range and can identify colors, their detection is susceptible to effects such as fog and / or pollutants, and they can produce optical illusions. Therefore, to detect the vehicle environment as reliably as possible, a solution is needed that can compensate for the specific disadvantages of each sensor type as much as possible.

[0004] Especially in the case of steering assist systems (which warn drivers of motor vehicles if they would endanger pedestrians and / or cyclists when steering), the aforementioned problems are further complicated by the presence of additional obstacles within the sensor's detection range, such as parked vehicles and / or advertising pillars. Therefore, particularly with radar sensors (side or corner radars) typically used for this purpose, the strong backscattering from these objects can significantly hinder and / or make it difficult to reliably identify pedestrians and / or cyclists (with a significantly smaller backscattering area in comparison). Summary of the Invention

[0005] Therefore, the object of the present invention is to provide a solution that, compared to previous steering assistance systems, enables improved or more reliable detection of objects that may be threatened during steering (e.g., pedestrians and / or cyclists). In particular, the object of the present invention is to provide a solution that improves the safety of people when the vehicle is steering, should other obstacles (e.g., parked vehicles) exist nearby that may obstruct their view.

[0006] This objective is achieved by the method, steering assistance system, and motor vehicle of the present invention. Advantageous embodiments and applications of the invention will be explained in more detail in part with reference to the accompanying drawings.

[0007] In this context, the basic idea behind the proposed solution is to adjust the operating mode of a sensor device (e.g., corner radar) used to detect people and / or cyclists who may be at risk while turning, based on information from another sensor device (e.g., an onboard camera). Thus, for example, if the onboard camera detects one or more parked vehicles in the side area of ​​the turning vehicle, special attention can be paid (from the driver's perspective) to the area behind these parked vehicles when detecting other road users.

[0008] To this end, a method is provided for operating a steering assistance system for a motor vehicle, wherein the motor vehicle includes at least two sensor devices for environmental detection. Hereinafter, for better distinction, these two sensor devices will be referred to as a "first sensor device" and a "second sensor device". Preferably, the first sensor device is a camera device such as a forward-facing camera, and / or the second sensor device is a radar device such as a corner radar. The method further includes the following steps:

[0009] - Detect first environmental data of the motor vehicle through a first sensor device, wherein "environmental data" can be understood as sensor data describing the environment of the motor vehicle, particularly regarding potential obstacles and / or other road users.

[0010] - Objects in the environment of the motor vehicle are determined based on the detected first environmental data. In other words, object recognition in the environment of the motor vehicle should be based on the first environmental data, for which pattern or object recognition methods known in the prior art can be used.

[0011] In this case, if at least one predetermined (i.e., previously specified) type of stationary object (e.g., a parked vehicle) is identified in a predetermined first environmental region of the motor vehicle's environment (e.g., the side region on the passenger side), at least one detection characteristic (e.g., sensitivity) of the second sensor device with respect to a predetermined second environmental region of the motor vehicle's environment is adjusted, wherein the second environmental region is preferably farther from the second sensor device than the first environmental region. In other words, the operating mode of the second sensor device can be adjusted based on information detected by the first sensor device.

[0012] In general, the aforementioned interaction between the two sensor devices can advantageously enable reliable detection of other road users (including pedestrians and cyclists) who may be obscured by stationary objects. Preferably, the predetermined first environmental zone is the vicinity of the motor vehicle's environment, for example, an area at a maximum distance of 3 meters from the motor vehicle and / or one of the sensor devices. On the other hand, the second environmental zone should preferably be an area further away from the motor vehicle's environment, for example, an area at a distance of 3 to 6 meters from the motor vehicle and / or one of the sensor devices.

[0013] According to a first aspect of the invention, adjusting at least one detection characteristic may include increasing the probability of detecting moving objects (e.g., pedestrians and / or cyclists) in a second environmental area. In other words, according to this aspect, the probability of detecting moving objects in the second environmental area can be increased. This can be achieved, for example, by adjusting the corresponding thresholds of the sensor device and / or associated evaluation unit, and can be determined, for example, by simple experimental preliminary testing (through multiple runs with varying settings). Additionally or alternatively, adjusting at least one detection characteristic may also include increasing the sensitivity to moving objects (e.g., pedestrians and / or cyclists) in the second environmental area. As mentioned above, the increase in sensitivity or responsiveness can be predetermined, for example, by a simple series of tests. Advantageously, this allows for the general use of existing sensors as needed, while simultaneously reducing the risk of overlooking potentially vulnerable individuals during turning.

[0014] According to another aspect of the invention, the second sensor device may in particular be a radar device. In this case, the term "radar device" can be understood as a corresponding transmitting and / or receiving unit of radar signals, wherein the radar device may also have multiple such units. For example, the radar device may include a side radar preferably on the passenger side and / or a corner radar preferably on the passenger side. In order to advantageously improve the detection of potentially hazardous persons in the second environmental area, the adjustment of at least one detection characteristic may also include changing the spatial distribution, frequency, and / or amplitude of the radiated radar signal. In other words, the adjustment of at least one detection characteristic may also include changing the radiation characteristics of the second sensor device. Thus, if a predetermined stationary object that may strongly backscatter has been previously identified in the vicinity, the radar signal may be directed only to a specific spatial area (which, for example, is located behind the type of predetermined stationary object when viewed from the driver's perspective), and / or the power emitted by the radar device may be reduced.

[0015] Here, at least one predetermined type of stationary object can be, for example, a parked vehicle and / or a row of parked vehicles. In this case, adjusting at least one detection characteristic can include reducing the amplitude of the radar signal emitted by the radar device. Additionally or alternatively, adjusting at least one detection characteristic can also include preferentially detecting objects with less backscattering than at least one parked vehicle and / or a row of parked vehicles. In other words, the operating mode of the second sensor device can be specifically designed to detect objects with a smaller backscattering area than the previously determined type of stationary object.

[0016] Furthermore, in order to advantageously utilize the sensor devices present in the motor vehicle as appropriately and thus effectively as possible, according to another aspect of the invention, the method can be performed only in the case of the current, pending, and / or planned steering process of the motor vehicle. In this case, for example, the presence of any of the above-mentioned conditions can be determined based on the steering angle, the activation and / or engagement of the direction indicator, the detection of the current lane (turning lane), and / or data from the motor vehicle's navigation system. For example, the current steering process can be inferred from the steering angle, and / or the pending steering process can be inferred from driving in the turning lane.

[0017] According to another aspect of the invention, the first environmental zone may be a region adjacent to the environment of the motor vehicle, for example, a region at a maximum distance of 3 m from the motor vehicle. Alternatively or supplementarily, the first environmental zone may also be a side-adjacent region on the preferred passenger side of the motor vehicle's environment. In other words, the first environmental zone may at least partially include a space region laterally located next to the motor vehicle. Alternatively or supplementarily, the first environmental zone may also be a front side-adjacent region on the preferred passenger side of the motor vehicle's environment. Advantageously, through precise sensing of these regions, it is possible to reliably determine the types of stationary objects that may obstruct other potential road users during turning.

[0018] Furthermore, alternatively or supplementarily, the first environmental area may also be arranged between the second environmental area and the second sensor device. In other words, the spatial elements of the first environmental area may be, on average, closer to the motor vehicle and / or the second sensor device than the spatial elements of the second environmental area. Alternatively or supplementarily, the distance between the second environmental area and the motor vehicle and / or the second sensor device may also be greater than the distance between the first environmental area and the motor vehicle and / or the second sensor device. Here, the latter feature may relate only to a sub-region of the second environmental area or the entire second environmental area. Alternatively or supplementarily, the second environmental area may also include the area outside the lane where the motor vehicle travels (e.g., adjacent sidewalks and / or bicycle lanes). Here, in order to define the second environmental area, the method may also include, for example, determining the lane direction based on detected first environmental data. Overall, this advantageously enables reliable monitoring of areas particularly critical to safety.

[0019] According to another aspect of the invention, at least one predetermined (i.e., previously designated) stationary object type may be parked vehicles, vegetation, trees, advertising pillars, utility poles, telephone poles, traffic signs, guardrails, and / or crash barriers. In addition to designating a single immovable object as a predetermined stationary object type, it may also (supplementarily or alternatively) be a group of objects (e.g., a row of parked vehicles, a row of trees, work site safety equipment, etc.) and / or a specific environmental scenario (e.g., a road construction site). In other words, each individual or multiple obstacles may be designated as a stationary object type, these obstacles being substantially suitable for obstructing potentially other traffic users, particularly pedestrians and / or cyclists, preferably located on the passenger side, during turning maneuvers.

[0020] To further improve the detection of such persons in the second environmental area, according to another aspect of the invention, the adjustment of at least one detection characteristic may further include at least partially excluding and / or filtering out expected signal features of at least one predetermined stationary object type identified in the first environmental area of ​​the motor vehicle's environment. For example, if a first sensor device (e.g., a camera device) determines the type of vehicle parked at a specific distance relative to the motor vehicle, according to this variation, the expected features of that object can be at least partially removed from the environmental data of a second sensor device (e.g., a radar device). In this case, the expected signal features can be determined experimentally, for example by means of corresponding preliminary tests, and / or simulated based on a corresponding model, depending on the second sensor device used. Thus, for example, for each predetermined object type, the expected signal features or characteristics of these objects can also be immediately stored in a memory. By excluding or filtering out features of stationary object types, the sensitivity to moving objects in the detection area can be advantageously improved, for example.

[0021] According to another aspect of the invention, the second sensor device can operate in at least two different operating modes, wherein these two operating modes should differ in at least one detection characteristic relative to a predetermined second environmental area of ​​the motor vehicle's environment. In this case, the different operating modes are preferably different ways of operating the second sensor device in actual operation, rather than simply turning it on and off. For example, at least one detection characteristic as a different aspect of the different operating modes could be detection probability, sensitivity, resolution, and / or measurement range. In this case, the adjustment step may include specifying the current operating mode from at least two operating modes. In other words, for the second sensor device, a determined current operating mode can be selected and set from at least two operating modes. Here, this can be done deterministically or based on a previously determined object type. In this case, there is an advantage to defining the operating mode, which allows for rapid switching between different settings.

[0022] In this context, the specified current operating mode may be specifically designed and / or optimized to recognize dynamic objects, such as pedestrians and / or cyclists. Alternatively or supplementarily, the specified current operating mode may be substantially designed and / or optimized to recognize pedestrians and / or cyclists. For example, this can be achieved using typical characteristics of these objects (e.g., the shape and / or size of their backscattering surfaces) and / or typical motion patterns, which can be determined through appropriate preliminary tests. In other words, it should be possible to identify such objects with the highest possible probability using the current operating mode.

[0023] According to another aspect of the invention, the first sensor device may be a camera device such as a forward-facing camera, or may include multiple camera devices. In the latter case, the first sensor device may, for example, be part of a bird's-eye view system and / or a bird's-eye view system. In this case, the advantage of this variation is that the image data obtained by such a sensor device is particularly advantageous for reliably identifying the type or category of objects in the vehicle environment, i.e., what type of object it is (buildings, plants, vehicles, people, etc.).

[0024] To further facilitate the pre-determination of potential obstacles, the first sensor device may be supplementarily or alternatively designed to detect the environmental areas in front of and to the sides of the passenger side of the motor vehicle. Accordingly, adjustments are made only when a potentially obstructing obstacle is actually encountered, for example, taking into account the vehicle's speed, and / or the settings are made in a predictive manner. Supplementarily or alternatively, the second environmental area may also be pre-adjusted to the anticipated object.

[0025] Here, supplementarily or alternatively, the first sensor device and the second sensor device may also be based on different measurement principles. For example, the first sensor device may be a camera device, while the second sensor device may be, for example, a radar and / or ultrasonic device. However, alternatively, other pairings of sensors based on electromagnetic, acoustic, and / or optical principles are also possible. Advantageously, this allows for the optimal utilization of the specific advantages of various sensor systems, or the mitigation of the specific disadvantages of each sensor type.

[0026] Furthermore, a steering assistance system for a motor vehicle is provided, wherein the steering assistance system is configured to perform the methods described herein. In other words, a steering assistance system for a motor vehicle is provided, comprising a first sensor device for environmental detection and a second sensor device for environmental detection. In this case, the first sensor device may be designed to detect first environmental data of the motor vehicle. Furthermore, the steering assistance system may include a control device (e.g., a control unit), which may be implemented, for example, by a correspondingly programmed microprocessor. In this case, the control device may also be designed to determine objects in the motor vehicle environment based on the detected first environmental data. Here, if at least one predetermined stationary object type is determined in a predetermined first environmental region of the motor vehicle environment, the control device may also be designed to adjust at least one detection characteristic of the second sensor device relative to a predetermined second environmental region of the motor vehicle environment.

[0027] In addition, a motor vehicle, preferably a commercial vehicle, is provided having a steering assist system as described herein.

[0028] Here, according to another aspect of the invention, the first sensor device can be arranged on the motor vehicle, while the second sensor device can be arranged on a trailer connected to the motor vehicle. In other words, the first sensor device can be mounted on the tractor unit, and the second sensor device can be mounted on the trailer towed by the tractor unit. In particular, the motor vehicle in this case can be a semi-trailer tractor unit, and the trailer can be a semi-trailer. In this case, the advantage of this variation is that the trailer moves laterally less in the initial stage of the steering process, thereby enabling more reliable monitoring of the lateral area. Attached Figure Description

[0029] Hereinafter, the above-described aspects and features of the present invention can be combined with each other arbitrarily. Further details and advantages of the present invention will now be described with reference to the accompanying drawings.

[0030] Figure 1 A flowchart of a method for operating a steering assist system for a motor vehicle according to an embodiment of the present invention is shown.

[0031] Figure 2 A schematic diagram of the steering process of a motor vehicle with a steering assist system according to an embodiment of the present invention is shown.

[0032] Figure 3 A schematic diagram of the steering process of a motor vehicle with a steering assist system according to another embodiment of the present invention is shown.

[0033] In all the accompanying drawings, identical or functionally equivalent elements are indicated by the same reference numerals, and some are not described separately. Detailed Implementation

[0034] Figure 1 A flowchart illustrating a method for operating a steering assist system 10 of a motor vehicle 20 according to an embodiment of the present invention is shown. In this case, the motor vehicle 20 should include a first sensor device 2a (e.g., a camera device) for environmental detection and a second sensor device 2b (e.g., a radar device) for environmental detection. In step S1, first environmental data of the motor vehicle 20 is first detected by the first sensor device 2a. For example, the first environmental data may be image data from the camera device. Then, in step S2, objects 4a, 4b, and 4c in the environment 3 of the motor vehicle 20 are determined based on the detected first environmental data. Here, methods of pattern recognition or object recognition known in the prior art can be used, which, for example, are capable of identifying and preferably locating objects in the environment 3 of the motor vehicle 20.

[0035] For example, methods based on edge recognition, size recognition, shape and / or color recognition can be used in this case. Alternatively or supplementarily, machine learning and / or deep learning techniques can also be used. Furthermore, in this case, in addition to the first environmental data, environmental data from other sensors (e.g., the second sensor device 2b) can be considered, wherein central fusion and / or other processing can be performed on the sensor data.

[0036] Here, if at least one predetermined type of stationary object (e.g., a row of parked vehicles or a row of trees) is identified in a predetermined first environmental region 3a (e.g., the side region on the passenger side) of the environment 3 of the motor vehicle 20, then in step S3, at least one detection characteristic of the second sensor device 2b with respect to the predetermined second environmental region 3b of the environment 3 of the motor vehicle 20 is adjusted (e.g., sensitivity is increased). In this case, preferably, the second environmental region 3b is further away from the second sensor device 2b than the first environmental region 3a. However, alternatively, the second environmental region 3b may also be arranged between the first environmental region 3a and the second sensor device 2b. For example, the latter situation is particularly advantageous if a cyclist riding next to the passenger side of the motor vehicle 20 is located between the motor vehicle 20 and a row of parked vehicles. In this case, due to the strong backscattering from the parked vehicles, object detection previously performed using radar sensors (without adaptation) will severely hinder the detection of the cyclist, thus increasing the risk of not identifying or identifying the cyclist too late. In this case, the method may further include specifying a first environmental region 3a and / or a second environmental region 3b based on identified objects 4a, 4b, 4c and / or identified environmental conditions. Overall, this advantageously enables reliable identification of pedestrians and / or cyclists during turning, who might otherwise be difficult to detect or obstructed due to the presence of stationary objects in the environment 3 of the motor vehicle 20.

[0037] Figure 2 A schematic diagram of the steering process of a motor vehicle 20 having a steering assist system 10 according to an embodiment of the present invention is shown. In this case, the motor vehicle 20 is only an example of a left-hand drive car that is turning right in the state shown here, and in this case may collide with a cyclist 4c located in the environment 3 of the motor vehicle 20 (the cyclist may be obscured by vehicles 4a and 4b parked on the side of the road for the driver of the motor vehicle 20).

[0038] To avoid such collisions, the aforementioned motor vehicle 20 includes a steering assist system 10, which may be designed, for example, to visually and / or audibly warn the driver and / or intervene in vehicle guidance (automatic braking) if the motor vehicle 20 would endanger another road user (e.g., a pedestrian and / or cyclist) when turning. In this case, the motor vehicle 20 or the steering assist system 10 includes a first sensor device 2a for environmental detection, designed as a camera device in this example, and a second sensor device 2b for environmental detection, designed as a radar device in this example. Furthermore, the motor vehicle 20 or the steering assist system 10 includes a control device 5, which is signal-connected to the two sensor devices 2a and 2b via corresponding wiring and is designed to determine objects (e.g., objects 4a, 4b, 4c in this case, for example) in the environment 3 of the motor vehicle 20 based on first environmental data detected by the first sensor device 2a. In this case, when objects are determined or identified, environmental data from other sensor devices (not shown) and / or environmental data from the second sensor device 2b may also be used if necessary. If at least one predetermined (i.e., previously specified) type of stationary object (e.g., a parked vehicle) is identified in a predetermined first environmental area 3a of the environment 3 of the motor vehicle 20, the control device 5 may also be designed to adjust at least one detection characteristic with respect to a predetermined second environmental area 3b of the environment 3 of the motor vehicle 20. For example, adjusting at least one detection characteristic of the second sensor device 2b may increase the detection probability for dynamic objects (e.g., pedestrians and / or cyclists) in the second environmental area 3b. In other words, if a parked vehicle 4b is identified in the first environmental area 3a, the probability of detecting a moving object in the second environmental area 3b may be increased. This may be achieved, for example, by adjusting the corresponding thresholds of the second sensor device 2b and / or the associated evaluation device (here, in the form of the control device 5).

[0039] For example Figure 2As shown, the first environmental region 3a is merely an example of the near-side region on the passenger side of the motor vehicle 20, and the second environmental region 3b is the passenger-side side region of the motor vehicle 20 further away from the second sensor device (and therefore located behind the parked vehicle 4b from the driver's perspective). However, as stated above, other locations, arrangements, and / or dimensions of the two regions 3a and 3b are also possible without departing from the scope of the invention. For example, the locations of the first and / or second environmental regions 3a, 3b may follow the turning of the motor vehicle 20 or be spatially fixed, and / or be designated according to predetermined object types in the environment 3 of the motor vehicle 20. Thus, the first environmental region 3a may, for example, be the region between the road on which the motor vehicle 20 travels and a bicycle lane detected by the first sensor device 2a (possibly taking map data) in the environment of the motor vehicle 20. Furthermore, the first and second environmental regions 3a, 3b may overlap spatially or not intersect spatially. Advantageously, when the motor vehicle 20 turns, the aforementioned steering assist system 10 can increase the recognition of cyclists 4c who may be obscured by parked vehicles 4b, thereby improving their safety.

[0040] Figure 3 A schematic diagram illustrating the steering process of a motor vehicle 20 having a steering assist system 10 according to another embodiment of the present invention is shown. Figure 2 Compared to the situation shown, motor vehicle 20 is now a left-hand drive semi-trailer tractor towing a semi-trailer, wherein motor vehicle 20 also turns to the right, and in this case, may collide with cyclist 4c located in environment 3 of motor vehicle 20. In the situation shown here, this may also be because: for the driver of motor vehicle 20, the identification of cyclist 4c is obstructed or made more difficult by guardrails 4a, 4b and / or other undisclosed obstacles in the side area on the passenger side of motor vehicle 20. In order to minimize the risk of injury to cyclist 4c as much as possible, motor vehicle 20 here again includes a steering assist system 10 according to the invention, the various components of which have been described in detail above.

[0041] However, compared to the above embodiment involving a passenger car, the second sensor device 2b is here mounted on the trailer (semi-trailer) of the motor vehicle 20, thus spatially separating it from the first sensor device 2a arranged on the semi-trailer tractor. The advantage of this variation is that the trailer moves less laterally during the initial phase of the steering process, thereby enabling reliable monitoring of the side areas of the motor vehicle 20. Furthermore, in the illustrated embodiment, the two predetermined environmental areas 3a, 3b are merely examples of spatially fixed areas (independent of the movement of the motor vehicle 20).

[0042] Although the invention has been described with reference to specific embodiments, it will be apparent to those skilled in the art that various modifications and equivalent substitutions can be made without departing from the scope of the invention. Therefore, the invention should not be limited to the disclosed exemplary embodiments, but should include all exemplary embodiments falling within the scope of the appended claims. In particular, the invention also claims protection for the subject matter and features of the dependent claims independent of the cited claims.

[0043] List of reference numerals

[0044] Camera devices 1a, 1b, and 1c

[0045] 2a First sensor device

[0046] 2b Second sensor device

[0047] 3. The environment of motor vehicles

[0048] 3a First Environmental Area

[0049] 3b Second Environmental Area

[0050] Objects in the environment of motor vehicles (4a, 4b, 4c)

[0051] 5. Control equipment

[0052] 10 Steering Assist System

[0053] 20 motor vehicles

Claims

1. A method for operating a steering assist system (10) of a motor vehicle (20), the motor vehicle including a first sensor device (2a) for environmental detection and a second sensor device (2b) for environmental detection, the method comprising the steps of: - Detect first environmental data of the motor vehicle (20) using the first sensor device (2a); - Based on the detected first environmental data, determine the objects (4a, 4b, 4c) in the environment (3) of the motor vehicle (20); Its features - If at least one predetermined stationary object type is determined in a predetermined first environmental area (3a) of the environment (3) of the motor vehicle (20), then at least one detection characteristic of the second sensor device (2b) with respect to a predetermined second environmental area (3b) of the environment (3) of the motor vehicle (20) is adjusted, wherein the second environmental area (3b) is further away from the second sensor device (2b) than the first environmental area (3a), wherein the first environmental area (3a) at least partially includes a space area laterally located next to the motor vehicle (20).

2. The method according to claim 1, characterized in that, The first sensor device (2a) is a camera device.

3. The method according to claim 1, characterized in that, The second sensor device (2b) is a radar device.

4. The method according to claim 1, characterized in that, The first environmental area (3a) is the area adjacent to the environment (3) of the motor vehicle (20).

5. The method according to claim 1, characterized in that, The adjustment of the at least one detection characteristic includes increasing the detection probability and / or sensitivity for dynamic objects in the second environmental region (3b).

6. The method according to claim 5, characterized in that, The dynamic objects are pedestrians and / or cyclists.

7. The method according to any one of claims 1 to 6, characterized in that, The second sensor device (2b) is a radar device, and the adjustment of the at least one detection characteristic includes changing the spatial distribution, frequency and / or amplitude of the radiated radar signal.

8. The method according to claim 7, characterized in that, The radar device includes side radar and / or corner radar.

9. The method according to claim 7, characterized in that, The at least one predetermined stationary object type is a parked vehicle, and the adjustment of the at least one detection characteristic includes reducing the amplitude of the radar signal emitted by the radar device and / or prioritizing the detection of objects with smaller backscattering than the at least one parked vehicle (4a, 4b, 4c).

10. The method according to any one of claims 1 to 6, characterized in that, The method is performed only during the current, pending, and / or planned steering process of the motor vehicle (20).

11. The method according to any one of claims 1 to 6, characterized in that, a) The first environmental area (3a) is the lateral adjacent area of ​​the environment of the motor vehicle (20), and / or b) The first environmental area (3a) is arranged between the second environmental area (3b) and the second sensor device (2b), and / or c) The distance between the second environmental area (3b) and the second sensor device (2b) is greater than the distance between the first environmental area (3a) and the second sensor device (2b); and / or d) The second environmental area (3b) includes the area outside the lane in which the motor vehicle (20) travels.

12. The method according to claim 11, characterized in that, The first environmental area (3a) is the side adjacent area of ​​the environment on the passenger side of the motor vehicle (20).

13. The method according to claim 11, characterized in that, The first environmental area (3a) is the area adjacent to the front side of the environment of the motor vehicle (20).

14. The method according to any one of claims 1 to 6, characterized in that, The at least one predetermined type of stationary object is a parked vehicle, vegetation, advertising pillar, utility pole, traffic sign, and / or guardrail.

15. The method according to claim 14, characterized in that, The at least one predetermined type of stationary object is a tree, a telephone pole, or a crash barrier.

16. The method according to any one of claims 1 to 6, characterized in that, The adjustment of the at least one detection characteristic includes at least partially excluding and / or filtering out the expected signal features of the at least one predetermined stationary object type in the first environmental region (3a) of the environment (3) of the motor vehicle (20).

17. The method according to any one of claims 1 to 6, characterized in that, The second sensor device (2b) is capable of operating in at least two different operating modes in terms of at least one detection characteristic of the predetermined second environmental area (3b) of the environment (3) of the motor vehicle (20), and wherein the adjustment includes specifying the current operating mode from the at least two operating modes.

18. The method according to claim 17, characterized in that, The at least two different operating modes differ in terms of detection probability and / or sensitivity in the predetermined second environmental region (3b) of the environment (3) of the motor vehicle (20).

19. The method according to claim 17, characterized in that, The specified current operating mode is designed to recognize dynamic objects.

20. The method according to claim 19, characterized in that, The dynamic objects are pedestrians and / or cyclists.

21. The method according to any one of claims 1 to 6, characterized in that, a) The first sensor device (2a) is a camera device or includes multiple camera devices, and / or b) The first sensor device (2a) is designed to detect the environmental areas at the front and sides of the passenger side of the motor vehicle (20), and / or c) The first sensor device (2a) and the second sensor device (2b) are based on different measurement principles.

22. The method according to claim 21, characterized in that, The first sensor device (2a) is a forward-facing camera.

23. A steering assist system (10) for a motor vehicle (20), configured to perform the method according to any one of claims 1 to 22.

24. A motor vehicle (20) having a steering assist system (10) according to claim 23.

25. The motor vehicle (20) according to claim 24, characterized in that, The motor vehicle in question is a commercial vehicle.

26. The motor vehicle (20) according to claim 24, characterized in that, The first sensor device (2a) is disposed on the motor vehicle (20), and the second sensor device (2b) is disposed on a trailer connected to the motor vehicle (20).

27. The motor vehicle (20) according to claim 26, characterized in that, The motor vehicle (20) is a semi-trailer tractor, and the trailer is a semi-trailer.

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