Reduce the risk of collision with obscured motor vehicles

Abstract

According to a method for reducing the risk of collision between a first motor vehicle (1) and a second motor vehicle (2), at least one first vehicle-to-surface message is sent by the first motor vehicle (1) and received by the second motor vehicle (2). A second computing unit (9) of the second motor vehicle (2) determines, based on the vehicle-to-surround message, whether a risk situation exists in which the first motor vehicle (1) is blocked by a third motor vehicle (3) traveling ahead. If the risk situation is determined to exist, a criticality analysis is performed by the second computing unit (9), and risk reduction measures are initiated based on the results of the criticality analysis.

Description

[0001] The present invention relates to a method for reducing the risk of collision between a first motor vehicle and a second motor vehicle, the first motor vehicle being in particular a motor cycle, wherein the first motor vehicle and the second motor vehicle are traveling on different roads towards a common intersection or entrance to the road, and at least one first vehicle-to-surroundings message is sent by the first motor vehicle and received by the second motor vehicle. The present invention also relates to a corresponding system for reducing the risk of collision.

[0002] When a motor vehicle is obscured by another, possibly larger, motor vehicle, such as one traveling ahead, this can lead to serious accidents at intersections or entrances. This is particularly critical for motorcycles, as these can be easily obscured by other vehicles due to their relatively small size. For example, accident statistics show that in Germany, the vast majority of all accidents involving motorcycles occur in the area of ​​intersections, and most of these accidents are not caused by the motorcyclist. In these cases, the drivers of the participating motor vehicles, as well as cameras or radar systems, are often unable to detect the obscured motorcycle in time. A similar problem also arises for motorcyclists.

[0003] Patent document US 2011 / 0095907 A1 describes a device for assisting motor vehicles in making right turns. Here, a processing unit of a vehicle about to turn right determines the level of blind spot difficulty associated with identifying a following vehicle due to the blind spot of a preceding vehicle. Based on this information, the driver of the right-turning vehicle is informed accordingly.

[0004] Against this background, the technical problem to be solved by the present invention is to provide an improved solution for reducing the risk of collision between motor vehicles, which solution can reduce the risk of collision or the risk caused by collision even when one motor vehicle is hidden from the other motor vehicle.

[0005] This problem is solved by the respective technical solutions of the independent claims. Advantageous further developments and preferred embodiments are the technical solutions of the dependent claims.

[0006] This development is based on the idea that the possibly obscured motor vehicle itself emits a vehicle-to-surroundings message and that other motor vehicles evaluate this vehicle-to-surroundings message in order to determine the obstruction and, if necessary, to assess the criticality of the situation.

[0007] According to a refinement, a method for reducing the risk of collision between a first motor vehicle and a second motor vehicle is provided. The first motor vehicle is particularly a motor cycle, such as a motorcycle. The first and second motor vehicles are traveling on different roads toward a common intersection or entrance to the road. At least one first vehicle-to-environment message is sent by the first motor vehicle, particularly generated and sent via a first communication interface of the first motor vehicle, and received by the second motor vehicle, particularly via a second communication interface of the second motor vehicle. A second computing unit of the second motor vehicle determines, based on the at least one first vehicle-to-environment message, whether a risk situation exists for the driver of the second motor vehicle and / or for an environmental sensor system of the second motor vehicle, in which the first motor vehicle is obscured by a third motor vehicle traveling ahead of the first motor vehicle. If the risk situation is determined to exist, the second computing unit performs a risk analysis and, based on the results of the risk analysis, initiates risk reduction measures to reduce the risk of collision.

[0008] Here and below, driving a motor vehicle on a road may also include situations where the motor vehicle is temporarily stationary due to traffic or circumstances, for example at traffic lights, at intersections or entrances, or temporarily stationary due to slow traffic.

[0009] The risk of collision may be understood in particular to mean the probability or risk of a collision between the first and the second motor vehicle and / or the risk of serious damage or injury to the participants and / or the motor vehicles due to an actual collision.

[0010] Risk reduction measures therefore include any measures that reduce the risk of an actual collision and / or reduce the expected severity of an actual collision, thereby reducing the risk of injury or the severity of injury to the participants.

[0011] The first motor vehicle may, for example, have a first computing unit. The first computing unit may, for example, be coupled to the first communication interface, in particular for controlling the first communication interface in order to generate and output the at least one first vehicle-to-environment message.

[0012] Vehicle-to-environment messages can be understood, for example, as messages wirelessly sent via a motor vehicle, particularly a communication interface, for the purpose of exchanging information and / or data between the sending motor vehicle and another motor vehicle, or between a motor vehicle and infrastructure devices in the vehicle's environment. In the case of communication between two motor vehicles, this communication is also referred to as vehicle-to-vehicle communication, C2C communication, vehicle-to-vehicle communication, or V2V communication. In the general case of communication between a motor vehicle and an undefined receiving unit in the vehicle's environment, which can be an infrastructure device or a motor vehicle, this is referred to as C2X or V2X. Therefore, the term C2X will be used interchangeably with "vehicle-to-environment" below.

[0013] C2X communication or C2X messages can be standardized. In particular, the C2X messages described herein and below can include messages based on the European Telecommunication Standards Institute (ETSI), such as one or more CAM messages (Cooperative Awareness Messages) or one or more CPM messages (Collective Perception Messages). CAM messages can also be referred to as vehicle-to-environment status messages, and CPM messages can also be referred to as vehicle-to-environment sensor messages.

[0014] The fact that a first and a second motor vehicle are traveling along different roads toward a common intersection or gateway can be understood in particular as meaning that the possible trajectory of the first motor vehicle intersects the possible trajectory of the second motor vehicle. For example, the first motor vehicle may be about to proceed straight through the gateway or intersection, while the second motor vehicle may be about to turn at the intersection or gateway. In this case, for example, the first motor vehicle may have the right of way over the second motor vehicle. This makes the situation particularly critical because the driver of the first motor vehicle may rely on the right of way rules, and accordingly, the possible sudden appearance of the second motor vehicle may be particularly surprising to the driver of the first motor vehicle.

[0015] For the driver of the second motor vehicle, the obstruction of the first motor vehicle by the third motor vehicle can be understood in particular to mean that the first motor vehicle is located completely or to a predetermined minimum extent within a spatial region that is, in principle, not visible to the driver due to the geometric obstruction by the third motor vehicle. Similarly, it can also be understood that the first motor vehicle is obscured by the third motor vehicle with respect to the environmental sensor system of the second motor vehicle.

[0016] However, in different embodiments of the improved scheme, the following situation can also be taken into account, namely, although the first motor vehicle is in principle recognizable to the driver of the second motor vehicle, that is, it is not blocked from a geometric point of view, due to inattention or other cognitive phenomena, the driver of the second motor vehicle is not consciously aware of the presence of the first motor vehicle and does not react accordingly.

[0017] It is well known that motor cycles, in particular, are often overlooked by motorists, even though they are easily identifiable from a geometric or general visual perspective. This may be at least partially due to the fact that in normal road traffic, motorists are often confronted with other vehicles rather than motor cycles. Corresponding embodiments are explained in detail below.

[0018] Since risk reduction measures are executed based on the results of the severity analysis, which is only performed when a risk situation exists based on at least one vehicle-to-environment message, the presence of a risk situation is, in particular, a necessary condition for initiating risk reduction measures. In various embodiments of the method, the presence of a risk situation can also be a sufficient condition. In such embodiments, the severity analysis serves, for example, only to verify the presence of a risk situation, which can be verified based on additional information, such as sensor data from an environmental sensor system of the second motor vehicle. However, preferably, the presence of a risk situation is a necessary, but not sufficient, condition for initiating risk reduction measures.

[0019] The second motor vehicle can be, in particular, a car, a sedan, a truck, a commercial vehicle or also a motor cycle or a motorcycle. The third motor vehicle can be, in particular, a car, a sedan, a truck or a commercial vehicle.

[0020] Herein and hereinafter, an environmental sensor system is understood to be a sensor system that can be used to generate sensor data or sensor signals that map (or image), represent, or reproduce the surroundings of the environmental sensor system. The ability to detect electromagnetic or other signals from the environment is not sufficient for a sensor system to be considered an environmental sensor system. For example, a camera system, a lidar system, a radar system, or an ultrasonic sensor system can be referred to as an environmental sensor system.

[0021] In particular, the surroundings sensor system of the second motor vehicle, which is also referred to below as second surroundings sensor system, can include a camera system, a radar system, a lidar system and / or an ultrasonic sensor system.

[0022] Because the first motor vehicle is obscured by the third motor vehicle, as explained above, the first motor vehicle, by definition, cannot be detected by the driver of the second motor vehicle and / or the second surroundings sensor system. Consequently, the driver and / or the second surroundings sensor system cannot or cannot reliably determine that the first motor vehicle is obscured by the third motor vehicle. Therefore, the improved solution provides, on the one hand, the possibility of detecting the obstruction of the first motor vehicle by at least one first vehicle-to-surroundings message being sent by the first motor vehicle itself and evaluated by the second motor vehicle. If a critical situation is identified based on the severity analysis, appropriate risk reduction measures can be initiated in the event of the obstruction of the first motor vehicle. This can prevent accidents between motor vehicles, where one motor vehicle is obscured by another, or reduce the severity of such accidents.

[0023] According to this development, it is therefore particularly utilized that the first motor vehicle can detect that it is blocked by the third motor vehicle or at least can provide information that allows the second motor vehicle to determine this.

[0024] According to at least one specific embodiment of the method according to the development, the criticality analysis is performed by a second computer unit as a function of the at least one first vehicle-to-environment message.

[0025] For example, the at least one first vehicle-to-environment message may include information about the state or movement state of the first motor vehicle, in particular about speed, acceleration, expected driving maneuvers, the lane in which the first motor vehicle is located, etc. This information may be used for the criticality analysis.

[0026] According to at least one embodiment, the criticality analysis is performed based on motion state data of the second vehicle, which is determined, for example, by a motion sensor system of the second vehicle. The motion state data of the second vehicle may include speed, acceleration, etc. of the second vehicle.

[0027] According to at least one specific embodiment, the first sensor data are generated by a first surroundings sensor system of a first motor vehicle and / or the second sensor data are generated by a second surroundings sensor system of a second motor vehicle.

[0028] According to at least one embodiment, the criticality analysis is performed based on the first sensor data and / or the second sensor data.

[0029] For example, the second computing unit can estimate, based on available information, in particular the first and / or second sensor data and / or data on the movement state of the first and / or second motor vehicle, whether the trajectories of the first and second motor vehicles actually intersect or are expected to actually intersect. Specifically, it can determine whether there is a time period during which the first and second motor vehicles are closer than a predetermined critical distance from one another, which is potentially associated with a collision. In this case, the trajectories are considered to be intersecting.

[0030] Based on the available data and information, the second computing unit can also determine whether the second motor vehicle can avoid or brake in order to prevent a collision. A criticality analysis can also be performed based on this information or the results of this check.

[0031] According to at least one specific embodiment, the second computing unit determines a probability that the first motor vehicle is blocked by a third motor vehicle based on the at least one first vehicle-to-surroundings message and optionally based on the first and / or second sensor data and performs a criticality analysis based on the blocking probability.

[0032] According to at least one embodiment, the at least one first vehicle-to-environment message includes one or more C2X messages, in particular one or more C2C messages.

[0033] According to at least one embodiment, a first environment sensor system of a first motor vehicle generates first sensor data, which represents an environment of the first motor vehicle located ahead of the first motor vehicle in a direction of travel of the first motor vehicle. The at least one first vehicle-to-environment message is generated and emitted, in particular, via a first communication interface and / or by a first computing unit based on the first sensor data.

[0034] The first surroundings sensor system may in particular comprise a camera system, a radar system, a lidar system and / or an ultrasonic sensor system.

[0035] By generating the first sensor data, the first motor vehicle, and in particular the second motor vehicle, can detect whether a third motor vehicle is traveling ahead of the first motor vehicle based on the at least one first vehicle-to-surface message. Accordingly, based on the first sensor data, a probability that the first motor vehicle is obscured by the third motor vehicle can be determined, or the presence of a risk situation can be determined accordingly.

[0036] According to at least one specific embodiment, the at least one first vehicle-to-environment message comprises a first vehicle-to-environment sensor message relating to first sensor data, and the first vehicle-to-environment message is emitted in particular periodically (or cyclically).

[0037] The periodic transmission of the first vehicle-to-environment sensor message can be, in particular, transmitted at a predetermined frequency, for example, in the order of one to ten hertz, wherein the first vehicle-to-environment sensor message is correspondingly updated upon each retransmission. Whether the vehicle-to-environment sensor message is actually transmitted periodically or during which time period the vehicle-to-environment sensor message is transmitted can be the subject of further conditions.

[0038] According to at least one embodiment, a first computing unit of a first motor vehicle checks, based on first sensor data, whether another motor vehicle, in particular a third motor vehicle or a fourth motor vehicle, is located within a predetermined area in front of and / or beside the first motor vehicle. A first vehicle-to-surroundings sensor message is periodically emitted only if, based on the check, it is determined that the other motor vehicle is located within the predetermined area.

[0039] In this way, it is thus determined, in particular, whether another motor vehicle is located in a lane adjacent to the first motor vehicle and / or whether another motor vehicle is traveling in front of the first motor vehicle. Thus, the second computing unit can detect potential obstruction of the first motor vehicle by another motor vehicle, in particular a third motor vehicle, based on the first vehicle-to-surroundings sensor message.

[0040] According to at least one specific embodiment, at least one second vehicle-to-environment message is generated and sent by the second motor vehicle and received by the first motor vehicle.

[0041] The at least one second vehicle-to-environment message may in particular include a second vehicle-to-environment status message relating to the current state of the second motor vehicle.

[0042] According to at least one specific embodiment, the first vehicle-to-environment sensor message is only emitted if the first computing unit determines that the at least one second vehicle-to-environment message has been received by the first motor vehicle.

[0043] By linking the sending of the first vehicle-to-environment sensor message to further conditions, such as the presence of another motor vehicle in a predetermined area or the receipt of at least one second vehicle-to-environment message, the overall data transmission can be advantageously reduced.

[0044] According to at least one embodiment, the first computing unit additionally or further checks whether the intersection or gateway is within a predetermined distance from the first motor vehicle. The first vehicle-to-surroundings sensor message is only issued if, according to this additional check, it is determined that the intersection or gateway is within the predetermined distance.

[0045] This also reduces the total data transmission. The sending and, if necessary, receiving vehicle-to-surroundings sensor messages is only necessary or useful when the intersection or entrance is located within a certain minimum distance from the first motor vehicle.

[0046] According to at least one embodiment, the first computing unit retrieves digital map data from a database in order to determine or check whether the intersection or the entrance is located within the predetermined distance. The database can be an online database or an offline database, i.e., a database located in particular on a storage element of a central computer system external to the first motor vehicle or a database stored in a storage element of the first motor vehicle, in particular the first computing unit.

[0047] According to at least one embodiment, a first computing unit determines, based on first sensor data, whether a preceding motor vehicle, in particular a motor vehicle preceding the first motor vehicle, such as a third motor vehicle, is about to turn at an intersection or entrance. This determination is performed, for example, based on a status display of the preceding motor vehicle or a flashing light display of the preceding motor vehicle. The first computing unit determines, based on this information, whether the intersection or entrance is within a predetermined distance.

[0048] According to at least one embodiment, the first motor vehicle receives one or more C2X messages from an infrastructure device in the environment of the first motor vehicle, in particular via a first communication interface. Based on the C2X messages from the infrastructure device, the first computing unit checks whether the intersection or entrance is within a predetermined distance.

[0049] According to at least one embodiment, a first motor vehicle receives one or more C2X messages from the preceding or another motor vehicle, particularly via a first communication interface. The one or more C2X messages particularly include a driving history of the preceding or another motor vehicle. The driving history may include waypoints at predetermined distances, which may be, for example, on the order of 100 to 500 meters. A first computing unit checks whether the intersection or entrance is within a predetermined area based on the C2X messages from the preceding or further preceding motor vehicle, particularly based on the driving history.

[0050] According to at least one embodiment, at least one second C2X message is sent by the second motor vehicle and received by the first motor vehicle. If the additional check determines that the additional motor vehicle is located within the predetermined area, the first computing unit performs an additional risk analysis. Based on the results of the additional risk analysis, the first computing unit initiates additional risk reduction measures. Such embodiments do not necessarily require the first sensor data to be generated by the first surroundings sensor system.

[0051] In other words, the risk reduction measures can be initiated on the first and second vehicle sides.

[0052] According to at least one embodiment, the at least one second C2X message includes a CAM message.

[0053] According to at least one embodiment, the at least one first C2X message contains a first C2X status message, in particular a CAM message, relating to a state, in particular a current state, of the first motor vehicle, and the first C2X status message is sent in particular periodically.

[0054] The state of the first motor vehicle may include a motion state, a position, a lighting state, or a speed of the first motor vehicle.

[0055] According to at least one specific embodiment, the risk reduction measures include outputting a visual, acoustic and / or haptic warning to the driver of the second motor vehicle.

[0056] In this case, the warning can be designed in particular as a function of the determined actual probability of a critical, in particular possible, collision.

[0057] According to at least one specific embodiment, the further risk reduction measures include outputting a visual, acoustic and / or haptic warning to the driver of the first motor vehicle.

[0058] According to at least one specific embodiment, the risk reduction measure includes an automatic intervention in the control of the second motor vehicle and / or the further risk reduction measure includes an automatic intervention in the control of the first motor vehicle.

[0059] In this case, the intervention and control may include, in particular, initiating braking or preventing the respective motor vehicle from moving off or continuing to travel.

[0060] According to at least one embodiment, the risk reduction measure includes outputting a visual and / or acoustic warning to the environment of the second motor vehicle, and / or the further risk reduction measure includes outputting a visual and / or acoustic warning to the environment of the first motor vehicle.

[0061] According to at least one embodiment, driver monitoring data relating to the driver of the second motor vehicle are generated by a driver monitoring system of the second motor vehicle. In particular, the second computer performs the criticality analysis based on the driver monitoring data when a risk situation is determined to exist.

[0062] According to at least one embodiment, driver monitoring data related to the driver of the second motor vehicle are generated by the driver monitoring system of the second motor vehicle, and a second additional risk analysis is performed based on the driver monitoring data by a second computing unit and a second additional risk reduction measure is initiated based on the result of the second additional risk analysis.

[0063] The driver monitoring system may, for example, include one or more cameras or eyetrackers to monitor the position of the driver's body parts, such as the head, and / or the direction of the driver's eyes. Driver monitoring data can thus provide information about the driver's cognitive load or cognitive distraction. Accordingly, the second computing unit can, based on the driver monitoring data, determine, for example, whether the driver consciously perceives the first vehicle and / or whether the driver reacts appropriately to the first vehicle.

[0064] This can be done, in particular, regardless of whether a risk situation exists. This can also be done, in particular, when the first motor vehicle is not obstructed by the third motor vehicle. Thus, even in situations where the driver of the second motor vehicle is not cognitively aware of the first motor vehicle for reasons other than geometric obstruction, the risk of a collision can be prevented.

[0065] According to at least one embodiment, a second computing unit determines, based on the driver monitoring data and based on at least one first vehicle-to-surface message, whether an additional risk situation exists in which the driver's attentiveness of the first motor vehicle is reduced. Only if the presence of the additional risk situation is determined is a criticality analysis performed by the second computing unit based on the driver monitoring data.

[0066] If, however, no further risk situation exists, but there is a risk situation in which the first motor vehicle is obscured by a third motor vehicle, the second computing unit performs a criticality analysis independently of the driver monitoring data.

[0067] According to at least one embodiment, a second computing unit determines whether the additional risk situation exists based on the driver monitoring data and at least one first vehicle-to-environment message, and only performs a second additional criticality analysis by the second computing unit if the existence of the additional risk situation is determined.

[0068] In particular, if no further risk situation exists, the second further criticality analysis is not carried out.

[0069] According to the improved embodiment, a system for reducing the risk of collision between a first motor vehicle and a second motor vehicle is provided. The first motor vehicle is preferably a moped, wherein the first motor vehicle and the second motor vehicle are traveling on different roads toward a common intersection or entrance to the road. The system includes a first communication interface for the first motor vehicle, the first communication interface being configured to send at least one first vehicle-to-environment message. The system includes a second communication interface for the second motor vehicle, the second communication interface being configured to receive the at least one first vehicle-to-environment message. The system includes a second computing unit for the second motor vehicle, the second computing unit being configured to determine, based on the at least one first vehicle-to-environment message, whether a risk situation exists for the driver of the second motor vehicle and / or for an environmental sensor system of the second motor vehicle, in which the first motor vehicle is obscured by a third motor vehicle traveling ahead of the first motor vehicle. The second computing unit is configured to perform a risk analysis if the risk situation is determined to exist and to initiate risk reduction measures based on the results of the risk analysis.

[0070] Further embodiments of the system according to the improved solution can be derived directly from different embodiments of the method for reducing the risk of collision according to the improved solution, and vice versa. In particular, the system according to the improved solution can be configured or programmed to carry out the method according to the improved solution, or the system carries out such a method.

[0071] Other features of the present invention are derived from the claims, the drawings and the description of the drawings. The features and feature combinations mentioned above in the description and the features and feature combinations mentioned below in the description of the drawings and / or shown separately in the drawings can be included not only in the corresponding given combinations, but also in other different combinations of the improved schemes. Therefore, such embodiments of the improved schemes are also covered and disclosed, which are not explicitly shown and / or explained in the drawings, but can be derived and generated from the explained embodiments by separate feature combinations. Therefore, embodiments and feature combinations that do not have all the features of the originally stated claims are also covered and disclosed. In addition, embodiments and feature combinations that exceed or deviate from the feature combinations explained in the reference relationship of the claims are covered and disclosed.

[0072] The invention also encompasses combinations of features of the described embodiments.

[0073] The following describes an embodiment of the present invention. In the accompanying drawings:

[0074] The drawing schematically shows an exemplary embodiment of a system for reducing the risk of collision according to the described development.

[0075] The exemplary embodiments described below are preferred embodiments of the present invention. In these exemplary embodiments, the components described in the exemplary embodiments are each individual, independently viewable features of the present invention. These features also independently form further developments of the present invention and can therefore also be considered as components of the present invention individually or in combinations other than those shown. Furthermore, the described exemplary embodiments may also be supplemented by other already described features of the present invention.

[0076] An exemplary embodiment of a system for reducing the risk of collision according to the development is schematically shown in the drawing.

[0077] The figure shows a situation in which a first motor vehicle, particularly a motorcycle 1, is traveling on a first road 4a toward an intersection 5 with a second road 4b and is about to proceed straight through the intersection. A second motor vehicle 2, particularly a car, is approaching intersection 5 on second road 4b, and the driver of second motor vehicle 2 intends to, for example, turn left at intersection 5 onto road 4a. Accordingly, the potential trajectories of motorcycle 1 and second motor vehicle 2 intersect in the area of ​​intersection 5. In the exemplary situation shown, motorcycle 1, for example, has the right of way over second motor vehicle 2.

[0078] A third motor vehicle 3, such as a delivery van or truck, is traveling in the same lane of first road 4a ahead of motorcycle 1 and is about to turn right at intersection 5. Accordingly, from the perspective of second motor vehicle 2 or the driver of second motor vehicle 2, third motor vehicle 3 may obscure motorcycle 1. Consequently, if the driver of second motor vehicle 2 turns at intersection 5 or enters intersection 5 without noticing motorcycle 1, an increased risk of collision arises.

[0079] The figures schematically illustrate an exemplary embodiment of a system 11 for reducing the risk of collision according to the described embodiment. System 11 includes a first computing unit 8 of a motorcycle 1 and a first communication interface 6 of motorcycle 1 coupled to first computing unit 8. System 11 also includes a second computing unit 9 of a second motor vehicle 2 and a second communication interface 7 of the second motor vehicle 2 coupled to second computing unit 9. Communication interfaces 6 and 7 are particularly designed as C2X interfaces.

[0080] The system 11 also has a first environmental sensor system 12 of the motorcycle 1, which may include a radar system, for example. Alternatively or additionally, the first environmental sensor system 12 may also include one or more cameras, lidar systems, and / or ultrasonic sensor systems.

[0081] The system 11 further comprises a second surroundings sensor system 13 for the second motor vehicle 2. The second surroundings sensor system 13 may comprise, for example, one or more cameras, one or more radar systems, one or more lidar systems and / or one or more ultrasonic sensor systems.

[0082] Motorcycle 1 can detect third vehicle 3 traveling ahead via first surroundings sensor system 12 and thus be informed that motorcycle 1 may be obstructed by third vehicle 3. In particular, first surroundings sensor system 12 can monitor the area ahead of and / or adjacent to motorcycle 1 and generate first sensor data based thereon. First computing unit 8 can then control first communication interface 6, for example, to generate at least one C2X message.

[0083] In various embodiments, motorcycle 1 can periodically send status messages, or CAM messages, for example, at a frequency of 1 to 10 Hz. Additionally, motorcycle 1 can send sensor object messages, or CPM messages, for example, also permanently and periodically, or periodically as soon as first computing unit 8 detects a third vehicle 3 traveling ahead based on first sensor data. Alternatively, CPM messages can be sent periodically only when a third vehicle 3 traveling ahead is detected and first computing unit 8 determines, based on first sensor data or additional information, that intersection 5 is within a predetermined area or within a predetermined distance.

[0084] For this purpose, the first computer unit 8 can use, for example, online or offline map data, status displays of a third motor vehicle 3 traveling ahead, such as activated flashers (or turn signals), or C2X infrastructure messages from infrastructure devices, such as traffic lights.

[0085] Other methods can also be used to identify that intersection 5 is within the predetermined distance. For example, motorcycle 1 can receive a C2X message from another vehicle, such as third vehicle 3, and obtain the accompanying driving history, i.e., the waypoints of the road section traveled within the last 100 to 500 meters. Based on this, first computing unit 8 can then perform a corresponding check.

[0086] The second motor vehicle 2 can also send C2X messages, for example CAM or CPM messages, which are received by the motorcycle 1 , in particular by the first communication interface 6 .

[0087] The third motor vehicle 3 can be detected by the first computer unit 8 based on the first sensor data and / or by the second computer unit 9 based on at least one C2X message of the motorcycle 1 .

[0088] On this basis, the second computing unit 9 and, for example, the first computing unit 8 can also perform a risk assessment and / or criticality estimation in order to warn the respective driver or automatically intervene in the control of the respective motor vehicle depending on the result of the estimation.

[0089] Thus, if a collision is likely and, for example, the view between motor vehicles 1 , 2 is obstructed by third motor vehicle 3 , both the driver of second motor vehicle 2 and the driver of motorcycle 1 can be warned in the area of ​​intersection 5 .

[0090] For this purpose, triggering conditions for a warning to the driver of the second motor vehicle or for a warning to the driver of motorcycle 1 can be determined.

[0091] Trigger conditions for the driver of second motor vehicle 2 may, for example, include the second motor vehicle 2 approaching intersection 5, stopping at the stop line of intersection 5, or about to enter the intersection area of ​​intersection 5. Trigger conditions may also include the second motor vehicle 2 not having the right of way at intersection 5. Trigger conditions may also include the motorcycle approaching intersection 5, for example, from the left. Trigger conditions may also include the motorcycle 1 periodically sending a CAM message and / or a CPM message, wherein the CPM message includes information about a third motor vehicle 3 traveling ahead. Trigger conditions may also include the CPM message of motorcycle 1 containing information that the third motor vehicle 3 is about to turn, particularly a right turn, and may therefore slow down. Trigger conditions may also include the predicted arrival of motorcycle 1 in the area of ​​intersection 5, particularly in an area where their trajectories may overlap, coinciding with the arrival or planned departure of second motor vehicle 2 or falling within a predetermined time interval.

[0092] The triggering condition for warning the driver of the second motor vehicle may also include an evaluation of the driver monitoring data by the second computing unit 9 indicating that the driver of the second motor vehicle 2 is not consciously aware of the motorcycle 1 . For this purpose, the system 11 may include, for example, a driver monitoring system 10 for monitoring the viewing direction or head position of the driver of the second motor vehicle. This allows for interior monitoring or driver monitoring of the driver of the second motor vehicle. The driver monitoring data can be evaluated accordingly to also take into account any cognitive distractions of the driver.

[0093] The trigger conditions can be specified in various combinations. If one or more trigger conditions apply, in particular according to predefined specifications, a warning is displayed to the driver of the second vehicle, for example, or a warning tone is played to alert the driver of motorcycle 1. This warning can be implemented in multiple stages, depending on the severity and probability of a potential collision. For example, differentiation can be made based on temporal overlap of trajectories, the driving behavior of the driver of second vehicle 2, or the probability of motorcycle 1 being obscured from the perspective of the driver of second vehicle 2.

[0094] Additionally or alternatively to the prompt, it is also possible to preload the brake system of the second motor vehicle 2 , or to increase the brake pressure, or to initiate an automatic braking action, or to prevent the second motor vehicle 2 from moving if it is stationary.

[0095] One or more triggering conditions for warning the driver of motorcycle 1 can also be specified accordingly. Triggering conditions for the driver of motorcycle 1 can include, for example, motorcycle 1 approaching intersection 5 and / or a third motor vehicle 3 being located in front of motorcycle 1. This can be detected, in particular, by first surroundings sensor system 12 or based on a C2X message sent by third motor vehicle 3. Triggering conditions for the driver of motorcycle 1 can also include the third motor vehicle 3 impending a turn. This can be determined, for example, by the blinker status of the third motor vehicle 3 from a CAM message sent by the third motor vehicle 3 and / or based on first sensor data. Alternatively or additionally, an impending turn by the third motor vehicle 3 can also be detected by the deceleration of the third motor vehicle 3.

[0096] The triggering condition for warning the driver of motorcycle 1 may also include the second motor vehicle 2 approaching intersection 5 or being stopped at a stop line. This can be detected, for example, by a C2X, in particular CAM, message sent by the second motor vehicle 2 or by detecting a right-of-way situation based on internal map data, a map message from an infrastructure device at intersection 5, or, for example, based on traffic sign recognition based on first sensor data.

[0097] If one or more triggering conditions, which can also be specified in any combination, apply, the motorcycle driver is warned by appropriate means. This warning can also be implemented in multiple stages, depending on the severity and probability of a potential collision. This can be based on temporal overlap of potential trajectories, the driving behavior of the driver of motor vehicle 2 and / or the motorcycle driver, the probability of obstruction of motor vehicle 2 from the perspective of the driver of motorcycle 1, and so on. Warnings to the driver of motorcycle 1 can also be visual, acoustic, or tactile.

[0098] Alternatively or additionally, emergency braking or a braking intervention may also be automatically initiated in order to reduce the severity of the collision.

[0099] As described above, the improvements provide a method and a system that can reduce the probability or severity of a collision between two motor vehicles, one of which is obstructed by the other. In various embodiments, this can particularly implement a passenger car protection function that specifically protects against and avoids accidents with obstructed motorcycles in the area of ​​intersections or entrances.

[0100] Reference Signs List

[0101] 1 motorcycle

[0102] 2 Motor vehicles

[0103] 3 Motor vehicles

[0104] 4a, 4b roads

[0105] 5 Intersection

[0106] 6 Communication Interface

[0107] 7 Communication Interface

[0108] 8 computing units

[0109] 9 computing units

[0110] 10 Driver Monitoring System

[0111] 11 Systems for reducing the risk of collision

[0112] 12 Environmental Sensor System

[0113] 13 Environmental Sensor System

Claims

1. A method for reducing the risk of collision between a first motor vehicle (1) and a second motor vehicle (2), the first motor vehicle being a motor cycle, wherein: - the first motor vehicle (1) and the second motor vehicle (2) are traveling on different roads (4a, 4b) towards a common intersection (5) or entrance of the roads (4a, 4b); and at least one first vehicle-to-environment message is sent by a first motor vehicle (1) and received by a second motor vehicle (2); - determining, by a second computing unit (9) of the second motor vehicle (2), based on the at least one first vehicle-to-environment message, whether a risk situation exists for the driver of the second motor vehicle (2) and / or for an environmental sensor system (13) of the second motor vehicle (2) that the first motor vehicle (1) is obscured by a third motor vehicle (3) traveling in front of the first motor vehicle (1), and if the risk situation is determined to exist, performing a risk analysis and, based on the result of the risk analysis, initiating risk reduction measures; - first sensor data are generated by an environment sensor system (12) of the first motor vehicle (1), the first sensor data representing an environment located in front of the first motor vehicle (1) in the direction of travel, and at least one first vehicle-to-environment message is generated and emitted based on the first sensor data, wherein the at least one first vehicle-to-environment message includes a first vehicle-to-environment sensor message related to the first sensor data; - a first computing unit (8) of the first motor vehicle (1) checks based on first sensor data whether another motor vehicle is located in a predetermined area in front of and / or beside the first motor vehicle (1), and only issues a first vehicle-to-environment signal if it is determined based on the check that the other motor vehicle is located in the predetermined area. - sensor messages, and / or determining by a second computing unit (9) a probability that the first motor vehicle (1) is blocked by a third motor vehicle (3) based on at least one first vehicle-to-surroundings message and based on first sensor data and performing a criticality analysis based on the probability of the blocking.

2. The method according to claim 1, It is characterized by: - a further check is performed by the first computing unit (8), namely whether the intersection (5) or the gateway is located within a predetermined distance from the first motor vehicle (1); and The first vehicle-to-surroundings sensor message is only emitted if, based on the further check, it is determined that the intersection (5) or the entrance is located within the predetermined distance.

3. The method according to claim 1 or 2, It is characterized by: at least one second vehicle-to-environment message is sent by the second motor vehicle (2) and received by the first motor vehicle (1); - when it is determined according to the further check that the further motor vehicle is located within the predetermined area, performing a first further criticality analysis by means of a first computing unit (8); and - Initiating a first further risk reduction measure by a first computer unit (8) as a function of the result of the further criticality analysis.

4. The method according to any one of the preceding claims, It is characterized by: The at least one first vehicle-to-environment message contains a first vehicle-to-environment status message related to the status of the first motor vehicle (1), and the first vehicle-to-environment status message is sent cyclically.

5. The method according to any one of the preceding claims, It is characterized by: - the risk reduction measures include outputting a visual, acoustic and / or haptic warning to the driver of the second motor vehicle (2); and / or - the risk reduction measures include automatic intervention in the control of the second motor vehicle (2); and / or The risk reduction measures include outputting a visual and / or acoustic warning to the environment of the second motor vehicle (2).

6. The method according to any one of the preceding claims, It is characterized by: - generating driver monitoring data relating to the driver of the second motor vehicle (2) by means of a driver monitoring system (10) of the second motor vehicle; - by the second calculation unit (9) - performing said criticality analysis based on said driver monitoring data; and / or - performing a second further criticality analysis based on the driver monitoring data and initiating a second further risk reduction measure based on the result of the second further criticality analysis.

7. A system (11) for reducing the risk of collision between a first motor vehicle (1) and a second motor vehicle (1), the first motor vehicle being a motor cycle, wherein: A first motor vehicle (1) and a second motor vehicle (2) are traveling on different roads (4a, 4b) in the direction of a common intersection (5) or entrance of the roads (4a, 4b), wherein: The system (11) comprises a first communication interface (6) for a first motor vehicle (1) and a second communication interface (7) for a second motor vehicle (2), the first communication interface being configured to send at least one first vehicle-to-environment message and the second communication interface being configured to receive the at least one first vehicle-to-environment message; - the system (11) comprises a second computing unit (9) for the second motor vehicle (2), the second computing unit (9) being configured to determine, based on the at least one first vehicle-to-environment message, whether a risk situation exists for the driver of the second motor vehicle (2) and / or for an environmental sensor system (13) of the second motor vehicle (2) that the first motor vehicle (1) is obscured by a third motor vehicle (3) traveling in front of the first motor vehicle (1), and if the risk situation is determined to exist, to perform a risk analysis and, based on the result of the risk analysis, to initiate risk reduction measures; - the system (11) comprises an environment sensor system (12) for a first motor vehicle (1), the environment sensor system being configured to generate first sensor data representing an environment located in front of the first motor vehicle (1) in the direction of travel, and the first communication interface (6) being configured to generate and transmit the at least one first vehicle-to-environment message based on the first sensor data, wherein the at least one first vehicle-to-environment message comprises a first vehicle-to-environment sensor message relating to the first sensor data; and The system (11) comprises a first computing unit (8) for a first motor vehicle (1), the first computing unit being configured to check, based on first sensor data, whether another motor vehicle is located in a predetermined area in front of and / or beside the first motor vehicle (1), and a first communication interface (6) being configured to send a first vehicle-to-environment sensor message only if it is determined, based on the check, that the other motor vehicle is located in the predetermined area, and / or a second computing unit (9) being configured to determine, based on at least one first vehicle-to-environment message and based on the first sensor data, a probability that the first motor vehicle (1) is blocked by a third motor vehicle (3) and to perform a criticality analysis based on the probability of the blocking.

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