Methods and systems for operating a driver assistance system in a motor vehicle

Abstract

Method for operating a motor vehicle entry assistant (1) for entering a main road (2) from a side road (3) comprising the following procedural steps: - Receiving at least one signal of absolute time information and - Receiving information about an identification from a first traffic signal system (4) of an intersection (7) with the side road (3) and - Receiving information about switching data of the first traffic signal system (4), - Evaluating the information on the identification of the first traffic signal system (4) and information on switching data of the first traffic signal system (4) depending on the one absolute time information, - Correlating the evaluated information with information from data communication systems with motor vehicles of a traffic flow of a green wave (10) of the main road (2), whereby an entry into the main road (2) and a reaching of the green wave (10) up to a further second traffic signal system (11) on the main road (2) takes place.

Description

[0001] Methods and systems for operating a driving assistant, in particular a driving assistant of a motor vehicle, are described, wherein the driving assistant, as a driver assistance system, supports the driver when driving from a secondary road into a main road.

[0002] DE 10 2010 027 899 A1 discloses methods and systems, in particular an information and / or assistance system, as well as a system for operating an information and / or assistance system with at least one signal receiver for receiving absolute time information, as well as information about an identification of at least one traffic light system and information about switching data of the at least one traffic light system. The information about an identification of the at least one traffic light system and information about switching data of the at least one traffic light system are evaluated depending on the one absolute time information.

[0003] DE 10 2008 020 728 B4 relates to a traffic sign assistance system for a motor vehicle that is configured for wireless communication with a traffic light via a Wi-Fi-based communication system. A graphical representation with information about the current status of the traffic light can be displayed on the display.

[0004] Furthermore, DE 10 2012 006 708 A1 discloses an assistance system with a human-machine interface for displaying the optimal average speed at which a traffic light can be reached when the light is green. Corresponding data can be received from a remote service provider via a data interface.

[0005] Further methods and systems for operating a motor vehicle entry assistant are desirable, which make it possible for the motor vehicle coming from a secondary road to be optimally positioned into the traffic flow of a main road.

[0006] This problem is solved by the subject matter of the independent claims. Advantageous further developments arise from the dependent claims.

[0007] An embodiment of a first aspect of the invention relates to a method for operating an entry assistant of a motor vehicle for entering a main road from a secondary road. This method comprises the following method steps. First, at least one signal of absolute time information is received and stored. Furthermore, upon approaching a first traffic light system (LSA) at an intersection of the main road and the secondary road, information about an identification of the first traffic light system and information about switching data of the first traffic light system are received.These data are evaluated depending on the absolute time information and correlated with information from data communication systems with motor vehicles of a traffic flow of a green wave on the main road in such a way that entering the main road and reaching the green wave occurs at the latest by the time there is another second traffic light on the main road.

[0008] The method according to the aforementioned embodiment enables traffic flow to be improved, taking into account the synchronization problems of secondary road traffic with a green wave on a main road. The approach of a vehicle to a traffic light within a reception range of the switching data emitted by the traffic light is to be used to initiate a green phase, so that with the onset of the green phase on the secondary road, the vehicle can now begin merging into a one-way green wave, which is also referred to as an asymmetrical wave. Furthermore, entering the main road and reaching the green wave can occur with minimal pollutant emissions and minimal noise emissions.

[0009] With a one-way or asymmetrical green wave, the green wave is only effective in one specified direction, while no green wave is possible in the opposite direction. A continuous flow of traffic at a constant propagation speed is partially interrupted by red phases at intersections with side streets. In contrast, a symmetrical green wave in this context is understood to be a green wave that allows a green wave in both directions if the vehicles maintain a specified propagation speed, which is particularly feasible with the checkerboard-like urban layouts in the USA.Thus, the method according to the said embodiment is associated with an improvement in traffic flow taking into account the problems of merging a secondary road traffic into a symmetrical (two-way) green wave or into an asymmetrical (one-way) green wave of a main road traffic, which at the same time can lead to a minimization of fuel or a reduction of pollutant emissions and also to a reduction of noise emissions with optimal design of the merging or entry of the motor vehicle with the aid of the entry assistant of the present invention into the green wave from a secondary road.

[0010] In a further embodiment of the invention, the at least one signal of absolute time information is received via an interface between a CAN (controller area network) bus of an EGO vehicle, namely the motor vehicle entering the intersection, and a satellite-based global positioning system. This satellite-based global positioning system is also referred to by the generic term GNSS (global navigational satellite system) and is intended to encompass the various national and international satellite-based positioning systems, such as GPS (global position system) and the European navigation system Galileo, or the GLONASS positioning system developed for the CIS states, as well as all future satellite-based positioning systems.All these positioning systems also disseminate absolute time information, which enables a uniform measurement of the time periods of green and red phases of traffic lights.

[0011] In a further embodiment of the method, the information is obtained from data communication methods by means of interfaces to a vehicle-to-infrastructure communication device, also referred to as V2X (vehicle to infrastructure), and / or to a vehicle-to-vehicle communication device, also referred to as C2C (car to car), and / or interfaces via SPAT (signal phase and timing) messages and / or TOPO (intersection topology) messages. Using this data from the different interfaces, the evaluated information from the first traffic light system can be correlated in order to use this communication data from the green wave vehicles to infer the switching data of the second traffic light system by correlation, without knowing or receiving the switching data of a further second traffic light system.

[0012] In a further embodiment of the method, the following values ​​are determined within a limited reception range of the first traffic light via the corresponding interfaces to the communication systems during an average approach time to the first traffic light. The primary and secondary directions can initially be identified via the TOPO message interface. Furthermore, it is possible to determine whether a symmetrical, asymmetrical, or simple green wave is occurring using CAM (cooperative awareness message) messages from the vehicles in the green wave. Furthermore, a remaining red phase can be calculated using a computing unit based on the transmitted switching time after the primary red phase of the first traffic light.Finally, a signal rotation time is also determined from the received SPAT messages, which is calculated from the main direction green time period plus the main direction red time period, or from the secondary direction green time period plus the secondary direction red time period via the SPAT interface communication of the first traffic signal system.

[0013] Furthermore, it is planned that an intention to turn into the green wave of the main road when the vehicle's indicator is activated will be used as a start signal for the entry assistant, so that the various queries via the interfaces for correlating the evaluated information from the first traffic light system with the communication data of the traffic flow of the vehicles in a green wave can now start.

[0014] However, to obtain definitive certainty that the vehicle's change of direction not only represents an intention to turn, but also a genuine turning maneuver into the green light, the turning maneuver can be verified via an interface with a satellite-based global positioning system. When turning into or off the green light, a remaining red time is simultaneously determined for the main direction during which the vehicle's change of direction occurs. This verification simultaneously ensures that the correlation with the evaluated data from the first traffic light location can be continued.

[0015] In a further embodiment, after verification of the turn in a direction of the green wave, the motor vehicle is accelerated with the assistance of the entry assistant such that the motor vehicle is integrated into the catching wave front of the green wave into the flowing traffic at the latest upon reaching the second traffic light. This eliminates the need to stop and restart within the entire green wave of all subsequent traffic lights, thus reducing noise emissions and simultaneously minimizing fuel consumption. In particular, the reduction in pollutant emissions after turning into the green wave and until reaching the second traffic light, at the latest when the second traffic light switches to the green phase of the green wave, is associated with a significantly reduced level of emissions.

[0016] To ensure that the vehicle is introduced into the catching wave front of the green wave into flowing traffic at the latest upon reaching the second traffic light, the entry assistant is also intended to calculate a spatial and temporal meeting point based on the remaining red time in a main direction for a propagation speed of the green wave. This spatial and temporal meeting point is generally the spatial position of the second traffic light and, at the latest, the time when the green phase of the second traffic light begins.This means that the motor vehicle must be accelerated in such a way that when the second traffic light switches to green, it has ideally reached the exact position of the second traffic light, without the motor vehicle being able to receive switching signals from the second traffic light when turning from the side road into the green wave, because the vehicle is much too far away from the second traffic light and an expensive, cost-intensive query via commercial telephone services is to be avoided, so that the calculation of the spatial and temporal meeting point is based solely on the correlation of the CAM data disseminated by the vehicles in the wave front and information transmitted via C2C communications.

[0017] This is achieved when the entry assistant calculates the meeting point with a sufficiently high level of C2C equipment among the vehicles in the green wave front to evaluate CAM position reports from the vehicles in the wave front. If the level of C2C equipment of vehicles is insufficient or there are not enough vehicles with appropriate C2C equipment, as can occur, for example, during off-peak times, optimization toward minimal noise and pollutant emissions is preferably based on a propagation speed typical for built-up areas or highways. In such cases, the vehicle can typically only be precisely adjusted to the transition to the green wave once it enters the reception range of the second traffic light.

[0018] A second aspect of the invention relates to an entry assistance system of a motor vehicle for entering a main road from a secondary road, wherein the entry assistance system has a first receiving device designed to receive a signal of absolute time information. Furthermore, the entry assistance system has a second receiving device designed to receive information about an identification from a first traffic light system (LSA) of an intersection with the secondary road and to receive information about switching data of the first traffic light system. Furthermore, the entry assistance system has an evaluation device designed to evaluate the information about an identification from the first traffic light system and information about switching data of the first traffic light system as a function of the one piece of absolute time information.Finally, the entry assistance system has a correlation device configured to correlate the evaluated information with information from data communication systems with motor vehicles of a traffic flow of a green wave on the main road. Furthermore, the motor vehicle has an electronic control unit configured to perform an entry into the main road and a reaching of the green wave at the latest up to a further second traffic signal on the main road using the information from data communication systems with motor vehicles of the traffic flow of the green wave on the main road, correlated with the evaluated information from the first traffic signal.

[0019] The entry assistance system according to the second aspect of the invention has the advantages already mentioned in connection with the method according to the first aspect, which are not listed again here to avoid repetition.

[0020] For the information from data communication processes, the entry assistance system has interfaces to V2X (vehicle to infrastructure) and / or C2C (car to car) and / or interfaces to SPAT (signal phase and timing) and / or TOPO (intersection topology). Using the information received via these interfaces, it can calculate a meeting point from the wavefront of the green wave in the main direction. This meeting point is designed to guide the vehicle spatially and temporally to a second traffic light in such a way that it arrives there at the latest when the green phase of the green wave begins at the second traffic light. This calculation already takes place when the vehicle turns from the secondary road onto the main road, without any direct information from the second traffic light about its switching times and identification being available.

[0021] The entry assistance system only has an interface with a satellite-based global positioning system for verifying the vehicle's change of direction during a turning maneuver toward the green wave and for determining the absolute time. Furthermore, the entry assistance system evaluates the information available to the entry assistance system via the aforementioned interfaces to V2X or C2C, as well as to SPAT and TOPO.

[0022] In addition, the entry assistance system has a computing unit for calculating a spatial and temporal meeting point from a remaining red time, taking into account a propagation speed of the green wave, wherein the meeting point largely corresponds to a spatial position of the second traffic light system and at the latest to a temporal start of the green phase of the second traffic light system.

[0023] A third aspect of the invention relates to a computer program product which, when executed on a computing unit of a driver assistance system of a motor vehicle, instructs the computing unit to perform the following steps. The computing unit is first instructed to receive at least one signal of absolute time information and to receive information about an identification from a first traffic signal system (LSA) of an intersection with the secondary road, and to receive information about switching data of the first traffic signal system. Furthermore, the computing unit is instructed to evaluate the information about the identification from the first traffic signal system and information about switching data of the first traffic signal system depending on the absolute time information.Furthermore, the computing unit is instructed to correlate the evaluated information with information from data communication systems with motor vehicles of a traffic flow of a green wave on the main road and finally, the computing unit is instructed to calculate a spatial and temporal meeting point from a remaining red time in a main direction for a propagation speed of the green wave, wherein the meeting point largely corresponds to the spatial position of a second traffic signal and at the latest to the temporal start of the green phase of the second traffic signal.

[0024] Furthermore, a further aspect of the invention relates to a computer-readable medium on which a computer program product according to the said embodiment of the third aspect of the invention is stored.

[0025] The computer program product and the computer-readable medium according to these aspects have the advantages already mentioned in connection with the method according to the first aspect of the invention, which are not listed again here to avoid repetition.

[0026] Furthermore, the application relates to a motor vehicle having an entry assistance system according to one of the aforementioned embodiments. The motor vehicle is, for example, a passenger car or a truck.

[0027] Embodiments of the invention will now be explained in more detail with reference to the accompanying figures. Fig. 1 shows a schematic diagram of intersections of secondary roads with a main road on which a green wave is designed in one of the main directions; Fig. 2 shows a detail of the principle sketch according to Fig. 1; Fig. 3 shows a flowchart of a method for operating a retraction assistant; Fig. 4 shows a detail of the flow chart according to Fig. 3; Fig. 5 shows a further detail of the flow chart according to Fig. 3; Fig. Figure 6 shows a schematic block diagram of an entry assistance system.

[0028] Fig. 1 shows a schematic diagram with intersections 5, 6, 7, 8 and 9, in Fig. 1A of secondary roads 3 with a main road 2, on which a green wave 10 is designed in one of the main directions 12, in the form of a one-sided or asymmetrical green wave 10. The green wave 10 is in Fig. 1A is marked with solid arrows A, while the second main direction, the opposite direction 31, is marked with dashed arrows B.

[0029] In Fig. 1A, a motor vehicle 1, which is generally also referred to as EGO vehicle 15, is driving on the secondary road 3 in the direction of arrow C and, when approaching at a distance of 300 m to 500 m from the intersection 7, reaches a reception range for switching times of a first traffic light system 4, which is designated as LSA 1 in Fig. 1A. This LSA1 follows in the direction of arrow A of the green wave 10 at the second intersection 8 of another secondary road a second traffic light 11 with LSA 2 and finally at the further intersection 9 shown a further LSA 3. In the opposite direction according to the dashed arrows B, intersection 7 is followed by an intersection 6 with an LSA 2' and at another intersection 5 another LSA 3' in the opposite direction on the main road 2.

[0030] However, for the turning and entry of the motor vehicle 1, only the second traffic light system 11 is decisive, since the vehicle from a turning point 29 on the secondary road 3 must reach the green wave in a meeting point 20 at the second traffic light system 11 at the latest at the moment of switching to a green phase in order to be able to overcome all subsequent traffic lights, such as the LSA 3, with the wave front of the green wave 10 without stopping.

[0031] With Fig. 1B, the temporal dependencies of the green wave in direction A are shown with solid lines and in direction B with dashed lines. Arrow direction D shows the absolute timing t, and the different traffic light phases in the main directions are marked with corresponding bars. The green phase t g the main direction is shown with single dotted bars and the red phase t rmarked with hatched bars. In contrast, the corresponding traffic light phases 32 and 33 of side street 3 are marked with double-dotted bars for the green phase t ng and for the side street red phase t nr marked with cross-hatched beam segments.

[0032] Ideally, the EGO vehicle 15 reaches the starting point 29 at the intersection 7 when turning in the main direction of the green wave 10 and reaches a meeting point 20 in the direction of arrow C in Fig. 1B ideally at the latest when the second traffic light 11 switches to the green phase t gthe green wave 10. This intersection point 20, calculated based on the correlation of information via the above-mentioned interfaces to V2X, CAM, SPAT, and TOGO, may well be earlier if the second traffic light 11 is planned at a correspondingly greater distance. However, this meeting point should never be later than the ideal case, since otherwise integration into the green wave would only be possible by stopping at the second traffic light.

[0033] Fig. 2 shows a detail of the principle sketch according to Fig. 1. This detail refers again to the main directions with a one-way green wave and in the opposite direction a non-synchronous traffic flow to the green wave and is limited to the representation of intersections 6, 7 and 8 of the Fig. 1A. In detail, the traffic light phases for all four traffic lights at intersection 7 are plotted on a time axis t, and the green wave is marked by a solid line and the opposite direction 31 by a dashed line. In addition, the Fig. 2, that when vehicle 1 or EGO vehicle 15 starts to start communication t comof the reception area 14 of the first traffic light system 4 no information is available from the reception area 21 of the second traffic light system or from a reception area 22 of a preceding traffic light system, so that the entry assistant of the motor vehicle 1 and for entering the green wave 10 of the main directions is completely dependent on the exchange of information with the vehicles of the wave front of the green wave in order to calculate an expected meeting point with the wave front of the vehicles of the green wave from the CAM communication messages via the V2X (vehicle to infrastructure) information.

[0034] In addition, Fig. 2 the starting time t com, at which communication begins with at least the first traffic light system 4 to determine, for example, the lanes of the main direction via the TOPO interface and the switching status of the traffic light system via the SPAT interface. The transmission and evaluation of this information can continue until a time t hl reaching a stop line of the LSA1.

[0035] Fig. Figure 3 shows a flowchart of a method for operating a drive-in assistant. The drive-in assistant method starts with step 100 and proceeds to step 101, in which interfaces to the V2X, the CAM, the SPAT, and the TOPO are provided via the vehicle CAN bus for a connection point 102.

[0036] In the subsequent decision step 103, the entry assistance process decides whether the vehicle is on the approach to a traffic light intersection. If this is not the case, the system returns to the connection point 102. If this is the case, however, a detection is carried out in process step 200, which is described in detail in the flow chart of the Fig. 4. The result of the detection is the determination of a main and secondary direction of the intersection, a determination of the traffic signal phases, a determination of the cycle time and the direction of the green wave, and a determination of a propagation speed in the direction of the green wave.

[0037] This method step 200 is followed by a decision step 104, in which the approach assistant decides whether the vehicle is traveling in a secondary direction. If this is not the case, the process returns to connection point 102. If this is the case, however, the intention to turn into the main direction of travel and into the green wave is determined by setting the direction indicator in method step 105, and the change of direction is verified in method step 106 via an interface to a satellite-based global positioning system.

[0038] This method step 106 is followed by a decision step 107, which queries whether the turn into the main direction has been made. If this is not the case, the system returns to the connection point 102. If this is the case, however, the method step 300 follows, which is described in more detail in the flow chart of the Fig. 5 is explained and in which a calculation of the catching-up green wave is carried out with the result of a speed setpoint specification, which can be used for an actual value comparison.

[0039] This step 300 can be followed by a transfer to a human-machine interface in step 108, or a return to connection point 102 can occur. If the calculation and its results are fed to a human-machine interface in step 108, this interface can be provided optically and / or acoustically.

[0040] Fig. 4 shows a detail of the flow chart according to Fig. 3 with method step 200 of the entry assistant, which explains the detection in more detail. In step 201, an analysis of the TOPO lane count for main / secondary direction detection can be performed, followed by the calculation of the cycle time from the main red plus main green times or secondary red plus secondary green times based on the received SPAT residual red / green times. Stationary / moving vehicles in the main direction can be detected via a CAM interface for comparison with the lane of the EGO vehicle in relation to the topography data. This results in three parallel and equally important decision steps 202, 203, and 204.

[0041] In decision step 202, it is queried or decided whether the EGO vehicle is in a secondary direction. If this is not the case, the system returns to step 201. If this is the case, however, the Fig. 3. At the same time, step 203 determines whether only one-sided vehicle movements at green in the main directions are converging to form a group arrival. If this is the case, step 208 concludes that a one-sided or asymmetric green wave exists in this direction. If this is not the case, a two-sided green wave is detected in step 209.

[0042] In the third decision step 204, it is checked whether a propagation speed v pcan be determined from the speed resulting from a CAM interface to the motor vehicles in the main direction. If this is not the case, the propagation speed is set to the maximum possible value in built-up areas (50 km / h) and correspondingly increased values ​​for roads outside built-up areas, such as bypass roads with corresponding speed limits, as the propagation speed in step 207. If this is the case, however, the determined or measured value of the propagation speed v p be used in process step 206 for the further calculation of a target value.

[0043] Fig. 5 shows a further detail of the flow chart according to Fig. 3, in which step 300 for determining a target value is explained in more detail, with a decision step 301 being carried out first, in which the question is decided whether the journey is against a one-way green wave. If this is the case, a target value equal to the propagation speed v is determined in step 203. p If this is not the case, a determination of the catching-up green wave front is carried out in a subsequent step 303, in which a red end time is set as the target direction start time and then a movement with the propagation speed v p The aim of the determination is a meeting point in terms of time and distance, which is carried out using a target value for the EGO vehicle, taking into account emission-optimised driving strategies. This target value is then, as Fig. 3 shows, ends with process step 108 or 109.

[0044] Fig. 6 shows a schematic block diagram of an entry assistance system 40 for a driver of a motor vehicle when entering a main road from a secondary road, wherein the entry assistance system 40 has a first receiving device 16 which is designed to receive a signal of absolute time information via an interface 28 to a satellite-supported positioning system GNSS (global navigational satellite system).

[0045] Furthermore, the entry assistance system 40 has a second receiving device 17 which is designed to receive information about an identification from a first traffic signal system LSA1 of an intersection with the secondary road and to receive information about switching data of the first traffic signal system LSA1.

[0046] Furthermore, the entry assistance system 40 has an evaluation device 18 which is designed to evaluate the information about an identification from the first traffic light system LSA1 and information about switching data of the first traffic light system LSA1 as a function of the one absolute time information from the first receiving device 16. Finally, the entry assistance system 40 has a correlation device 19 which is designed to correlate the evaluated information with data and information from a V2X interface 24, a SPAT interface 25, a TOPO interface 26 and a CAM interface 27, which interact with a computing unit 30 in which a spatial and temporal meeting point with a second traffic light system on the main road is calculated.An electronic control unit 23 is designed to carry out an entry into the main road, whereby the green wave is reached at the latest by the time the second traffic light system on the main road is reached, with minimal pollutant emissions and minimal noise emissions of the motor vehicle 1.

[0047] Although at least one exemplary embodiment has been shown in the foregoing description, various changes and modifications may be made. The recited embodiments are merely examples and are not intended to limit the scope, applicability, or configuration in any way. Rather, the foregoing description provides those skilled in the art with a road map for implementing at least one exemplary embodiment, and various changes may be made in the function and arrangement of elements described in an exemplary embodiment without departing from the scope of the appended claims and their legal equivalents. List of reference symbols 1 motor vehicle 2 Main Street 3 side street 4 first traffic light system (LSA 1) 5 Intersection 6 Intersection 7 Intersection 8 intersection 9 Intersection 10 Green Wave 11 second traffic light system (LSA 2) 12 Main direction 13 Secondary direction 14 Reception area (LSA 1) 15 EGO vehicles 16 first receiving device 17 second receiving device 18 Evaluation device 19 Correlation device 20 Meeting Point 21 Reception area (LSA 2) 22 Reception area (LSA 2') 23 electrical control unit 24 Interface to V2X 25 Interface to SPAT 26 Interface to TOGO 27 Interface to CAM 28 Interface with GNSS 29 Turning point 30 computing units 31 Opposite direction 32 Traffic light phase of the side street 33 Traffic light phase of the side street 100 starting steps 101 steps 102 connection point 103 Decision step 104 Decision step 105 steps 106 steps 107 Decision step 108 steps 109 steps 200 steps 201 step 202 Decision step 203 Decision step 204 Decision step 206 steps 207 steps 208 steps 209 steps 300 steps 301 Decision step 302 steps 303 steps t g Main direction green t r Main direction red t rr Remaining red time t ng Secondary direction green t nr Secondary direction red v p Propagation speed p com Starting point

Claims

[1] Method for operating an entry assistant of a motor vehicle (1) for entering a main road (2) from a secondary road (3) with the following method steps: - Receiving at least one signal of absolute time information and - Receiving information about an identification from a first traffic light system (4) of an intersection (7) with the secondary road (3) and - Receiving information about switching data of the first traffic light system (4), - evaluating the information about the identification of the first traffic light system (4) and information about switching data of the first traffic light system (4) as a function of the one absolute time information, - Correlating the evaluated information with information from data communication systems with motor vehicles of a traffic flow of a green wave (10) of the main road (2), wherein an entry into the main road (2) and a reaching of the green wave (10) takes place up to a further second traffic signal system (11) on the main road (2). [2] Method according to claim 1, wherein the absolute time information is provided via an interface (28) between a CAN (controller area network) bus of the motor vehicle (1) and a satellite-based global positioning system. [3] Method according to claim 1 or claim 2, wherein the information is obtained from data communication methods by means of interfaces (24) to V2X (vehicle to infrastructure) and / or to C2C (car to car) and / or interfaces (25, 26) to SPAT messages (signal phase and timing) and / or to TOPO messages (intersection topology). [4] Method according to one of the preceding claims, wherein in a limited reception area (14) of the first traffic light system (4) the following values ​​are determined via the corresponding interfaces to the communication systems during an average approach time to the first traffic light system (4): - Identification of main and secondary directions (13, 14) via the TOPO message interface; - detection of a symmetric or simple Green Wave (GW) (10) by means of an interface (27) to CAMs (cooperative awareness messages); - Calculation of a remaining red time (t rr ) by means of a transmitted switching time after the main direction red phase (t g ) of the first traffic light system (4) by means of a computing unit (30); - Determination of the main direction green (t g ) plus main direction red (t r ) Orbital period (t u ) and the secondary direction green (t ng ) plus secondary direction red (tur ) Orbital period (t u ) via the SPAT interface (25) of the first traffic light system (4). [5] Method according to one of the preceding claims, wherein an intention to turn into the green wave (10) of the main road (2) upon activation of the indicator of the motor vehicle (1) is used as a start signal for the entry assistant. [6] Method according to one of the preceding claims, wherein a turning maneuver into the green wave (10) is verified by the change of direction of the motor vehicle (1) via an interface with a satellite-based global positioning system. [7] Method according to one of the preceding claims, wherein the motor vehicle (1) is accelerated with the assistance of the entry assistant after a verification of a turn in a direction of the green wave (10) in such a way that the motor vehicle (1) has integrated itself into the catching-up wave front of the green wave (10) into the flowing traffic upon reaching the second traffic light system (11). [8] Method according to one of the preceding claims, wherein the entry assistant determines a local and temporal meeting point (20) from the remaining red time (t rr ) in a main direction (12) for a propagation speed (v p ) of the green wave (10) is calculated, which essentially corresponds to the local position of the second traffic signal system (11) and at the latest to the temporal start of the green phase of the second traffic signal system (11). [9] Method according to claim 8, wherein the calculation of the meeting point (20) by the entry assistant is based on evaluations of CAM position reports of the vehicles of the wave front of the green wave (10), as well as the green time and propagation speed of the main direction. [10] Entry assistance system of a motor vehicle (1) for entering a main road (2) from a secondary road (3), comprising: - a first receiving device (16) designed to receive a signal of absolute time information, - a second receiving device (17) designed to receive information about an identification of a first traffic light system (4) of an intersection (7) with the secondary road (3) and to receive information about switching data of the first traffic light system (4), - an evaluation device designed to evaluate the information about an identification of the first traffic signal system (4) and information about switching data of the first traffic signal system (4) as a function of the one absolute time information, - a correlation device (19) designed to correlate the evaluated information with information from data communication systems with motor vehicles of a traffic flow of a green wave (10) of the main road (2), - an electronic control unit (23) of the motor vehicle (1) designed to carry out an entry into the main road (2) and a reaching of the green wave (10) up to a further second traffic signal system (11) on the main road (2) with the aid of the information from data communication systems with motor vehicles of the traffic flow of the green wave (10) of the main road (2) correlated with the evaluated information of the first traffic signal system (4). [11] Entry assistance system according to claim 10, wherein the entry assistance system has interfaces (24) to V2X (vehicle to infrastructure) and / or C2C (car to car) and / or interfaces (25, 26) to SPAT messages (signal phase and timing) and / or TOPO messages (intersection topology) for information from data communication methods. [12] Entry assistance system according to claim 10 or claim 11, wherein the entry assistance system has an interface (28) with a satellite-based global positioning system for verifying the change of direction of the motor vehicle during a turning maneuver in the direction of the green wave (10) and for determining the absolute time. [13] Entry assistance system according to one of claims 10 to 12, wherein the entry assistant comprises a computing unit (30) for calculating a local and temporal meeting point (20) from a remaining red time (t rr ) taking into account a propagation speed (vp ) of the green wave (10), wherein the meeting point (20) corresponds to a local position of the second traffic signal system (11) and a temporal start of the green phase of the second traffic signal system (11). [14] Computer program product which, when executed on a computing unit (30) of a retraction assistance system of a motor vehicle (1), instructs the computing unit (30) to carry out the following steps: - Receiving at least one signal of absolute time information and - Receiving information about an identification from a first traffic light system (4) of an intersection (7) with the secondary road (3) and - Receiving information about switching data of the first traffic light system (4), - evaluating the information about an identification of the first traffic light system (4) and information about switching data of the first traffic light system (4) as a function of the one absolute time information, - correlating the evaluated information with information from data communication systems with motor vehicles of a traffic flow of a green wave (10) of the main road (2), - Calculating a spatial and temporal meeting point (20) from a remaining red time (t rr ) in a main direction (12) for a propagation speed (v p ) of the green wave (10), wherein the meeting point (20) corresponds to the local position of a second traffic light system (11) and the temporal start of the green phase of the second traffic light system (11). [15] A computer-readable medium on which a computer program product according to claim 14 is stored.

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