Method for transmitting information to the occupants of a vehicle

Abstract

Method for transmitting at least two different pieces of information to an occupant of a vehicle, comprising the following steps: - Determining the information to be transmitted; - Determine whether the information relates to an environment directly perceptible to the driver; - Assigning the information to one of at least two different kinesthetic signals (26a, 26b, 28, 30a, 30b, 32, 34) depending on at least one predetermined qualitative and / or at least one predetermined quantitative criterion, wherein the assignment includes: - Assigning the information to a kinesthetic signal (12) of a first class (16) if the information relates to the environment directly perceptible to the driver; and - Assigning the information to a second-class kinesthetic signal if the information has no relation to the environment directly perceptible to the driver; - Generating an acceleration effect (26a, 26b, 28, 30a, 30b, 32, 34) with at least one actuator of the vehicle on a passenger compartment of the vehicle, wherein the acceleration effect in the passenger compartment generates the kinesthetic signal to which the information is assigned.

Description

[0001] The present invention relates to a method and a system for transmitting information to the driver of a vehicle and / or to other occupants of a vehicle.

[0002] It is known in the prior art, for example, to warn the driver when a speed limit is exceeded. For instance, German patent application DE 102011 053 778 A1 describes a speed warning device known from German patent application JP 2007 199 026, which detects a speed limit displayed on a traffic sign by evaluating the image from a front-facing camera. Both the current vehicle speed and the speed limit are displayed on an instrument panel. If the actual vehicle speed exceeds the speed limit, a visual warning is issued by highlighting a speed limit area.

[0003] Instead of any kind of visual speed warning via a display, acoustic warnings and vibration alerts via the steering wheel or accelerator pedal are also possible. It is also conceivable to slightly increase the pressure required on the accelerator pedal to signal to the driver that further acceleration is inappropriate. These various warning options are described, for example, in publication EP 2 161 699 A2.

[0004] Visual warning systems have the disadvantage that the driver must repeatedly focus their attention on the display (for example, in the instrument cluster) to notice a speed warning. This inherently carries the risk that the driver will miss the speed warning, thereby endangering the safety of the vehicle's occupants and other road users.

[0005] Furthermore, the driver's visual and auditory perception channels are frequently overloaded by the variety and number of displays and acoustic signals in the vehicle, as well as by observing traffic, perceiving traffic noise, and by the diversity and complex arrangement of traffic signs. This can lead to misjudgments by the driver and serious consequences. Information transmitted visually (e.g., as a graphic) or audibly (as an acoustic signal) also requires significantly more complex interpretation by the human brain. The corresponding reaction time of the driver can vary widely depending on the individual and their level of mental strain.

[0006] These effects can be very detrimental to the timely and reliable perception of information, at least in certain situations.

[0007] Acoustic warnings, on the other hand, have the disadvantage that they are perceived by the driver as disturbing and unnecessary in certain driving situations.

[0008] Furthermore, both loud and visual warning signals can be consciously perceived by passengers. This conscious perception by passengers can unsettle them and lead to conclusions about the driver's lack of driving ability.

[0009] Furthermore, acoustic warning signals or vibration signals from the steering wheel have the disadvantage that they are not intuitively linked to the information to be transmitted by the driver, as these warning signals are used for many other critical driving situations.

[0010] Several applications for kinesthetic signaling to the driver of a vehicle are known from the prior art. DE 10 2004 016 981 A1, DE 198 57 992 C2, DE 10 2004 030 756 A1 and DE 10 2005 040 791 A1 relate to the transmission of information to the driver by means of kinesthetic messages.

[0011] DE 10 2008 010 832 A1 describes a method and a device for the situation-dependent output of warning and / or information signals in a vehicle, wherein various signals (optical, acoustic, haptic) are varied based on the urgency of a situation, a direction in which the situation occurs or the place where the situation occurs.

[0012] DE 10 2005 032 528 A1 discloses a maneuvering assistance system and a method in which assisting information signals are output to a user in a vehicle as haptic information signals by means of at least one haptic device.

[0013] DE 10 2013 211 278 A1 describes methods and systems in which a plurality of haptic actuators arranged in a seat are controlled on the basis of internal and external states of a vehicle in order to generate haptic pulses.

[0014] DE 10 2010 025 897 A1 describes a method for operating a motor vehicle in which, depending on the detected behavior of an object located in front of the motor vehicle, a jolt is exerted on the driver by the vehicle making a pitching movement.

[0015] US 2004 / 0020699A1 describes a method and device for automated parking of motor vehicles, wherein sensors are used to detect distances, orientation and speed, and instructions for the parking process can be kinesthetically transmitted to the driver.

[0016] The generation of kinesthetic signals, particularly decelerations, is problematic in winter or on slippery roads. Such a kinesthetic signal could alter the vehicle's behavior in a curve and lead to skidding or, in extreme cases, a loss of control. This can surprise the driver, potentially causing them to make a driving error on the slippery road. A strong kinesthetic signal is disruptive or dangerous. Conversely, a weak kinesthetic signal may go unnoticed by the driver on an uneven road due to numerous small accelerations.

[0017] The invention aims to create an improved method and an improved vehicle system for transmitting information to the driver and an occupant of a vehicle.

[0018] The object of the invention is solved by a method according to claim 1 and a vehicle system according to claim 28.

[0019] The inventive method for transmitting at least two different pieces of information to a vehicle occupant comprises the step of determining the information to be transmitted. The information is assigned to one of at least two different kinesthetic signals depending on at least one predetermined qualitative and / or at least one predetermined quantitative criterion. An acceleration effect is generated on a passenger compartment of the vehicle by at least one actuator, wherein the acceleration effect in the passenger compartment generates the kinesthetic signal to which the information is assigned.

[0020] According to the invention, different pieces of information are assigned to such distinct kinesthetic signals that the driver can clearly distinguish between different types of information. This can also be achieved with the invention even in a turbulent or variable acceleration environment. The information does not necessarily have to be related to the driver's steering task. The information does not have to relate to the immediate surroundings. The information can be determined using the vehicle's own means. The method according to the invention assigns the determined information to one of a plurality of kinesthetic signals.

[0021] The applicant reserves the right to claim protection for any of the configurations described below in a separate application, for example, a divisional application.

[0022] The step of assigning information can include assigning the information to at least two classes of kinesthetic signals, where the classes of kinesthetic signals differ at least by an acting force and / or amplitude, one or more acceleration values, a duration of the acceleration and / or a temporal profile of the acceleration, a temporal profile of the force, a gradient of the acceleration, and / or a gradient of the force. A class of kinesthetic signals essentially comprises those signals that are distinguishable from kinesthetic signals or messages of other classes. The distinction between the classes is recognizable to the driver and / or any occupant. A class of kinesthetic signals is defined by parameters or parameter combinations of accelerations acting on the passenger compartment that are essentially unique in their type or intensity within that particular class.For example, a first class might exhibit vertical acceleration with a relatively fast and short downward movement and a relatively slow upward movement. Another class might be defined by at least one roll acceleration.

[0023] Information can preferably be assigned to a class depending on one or more qualitative criteria, preferably according to the type of information or based on what the information concerns.

[0024] The information can preferably be assigned to one of at least two signals within a class based on one or more quantitative criteria. Preferably, a greater deviation from a normal value of a quantity in the vehicle or urgent information can be assigned to a different signal than a lesser deviation or less urgent information. Preferably, acceleration effects with a higher magnitude and / or a longer duration are determined for more urgent or important information.

[0025] Qualitatively different information can be assigned to qualitatively different kinesthetic signals, for example, kinesthetic signals belonging to different classes of such signals that are distinguishable by the driver. Quantitatively different information can be assigned to quantitatively different kinesthetic signals, for example, quantitatively different signals of the same class.

[0026] Kinesthetic signals can be classified according to their relevance to safety (vehicle safety, driver safety, passenger safety, safety of other road users). For example, the information can be safety-relevant from a safety-relevant component or non-safety-relevant from a non-safety-relevant component of the vehicle.

[0027] Different kinesthetic signals and / or different classes of kinesthetic signals are characterized or defined by qualitatively and / or quantitatively different technical parameters of the acceleration effect, such as amplitude, duration, amplitude profile, gradient, or the like. These parameters are preferably chosen for different kinesthetic signals or different classes of kinesthetic signals in such a way that they are perceived differently by the driver of the vehicle. Human kinesthetic perception, or perceptual ability, can be captured and taken into account using known scientific principles. For example, known statistical values ​​and relationships, or those specifically recorded for this purpose, can also be assumed to exist for human perceptual ability.Kinesthetic perception can also be considered individually, in the form of values ​​and / or relationships assigned to a specific person or a person in a specific role (driver, passenger, another occupant). Preferably, at least two classes of kinesthetic signals differ in the temporal progression of acceleration. In particular, two classes of kinesthetic signals can exhibit a different sequence of acceleration increase and decrease phases. Alternatively or additionally, two classes of kinesthetic signals exhibit significantly different times at which the acceleration increase and decrease occur. The temporal progression of the at least two classes can comprise two acceleration phases that differ qualitatively and / or quantitatively.

[0028] The method can be designed such that the at least two classes of kinesthetic signals are essentially generated with at least two different types of actuators or with a different combination of actuators of the vehicle.

[0029] In one embodiment of the method, at least one class of kinesthetic signals can comprise a combination of several, preferably at least three, different acceleration effects. These can each be perceived or perceptible by at least one occupant of the vehicle. At least two of the acceleration effects can have a direction opposite to that of a preceding acceleration effect.

[0030] A kinesthetic signal, as defined in the application, is characterized by an electronically controlled acceleration effect that is perceptible through the kinesthetic perception channel of a vehicle occupant, in particular via their vestibular system and / or muscle sense. This can be an additive acceleration effect to the other control accelerations generated by a chassis control system, for example, to compensate for road gradients, unevenness, or disturbances. It can therefore also be understood as an additive acceleration to the target acceleration or to the other effect of the actuator, generated depending on the information to be transmitted.

[0031] The procedure determines whether the information relates to an environment directly perceptible to the driver. The information is assigned a first-class kinesthetic signal if it relates to the environment directly perceptible to the driver. The information is assigned a second-class kinesthetic signal if it does not relate to the environment directly perceptible to the driver.

[0032] The immediately perceptible environment can be a spatial area, wherein the immediate environment comprises a spatial area whose distance from the current vehicle position is less than approximately 10 m, preferably less than approximately 50 m, and preferably less than approximately 200 m. Depending on the driving situation, the immediately perceptible environment can encompass an area of ​​varying size. For example, the environment may be smaller when maneuvering than when driving on a highway. An advantage is that, based on the perceived kinesthetic signal, the driver can recognize whether the transmitted information concerns their immediate surroundings and thus often requires a rapid reaction or visual check.

[0033] Information relating to at least one message outside the control of the vehicle or the driver's control task can be assigned to one or more kinesthetic signals that are qualitatively different from one or more kinesthetic signals that are assigned to information relating to the control of the vehicle or the driver's control task.

[0034] The procedure may include the step of determining whether the information relates to vehicle operation and / or a driver's control task. If the information relates to vehicle operation and / or a driver's control task, it is classified as a first-class kinesthetic signal. If the information does not relate to vehicle operation and / or a driver's control task, it is classified as a second-class kinesthetic signal.

[0035] Messages relating to a vehicle control task, such as longitudinal and lateral control, including acceleration, braking, steering, trajectory selection, route selection, maneuver execution, or the like, are assigned, at least to a predominant extent, to one or more classes of kinesthetic signals that differ from kinesthetic signals or classes of kinesthetic signals that are assigned to information to be transmitted that has no direct connection with the control of the vehicle.

[0036] The information to be transmitted may relate to infotainment content, navigation, navigation instructions, communication content from outside the vehicle, the vehicle's technical condition, a traffic light phase determined by the vehicle's means, an incorrectly closed door or flap of the vehicle, a critically low fuel level, a low charge level of the drive battery of an electric vehicle, or the like.

[0037] The classification of information into different categories can preferably be carried out depending on the type of information and / or its origin. At least two different pieces of information can be assigned to two different kinesthetic signals or to two different categories of kinesthetic signals. Consequently, the driver and / or a passenger in the vehicle can quickly and easily identify the type of information transmitted via a perceived kinesthetic signal and react accordingly. Furthermore, different pieces of information from the same category can be assigned to different kinesthetic signals, particularly within a single category. A first category could be infotainment information. A second category could concern navigation information. A third category could concern communication content from outside the vehicle.A fourth class can relate to the vehicle's technical condition. A fifth class can relate to a traffic light phase. A sixth class can relate to a door or hatch of the vehicle not being closed correctly. A seventh class can relate to the vehicle's lateral stability. An eighth class can relate to the vehicle's longitudinal stability. A ninth class can relate to route selection. A tenth class can relate to the execution of a maneuver.

[0038] The method can output further information that has a direct connection to the information to be transmitted, in temporal relation to the information to be transmitted, wherein the further information includes an image, a sequence of images, an audio signal and / or a haptic signal.

[0039] The connection between the kinesthetic signal and the additional information, which is comprehensible to the driver and / or the vehicle's occupants, is established by the timing of the output of the at least one additional piece of information and the generation of the kinesthetic signal. The difference between the kinesthetic signal and the output of the additional information can be less than 10 seconds, preferably less than 3 seconds, more preferably less than 2 seconds, and most preferably less than 1 second. The additional information can be output after the kinesthetic signal. Furthermore, the at least one additional piece of information can be output by varying an image or an audio content.

[0040] The additional information can be a quantitative and / or qualitative supplement to the information to be transmitted. The information to be transmitted can be presented verbally, textually, symbolically, and / or graphically.

[0041] A haptic signal can be transmitted, for example, via a vehicle occupant's seat, particularly the driver's seat, a steering wheel, a gearshift lever, or the like. An image or image sequence can be displayed in a combination instrument cluster, an infotainment display unit, a head-up display (projected onto the windshield), or similar vehicle system. The audio signal can be generated by the vehicle's entertainment system (sound system), preferably a surround sound system. Preferably, the additional information supplements the information to be transmitted with regard to direction, value, and / or cause.For example, the additional information provided by means of the vehicle's spatial sound system, image information or haptic information may be a direction to a source of danger or a recommendation for action related to the information being transmitted.

[0042] A direct temporal relationship can also be established by simultaneously, overlapping, or sequentially outputting the kinesthetic signal with the output of at least one further piece of information, wherein, in one embodiment, the further information can be output approximately 1 second after the kinesthetic signal. The output of further information in direct temporal relation to the generation of the at least one kinesthetic signal is the so-called intermodal perceptual congruence, which is elicited in at least one occupant, particularly the driver of the vehicle. Preferably, the temporal relationship or class of the at least one kinesthetic signal and the class of the further piece of information form a recognizable pattern.Thus, even with a relatively high number of classes of kinesthetic signals, good recognizability and distinguishability can be achieved.

[0043] This allows the driver or another vehicle occupant to better distinguish the information being transmitted from other influences (interference) within the vehicle. Consequently, significantly more subtle and comfortable kinesthetic signals can be generated without going unnoticed or being misinterpreted. Furthermore, the transmission of this additional information promotes faster perception by the driver and, if necessary, a quicker reaction to at least one piece of information.

[0044] Advantageously, one or more kinesthetic signals are generated essentially simultaneously with the output of at least one additional piece of information. Depending on the class of information being transmitted, distinguishable patterns are formed, particularly patterns consisting of temporal sequences, acceleration effects, and the output of one or more additional pieces of information. The driver or another occupant can perceive a given pattern via their kinesthetic sensory channel and at least one other sensory channel. As is known to those familiar with cognitive science, this can elicit the well-known effect of intermodal congruence of perception. Human perception can thus distinguish the useful signal—in this case, a pattern formed by the kinesthetic signal and at least one additional piece of information—particularly well from potential sources of interference.Such patterns are also easy to learn, which brings another advantage.

[0045] By utilizing such an effect through a combination of the kinesthetic signal with additional information, the kinesthetic perception threshold for such a pattern can be significantly lower compared to the kinesthetic signal without the additional information. Thus, for example, the amplitude or duration of the acceleration effects in such pattern formation can be significantly reduced (to a comfortable level), thereby saving energy in generating the acceleration effects.

[0046] Certain acceleration effects of the kinesthetic signal and the output of further information can also form such patterns, which are also optimized for further intermodal congruence of perception.

[0047] The procedure further includes the step of determining whether the information is intended for the driver, the front passenger, or another occupant of the vehicle. If the information is essentially intended only for the driver, it is assigned to the first class. If the information is essentially intended for the driver and front passenger, it is assigned to the second class. If the information is essentially intended for another occupant or all occupants, it is assigned to the third class.

[0048] The procedure can be designed such that a predetermined criterion includes the target person and / or a seat in the vehicle for which at least one piece of information to be transmitted is intended. The procedure includes at least the step of assigning at least one piece of information to be transmitted to at least one person or group of people. For example, information that primarily concerns a driving task can be assigned as being essentially intended for the driver. Another piece of information can be intended for all occupants of the vehicle, whereby this other piece of information is assigned to a class of kinesthetic signals that is essentially intended for all occupants of the vehicle. The other piece of information can be information derived from information transmitted wirelessly to the vehicle, for example, via RDS, mobile communications, a central computer, or the like.The other piece of information could be an urgent warning related to the vehicle's location. The other piece of information could concern a predetermined event at a distant location.

[0049] The corresponding classes of kinesthetic signals (for example, the first, second, and / or third class) are particularly preferably distinguished by the fact that the kinesthetic signal—an acting force, an amplitude, one or more acceleration values, a duration of acceleration, a temporal profile of acceleration, a temporal profile of force, and / or a gradient of acceleration—is selected such that sufficient perception of at least one kinesthetic signal by the affected person or group of people is ensured. The acceleration effect of such a kinesthetic signal exceeds a person's kinesthetic perception threshold by less than 20%, preferably by less than 40%, more preferably by less than 60%, and most preferably by less than 100%.The acceleration effects are preferably generated by an actuator or a group of actuators that primarily affect the person, group of people or their seats in the vehicle.

[0050] The method can assign at least one class of information to be transmitted, or information to a plurality of successive kinesthetic signals. The method can assign at least one class of information to be transmitted, or information to a plurality of successive kinesthetic signals, each of which exhibits at least one local maximum or at least two local maxima of amplitude in two opposite directions.

[0051] At least one piece of information to be transmitted can be assigned to several successive kinesthetic signals, depending on its class of information. A class of kinesthetic signals can consist of at least two successive kinesthetic signals that are perceived as essentially directed in different directions. Consequently, one particular class of information can be more easily distinguished from another.

[0052] A first kinesthetic signal, among a plurality of kinesthetic signals, can have a first amplitude and a first duration, and a second kinesthetic signal, among a plurality of kinesthetic signals, can have a second amplitude and a second duration, where the first duration is shorter than the second duration and the first amplitude is higher than the second amplitude. This ensures that the kinesthetic signal has no effect on the vehicle's speed and does not substantially change the vehicle's speed.

[0053] The method can include the step of generating a plurality of successive kinesthetic signals, wherein two kinesthetic signals have a phase with a negative amplitude of the acceleration effect and one kinesthetic signal has a phase with a positive amplitude of the acceleration effect. A plurality of kinesthetic signals can be generated, wherein two kinesthetic signals have a phase with a positive amplitude of the acceleration effect and one kinesthetic signal has a phase with a negative amplitude of the acceleration effect.

[0054] An acceleration effect can comprise at least two phases, wherein the first phase has a negative amplitude and a first magnitude, and the second phase has a positive amplitude and a second magnitude. Alternatively, the first phase can have a positive amplitude and a first magnitude, and the second phase can have a negative amplitude and a second magnitude. The first magnitude can be significantly lower than the second magnitude. The first magnitude is preferably below the kinesthetic perception threshold of the driver and / or a vehicle occupant. The second magnitude is above the kinesthetic perception threshold of the driver and / or a vehicle occupant. The kinesthetic signal can be perceived directed by the person concerned (addressee).At the same time, the original position of the passenger compartment relative to the roadway is quickly restored, and the passenger compartment can be prepared for another signal or another phase of a kinesthetic signal. Two, three, or more kinesthetic signals can also be generated, all of which, for example, are perceived as pointing in the same direction. In this process, the overall position of the passenger compartment relative to the roadway may not be significantly altered.

[0055] Preferably, in the method, at least two different pieces of information to be transmitted, or classes of information to be transmitted, can be assigned to two kinesthetic signals or classes of kinesthetic signals that correspond to at least two different patterns consisting of phases of acceleration effects that exceed the driver's kinesthetic perception threshold. FThe patterns are formed and positioned in the vehicle. These patterns are preferably chosen so that they are easily distinguishable from one another or easy to learn for the driver. The acceleration effects can also include various combinations of parameters.

[0056] The actuator can be the vehicle's powertrain and / or a brake. The powertrain can include an electric drive and / or a hybrid drive. Alternatively or additionally, an actuator can also be a partially automated clutch, a pneumatic or hydraulic valve, etc.

[0057] The system can determine weather conditions in the vehicle's vicinity and / or the coefficient of friction of at least one wheel on the road surface. The system can vary the duration, amplitude, gradient, and / or shape of the kinesthetic signal, and / or the time at which the kinesthetic signal is generated, depending on the weather conditions and / or the coefficient of friction of the at least one wheel on the road surface. This allows different weather conditions to be taken into account, ensuring safety regardless of the weather conditions and the wheel's friction on the road surface. An excessively strong kinesthetic signal on a slippery surface can cause the driver to overreact, which can ultimately lead to the vehicle skidding.

[0058] The duration of the kinesthetic signal can be shorter than 2 sec, preferably shorter than 1 sec, more preferably shorter than 0.5 sec, most preferably shorter than 0.3 sec.

[0059] The method can determine the acceleration background of the passenger compartment, the current and / or future road condition, and / or the current and / or future road alignment. Depending on the determined acceleration background and / or the current road condition and / or road condition further along the road, and / or the current and / or future road alignment, a parameter of the kinesthetic signal is varied.

[0060] In the case of strong acceleration background, particularly with many short peak values, for example on a road surface with cobblestones, a gravel road, or an off-road track, stronger interventions are carried out according to the invention. Alternatively or additionally, a parameter, for example the direction of at least one phase of at least one kinesthetic signal, can be selected such that it does not correspond to any acceleration effect typical of the road surface or particularly pronounced in terms of direction or timing. Thus, the driver's perception of the kinesthetic signal is not masked by external disturbances. On a smooth or slippery road surface, for example, the intensity of the kinesthetic signals should be lower. This ensures that the occupants are not unnecessarily disturbed by the kinesthetic signal.

[0061] For example, when approaching a curve, the kinesthetic signal can be pre-empted or output only after the curve has been negotiated. A kinesthetic signal output during the curve can reduce the frictional force required for cornering. Alternatively or additionally, if a kinesthetic signal, such as a longitudinal dynamic intervention, is nevertheless applied during cornering, its intensity can be limited or it can be split into two smaller kinesthetic signals. For sharp steering maneuvers, the kinesthetic signal should only be generated after the cornering maneuver is completed. For example, such a maneuver can also be detected using a steering angle sensor that detects a sharp steering wheel movement or an inertial sensor that detects a strong lateral acceleration.Furthermore, the kinesthetic signal may only be output in a weakened form if the road is smooth or slippery, for example on a slippery winter road.

[0062] The method can determine the acceleration background for a period of at least 1 second up to 60 seconds before the current time and / or estimate the time of generation of the kinesthetic signal. The acceleration background of the passenger compartment can be determined using at least one inertial sensor. The method can determine a low-pass value of the acceleration background for a period of at least 1 second up to 60 seconds before the current time or the time of generation of the kinesthetic signal. The method can estimate the acceleration background for a period of at least 1 second up to 60 seconds after the current time or the time of generation of the kinesthetic signal. The current and / or future road alignment can be determined using at least one sensor. The current and / or future road alignment can be determined using a database.The current road surface condition and / or the road surface condition further along the road can be determined using a database. The current and / or the further road surface condition can be determined using a navigation system. The further road surface condition can refer to the course of the road along the planned route, for example, one entered into the navigation system or automatically detected. The further road surface condition can correspond to the so-called MPR (Most Probable Route), which is generally known to experts. The current and / or further road surface condition can be determined using a navigation system. Road surface condition also includes the road surface characteristics, in particular the current road profile.

[0063] This makes it possible to adapt the kinesthetic signal to the current circumstances and to advance or postpone the timing of its output. This results in increased reliability and / or convenience of information transmission.

[0064] It is possible to determine which maneuver the driver intends to perform. One or more parameters of the kinesthetic signal can be varied depending on the maneuver the driver intends to execute. For example, no kinesthetic signal can be issued if doing so would disrupt a maneuver or distract the driver. The kinesthetic signal can be issued earlier or later depending on the maneuver planned by the driver. Furthermore, the intensity can be increased or decreased depending on the planned maneuver.

[0065] The kinesthetic signal includes a roll, a pitch, a yaw, a heaving motion along the vertical axis of the vehicle and / or a sinking motion along the vertical axis of the vehicle.

[0066] The generation of at least one acceleration effect can be achieved by controlling one or more active electric vertical dynamic actuators, which convert the supplied electrical energy into a vertical movement of the vehicle at at least one wheel. Depending on the detected signal direction, the right and left wheels, the front wheels, or the rear wheels can be controlled differently. Different control for at least three wheels, or essentially the same movement for all four wheels, is also advantageous. This results in a variety of possible directions of acceleration.

[0067] The actuators of an active roll stabilization system, which are known per se, can be controlled in such a way that at least one directional component of the acceleration effect results, in particular a roll acceleration.

[0068] Alternatively or additionally, valves of known active dampers can be controlled in such a way that the vehicle's vertical dynamic behavior shows a clearly perceptible relationship to the determined direction. Preferably, such control occurs briefly, in particular for less than about 1 second, more preferably for less than about 2 seconds, and more preferably for less than about 5 seconds.

[0069] A combination of valve settings of an active damper in the compression or tension direction can, preferably together with the control of other actuators of the vehicle, be selected in such a way that a roll, pitch or heave acceleration on the passenger compartment changes and thus the determined acceleration effect is generated.

[0070] Advantageously, the acceleration effect is generated by controlling a combination of several actuators of the vehicle.

[0071] The system can detect the driver's state, determine the driver's workload, and / or determine the driver's gaze direction. One or more parameters of the kinesthetic signal and / or the timing of its generation are varied depending on the driver's state, workload, and / or gaze direction. The driver's state can include their alertness. For example, the kinesthetic signal can be output with greater intensity or amplitude if the driver is tired. Furthermore, the timing of the kinesthetic signal output can be shifted forward if the driver is tired. The driver's state can be determined by analyzing the driver's actions or similar methods, and / or by using an interior camera.It is also possible to allow the driver to control the kinesthetic signal in such a way that it is only issued when driver fatigue is detected.

[0072] The driver's gaze direction can be taken into account by triggering the kinesthetic signal if the driver is not looking towards a traffic sign and has therefore likely missed it or could have missed it. In such cases, the signal may be triggered earlier, for example, by reducing a tolerance value and / or a speed threshold. Conversely, if a speed threshold is deliberately exceeded, such as during an overtaking maneuver, the tolerance range and / or the speed threshold can be increased to prevent the kinesthetic signal from being triggered. Furthermore, the kinesthetic signal can be suppressed during certain maneuvers, regardless of the speed threshold.

[0073] The kinesthetic perception threshold can preferably be defined such that a kinesthetic signal with a strength greater than 70% of the threshold is perceived by persons in the driver's role. Alternatively or additionally, the kinesthetic perception threshold can be defined such that a kinesthetic signal with a strength greater than 70% of the threshold is not perceived by persons in the passenger's role. The kinesthetic perception threshold can be determined by means of a representative study or a non-representative study using test subjects. The kinesthetic perception thresholds can be selected and / or optimized based on such studies or by applying expert knowledge.

[0074] It is also possible to determine the kinesthetic perception thresholds using statistical values ​​and / or statistical studies, in particular such that more than 70% of persons in the driver role perceive a kinesthetic signal with the strength of the kinesthetic perception threshold in a vehicle of a certain type and that more than 70% of passengers in the vehicle of a certain type do not perceive a kinesthetic signal with the strength of the kinesthetic perception threshold and / or cannot associate it with the information to be transmitted.

[0075] At least one value for the kinesthetic perception threshold can preferably be set depending on the driver and / or the passenger. For example, the method and / or the vehicle can include a setting sequence, accessible from a settings menu, using several kinesthetic signals. In a first step, at least three kinesthetic signals are generated. It is then determined whether these three kinesthetic signals are perceived by the driver and / or passenger. The amplitude, duration, amplitude profile, and / or gradient of the amplitude of the kinesthetic signal used to transmit information to the driver is / are selected depending on which of the three kinesthetic signals the driver and / or passenger perceived.Additionally, other parameters, such as offsets, can also be set manually or automatically as desired.

[0076] The invention therefore provides a method by which information can be transmitted to the driver in such a way that it is transmitted securely and yet without disturbing the passenger's comfort. Preferably, the information can also be transmitted in such a way that the passenger does not perceive the information transmission or cannot make any connection to the information being transmitted. In particular, the passenger's comfort is not disturbed by the transmission of the information.

[0077] The kinesthetic signal can detect an acceleration of approximately 0.3 m / s² when the acceleration acting on the passenger compartment is below a first predetermined background threshold, and in particular when it is determined that the driver of the vehicle is attentive.2 up to about 0.5 m / s 2 , a change in acceleration of approximately 0.3 m / s² 2 up to about 0.5 m / s 2 and / or an acceleration gradient of approximately 1 m / s² 3 up to about 1.5 m / s 3The term "change in acceleration" describes the absolute value of the change in acceleration. The acceleration gradient describes the third derivative with respect to time and position. For the purposes of this invention, the acceleration background encompasses all other accelerations that act or may act on the passenger compartment of the vehicle. These accelerations can arise due to the nature of the road surface, the driver's driving style, and technically induced accelerations caused, for example, by processes in the powertrain, stabilization processes, gear changes, and / or control processes within the vehicle, etc. When the kinesthetic background is below the first predetermined threshold, a stable acceleration background is present.The background threshold can refer in particular to the maximum, mean, normalized, or culminating acceleration acting on the passenger compartment within a period of approximately 1 second to approximately 20 seconds. The first background threshold can be lower than 0.2 m / s². 2 , preferably lower than 0.3 m / s 2 , most preferably lower than 0.4 m / s 2 be.

[0078] The kinesthetic signal can detect an acceleration of approximately 0.6 m / s² when the acceleration background acting on the passenger compartment is above a second predetermined background threshold, and in particular when it is determined that the driver of the vehicle is attentive. 2 up to approximately 1.0 m / s 2 , a change in acceleration of approximately 0.6 m / s² 2 up to approximately 1.0 m / s 2 and / or an acceleration gradient of approximately 2 m / s² 3 up to about 3 m / s 3 exhibit.

[0079] The method can be designed such that at least one kinesthetic signal includes a combination of longitudinal acceleration, roll acceleration, pitch acceleration with a lateral acceleration, where these numerical values ​​each correspond to a sum of the acceleration effects, or produce an overall corresponding, for example approximately equally intense, effect.

[0080] The invention also relates to a computer program product which, when loaded into a memory of a computer with a processor, performs the steps of the previously described method.

[0081] The invention also relates to a vehicle system configured to transmit information to the passenger compartment of a vehicle. The vehicle system identifies the information to be transmitted and determines whether the information relates to an environment directly perceptible to the driver. The information is assigned to one of at least two different kinesthetic signals depending on at least one predetermined qualitative and / or at least one predetermined quantitative criterion, wherein the assignment comprises: assigning the information to a first-class kinesthetic signal if the information relates to the environment directly perceptible to the driver; and assigning the information to a second-class kinesthetic signal if the information does not relate to the environment directly perceptible to the driver.At least one actuator of the vehicle generates an acceleration effect on the passenger compartment of the vehicle, whereby the acceleration effect in the passenger compartment generates the kinesthetic signal to which the information is assigned.

[0082] The vehicle system can be further developed as previously described with regard to the procedure.

[0083] The vehicle in question is preferably a motor vehicle.

[0084] The invention also relates to a motorcycle, preferably a motorcycle that is at least partially electrically powered. In the case of a motorcycle, the frame or the contact surface with the rider is to be understood as the passenger compartment.

[0085] The invention will now be explained with reference to the accompanying figures, which describe non-limiting embodiments of the invention, wherein: Fig. Figure 1 shows, as an example, the amplitude of an acceleration effect; Fig. Figure 2 shows an acceleration profile with several perceptible impulses; Fig. Figure 3 shows the acceleration profile of a kinesthetic signal used to inform about excessive speed; Fig. Figure 4 shows the acceleration curve of a kinesthetic signal at an increased kinesthetic perception threshold; Fig. Figures 5a to 5c show two classes of kinesthetic signals; and Fig. Figure 6 shows the change in the kinesthetic perception threshold depending on the acceleration background.

[0086] Fig. Figure 1 shows a diagram of the amplitude of the acceleration over time, with time plotted along the abscissa and acceleration along the ordinate. Positive acceleration values ​​correspond to acceleration in the forward direction, i.e., in the usual direction of motion of a vehicle. The acceleration aF is the driver's perception threshold and the acceleration a B This is the passenger's perception threshold for an acceleration effect. The acceleration effect 2, of which it is in, occurs between times t10 and t11. Fig. The kinesthetic signal shown in Figure 1 is below the kinesthetic perception threshold of both the passenger and the driver. Therefore, the acceleration effect is not perceived by either the driver or the passenger. Between time points t11 and t12, the acceleration effect a of the signal is below the threshold of perception of the passenger and the driver. Fig. 1. Kinesthetic signal shown 2. Above the driver's perception threshold a F and below the passenger's perception threshold a BThus, the acceleration is perceived by the driver but not by the passenger. Between times t13 and t14, the kinesthetic signal generates a negative acceleration effect 4, which prevents the vehicle's speed from changing due to the positive acceleration 2. The negative acceleration in the range of t13 to t14 serves to stabilize or compensate for the positive acceleration 2 or any other changes to the vehicle resulting from the positive acceleration 2.

[0087] In this example, the kinesthetic signal 2 is generated and oriented in the direction of travel of the vehicle, i.e., forwards. This signal can, for example, indicate to the driver of a stationary vehicle that the traffic light at which the vehicle is stopped is changing to the green phase.

[0088] A in Fig. 1. A kinesthetic signal 2, 4 or a similar kinesthetic signal can be generated when the vehicle is stopped at a stop sign at an intersection and at least one sensor of the vehicle determines that there is no risk of collision with another road user, in order to indicate to the driver that he can proceed over the stop sign.

[0089] A in Fig. 1. A kinesthetic signal 2, 4 or a similar signal shown can be generated when the vehicle is traveling on a priority road and is approaching an intersection that can be crossed safely.

[0090] In another embodiment, if it is determined that another road user has the right of way and should or is driving first, a kinesthetic signal with an amplitude similar to that of the signal in the Fig. The kinesthetic signal shown in 1 is opposite to 2, 4.

[0091] The in Fig. 1. The kinesthetic signal shown (2, 4) can be assigned to a class that transmits information relevant to the driver.

[0092] Fig. Figure 2 shows a kinesthetic signal with several acceleration effects 6, 8, 10 perceptible to the driver. The acceleration effects 6, 8, 10 between times t21 and t22 as well as t23 and t26 are perceived by the driver of the vehicle because they are above the perception threshold a F The acceleration effect 6 between times t21 and t22 is not perceived by the passenger. The acceleration effect between times t23 and t24 as well as t25 and t26 is also not perceived by the passenger, as it is below the perception threshold a. B is located.

[0093] In this embodiment, information is transmitted to the driver by means of a plurality of perceptible acceleration effects 6, 8. The acceleration effects 6, 8 constitute a kinesthetic signal, which can be assigned to a class that transmits information relevant to the driver. The kinesthetic signal consists, for example, of an acceleration profile that reaches the kinesthetic perception threshold a within a short time. FThe driver's speed is exceeded at least twice. This kinesthetic signal has the advantage that a negative acceleration effect 7 exists between the positive acceleration effects 6, 8, which compensates for the change in the vehicle's speed due to the positive acceleration effects 6, 8. Consequently, the overall amplitude required for such signaling can be kept low. However, it is also possible to output an acceleration effect 10 that can also be perceived by the passenger between times t24 and t25, for example, to convey particularly important information or information relevant to the passenger, such as a point of interest. The acceleration effect 10 constitutes a kinesthetic signal that is assigned to a class that conveys information relevant to all occupants.

[0094] Fig. Figure 3 shows a kinesthetic signal indicating a deviation from a velocity threshold. At time t31, a kinesthetic signal 12 is generated with an acceleration effect higher than the perception threshold a. F the driver's, however, is lower than the perception threshold a B of the passenger. This signal can therefore only be perceived by the driver, but not by the passenger. The acceleration effect 12 can indicate the exceeding of a speed threshold, for example, a maximum speed plus a tolerance. After the negative acceleration effect 12, a positive acceleration effect 14 is generated, which compensates for the change in speed caused by the positive acceleration effect 12. The acceleration effect 12 is part of a kinesthetic signal that is assigned to a class that conveys information relevant to the driver.

[0095] In this example, the driver of the vehicle has not reduced the actual speed and / or the speed threshold decreases significantly further along the road. Therefore, at time t32, a second acceleration effect 16 is generated, which is a higher acceleration than the perception threshold a. F of the driver and at time t33 a higher acceleration than the perception threshold a B of driving. This acceleration effect is perceived more strongly by the driver and is also perceived by the passenger. The acceleration effect 16 is part of a kinesthetic signal that is assigned to a class that transmits information relevant to all occupants.

[0096] If the speed threshold is increased further along the road and the vehicle is traveling slower than the speed threshold by a tolerance value, for example about 15 km / h, a positive acceleration effect 18 can be output as a kinesthetic signal at time t34, the amplitude of which is higher than the perception threshold a F of the driver and lower than the perception threshold a B of the passenger. This acceleration effect 18 signals to the driver of the vehicle that he can accelerate the vehicle. The acceleration effect 18 is part of a kinesthetic signal that is assigned to a class that conveys information relevant to the driver.

[0097] Fig. Figure 4 shows an example of the output of an acceleration effect 20a, 20b against a turbulent acceleration background. It is determined that a kinesthetic signal should preferably be output at time t40 because information needs to be transmitted at this time, as a threshold is expected to be exceeded at that time. During the turbulent kinesthetic acceleration background at time t40, the perception threshold a increases. F of the driver for the perception of a kinesthetic signal. A kinesthetic signal that is to be output at time t40 must therefore have an amplitude higher than the perception threshold a. F of the driver. The perception threshold a FThe driver's reaction is represented by reference numeral 22, and the amplitude of the acceleration effect to be output at time t40 is represented by reference numeral 24. The acceleration effect 20, 20a, 20b is part of a kinesthetic signal assigned to a class that transmits information relevant to the driver.

[0098] To ensure comfort and safe information transmission, it is desirable that the kinesthetic signal be issued at a time when there is a calmer kinesthetic background and the driver's perception threshold is low. Fis lower. Therefore, the information is output at time t41 using acceleration effect 20a or at time t42 using acceleration effect 20b. At time t41 and / or time t42, the information can be output using acceleration effect 20a, 20b with an amplitude that is significantly lower than the amplitude of acceleration effect 24 at time t40.

[0099] Fig. Figures 5a to 5c show diagrams of the amplitude of the acceleration effect over time, with time plotted along the abscissa and acceleration along the ordinate. Fig. Sections 5a to 5c show a time course of the acceleration values ​​resulting from an acceleration effect on the passenger compartment of the vehicle. The Fig. The course shown in 5a is assigned to the first class of kinesthetic signal. The one in Fig. 5b and Fig. The course shown in 5c is assigned to a second class of kinesthetic signal.

[0100] The depicted acceleration value curves of each class of kinesthetic signals are chosen or designed such that the phases of the acceleration effects exceed the driver's kinesthetic perception threshold. F Each pattern forms a specific pattern. At least two patterns, which are assigned to two classes of information to be transmitted, are chosen in such a way that they are easily distinguishable from each other or easily learned by the driver of the vehicle.

[0101] The driver recognizes the class of the kinesthetic signal, or a specific signal, by such a pattern.

[0102] In one embodiment, several such patterns are combined with graphic, acoustic, or haptic information that is output essentially simultaneously. This additional information facilitates the effective learning and memorization of the patterns by the vehicle's driver. Together with the two or more kinesthetic signals, this information forms a particularly easily recognizable pattern. This pattern is also optimized for intermodal congruence of perception. Furthermore, this information provides additional explanatory information.

[0103] Learning these patterns can also lead to the desired development of a reflex in the driver (comparable to other typical driver reflexes developed for vehicle control). Since familiar kinesthetic information is usually perceived and processed much faster by humans than, for example, graphic or auditory information, the driver can process the kinesthetic signal very quickly and thus react very rapidly to the information being transmitted. This can also result in a significant increase in safety when performing the driving task.

[0104] In another embodiment, the respective additional information can be omitted after the driver has learned certain kinesthetic signals. This omission can occur at least partially automatically, depending on the time elapsed since the driver used the vehicle or on the frequency with which the corresponding kinesthetic signals are generated.

[0105] At the in Fig. In the embodiment shown in Figure 5a, the first class of kinesthetic signals is limited to acceleration effects 26a, 26b in the longitudinal direction of the vehicle with parameters such that the kinesthetic signal comprises a positive acceleration phase 26a, a subsequent negative acceleration phase 28, and a subsequent positive acceleration phase 26b as acceleration phases perceptible to the driver. Imperceptible acceleration phases may occur between the perceptible acceleration phases.

[0106] The in Fig. 5b and Fig. The second-class kinesthetic signal shown in Figure 5c has different parameters than the first-class kinesthetic signal and includes a vertical-dynamic acceleration effect 32, 34 superimposed on the longitudinal dynamic acceleration 30a, 30b. In this example, this comprises two phases with a roll acceleration 32, 34 perceptible to the driver.

[0107] Other classes of kinesthetic signals, not shown graphically here, can include different combinations of acceleration curves, for example, various combinations of pitch, roll, and heave accelerations (a x , aϑ, aφ, a z ).

[0108] In this example, eight to sixteen different kinesthetic signals, distinguishable by the driver, can be generated, each comprising up to four phases of increasing and decreasing acceleration values. At least two segments of the acceleration curve lie above the driver's perception threshold. These are each assigned to a specific piece of information to be transmitted.

[0109] In this example, at least two classes of kinesthetic signals comprise a pattern that the driver can recognize as such, or distinguish from a pattern of another class, at the latest after a learning phase. Furthermore, additional parameters of the acceleration effect (for example, a further progression of acceleration values) are determined and generated depending on further content of the information to be transmitted. This part of the acceleration profile can vary depending on further information, such as quantitative information, that is contained in or derived from the information to be transmitted. Thus, it is possible to transmit qualitative information (for example, a specific type of instruction) in combination with the corresponding quantitative information (for example, the urgency level of the instruction).

[0110] Further examples of information to be transmitted, or classes of information to be transmitted, could be, for example, a class of kinesthetic signal, such as an incoming SMS, MMS, an incoming email, and / or an incoming message on a social network. Preferably, one or more signals within the class include a specific sender or recipient combination, a specific keyword combination, and / or a specific distribution list.

[0111] Furthermore, the vehicle's systems can automatically detect the tone of a conversation in the passenger compartment or a telephone call. In particular, such detection can identify, for example, a tone of voice indicating an argument or extreme distraction from driving. This can be achieved using existing or future methods for detecting agitation and / or specific detected words or word combinations. For instance, locally used swear words that suggest an argument or extreme emotional distraction or disturbance can also be detected. This can generate kinesthetic signals that, even without high intensity, can lead to a very rapid reduction in the level of disturbance.Such signaling is much more effective than, for example, an automatic graphic or automatic announcement, because a kinesthetic signal is mainly processed in other, in this case not overstimulated, brain areas of the driver.

[0112] Fig. Figure 6 shows the dependence of the driver's perception threshold |a F | of the driver as a function of the acceleration background 36 the time t is plotted on the abscissa, and the magnitude of the acceleration |a| is plotted on the ordinate.

[0113] Line 36 shows the cumulative magnitude of the background acceleration acting on the vehicle's passenger compartment from the past to the current time t60. This cumulative magnitude is composed of various longitudinal, lateral, and vertical accelerations and vibrations, representing a single value acting on the passenger compartment. The influencing factors of individual acceleration components are taken into account. The course of the kinesthetic perception threshold |a F| 38 is determined and predicted depending on the kinesthetic background 36. Determining the driver's perception threshold 38 can be done by calculating the enveloping curve and / or by using a low-pass filtered curve of the acceleration background 36. Based on these values, a curve of the kinesthetic perception threshold for the near future can be determined, for example, for 1 sec, 5 sec, and / or 10 sec. This ensures that even a kinesthetic signal for the near future is 25% above the driver's kinesthetic perception threshold and below twice the acceleration value of the driver's kinesthetic perception threshold.

Claims

[1] Method for transmitting at least two different pieces of information to an occupant of a vehicle, comprising the following steps: - Determining the information to be transmitted; - Determine whether the information relates to an environment directly perceptible to the driver; - Assigning the information to one of at least two different kinesthetic signals (26a, 26b, 28, 30a, 30b, 32, 34) depending on at least one predetermined qualitative and / or at least one predetermined quantitative criterion, wherein the assignment includes: - Assigning the information to a kinesthetic signal (12) of a first class (16) if the information relates to the environment directly perceptible to the driver; and - Assigning the information to a second-class kinesthetic signal if the information has no relation to the environment directly perceptible to the driver; - Generating an acceleration effect (26a, 26b, 28, 30a, 30b, 32, 34) with at least one actuator of the vehicle on a passenger compartment of the vehicle, wherein the acceleration effect in the passenger compartment generates the kinesthetic signal to which the information is assigned. [2] Method according to claim 1, characterized by , that the step of assigning the information includes assigning the information to at least two classes of kinesthetic signals, wherein the classes of kinesthetic signals (26a, 26b, 28, 30a, 30b, 32, 34) differ by at least one of the following parameters: - an acting force and / or amplitude - one or more acceleration values, - a duration of acceleration, - a temporal progression of acceleration, - a temporal progression of force, - a gradient of acceleration, - a gradient of force. [3] Method according to one of claims 1 or 2, characterized by , that at least one piece of information to be transmitted, relating to at least one message outside the control of the vehicle or the control task of the driver, is assigned to one or more kinesthetic signals (26a, 26b, 28, 30a, 30b, 32, 34) that is qualitatively different from one or more kinesthetic signals (26a, 26b, 28, 30a, 30b, 32, 34) that are assigned to information relating to the control of the vehicle or the control task of the driver. [4] Method according to any one of claims 1 to 3, characterized by the following steps: - Determine whether the information relates to the operation of the vehicle and / or a management task of the driver; - Assigning the information to a first-class kinesthetic signal if the information relates to the operation of the vehicle and / or a driving task of the driver; and - Assigning the information to a second-class kinesthetic signal if the information has no relation to the operation of the vehicle and / or a driving task of the driver. [5] Method according to any one of claims 1 to 4, characterized by , that the information to be transmitted concerns the following information: - Infotainment content, - Navigation, - Communication content from outside the vehicle, - technical condition of the vehicle, - a traffic light phase determined using the vehicle's means, - a door or hatch of the vehicle that is not closed correctly. [6] Method according to any one of claims 1 to 5, characterized by the following step: - Outputting further information that has a direct connection to the information to be transmitted, in temporal proximity to the information to be transmitted, wherein the further information includes at least one of the following: - a picture, - a sequence of images, - an audio signal and / or - a haptic signal. [7] Method according to any one of claims 1 to 6, characterized by the following steps: - Determine whether the information is intended for the driver, the front passenger, or another occupant of the vehicle; - If the information is essentially intended only for the driver, assign the information to first class; - If the information is essentially intended for the driver and front passenger, assign the information to the second class; and if the information is essentially intended for one other occupant or all occupants, assign the information to the third class. [8] Method according to any one of claims 1 to 7, characterized by at least one of the following steps: - Assigning at least one class of information to be transmitted or information to a plurality of successive kinesthetic signals; - Assigning at least one class of information to be transmitted or information to a plurality of successive kinesthetic signals, each exhibiting a local maximum of amplitude in two opposite directions. [9] Method according to claim 8, characterized by, that a first kinesthetic signal of the plurality of kinesthetic signals has a first amplitude and a first duration, and a second kinesthetic signal of the plurality of kinesthetic signals has a second amplitude and a second duration, wherein the first duration is shorter than the second duration and the first amplitude is higher than the second amplitude. [10] Method according to any one of claims 1 to 9, characterized by at least one of the following steps: - Generating a plurality of successive kinesthetic signals, wherein two kinesthetic signals have a phase with a negative amplitude of the acceleration effect and one kinesthetic signal has a phase with a positive amplitude of the acceleration effect; - Generating a plurality of kinesthetic signals, wherein two kinesthetic signals have a phase with a positive amplitude of the acceleration effect and one kinesthetic signal has a phase with a negative amplitude of the acceleration effect. [11] Method according to claim 10, characterized by , that - an acceleration action comprises at least two phases, wherein at least one phase has a negative amplitude and a first magnitude, and at least one second phase has a positive amplitude and a second magnitude; or - which has at least one phase with a positive amplitude and a first amount, and at least one second phase which has a negative amplitude and a second amount, wherein the first amount is significantly lower than the second amount and is preferably below the kinesthetic perception threshold of the driver of the vehicle. [12] Method according to any one of claims 1 to 11, characterized by , that at least two different pieces of information to be transmitted or classes of information to be transmitted are assigned to two kinesthetic signals or classes of kinesthetic signals that correspond to at least two different patterns consisting of phases of acceleration effects that exceed the driver's kinesthetic perception threshold (a F ) lie, be formed. [13] Method according to any one of claims 1 to 12, characterized by that the kinesthetic signal is generated at least partially by means of an electric drive, preferably with an electric or hybrid vehicle. [14] Method according to any one of claims 1 to 13, characterized by at least one of the following steps: - Determining weather conditions in the vicinity of the vehicle; - Determining the coefficient of friction of at least one wheel on a road surface; further comprising the following step: - At least one parameter of the kinesthetic signal or the plurality of successive kinesthetic signals varies depending on the weather conditions and / or the coefficient of friction of at least one wheel on the road surface. [15] Method according to any one of claims 1 to 14, characterized by that the duration of the kinesthetic signal or the duration of the plurality of successive kinesthetic signals is shorter than 2 sec, preferably shorter than 1 sec, more preferably shorter than 0.5 sec, most preferably shorter than 0.3 sec. [16] Method according to any one of claims 1 to 15, characterized by at least one of the following steps: - Determining the acceleration background (36) of the vehicle; - Determining the current road surface condition and / or the road surface condition further along the road; - Determining the current and / or future road alignment; furthermore comprising the following step: - Varying at least one parameter (38) of the kinesthetic signal or the plurality of successive kinesthetic signals depending on - of the acceleration background and / or - the current road surface condition and / or road surface condition further along the road and / or - the current and / or future road alignment. [17] Method according to claim 16, characterized by at least one of the following steps: - Determining the acceleration background over a period of at least 1 sec up to 60 sec; - Determining the acceleration background of the vehicle using at least one sensor; - Determining the current and / or future road alignment using at least one sensor; - Determining the current road surface condition and / or the road surface condition further along the road using at least one sensor; - Determining the current and / or future road alignment using a database; - Determining the current road surface condition and / or the road surface condition further along the road using a database; - Determining the current and / or future road alignment using a navigation system; and / or - Determining the current road surface condition and / or the road surface condition further along the road using a navigation system. [18] Method according to any one of claims 1 to 17, characterized by the following steps: - Determine which maneuver the driver of the vehicle intends to perform; and - Varying the time at which the kinesthetic signal is generated, and / or at least one parameter of the kinesthetic signal depending on the maneuver the driver intends to perform. [19] Method according to any one of claims 1 to 18, characterized by , that the kinesthetic signal includes at least one of the following directions: - a wavering; - a nod; - a greed - a lifting movement along the vertical axis of the vehicle; - a downward movement along the vertical axis of the vehicle. [20] Method according to any one of claims 1 to 19, characterized by at least one of the following steps: - Assessing the condition of the vehicle's driver; - Determining the driver's workload in the vehicle; - Determining the driver's direction of gaze; furthermore, demonstrating the following step: - Varying at least one parameter and / or the timing of the generation of at least one kinesthetic signal depending on the driver's state, the driver's workload and / or the driver's gaze direction. [21] Method according to any one of claims 1 to 20, characterized by the following step: - Generating the kinesthetic signal (6, 8) to which information to be transmitted to the driver is assigned, with such parameters that the kinesthetic signal of a class is recognized by more than 70% of the drivers and by less than 70% of the occupants of the vehicle. [22] Method according to claim 21, characterized by , that the amplitude of the kinesthetic signal (6, 8) that is detected by more than 70% of the drivers and by less than 70% of the vehicle occupants is determined using statistical methods. [23] Method according to any one of claims 1 to 22, characterized by, that the kinesthetic signal (6, 8) to which information is to be transmitted to the driver is assigned, has at least one of the following properties in a quiet kinesthetic background and when it is determined that the driver of the vehicle is attentive: - an acceleration amplitude of approximately 0.3 m / s² 2 up to about 0.5 m / s 2 ; - a change in acceleration of approximately 0.3 m / s² 2 up to about 0.5 m / s 2 ; - an acceleration gradient of approximately 1 m / s² 3 up to about 1.5 m / s 3 . [24] Method according to any one of claims 1 to 23, characterized by , that the kinesthetic signal (6, 8) to which information is to be transmitted to the driver is assigned, has at least one of the following properties in a quiet kinesthetic background and when it is determined that the driver of the vehicle is not attentive: - an acceleration of approximately 0.6 m / s² 2 up to approximately 1.0 m / s 2 ; - a change in acceleration of approximately 0.6 m / s² 2 up to approximately 1.0 m / s 2 ; - an acceleration gradient of approximately 2 m / s² 3 up to about 3 m / s 3 . [25] Method according to any one of claims 1 to 24, characterized by , that the kinesthetic signal (6, 8) to which information is to be transmitted to the driver is assigned, has at least one of the following properties in a turbulent kinesthetic background: - an acceleration of approximately 0.45 m / s² 2 up to about 2 m / s 2 ; - a change in acceleration of approximately 0.45 m / s² 2 up to about 2 m / s 2 ; - an acceleration gradient of approximately 2.5 m / s² 3 up to about 4 m / s 3 . [26] Computer program product which, when loaded into a memory of a computer with a processor, performs the steps of the method according to any one of claims 1 to 25. [27] Vehicle system designed to transmit information to the passenger compartment of a vehicle, and designed to - to determine information to be transmitted; - to determine whether the information relates to an environment directly perceptible to the driver; - to assign the information to one of at least two different kinesthetic signals depending on at least one predetermined qualitative and / or at least one predetermined quantitative criterion, whereby the assignment includes: - Assigning the information to a kinesthetic signal (12) of a first class (16) if the information relates to the environment directly perceptible to the driver; and - Assigning the information to a second-class kinesthetic signal if the information has no relation to the environment directly perceptible to the driver; and - to generate an acceleration effect on the passenger compartment of the vehicle with at least one actuator of the vehicle, wherein the acceleration effect in the passenger compartment generates the kinesthetic signal to which the information is assigned.

Images