Method and system for signaling a suitable optimal time to perform a maneuver part of a multi-part maneuver of a vehicle

Abstract

Procedure for assisting the driver of a vehicle in performing a multi-part maneuver, comprising the following steps: - Determine that the driver or a vehicle control system is performing or intends to perform a multi-part maneuver; - Determining an optimal time (t71-tv, t72-tv, t73-tv, t75-tv) for the transition from at least one phase of the maneuver to at least one further phase of the multi-part maneuver; - Generating a kinesthetic signal (40, 42, 44, 46, 48, 50) to the driver of the vehicle at a time that represents an optimal time (t71-tv, t72-tv, t73-tv, t75-tv) for the transition from at least one phase of the maneuver to at least one further phase of the maneuver; 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.

Description

[0001] The present invention relates to a method and system for signaling a suitable time for carrying out a maneuver part of a multi-part maneuver of a vehicle.

[0002] In the state of the art, semi-automatic or fully automatic vehicles and driver assistance functions are known, for example for maintaining the distance to the vehicle in front, for parking, etc.

[0003] In current technology, driver assistance system alerts the driver acoustically and / or visually. It is known that the driver's auditory and visual channels can be overloaded in many traffic situations. This can lead to increased reaction time or fatigue.

[0004] Visual indicators have the disadvantage that the driver must constantly look at the display (for example, in the instrument cluster or on the windshield) to monitor its current status. This inherently carries the risk that the driver will miss the indicator, thereby endangering the safety of the vehicle's occupants and other road users. Especially during dynamic maneuvers, it is virtually impossible to keep one's eyes off the road and focus on a display instrument for a sufficient duration.

[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 cognitive load. These factors can be very detrimental to the timely and safe perception of information, at least in certain situations.A visual indication of the timing for executing a maneuver component is rarely useful, as maneuver components and the corresponding driver reaction time must be very short. Multi-part maneuvers are particularly affected by this disadvantage, especially those involving a rapid succession of individual maneuver phases.

[0006] Acoustic warnings, on the other hand, have the disadvantage that they are perceived by the driver as disturbing and unnecessary in certain driving situations.

[0007] Furthermore, both loud and visual warning signals can be consciously perceived by passengers. This conscious perception by passengers can disturb or alarm them, or lead to conclusions about the driver's lack of driving ability.

[0008] Furthermore, vibration signals from the steering wheel known in the prior art have the disadvantage that they are not intuitively linked to a direction for the driver, since these warning signals only relate to the steering or are interpreted as such.

[0009] It is known in the prior art to transmit information using a kinesthetic signal. 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.

[0010] US patent 2004 / 0020699A1 discloses a method and a device for assisting the driver during a parking maneuver, wherein the environment is detected by means of sensors and the maneuver is divided into several phases. The system provides the driver with cues, including kinesthetic ones, to inform him about control actions to be performed.

[0011] DE 10 2009 023 444 A1 describes a method and a device for assisting the driver of a vehicle when changing lanes, wherein the traffic situation is detected by means of detectors and a possible lane change is determined based on this situation and signaled to the driver. The signal is provided by a haptically perceptible signal, in particular a steering wheel vibration or a steering torque acting on the steering wheel.

[0012] CN 1 922 051 A discloses a safety system and method for assisting the driver during evasive maneuvers, wherein the environment is detected by means of sensors and an optimal evasive trajectory is calculated in the event of a collision risk. The system can assist the driver in carrying out the evasive maneuver by means of a tactile signal, for example in the form of a vibration.

[0013] DE 10 2010 035 718 A1 describes a method for operating a driver assistance system in which warnings or instructions are issued to the driver of a motor vehicle by selectively changing the vehicle's roll angle in a specific direction. This directs the driver's attention to the respective lateral direction.

[0014] DE 10 2010 025 897 A1 describes a method for operating a motor vehicle in which the behavior of an object located in front of the vehicle is detected and, depending on this, a jerk (pitching motion) is exerted on the driver. This allows the driver's attention to be specifically increased, particularly before or during a starting maneuver.

[0015] DE 10 2013 211 278 A1 discloses warning systems and methods for vehicles in which haptic signals are generated by actuators integrated into the seat. The intensity and pattern of the haptic pulses can be adapted to the vehicle's internal and external conditions in order to warn the driver depending on the situation.

[0016] GB 2 477 152 A discloses a method for recovering deceleration energy from a vehicle, in which a hydraulic suspension is used to convert the stored potential energy into electrical energy when the vehicle chassis is lowered.

[0017] WO 2012 / 119 595 A1 describes a driver assistance system that uses environmental sensors to detect and verify potential clearances in the vehicle's surroundings. Based on this clearance detection, the system can support evasive maneuvers or issue corresponding warnings to the driver, which can also be haptic, for example, through a vibration in the steering wheel.

[0018] 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.

[0019] The invention aims to create a method and a device for assisting the driver of a vehicle in carrying out a multi-part maneuver.

[0020] The object of the invention is solved by a method according to claim 1, a computer program product according to claim 34 and a vehicle system according to claim 35.

[0021] A method for assisting the driver in performing a multi-stage maneuver comprises determining that the driver or a driver control system of the vehicle is performing or intends to perform a multi-stage maneuver and determining an optimal time for the transition from at least one stage of the maneuver to at least another stage of the maneuver. A kinesthetic signal is generated for the driver of the vehicle at a time that represents an optimal time for the transition from at least one stage of the maneuver to at least another stage of the maneuver.

[0022] The method according to the invention provides improved support for the driver in performing a multi-stage maneuver by means of kinesthetic signals that can be generated while the maneuver is being executed. A multi-stage maneuver can be a maneuver that has at least two, three, four, or more distinct phases (maneuver phases). The aforementioned "one phase" can also be a second phase among several phases, and the aforementioned "further phase" can also be a third phase among several phases. In other words, the term "first phase" describes any phase of a multi-stage maneuver, and the term "further phase" describes a phase that follows the first phase and is also part of the multi-stage driving maneuver. The kinesthetic signal is generated during the execution of the maneuver.The kinesthetic signal can be generated during the execution of a phase of the maneuver, and it can also affect one of the subsequent phases or a transition between phases. This is advantageous because it ensures that the driver is actually performing a specific maneuver. This reduces the risk of generating a misleading kinesthetic signal.

[0023] The optimal time can be the one that allows for a particularly safe maneuver, a particularly efficient maneuver, compliance with traffic regulations as fully as possible, and / or a particularly comfortable maneuver. For particularly comfortable maneuvers, it can be taken into account that the acceleration values ​​are below predetermined values, especially below predetermined lateral acceleration values. Advantageously, more than two, three, four, or five optimal times are represented by kinesthetic signals during the execution of a multi-stage maneuver.

[0024] The optimal time can be determined based on at least one perceptual sensor (e.g., radar, LiDAR, camera, stereo camera, or similar) of the vehicle, such that a predetermined deviation from a predetermined measure of collision risk, a target position of the vehicle after the next phase of the maneuver, a tolerance for traffic regulations, or similar factors is not exceeded. The optimal time can also represent the latest possible time to initiate a further phase of the maneuver without significantly violating any of the aforementioned conditions. In other words, the optimal time can be a local optimum, preferably a global optimum. The optimum can be determined depending on at least one optimization criterion. The optimal time can also be a compromise between several optimization criteria.

[0025] Similarly, two or more optimal times for a transition from a first phase to a second phase and from a second phase to a third phase can be signaled.

[0026] The optimal time can encompass a period of approximately 0.1 sec to approximately 0.5 sec, within which one or more optimal times may lie.

[0027] Preferably, an optimal time is represented by at least one phase of the acceleration effect of the kinesthetic signal that lies above the kinesthetic perception threshold of the driver of the vehicle.

[0028] The optimal time preferably refers to the near future, between 0.2 and 5 seconds. The generation of the kinesthetic signal preferably occurs at an earlier time, preferably in such a way that it produces, or can produce, the desired effect at the optimal time, such that the effect essentially corresponds to the optimal time. A desired effect could, for example, be an action by the driver in response to the kinesthetic signal.

[0029] The determination according to the invention of an optimal time for at least one transition between at least two phases of a maneuver, together with the output of the kinesthetic signal, is particularly advantageous because the human kinesthetic perception channel enables very rapid perception of relatively simple signals and thus also a subsequent human reaction or action. Experience has shown that the perception of a kinesthetic signal leads to a largely constant reaction time, which exhibits only relatively small variation compared to the reaction time of another person. Furthermore, the reaction time to a kinesthetic signal is shorter compared to an auditory or visual signal. Moreover, the reaction time to a kinesthetic signal varies less than the reaction time to an auditory or visual signal across a larger number of people.

[0030] A reaction to a graphic, announcement, or sound that requires interpretation occurs significantly later, and the reaction time varies considerably. Consequently, auditory and visual signals indicating the optimal time to execute a maneuver are less suitable for high-speed maneuvers. Furthermore, different, sometimes unpredictable, driver reactions can impair the execution of the maneuver. As mentioned previously, the driver's visual and auditory perception channels are often overwhelmed, especially when performing complex, multi-stage, and particularly safety-critical maneuvers, and the driver's gaze is usually averted from the vehicle's displays and focused on the traffic situation.

[0031] In this way, one or more optimal times can be determined such that the time of the driver's action or reaction, or the time of a predetermined effect of the driver's action or reaction resulting from the perception of the kinesthetic signal, can take place at an optimal or optimized time.

[0032] The maneuver can relate to different driving situations and, in one embodiment, can be performed entirely by the vehicle's driver. In another embodiment, the maneuver can be performed by a partially automated vehicle. In yet another embodiment, the maneuver can be performed by a highly automated vehicle. Such systems are known both for specific maneuvers, such as evasive maneuvers and overtaking, and for maneuvers within the context of so-called highly automated driving in general. A maneuver performed at least partially automatically can be initiated by the vehicle's driving control system and / or carried out entirely or partially by this driving control system. A driving control system can also be part of so-called teleoperated driving, involving a person at a distance in controlling maneuvers.

[0033] That the driver control system is performing a maneuver can be determined based on signals it outputs. Using known methods, it can be determined whether the driver intends to perform or is performing a maneuver, for example, by evaluating operator actions such as turn signals, force applied to the controls, head positions, eye movements after tracking, and the like. A maneuver that is already underway can also be identified based on the sequence and quantitative values ​​of the operator actions.

[0034] Determining whether the driver or a vehicle control system is performing or intends to perform a multi-stage maneuver can be achieved by applying pattern recognition to the driver's actions and / or gaze direction. This involves capturing qualitative and quantitative values ​​representing actions such as steering wheel movements, accelerator pedal presses, or the use of rocker switches and other controls, and potentially also the temporal sequence of individual actions. These values ​​can then be used to correlate the driver's actions with a high probability of performing or intending to perform a maneuver.

[0035] In this process, one or more points in time that represent an optimal time for the transition from at least one phase of the maneuver to at least one further phase of the maneuver can be determined or optimized depending on these patterns.

[0036] The procedure may further include the step of determining the direction of a kinesthetic signal to be communicated to the driver in relation to a subsequent phase of a maneuver. A kinesthetic signal may be generated at the point in time that represents the subsequent phase of the maneuver or the transition to that subsequent phase, and may simultaneously indicate at least one signal direction corresponding to the determined signal direction.

[0037] Alternatively or additionally, a further kinesthetic signal indicating at least one signal direction can be generated before or after the generation of the kinesthetic signal within a predetermined time period. The signal direction can be indicated by the kinesthetic signal representing the optimal time. However, the signal direction can also be signaled by a further (second) kinesthetic signal. Preferably, a kinesthetic signal can indicate both the at least one signal direction determined by the vehicle and the optimal time, determined by the vehicle, for the transition from at least one phase of the maneuver to at least one further phase of the maneuver.

[0038] Alternatively, for example, a primarily longitudinal acceleration effect of a kinesthetic signal can represent an optimal moment. A further kinesthetic signal, essentially comprising a vertically dynamic acceleration effect, generated in close temporal relation to the longitudinal kinesthetic signal, indicates the signal direction, which can be a corresponding recommendation for the driver or a warning relating to a specific direction.

[0039] The direction of a kinesthetic signal can be determined depending on the direction in which the driver should or should not steer the vehicle.

[0040] Such a kinesthetic signal can include at least one parameter or at least an acceleration effect as a recommendation for action. Alternatively or additionally, the direction of a kinesthetic signal can represent a direction to be avoided in a subsequent phase of a multi-stage maneuver. In this approach, such a kinesthetic signal can be parameterized as a warning by at least one acceleration effect parameter, for example, by a lifting motion.

[0041] The method can determine a transition to be performed from one phase of an at least partially automated maneuver to another phase of the same maneuver. A kinesthetic signal can be generated when it is determined that a transition from a first phase of an at least partially automated maneuver to at least another phase of the same maneuver is required. The direction of the kinesthetic signal can be determined as a function of a transition from at least one phase of an at least partially automated maneuver to at least another phase of the same maneuver.

[0042] The invention can also be applied to so-called partially automated maneuvers and to so-called "partially automated driving." Consequently, the driver can receive kinesthetic information about a maneuver that the vehicle control system is performing or intends to perform in a similar way to how, for example, a rider interprets the intention or a recommendation of the mount. An experienced rider interprets the smallest kinesthetic cues from the mount and can thus assess its intention, for example, the timing of a jump, sometimes even before the action or jump is executed.

[0043] In addition, the invention has the advantage that the information to be transmitted can be arbitrarily assigned to specific kinesthetic signals, which can also be configured by selecting the parameters. This increases safety and comfort for the driver, particularly in the case of at least partially automated vehicles, because the driver is intuitively informed about the intentions of the vehicle control system and can intervene quickly as needed. Despite its significant advantages, highly automated driving offers too little driver interaction, or at least this is the subjective perception of drivers. The method can advantageously provide such interaction. At the same time, the interactive experience and the interactive value of the vehicle are also increased.

[0044] A multi-stage maneuver can be assigned to a class of maneuvers. Possible classes include, in particular, turning maneuvers, evasive maneuvers, lane-changing maneuvers, overtaking maneuvers, parking maneuvers, and shunting maneuvers. Such an assignment is advantageous because it allows for consideration of the sometimes very significant differences in the specific characteristics of the maneuvers (speed ranges, vehicle dynamics effects, safety requirements, etc.).

[0045] The method can determine the class of multi-stage maneuver that the vehicle driver is performing or intends to perform. Furthermore, the method can determine an optimal time for the transition from at least one stage of the maneuver to at least one further stage of the multi-stage maneuver, preferably depending on the determined class of maneuver. The method can also determine one or more parameters of the kinesthetic signal depending on the determined class of multi-stage maneuver. The determination of one or more optimal times is also dependent on the determined class of multi-stage maneuver. In particular, the kinesthetic signals for a maneuver performed at high speed can be generated with different, advantageously stronger, parameters than for a maneuver performed at a lower speed, such as a parking maneuver.

[0046] The at least one phase and the at least one further phase of the multi-stage maneuver may include the use of the frictional force of the wheels predominantly for braking, the use of the frictional force predominantly for steering, steering in a predetermined direction, changing the steering direction, reducing the driving speed, reducing the vehicle speed to a standstill and / or a forced downshift of at least a semi-automatic transmission.

[0047] Phases of a multi-stage maneuver can be characterized by the predominant use of the available frictional force of the wheels for braking or steering, a concept familiar to those skilled in the art from the context of the so-called Kamm circle. The first and second phases can involve different steering directions, a change in one steering direction, or a significant change in steering speed. One phase and the subsequent phase of the multi-stage maneuver can involve a significant reduction in vehicle speed, a stop, or a near-complete stop of the vehicle, particularly during parking maneuvers.

[0048] The method can determine the optimal time to activate at least one vehicle actuator to generate the kinesthetic signal, allowing the driver to react to the signal at the ideal moment. The method can determine the driver's estimated reaction time and incorporate it into the determination of the activation time for the at least one actuator. Furthermore, the method can determine and account for the delay between the activation of at least one vehicle actuator to generate the kinesthetic signal and the point at which the driver experiences an acceleration effect.

[0049] The method can also determine a time for controlling at least one actuator of the vehicle to generate a kinesthetic signal, such that the driver of the vehicle can react to the kinesthetic signal at an optimal time. Preferably, this step includes determining the estimated reaction time of the driver and / or taking into account the delay time between controlling at least one vehicle actuator to generate the kinesthetic signal and reaching an acceleration effect perceptible to the driver.

[0050] The driver's reaction time can be determined by considering their response to at least one kinesthetic signal. This reaction time can depend on the driver's state and / or workload, as determined by the vehicle's systems. Alternatively or additionally, the driver's reaction time can be estimated based on statistics or empirical data, for example, a period of 0.2 to 0.7 seconds, preferably 0.4 seconds. Furthermore, the timing of the control signal output takes into account the time required by the actuator to generate the acceleration effect. This allows for a precise prediction of the driver's response to the at least one kinesthetic signal.

[0051] Furthermore, any other delay time between the output of the control signal to activate the actuator and an effect perceptible to the driver, or an action or reaction of the driver that has already begun, in particular completed to a predetermined extent, can be taken into account in this way.

[0052] The method can determine and / or calculate at least one control signal for controlling at least one chassis actuator, which generates at least one vertical dynamic acceleration effect on the passenger compartment, depending on the determined optimal time and / or the determined signal direction. The generation of an acceleration effect on the vehicle's passenger compartment can be achieved by controlling one or more chassis actuators of the vehicle using control signals that correspond to the signal direction of the kinesthetic signal.

[0053] The method can determine that one phase of a multi-stage maneuver is braking with an initial deceleration and an initial steering input, and another phase of the multi-stage maneuver is braking with a second steering input and braking with a second deceleration, wherein the initial deceleration is greater than the second deceleration and / or the initial steering input is less than the second steering input. The method can determine the optimal time for the transition between the first and subsequent phases of the maneuver and generate the kinesthetic signal to the driver of the vehicle at a time that represents the optimal transition from at least one phase of the maneuver to at least one subsequent phase. Such a maneuver can be a steering maneuver. Preferably, the direction of the kinesthetic signal can correspond to the direction of the second steering input.

[0054] The method can determine that one phase of the multi-stage maneuver is a lane change in a first direction, another phase is an increase in speed, and the second phase is a lane change in a second direction, with the first direction being substantially opposite to the second. The method can determine an optimal time for the transition between the first phase of the maneuver and the first phase, and / or for the transition between the first phase and the second phase.A kinesthetic signal to the driver of the vehicle is generated at a time that represents an optimal time for the transition from at least one phase of the maneuver to at least one further phase of the maneuver, wherein the signal direction preferably represents the direction of the phase that is being or is to be performed next.

[0055] If the multi-stage maneuver is classified as an evasive maneuver, the first stage of the multi-stage maneuver can be a braking stage preceding a steering stage, and the subsequent stage of the multi-stage maneuver can be a steering stage of the evasive maneuver. Preferably, the direction of the kinesthetic signal corresponds to the direction of the steering stage. Particularly preferably, the kinesthetic signal is generated by controlling the vehicle's roll stabilization actuators and exhibits a roll acceleration.

[0056] The method can determine whether a steering maneuver is required for at least one phase of the multi-stage maneuver and generate a comprehensive roll acceleration around the vehicle's longitudinal axis using a kinesthetic signal. The roll acceleration can be directed essentially in the steering direction.

[0057] The system can determine whether a steering maneuver is required. Furthermore, the system can determine whether a counter-steering maneuver is required, whereby the steerable wheels of the vehicle are turned in a first direction during the steering maneuver and in a second direction opposite to the first during the counter-steering maneuver. The system can determine the optimal time for the steering maneuver. If the optimal time for the steering maneuver is reached, a kinesthetic signal and / or a haptic signal is output. The system also determines the optimal time for the counter-steering maneuver, and if the optimal time for the counter-steering maneuver is reached, a kinesthetic signal and / or a haptic signal is generated.

[0058] The direction of the acceleration effect can change at least twice within a kinesthetic signal.

[0059] The method also includes the step of determining at least one parameter of the at least one control signal for controlling the at least one actuator of the vehicle such that at least one resulting acceleration phase of the passenger compartment is substantially aligned in the determined signal direction and is above the driver's kinesthetic perception threshold. The at least one control signal is determined such that the corresponding parameter of the acceleration effect acting on the passenger compartment of the vehicle comprises at least two phases, with at least a first phase being substantially aligned in the signal direction and being above the driver's kinesthetic perception threshold. At least one parameter of the signal can be transmitted within the vehicle via the control signal message. The actuators are preferably vertical-dynamic actuators of the vehicle.

[0060] At least one parameter of the control signal for controlling at least one actuator of the vehicle is determined such that at least one resulting acceleration phase of the passenger compartment is essentially directed against the determined signal direction and is below the driver's kinesthetic perception threshold. This results in a combination of acceleration effects on the passenger compartment in two phases, whereby only the first acceleration phase is directed in the signal direction and is at least significantly more perceptible to the driver than the second phase of the acceleration effect. The driver perceives at least the first phase as the direction of the kinesthetic signal.

[0061] The second phase of the acceleration effect can be oriented essentially opposite to the direction of the kinesthetic signal. This phase compensates for the movement of the passenger compartment that occurred during the first phase. The parameters of at least one acceleration phase are preferably selected such that the resulting acceleration effect is at least 20% to 50% below the driver's kinesthetic perception threshold. Consequently, the passenger compartment can be stabilized or restabilized relatively quickly without the driver perceiving the second phase, for example, as another kinesthetic signal in the opposite direction or as a disturbance. Thus, the driver can perceive the direction very well without any disruption to their comfort.

[0062] At least one parameter of the acceleration effect, which is above the driver's kinesthetic perception threshold, can be selected such that the resulting acceleration effect is more than 10% higher than the driver's kinesthetic perception threshold and lower than approximately 200% to approximately 250% of the driver's kinesthetic perception threshold. This at least one parameter of the acceleration effect can be selected such that a reliable, yet non-intrusive, transmission of information about the determined signal direction to the driver is enabled. Preferably, the parameters are selected such that the resulting kinesthetic signal generates an acceleration effect that is approximately 120% to approximately 150% above the driver's kinesthetic perception threshold.

[0063] Determining the parameter of the kinesthetic signal includes determining a force acting on the passenger compartment, an amplitude of the force acting on the passenger compartment, at least an acceleration value of the passenger compartment, a duration of the acceleration of the passenger compartment, a time course of the acceleration of the passenger compartment or of the force acting on the passenger compartment and / or a gradient of the acceleration of the passenger compartment.

[0064] The step of generating at least one acceleration effect can include controlling at least one active damper of the vehicle, controlling at least one actuator of an active roll stabilization system, controlling at least one air suspension actuator and / or controlling at least one active electric vertical dynamics actuator.

[0065] Alternatively or additionally, acceleration can also be generated by controlling one or more actuators according to the determined parameters, allowing a small movement of the vehicle's passenger compartment under the influence of gravity or centrifugal force (within a specified range). For example, the vehicle's shock absorbers can be controlled in such a way that acceleration is permitted for less than 0.5 to 2 seconds under the influence of gravity or centrifugal force within a specified range.

[0066] Preferably, at least one kinesthetic signal comprises at least an angular acceleration about the longitudinal or transverse axis of the vehicle and / or an acceleration effect along the vertical axis of the vehicle. These can preferably be substantially an angular acceleration about the X-axis (a φ ) and / or Y-axis (a ϑ) of the vehicle. The kinesthetic signal preferably comprises a combination of at least two acceleration effects. In particular, such a combination can be generated simultaneously or with a time delay. The acceleration effect, essentially along the vertical axis of the vehicle (Z-axis), can correspond to the direction of a lifting movement and / or a lowering movement.

[0067] 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 determined signal direction—corresponding to the two right wheels, the two left wheels, the front wheels, or the rear wheels—the actuators can be controlled differently. Different control for at least three wheels, or essentially the same direction for all four wheels, is also advantageous. This results in a variety of possible directions of acceleration.

[0068] 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.

[0069] 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 is short-term, in particular shorter than about 1 second, more preferably shorter than about 2 seconds, and more preferably shorter than about 5 seconds.

[0070] 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.

[0071] Advantageously, the acceleration effect is generated by controlling a combination of several actuators of the vehicle.

[0072] The method can generate the kinesthetic signal by lowering at least part of the vehicle and generate energy by lowering the vehicle, for example, electrical energy. Particularly preferably, the method is designed such that, at least during one phase of acceleration, the lowering of at least part of the vehicle is used to generate energy. This energy can be electrical, hydraulic, or pneumatic. The energy generated in this way during at least one phase of acceleration can at least partially compensate for energy consumption during at least another phase of acceleration.

[0073] 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.

[0074] The method comprises 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.

[0075] 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.

[0076] 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.

[0077] 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.

[0078] 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.

[0079] 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, an infotainment display, an overhead display, or the like of the vehicle. 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, which is output via the vehicle's surround sound system, image information, or haptic information, can be a direction to a hazard or a recommendation for action related to the information to be transmitted.

[0080] 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.

[0081] Consequently, the driver or another vehicle occupant can better distinguish the information being transmitted from other influences (interference) within the vehicle. This allows for significantly more subtle and comfortable kinesthetic signals to be generated, without them 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.

[0082] Advantageously, one or more kinesthetic signals are generated essentially simultaneously with the other information, forming distinguishable patterns depending on the type of information being transmitted. These patterns consist primarily of temporal sequences, acceleration effects, and the output of one or more additional pieces of information. The driver or another occupant perceives each pattern via their kinesthetic sensory channel and at least one other sensory channel. As is known to experts in cognitive science, this can elicit the well-known effect of intermodal congruence in perception. Human perception is particularly adept at distinguishing the useful signal—in this case, a pattern formed by the kinesthetic signal and at least one other piece of information—from potential sources of interference.

[0083] By utilizing such an effect through the combination of the kinesthetic signal with additional information, the kinesthetic perception threshold can be significantly lowered. This allows, for example, the amplitude or duration of acceleration effects to be substantially reduced (to a comfortable level), thus saving energy used to generate those effects.

[0084] Certain acceleration effects of the kinesthetic signal and the output of further information can also form such patterns, which are optimized for known relationships of intermodal congruence of perception.

[0085] The method can determine the acceleration background of the passenger compartment, the current road surface condition, and / or a driving condition further along the road, and / or the current and / or future road surface. Depending on the determined acceleration background, and / or the current road surface condition, and / or the road surface condition further along the road, and / or the current and / or future road surface, a parameter of the kinesthetic signal is varied.

[0086] For the purposes of this invention, the acceleration background comprises all other accelerations that act or may act on the passenger compartment of the vehicle. These accelerations can arise due to the road surface conditions, the driver's driving style, and technically induced accelerations, which are caused, for example, by processes in the powertrain, stabilization processes, gear changes, and / or control processes in the vehicle, etc. When the acceleration background is below the first predetermined threshold, it is considered a stable acceleration background. The background threshold can refer, in particular, to the maximum, average, 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 / s2 , most preferably lower than 0.4 m / s 2 be.

[0087] In the case of strong acceleration background, particularly with many short peak values, for example on a cobblestone road, a gravel road, or an off-road track, stronger acceleration effects are generated according to the invention. 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.

[0088] For example, when approaching a curve, the kinesthetic signal can be triggered in advance or only issued after the curve has been negotiated. A kinesthetic signal issued while cornering can reduce the frictional force required for cornering. Alternatively or additionally, if a kinesthetic signal, such as a longitudinal dynamic intervention, is nevertheless issued during cornering, its intensity can be limited or it can be split into two smaller kinesthetic signals. In the case of sharp steering maneuvers, the kinesthetic signal should only be issued after the corner has been completed. For example, a steering angle sensor can detect a sharp steering wheel movement. Furthermore, the kinesthetic signal can be issued in a weakened form if the road surface is smooth or slippery, such as on a slick winter road.

[0089] The method can further include the step of determining an optimal time for generating at least one kinesthetic signal. Preferably, the kinesthetic signal can be determined based on a determined kinesthetic perception threshold of the driver and / or passenger of the vehicle. Preferably, the kinesthetic signals are generated at times that depend on the determined kinesthetic perception thresholds within a current period of approximately 1 second to approximately 10 seconds, preferably up to approximately 60 seconds. For example, if it can be determined that the kinesthetic perception threshold increases due to the expected road profile, a kinesthetic signal can be output at an earlier or later time until the kinesthetic perception thresholds are lower, for example, due to the road profile.The road's course can be determined using the vehicle's own resources, for example, a navigation map.

[0090] 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 road surface condition and / or the road surface condition further along the road 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.

[0091] 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.

[0092] The method can determine whether intervention by a vehicle control system is highly likely to be necessary to solve a current driving task. It can identify the optimal time for driver intervention by the vehicle control system and / or the direction in which the vehicle control system should steer the vehicle. At least one kinesthetic signal can be generated that represents the time and / or direction of the intervention. The method can execute the determined intervention if the driver performs a predetermined action; alternatively, it can execute the intervention if the driver does not perform an action within a predetermined time. Alternatively or additionally, an alternative intervention can be determined if the driver does not perform a predetermined action.

[0093] This design of the process provides the driver with an additional driving experience, even in partially or fully autonomous driving situations. The driver can also receive information about the times that are particularly suitable for taking over or influencing the maneuver.

[0094] The method can detect at least one object in the vicinity of the vehicle using a sensor connected to the vehicle. Furthermore, the method can detect at least one clearance space in the vicinity using at least one sensor connected to the vehicle. A collision risk or multiple collision risks for one or more possible collisions of the vehicle with one of the objects can be determined by means of a control device of the vehicle. According to the invention, the method determines at least one optimal time for the transition from one phase of the maneuver to another phase of the maneuver, depending on the at least one detected object, the at least one determined clearance space, and / or the at least one collision risk.Alternatively or additionally, the method can determine at least one signal direction of a kinesthetic signal to represent a steering direction of at least one phase of the maneuver, depending on the at least one detected object, the at least one determined free space, and / or the at least one determined collision risk. The driver of the vehicle receives support during evasive maneuvers through the method according to the invention.

[0095] The method can detect a value relevant to the acceleration acting on the driver. At least one parameter of the kinesthetic signal can be varied depending on the detected relevant value. At least one parameter of the kinesthetic signal can be varied depending on a reduced value of the acceleration that will act on the driver at the time the kinesthetic signal is generated, depending on the detected relevant value. This can increase driver comfort.

[0096] The invention further relates to a computer program product which, when loaded into a memory of a computer with a processor, performs the steps of the above method.

[0097] The invention further relates to a vehicle system configured to determine that the driver or a vehicle control system is performing or intends to perform a multi-part maneuver, to determine a time for the transition from at least one phase of the multi-part maneuver to at least one further phase of the multi-part maneuver, and to generate a kinesthetic signal to the driver of the vehicle at a time that represents an optimal time for the transition from at least one phase of the maneuver to at least one further phase of the maneuver.The vehicle system is configured to generate 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; and / or to generate 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.

[0098] The device can be designed as previously described with regard to the method.

[0099] The invention also relates to a vehicle system configured to carry out the method described above. The vehicle is preferably a motor vehicle, in particular a motor vehicle that is at least partially electrically powered. This also results in particular advantages discussed here and further advantages that are readily apparent to those skilled in the art.

[0100] 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.

[0101] The invention also relates to a vehicle with the aforementioned vehicle system.

[0102] The invention will now be explained with reference to the accompanying figures, which describe non-limiting embodiments of the invention, wherein: Fig. Figure 1 schematically shows an overtaking process; Fig. 2a and Fig. 2b show kinesthetic signals during an overtaking maneuver; Fig. 3a and Fig. Figure 3b shows a kinesthetic signal during an overtaking maneuver; Fig. Figure 4 shows an acceleration curve of a kinesthetic signal at an increased kinesthetic perception threshold; and Fig. Figure 5 shows the change in the kinesthetic perception threshold depending on the acceleration background.

[0103] Fig. Figure 1 schematically depicts an overtaking maneuver. The overtaking vehicle is not shown to keep the illustration clear. At time t71, the overtaking vehicle pulls out and reaches the overtaking lane or the oncoming lane at time t72. At time t72, the vehicle being overtaken is in its first position. At time t73, the overtaking vehicle has passed the vehicle being overtaken and returns to its original lane, in this case, the right lane. At time t74, the overtaken vehicle is in its second position.

[0104] Fig. 2a and Fig. 2b shows diagrams with the amplitude of the acceleration effect over time during the in Fig. Figure 1 shows an overtaking maneuver, 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 a F and a Fφ The dotted lines represent the driver's perception thresholds for acceleration. An acceleration greater than this value can be perceived by a driver.

[0105] Fig. Figure 2a shows the roll acceleration aφ. The positive direction of aφ corresponds to a clockwise roll of the passenger compartment and is perceived as a roll to the right. Fig. Figure 2b shows the longitudinal acceleration. Positive values ​​of ax correspond to an acceleration of the vehicle and negative values ​​of ax correspond to a deceleration of the vehicle.

[0106] The acceleration effects can be generated by means of an actuator of a roll stabilization system of the vehicle, by means of an actuator of an electric traction drive of the vehicle, by means of two compression springs of the vehicle that can be controlled with respect to compression and rebound stage and / or other active electromagnetic and / or hydraulic actuators.

[0107] At time t71 minus the reaction time tr of the driver and the system, two roll accelerations 40, 42 to the left and a positive acceleration 44 in the longitudinal direction are output. This signals to the driver that they should accelerate the vehicle and turn the steering wheel to the left. Consequently, the overtaking maneuver begins at time t71. At time t72 minus the reaction time tr, the overtaking vehicle has reached the overtaking lane or the oncoming lane. At this time, a roll acceleration 46 to the right is generated, signaling to the driver that they should maintain their lane or return the steering wheel to its center position. Furthermore, a longitudinal acceleration 50 is output, which can last longer and have a higher amplitude than the longitudinal acceleration 44, to signal to the driver that they can continue accelerating and proceed with the overtaking maneuver.

[0108] At time t73 minus reaction time tr, the overtaking vehicle has overtaken the overtaken vehicle and can begin to return to its original lane. A roll acceleration 48 to the right is output, indicating to the driver that they should turn the steering wheel to the right. At time t74 minus reaction time tr, the vehicle has returned to its original lane. Therefore, the procedure or vehicle control system generates a roll acceleration effect 50, signaling to the driver that they can straighten the steering wheel.

[0109] Several patterns of acceleration effects can be generated, whereby the driver of the vehicle can and should perceive at least one particularly significant direction of each corresponding acceleration pattern. Specific information (or a class of information) determined by the vehicle's means is assigned to such a pattern or kinesthetic signal. Directional information determined by the vehicle's means is assigned to the direction that the driver should perceive based on at least one phase of the acceleration effect of the kinesthetic signal.

[0110] The procedure first determines, based on the criteria described above, that the driver of the vehicle intends to overtake the vehicle ahead. Using the vehicle's systems, which may include a radar sensor, a LiDAR sensor, a camera, a stereo camera, a clearance calculation device, or similar equipment, it is determined whether an overtaking maneuver is possible or advisable. This constitutes the first piece of information to be transmitted. If it is determined that the overtaking maneuver is possible, the previously described kinesthetic signal with the acceleration effects 40, 42, 44, 46, 48, 50 is generated.

[0111] If overtaking is not possible, a negative acceleration 52 in the longitudinal direction is generated at time t71 minus the reaction time tr to indicate to the driver that an overtaking maneuver is not possible.

[0112] The point in time at which the kinesthetic signal is generated represents an optimal time to begin the overtaking maneuver. The reaction time of the driver and the vehicle (inertia of the actuators) is taken into account with the reaction time tr.

[0113] Once the vehicle has moved into the overtaking lane or oncoming lane, its sensors determine whether the overtaking maneuver can continue. If the overtaking maneuver does not pose an increased risk and the vehicle can accelerate, a positive acceleration signal in the longitudinal direction is issued at time t72 minus tr, as described previously. This signal indicates that the vehicle can accelerate further and the overtaking maneuver can continue.

[0114] However, if the procedure or the vehicle control system determines at time t72 minus tr that the overtaking maneuver cannot be carried out without risk, a negative acceleration effect 54 is issued, which indicates to the driver that he must abort the overtaking process and merge back behind the vehicle to be overtaken.

[0115] This approach also applies when the vehicle is controlled by a semi-autonomous or fully autonomous driving control system. The method can be applied to any maneuver, such as parking, turning, evasive maneuvers, lane changes, or shunting. The specific characteristics of each maneuver are taken into account when generating kinesthetic signals. For example, typical speed ranges at which the maneuvers are performed are considered. Furthermore, vehicle dynamics effects that can have a significant impact on the respective class of maneuver can be taken into account. The system also considers where the driver's attention must be directed depending on the specific maneuver. Finally, it considers potential driving errors that are statistically relevant for the respective phases of the maneuver.

[0116] The timing for controlling one or more actuators is determined in such a way that the driver perceives at least one phase of the kinesthetic signal at an optimized time or can react to it at an optimal time, in particular so that he can initiate a further phase of the maneuver.

[0117] A particular advantage arises during dynamic maneuvers, where the maneuver segments can be very short and the human reaction time to, for example, a graphical signal is too long to effectively process such support. Furthermore, a conceivable signaling system based on visual or acoustic signals could create conflicts between the instinctive-intuitive approach typical of vehicle control and a logical one. Such conflicts can significantly prolong the human reaction time or make it more strenuous.

[0118] The method according to the invention is particularly brain-friendly because the signaling according to the invention does not interfere with the driver's instinctive-intuitive actions typical for controlling a vehicle, and in particular does not require the use of logical thinking or interpretation. Furthermore, the driver's gaze does not need to be directed in a specific direction.

[0119] Fig. 3a and Fig. Figure 3b shows a time course of acceleration values ​​of a passenger compartment, consisting of a longitudinal acceleration a x and a roll acceleration a φ exists. The positive direction of roll acceleration a φ This corresponds to a clockwise swaying of the passenger compartment and is perceived by the driver and a passenger as a sway to the right. The longitudinal perception threshold a F for the driver and the perception threshold in the direction of roll a Fφfor the driver are in the Fig. 3a and Fig. 3b is shown as dashed lines. The driver only perceives accelerations whose magnitude exceeds the perception threshold a. F of the driver in the longitudinal direction or the driver's perception threshold in the roll direction a Fφ is. The kinesthetic perception thresholds a F and a Fφ are in Fig. 3a and Fig. 3b is represented as constant, which is not necessarily the case, as will be shown in subsequent embodiments. The acceleration effects of the in Fig. 3a and Fig. The following can be generated by means of an actuator of a roll stabilization system of the vehicle, an actuator of an electric traction drive of the vehicle, by means of two compression springs of the vehicle which can be controlled with respect to compression stage and rebound stage and / or further electromagnetic or hydraulic actuators.

[0120] In the Fig. 3a and Fig. In the example shown in 3b, at times t81 and t82, accelerations 62 and 64 perceptible to the driver are generated to the rear in the normal direction of travel. At time t82, a roll acceleration 68 to the right is generated. At time t83, an acceleration 166 to the front is generated. The in Fig. 3a and Fig. The sequence of acceleration signals 62, 64, 66, 68 shown in Figure 3b can assist the driver during maneuvering, for example, when reversing into a parking space. Acceleration signals 62 and 64 indicate to the driver that they should reverse. Acceleration signal 68 indicates when to turn the steering wheel to the right. Acceleration signal 66 indicates to the driver that they can move forward. It is understood that any other driving maneuvers can be supported by kinesthetic signals with an adjustable direction.

[0121] The invention can generate several specific patterns of acceleration, wherein the driver and / or the occupant of the vehicle can perceive at least one particularly significant direction of each acceleration pattern. Specific information or a class of information determined by means of the vehicle is assigned to such a pattern, and / or directional information determined by means of the vehicle is assigned to the direction that the driver is intended to perceive based on at least one phase of the acceleration device. In the case of the Fig. 3a and Fig. The signals shown in Figure 3b use information from the vehicle's navigation system for a turn instruction. In this example, the acceleration values ​​are chosen so that the driver perceives a slight sway in the direction of the turn, combined with subtle kinesthetic signals in the longitudinal direction. For example, the acceleration signals 62 and 64 at times t81 and t82 indicate that the driver should decelerate, as they are directed against the vehicle's usual direction of travel. The acceleration signal 68, directed to the right and perceptible to the driver at time t82, indicates that the driver should turn right. The acceleration signal 66, perceptible to the driver at time t83 and in the vehicle's usual direction of travel, indicates that the driver can accelerate again.

[0122] The acceleration process is divided into phases such that the change in movement required for each perceptible acceleration has no or only a negligible effect on the vehicle's trajectory without any mechanical displacement of the passenger compartment. All mechanical movements of the passenger compartment associated with generating the acceleration are compensated mechanically and / or electronically. This compensation occurs to at least 90% within a time that exceeds the duration of the acceleration perceptible to the driver by a factor of at most three, preferably five, and most preferably ten.

[0123] In another embodiment, a kinesthetic signal is generated that comprises a pattern of acceleration effects that exceed the kinesthetic perception threshold a. F and a FφThe driver's perception is determined by the pattern of a kinesthetic signal. One, two, or three phases of acceleration that exceed the driver's kinesthetic perception threshold are essentially directed toward an instruction and / or warning.

[0124] In a first example, the class of kinesthetic signal corresponds to a priority sign, such as a stop sign or a yield sign, detected by the vehicle's sensors along its route. The direction of the phases of the kinesthetic signal is varied depending on the direction from which another vehicle is approaching or is highly likely to approach. For example, acceleration effects 62 and 64 indicate that the driver should decelerate. Acceleration effect 68, which causes the vehicle to sway to the right, can indicate that another road user is approaching from the right. Acceleration effect 66, in the vehicle's direction of travel, can indicate that the other road user has passed through the intersection and the vehicle can accelerate again.

[0125] As previously described, in a second example, the one in Fig. 3a and Fig. The signal sequence shown in 3b can be used to assist with turning at an intersection.

[0126] As previously described, a third example of the one in Fig. 3a and Fig. The signal sequence shown in 3b can be used to support a shunting maneuver, for example, parking. Furthermore, the signal sequence shown in Fig. 3a and Fig. The signal sequence shown in Figure 3b indicates a crossing obstacle when the vehicle is reversing. The direction of the acceleration effects varies depending on the direction from which a crossing obstacle, such as a pedestrian, approaches the vehicle. This type of application is particularly useful when exiting a parking space perpendicular to the direction of travel or when exiting a garage.

[0127] 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 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.

[0128] To ensure comfort and safe information transmission, it is desirable that the kinesthetic signal be issued at a time when there is a calmer acceleration 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.

[0129] Fig. Figure 5 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.

[0130] 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 as a function of the acceleration 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 version of the acceleration background 36. Based on these values, a profile 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 near-future kinesthetic signal 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 assisting the driver of a vehicle in carrying out a multi-part maneuver, comprising the following steps: - Determine that the driver or a vehicle control system is performing or intends to perform a multi-part maneuver; - Determining an optimal time (t71-tv, t72-tv, t73-tv, t75-tv) for the transition from at least one phase of the maneuver to at least one further phase of the multi-part maneuver; - Generating a kinesthetic signal (40, 42, 44, 46, 48, 50) to the driver of the vehicle at a time that represents an optimal time (t71-tv, t72-tv, t73-tv, t75-tv) for the transition from at least one phase of the maneuver to at least one further phase of the maneuver; 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. [2] Method according to claim 1, characterized by the following step: - Determining a signal direction of a kinesthetic signal (40, 42, 44, 46, 48, 50) to be signaled to the driver in relation to a further phase of a maneuver; furthermore comprising at least one of the following steps: - Generating the kinesthetic signal at a time that represents the next phase of the maneuver and that indicates at least one signal direction corresponding to the determined signal direction; and / or - Generating another kinesthetic signal indicating at least one signal direction before or after the generation of the kinesthetic signal, within a predetermined period before or after the generation of the at least one kinesthetic signal. [3] Method according to claim 2, characterized by , that the signal direction of a kinesthetic signal (40, 42, 44, 46, 48, 50) is determined depending on a direction in which the driver should or should not steer the vehicle. [4] Method according to any one of claims 1 to 3, characterized by the following steps: - Determining a transition to be carried out from a first phase of a maneuver executed at least partially automatically to at least a further phase of the maneuver executed at least partially automatically; - Generating the kinesthetic signal when it is determined that a transition from a first phase of an at least partially automated maneuver to at least one further phase of the at least partially automated maneuver is to be carried out. [5] Method according to any one of claims 1 to 4, characterized by that the multi-part maneuver is at least one of the following classes of maneuvers: - a turning maneuver; - an evasive maneuver; - a lane change maneuver; - an overtaking maneuver - a parking maneuver - a shunting maneuver. [6] Method according to any one of claims 1 to 5, characterized by the following step: - Determining the class of the multi-part maneuver being performed or intended to be performed by the driver of the vehicle; furthermore, comprising at least one of the following steps: - Determining an optimal time for the transition from at least one phase of the maneuver to at least one further phase of the multi-part maneuver, depending on the determined class; - Determining one or more parameters of a kinesthetic signal (40, 42, 44, 46, 48, 50) depending on the determined class of the multi-part maneuver. [7] Method according to any one of claims 1 to 6, characterized by that at least one phase and at least one further phase of the multi-part maneuver comprise at least one of the following: - Use of the frictional force of the tires primarily for braking; - Use of the frictional force of the tires primarily for steering; - Steering in a predetermined direction; - Change in steering direction; - Reducing vehicle speed; - Reduce vehicle speed to a standstill - Forced downshifting of at least a semi-automatic transmission. [8] Method according to any one of claims 1 to 7, characterized by the following step: - Determining a time to activate at least one actuator of the vehicle to generate a kinesthetic signal such that the driver of the vehicle can react to the signal at an optimal time; preferably further comprising one of the following steps: - Taking into account the driver's estimated reaction time; and / or - Consideration of the delay time between the activation of at least one vehicle actuator or two vehicle actuators to generate a kinesthetic signal and the achievement of an acceleration effect perceptible to the driver; [9] Method according to any of the preceding claims, characterized by the following step: - Determining at least one control signal to control at least one chassis actuator that generates at least one vertical dynamic acceleration effect on the passenger compartment, depending on the determined optimal time and / or the determined signal direction. [10] Method according to any of the preceding claims, characterized by the following steps: - Determine that one phase of the multi-part maneuver is braking with a first deceleration and a first steering input, and that another phase of the multi-part maneuver is with a second steering input and with a second braking input with a second deceleration, wherein the first deceleration is higher than the second deceleration and / or the first steering input is smaller than the second steering input; - Determining the optimal time for the transition between the first phase of the maneuver and the subsequent phase of the maneuver; and - Generating the kinesthetic signal to the driver of the vehicle at a time that represents an optimal time for the transition from at least one phase of the maneuver to at least one further phase of the maneuver. [11] Method according to any of the preceding claims, characterized by the following steps: - Determine that one phase of the multi-part maneuver is a lane change in a first direction, another phase of the multi-part maneuver is an increase in speed, and a second further phase of the multi-part maneuver is a lane change in a second direction; wherein the first and second directions are substantially opposite; - Determining an optimal time (t71-tv, t72-tv, t73-tv, t75-tv) for the transition between one phase of the maneuver and the first subsequent phase of the maneuver and / or for the transition between the first subsequent phase of the maneuver and the second subsequent phase of the maneuver; and - Generating a kinesthetic signal to the driver of the vehicle at a time that represents an optimal time for the transition from at least one phase of the maneuver to at least one further phase of the maneuver, wherein the signal direction preferably represents the direction of the phase that is being or is to be performed next. [12] Method according to claim 10 or 11, characterized by , that the multi-part maneuver is classified as an evasive maneuver and the first phase of the multi-part maneuver is a braking phase before a steering phase and the next phase of the multi-part maneuver is the steering phase of the evasive maneuver. [13] Method according to any one of claims 1 to 12, characterized by the following steps: - Determine whether a steering maneuver is required for at least one phase of the multi-part maneuver; - Generating the kinesthetic signal as a rolling acceleration around the longitudinal axis of the vehicle. [14] Method according to any one of claims 1 to 13, characterized by the following steps: - Determine whether a steering maneuver is necessary; - Determine whether a counter-steering maneuver is required, whereby the steerable wheels of the vehicle are turned in a first direction during the steering maneuver and in a second direction opposite to the first direction during the counter-steering maneuver; - Determining the optimal time for the steering maneuver; - If the optimal time for the steering maneuver is reached, output of the kinesthetic signal and / or a haptic signal; - Determining the optimal time for the counter-steering maneuver; and - If the optimal time for the counter-steering maneuver is reached, generate the kinesthetic signal and / or the haptic signal. [15] Method according to any one of claims 1 to 14, characterized by that the direction of the acceleration effect changes several times [16] Method according to any one of claims 1 to 15, characterized by the following step: - Determining at least one parameter of the at least one control signal for controlling the at least one actuator of the vehicle, such that at least one resulting acceleration phase of the passenger compartment is essentially oriented in the determined signal direction and is above the kinesthetic perception threshold (a F ) of the driver. [17] Method according to any one of claims 1 to 16, characterized by - Determining at least one parameter of the at least one control signal for controlling the at least one actuator of the vehicle such that at least one resulting acceleration phase of the passenger compartment is essentially directed against the determined signal direction and is below the kinesthetic perception threshold (a F ) of the driver. [18] Method according to claim 16 or 17, characterized by , that - at least one parameter that is above the kinesthetic perception threshold (a F ) the acceleration effect of the driver (40, 42, 44, 46, 48, 50) is chosen such that the resulting acceleration effect is more than 10% higher than the kinesthetic perception threshold (a F ) of the driver and lower than 200% to 250% of the kinesthetic perception threshold (a F ) of the driver. [19] Method according to any one of claims 1 to 18, characterized by, that at least one of the following parameters of the kinesthetic signal is determined: - a force acting on the passenger compartment, - an amplitude of the force acting on the passenger compartment; - at least an acceleration value; - a duration of the acceleration of the force; - a time course of the acceleration of the passenger compartment; - a temporal progression of the force acting on the passenger compartment; - the gradient of the acceleration of the force acting on the passenger compartment. [20] Method according to any one of claims 1 to 19, characterized by , that the step of generating at least one acceleration effect includes controlling at least one of the following actuators: - at least one active damper of the vehicle; - at least one actuator of an active roll stabilization system; - at least one air suspension actuator; - at least one active electric vertical dynamic actuator. [21] Method according to any one of claims 1 to 20, characterized by that the kinesthetic signal includes at least an angular acceleration about the longitudinal or transverse axis of the vehicle and / or an acceleration effect along the vertical axis of the vehicle. [22] Method according to any one of claims 1 to 21, characterized by the following steps: - Generating the kinesthetic signal by lowering at least part of the vehicle; and - Gaining energy by lowering the vehicle. [23] Method according to any one of claims 1 to 22, 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. [24] Method according to any of the preceding claims, 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. [25] Method according to any of the preceding claims, characterized by the following step: - Outputting further information that has a direct relation to direction-dependent information, in temporal relation to the generation of the kinesthetic signal, 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 [26] Method according to any of the preceding claims, characterized by the following steps: - Determining the acceleration background (22, 36) of the vehicle; and - Varying at least one parameter (38) of the kinesthetic signal and / or the time (t41, t42) of the generation of the kinesthetic signal (20a, 20b) depending on the acceleration background. [27] Method according to claim 26, characterized by at least one of the following steps: - Determining the acceleration background (22, 36) by at least one inertial sensor of the vehicle; - Determining the acceleration background during (22, 36) a period of at least 1 sec. up to 60 sec. before the generation of the kinesthetic signal. [28] Method according to any one of claims 1 to 27, characterized by at least one of the following steps: - Check whether a driving intervention by a driving control system is highly likely to be necessary to solve the current driving task; - Determining the optimal time for a driving intervention by the vehicle control system and / or the direction in which the vehicle control system should steer the vehicle; - Generating at least one kinesthetic signal representing a time of driving intervention and / or the direction of driving intervention; furthermore comprising at least one of the following steps: - Execution of the identified driving intervention if the driver of the vehicle performs a predetermined confirmation action; - Implementation of the identified driving intervention if the driver of the vehicle does not perform a confirmation action within a predetermined time; and / or - Determining an alternative driving intervention if the driver of the vehicle performs a predetermined operating action. [29] Method according to any one of claims 1 to 28, characterized by at least one of the following steps: - Detecting at least one object in the vicinity of the vehicle using at least one sensor connected to the vehicle; - Determining at least one free space in the vicinity of the vehicle using at least one sensor connected to the vehicle; - Determining at least one collision risk or several collision risks for one or more possible collisions of the vehicle with one of the objects by means of a control device of the vehicle; furthermore characterized by at least one of the following steps: - Determining at least one optimal time for the transition of a phase of the maneuver depending on the at least one detected object and / or the at least one determined free space and / or the at least one collision risk; - Determining at least one signal direction of a kinesthetic signal to represent a steering direction of at least one phase of the maneuver depending on at least one detected object and / or at least one determined free space and / or at least one determined collision risk. [30] Method according to any one of claims 1 to 29, characterized by the following steps: - Recording a value relevant to the acceleration acting on the driver; furthermore comprising one of the following steps: - At least one parameter of the kinesthetic signal varies depending on the determined relevant value and / or - Varying at least one parameter of the kinesthetic signal depending on a predicted value of the acceleration that will act on the driver at the time the kinesthetic signal is generated, depending on the detected relevant value. [31] 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 30. [32] Vehicle system designed to - to determine that the driver or a vehicle control system is performing or intends to perform a multi-part maneuver, - to determine an optimal time for the transition from at least one phase of the multi-part maneuver to at least one further phase of the multi-part maneuver, and - to generate a kinesthetic signal to the driver of the vehicle at a time that represents an optimal time for the transition from at least one phase of the maneuver to at least one further phase of the maneuver; characterized by that the vehicle system is trained - to generate 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; and / or - to generate 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. [33] Vehicle system according to claim 32, configured to carry out the method according to any one of claims 1 to 30.

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