Method and control unit for displaying a traffic situation by hiding road user symbols

Abstract

Control unit (111) for displaying a traffic situation on a screen (114) of an ego-vehicle (110); wherein the control unit (111) is configured, - to display a first road user symbol (210, 220) for a first road user (110, 120) in a first sub-area (500) of the screen (114) and a second road user symbol (210, 220) for a second road user (110, 120) in a second sub-area of ​​the screen (114); wherein the positioning of the second sub-area relative to the first sub-area depends on the positioning of the second road user (110, 120) relative to the first road user (110, 120); - to determine that the first road user symbol (210, 220) and the second road user symbol (210, 220) approach each other in a certain way due to a change in the positioning of the second road user (110, 120) relative to the first road user (110, 120); - To determine speed data in relation to a relative speed between the first road user (110, 120) and the second road user (110, 120); - to adjust a dimension of a boundary zone (501, 502, 503, 504, 505) for the first sub-area (500) of the first road user symbol (210, 220) depending on the speed data; - to determine that the second road user symbol (210, 220) penetrates the boundary zone (501, 502, 503, 504, 505) for the first sub-area (500) of the first road user symbol (210, 220); and - in response to this, at least partially hiding the first road user symbol (210, 220) and / or the second road user symbol (210, 220).

Description

[0001] The invention relates to the provision of visual information regarding the environment and / or the condition of a vehicle on a screen of the vehicle, in particular of a motor vehicle. The screen may also include or be a head-up display or the projection surface of a projector.

[0002] US 2013 / 0271606A1 describes a method for displaying objects in the vicinity of a vehicle. DE 112015006773T5 describes a method for displaying an attention target in the vicinity of a vehicle.

[0003] A vehicle may include one or more driver assistance systems that support the driver in controlling the vehicle longitudinally and / or laterally. Furthermore, the vehicle may have a screen that displays information about the surroundings and / or the vehicle's status to support longitudinal and / or lateral control. For example, the screen may display other road users in the immediate vicinity of the vehicle to assist the driver during a turning maneuver or lane change.

[0004] Displaying visual information on a vehicle screen can distract and / or confuse the driver, reducing the effectiveness of the display and potentially compromising vehicle safety. This document addresses the technical challenge of enabling the display of visual information in a vehicle to reliably and safely assist the driver in longitudinal and / or lateral control of the vehicle.

[0005] The problem is solved in each case by the independent claims. Advantageous embodiments are described, inter alia, in the dependent claims. It should be noted that additional features of a claim dependent on an independent claim, without the features of the independent claim itself or only in combination with a subset of the features of the independent claim, can constitute a separate invention independent of the combination of all features of the independent claim, which can be made the subject of an independent claim, a divisional application, or a subsequent application. This applies equally to technical teachings described in the description, which can constitute an invention independent of the features of the independent claims.

[0006] The following describes various aspects of a control unit for an ego-vehicle, designed to display an image, specifically an environmental image relating to a traffic situation in the ego-vehicle's vicinity, on a screen within the ego-vehicle. The described aspects can be combined in any way.

[0007] It should be noted that the control unit may comprise several different control units and / or control modules of the vehicle. For example, the generation of image data for output on a screen may be performed by a first control unit or control module. Furthermore, the control of a (longitudinal and / or lateral) actuator of the Ego vehicle may be performed by one or more additional control units or control modules. The control unit described in this document may comprise the first control unit or control modules and, if applicable, one or more additional control units or control modules.

[0008] The traffic situation in the vicinity of the ego-vehicle can be recorded based on environmental data from one or more sensors (e.g., a radar sensor, an image sensor, a lidar sensor, an ultrasonic sensor, etc.) of the ego-vehicle. In particular, the information displayed in the image (e.g., the road user symbols shown for one or more road users) can be determined based on the environmental data and / or based on status data relating to the vehicle's condition.

[0009] The control unit for an ego vehicle described in this document can be configured to display the status of a driving function of the ego vehicle on the ego vehicle's screen. For example, it can show whether a driving function (e.g., ACC, lane keeping assist, or lane change assist) is activated or not. Furthermore, information regarding a parameter (e.g., a set distance for ACC) can be displayed. Information regarding a driving function can be represented, for example, by color-coding the displayed road user symbols and / or lane markings. For instance, the symbol for a reference vehicle for ACC can be identified by a specific color. In another example, a vehicle critical for a lane change—i.e., the symbol for that vehicle—in a different lane can be identified by a specific color.

[0010] This describes a control unit for displaying a traffic situation on the screen of an ego-vehicle. The traffic situation can be represented as a sequence of images on the screen. Each image can display one or more road user symbols, representing one or more corresponding road users in the vicinity of the ego-vehicle and / or the ego-vehicle itself. Examples of road users include motor vehicles such as cars, trucks, motorcycles, buses, etc. A road user symbol can be a predefined icon or pictogram. Thus, an abstract representation of one or more road users can be displayed on the ego-vehicle's screen. Furthermore, the roadway traveled by the ego-vehicle can also be represented abstractly by one or more symbolically displayed lanes on the screen.This allows for an effective and efficient representation of the traffic situation in the vicinity of the ego-vehicle, which the driver can easily and quickly grasp. Furthermore, by abstracting the depicted traffic situation, the driver of the ego-vehicle can be prevented from excessively diverting their attention from the actual surroundings. This, in turn, enables safer operation of the ego-vehicle.

[0011] The control unit can be configured to display a road user symbol for a road user traveling in an actual lane at a constant first lateral position within a lane displayed on the screen. Here, an "actual lane" refers to the lane of the roadway traveled by the ego-vehicle. Conversely, a "displayed lane" refers to a lane represented (abstractly) on the screen.

[0012] In particular, the control unit can be configured to recognize one or more (actual) lanes of the roadway on which the ego-vehicle is traveling, based on environmental data. Furthermore, one or more road users can be detected. It can also determine how these road users are positioned relative to each other. Specifically, it can determine which actual lane a road user is traveling in. In summary, an environmental model of the ego-vehicle's surroundings can be generated based on the environmental data.

[0013] The control unit can be configured to place one or more road users, i.e., the corresponding road user icons for those one or more road users, on the screen. For example, the ego vehicle (i.e., an ego icon for the ego vehicle) can be placed in a fixed position and / or within a defined area on the screen (e.g., in the center and / or at the bottom edge of the screen). The placement of the ego icon can vary within the boundaries of this fixed area. The other road users in the vicinity of the ego vehicle (i.e., the road user icons for the one or more other road users) and / or one or more icons for one or more detected lanes can then be placed on the screen relative to the ego vehicle.The individual symbols can be displayed in one or more lanes on the screen (corresponding to the actual road users in one or more actual lanes).

[0014] The symbol for a road user (i.e., a road user in the vicinity of the ego-vehicle and / or the ego-vehicle itself) can be displayed by default and / or permanently at a (fixed) first lateral position within a displayed lane. This can occur regardless of the road user's actual lateral position within the actual lane. The first lateral position is preferably located centrally with respect to the displayed lane. This ensures a stable and clear representation of the traffic situation on the screen, even in complex traffic situations (thereby increasing the comfort and safety of the ego-vehicle).

[0015] The control unit can further be configured to detect a lane event related to a vehicle leaving its actual lane. Specifically, the control unit can be configured to detect a lane event indicating that the vehicle (especially the ego-vehicle) has, will, could, or should leave its actual lane, at least partially. The lane event can be such that it results in a lane change by the vehicle (especially the ego-vehicle) with a relatively high probability. Alternatively or additionally, the lane event can be related to a lateral positioning of the vehicle (especially the ego-vehicle) within the actual lane and / or to a lateral movement of the vehicle (especially the ego-vehicle).

[0016] The lane-keeping event can, for example, include a warning from the ego vehicle's lane-keeping assist system. Alternatively or additionally, the lane-keeping event can include a steering movement of a steering device (e.g., the steering wheel) of the ego vehicle, where the steering movement has an amplitude greater than a (predefined) amplitude threshold. The steering movement can, for example, be initiated automatically by a vehicle actuator and / or manually by the vehicle's driver. Alternatively or additionally, the lane-keeping event can include an action by the ego vehicle's driver related to a lane change, such as activating the ego vehicle's turn signal. Alternatively or additionally, the lane-keeping event can include a lane change initiated by the ego vehicle's lane-change assist system.Alternatively or additionally, the lane event may include a lane change initiated and / or suggested by the ego vehicle's active navigation system. Alternatively or additionally, the lane event may include a notification or intervention by the ego vehicle's emergency lane assistant to form an emergency lane.

[0017] A lane event can thus be detected, as a result of which the driver of the ego vehicle typically expects a particular lateral positioning of a road user (especially the ego vehicle) within a displayed lane (especially the ego lane).

[0018] The control unit can be configured, in response to a detected lane change event, to display the road user symbol for the road user (especially for the ego vehicle) at a second lateral position within the displayed lane, different from the first lateral position. This second lateral position can preferably be located on the right or left edge of the displayed lane. The road user symbol can be displayed at this fixed and / or constant second lateral position for a specific duration, particularly regardless of the road user's actual lateral position in the actual lane. Optionally, the road user symbol can be displayed at the second lateral position until an event is detected indicating that no lane change will occur and / or until a specific predefined time period has elapsed.After that, the road user symbol can be displayed again in the first lateral position.

[0019] It is therefore possible to selectively (possibly exclusively) deviate from a fixed (and preferably central) lateral positioning of a road user symbol when a lane-related event occurs. This allows for a stable and consistent representation of the traffic situation on the ego-vehicle's screen, thereby increasing the comfort and safety of the ego-vehicle.

[0020] The control unit can be configured to display the road user symbol at the first or second lateral position within the displayed lane at a sequence of consecutive time points, regardless of the road user's actual lateral position within the actual lane. Specifically, the control unit can be configured to display the road user symbol at the first lateral position within the displayed lane, regardless of the road user's actual lateral position within the actual lane, as long as no lane event is detected. This provides a stable and clear representation of the traffic situation that can be quickly grasped by the driver of the ego-vehicle.

[0021] The control unit can be configured to display the road user symbol, apart from an animated transition to another displayed lane, exclusively at the first lateral position within the displayed lane if the road user is a road user in the vicinity of the ego-vehicle. The symbol for a road user in the vicinity of the ego-vehicle may therefore only be displayed at a single lateral position within a displayed lane (apart from an animated transition to another lane). This can further improve the clarity of the traffic situation display.

[0022] The control unit can be configured to determine position data (based on environmental data) regarding the actual lateral position of a road user (especially the ego vehicle) within an actual lane. Furthermore, the control unit can be configured to assign the road user symbol to a lateral position from a limited set of possible lateral positions within the displayed lane, depending on the position data.

[0023] The limited set of possible lateral positions preferably includes only three possible lateral positions. In particular, the limited set of possible lateral positions may include: a possible lateral position located at the left edge of the displayed lane; a possible lateral position located in the middle of the displayed lane; and / or a possible lateral position located at the right edge of the displayed lane.

[0024] The control unit can be designed such that, apart from an animated transition from one possible lateral position to another possible lateral position, the road user symbol is displayed at any given time only in exactly one of the possible lateral positions within the displayed lane.

[0025] Limiting the possible lateral positions within a displayed lane can further improve the clarity of the representation of a traffic situation.

[0026] As explained above, the road user displayed in one of a few possible lateral positions within a displayed lane can be the ego vehicle, with the ego vehicle actually driving in the ego lane. The road user icon can then be the ego icon for the ego vehicle, which is displayed within the ego lane. The ego lane and / or the ego icon are preferably displayed centered (with respect to the screen width) on the screen. In particular, the ego icon can have a fixed, unchanging position on the screen. If the ego vehicle's position changes, one or more of the displayed lanes may shift. Displaying the ego icon in a fixed position allows the driver of the ego vehicle to quickly assess the traffic situation around the ego vehicle.

[0027] As explained above, the control unit can be configured to trigger an animated transition of the road user symbol from the first lateral position to the second lateral position of the same displayed lane, or to a specific lateral position of a different lane. This further enhances the clarity of the traffic situation display for the driver of the ego-vehicle.

[0028] The control unit can be configured to display a different road user icon for another road user in the vicinity of the ego vehicle, who is traveling in a first actual lane, at the first lateral position in a corresponding first displayed lane. Furthermore, the control unit can be configured to detect when the other road user changes to a second actual lane. In response, the other road user icon can be displayed at the first lateral position in a corresponding second displayed lane on the screen. This can optionally include an animated transition from the first lateral position in the first displayed lane to the first lateral position in the second displayed lane.The road user symbol of a road user in the vicinity of the ego-vehicle can thus be moved from the first lateral position of the displayed exit lane to the first lateral position of the displayed destination lane (in a sequence of images) when changing lanes. This allows a lane change by a road user in the vicinity of the ego-vehicle to be easily understood and recognized by the driver of the ego-vehicle.

[0029] The control unit for displaying a traffic situation on the screen of an ego-vehicle can be configured to divide the ego-vehicle's surroundings into one or more environmental sectors. These sectors can include at least one sector in the ego-vehicle's direction of travel, extending ahead of the ego-vehicle's front line. This front line can, for example, run perpendicular to the ego-vehicle's longitudinal axis and / or along its front. Alternatively or additionally, the sectors can include at least one sector to the left of and / or behind the ego-vehicle, and / or at least one sector to the right of and / or behind the ego-vehicle.

[0030] In a preferred example, the one or more environmental sectors comprise (possibly a maximum or exactly) the following five environmental sectors: • A first environmental sector extending from the front line (backwards) into a first adjacent lane to the left of and, if applicable, behind the ego vehicle. This first environmental sector only exists if a first adjacent lane is located to the left of the ego vehicle's lane. • A second environmental sector extending forward from the front line into the first adjacent lane in front of the ego vehicle. This second environmental sector only exists if the first adjacent lane exists. • A third environmental sector extending from the front line (forward) in the ego lane in front of the ego vehicle. • A fourth environmental sector extending forward from the front line into a second adjacent lane in front of the ego vehicle. This fourth environmental sector only exists if there is a second adjacent lane to the right of the ego vehicle's lane. • A fifth environmental sector extending from the front line (backwards) into the second adjacent lane to the right of and, if applicable, behind the ego vehicle. This fifth environmental sector only exists if the second adjacent lane exists.

[0031] The control unit can therefore be configured to limit the display of the ego-vehicle's surroundings to one or more (in particular, exactly five) sectors. This can improve the clarity of the display (especially when driving on a multi-lane road, such as a highway).

[0032] Furthermore, the control unit can be configured to select a maximum of N road users per environmental sector. N can be the same for all environmental sectors. Based on the environmental data, the different road users in the vicinity of the ego vehicle can be detected. These road users can be assigned to the different environmental sectors. For example, a set of M road users can be identified for each environmental sector. M can differ for each environmental sector.

[0033] From the set of road users in the different environmental sectors, a maximum of (or exactly) N road users can be selected for each environmental sector. Specifically, the N road users for an environmental sector can be selected from the set of M road users located in that environmental sector. M can be greater than, equal to, or less than N. If M > N, then a subset of the road users located in the environmental sector can be selected; if M = N, then all road users located in the environmental sector can be selected; and / or if M <N (z.B. M=0), so können ggf. nur M Verkehrsteilnehmer ausgewählt werden.

[0034] The control unit can be configured to select up to (or exactly) N road users within a given environmental sector who are closest to the ego vehicle and / or those closest to the ego vehicle's front line. Thus, at any given time, up to N road users of the highest relevance to the ego vehicle can be selected for each environmental sector.

[0035] In a preferred example, N=1 (e.g., for all environmental sectors). This allows the selection of the road user most relevant to the ego-vehicle in each environmental sector. This significantly improves the clarity of the displayed traffic situation.

[0036] The control unit can be configured to display up to N road user symbols for each of the one or more environmental sectors, representing a maximum of N selected road users. Exactly one road user symbol can be displayed for each selected road user. Specifically, the display of road user symbols in an environmental sector can be limited to a maximum of N symbols. This allows for a particularly clear presentation of the relevant information about the ego-vehicle's surroundings, thereby increasing the comfort and safety of the ego-vehicle.

[0037] The control unit can be configured to display each of the one or more environmental sectors in a different section of the screen. As explained above, the ego symbol can be displayed in a (possibly fixed and / or central) ego area on the screen. The one or more environmental sectors can be displayed in one or more sub-areas surrounding the ego area. Specifically, the first environmental sector can be displayed in a sub-area to the left of the ego area, the second environmental sector in a sub-area to the left and in front of the ego area, the third environmental sector in a sub-area in front of the ego area, the fourth environmental sector in a sub-area to the right and / or the fifth environmental sector in a sub-area to the right of the ego area.

[0038] Furthermore, the control unit can be configured to display up to N road user symbols for the maximum N selected road users in each of the one or more sub-areas for the one or more surrounding sectors. This allows the current traffic situation to be displayed in a particularly clear manner on the screen of the ego-vehicle.

[0039] Each of the one or more surrounding sectors of the ego vehicle can be located in exactly one actual lane of the roadway on which the ego vehicle is traveling. These can be the ego lane, the (first) neighboring lane located directly to the left of the ego lane, and the (second) neighboring lane located directly to the right of the ego lane.

[0040] The control unit can be configured to display the road user symbols in the one or more lanes shown on the screen. Specifically, an ego lane, a neighboring lane to its left, and a neighboring lane to its right can be displayed. The road user symbols can be preferentially displayed at one or more fixed lateral positions within each displayed lane, as shown above. This further enhances the clarity of the displayed traffic situation.

[0041] The control unit can be configured to detect when a first road user has entered a receiving environmental sector from a releasing environmental sector. This can be detected based on environmental data. For example, it can be detected that a road user has entered a receiving environmental sector when 50% of the road user's length has entered the receiving environmental sector.

[0042] Furthermore, the control unit can be configured to display a first road user icon for the first road user in the screen area corresponding to the receiving environment sector, in response to the detection that the first road user has entered the receiving environment sector. This allows changes in the traffic situation to be displayed on the screen in a robust manner.

[0043] Furthermore, the control unit can be configured to hide the second road user symbol if it was displayed in the screen area for the receiving area before the first road user entered the receiving area. Specifically, the control unit can be configured to hide the second road user symbol only after a debouncing period (e.g., between 1 and 3 seconds) has elapsed since the first road user entered the receiving area. Alternatively or additionally, the control unit can be configured to check whether the first road user remains continuously within the receiving area for the entire debouncing period. The second road user symbol can then be hidden, if necessary.This only occurs after the first road user has remained continuously within the receiving area for the duration of the debouncing period. This allows a changing traffic situation to be displayed on the screen in a particularly robust manner (especially without flickering).

[0044] Furthermore, the control unit can be configured to hide the first road user icon in the portion of the screen representing the sending area when it detects that the first road user has entered the receiving area. This hiding can occur immediately or only after the debouncing period has elapsed. Specifically, the control unit can be configured to hide the first road user icon in the portion of the screen representing the sending area only after the first road user has continuously entered the receiving area for at least the debouncing period. This allows changes in the traffic situation to be displayed on the screen in a robust manner.

[0045] The control unit can thus be designed such that, in the sub-area of ​​the screen for a given area, apart from a delayed disappearance of a road user symbol due to a road user entering the area, only a maximum of N road user symbols for the maximum of N selected road users for that area are displayed. In this way, complex traffic situations can be displayed on the screen of the ego-vehicle in a particularly clear and quickly comprehensible manner, thereby increasing the comfort and safety of the ego-vehicle.

[0046] The control unit for displaying a traffic situation on the ego-vehicle's screen can be configured to display a first road user symbol for a first road user in a first section of the screen. This first road user symbol can be the ego-vehicle's own symbol. The first section can be the ego area. The ego area can, for example, be positioned in the center of the screen.

[0047] Furthermore, the control unit can be configured to display a second road user icon for a second road user in a second sub-area of ​​the screen. The relative positioning of the second sub-area (i.e., the second road user icon) relative to the first sub-area (i.e., relative to the first road user icon) typically depends on the positioning of the second road user relative to the first road user. This relative positioning can be determined based on environmental data.

[0048] The road user symbol for a road user can be an abstract graphical representation of a specific type or class of road user. For example, a car can be represented by a car symbol, a truck by a truck symbol, and / or a motorcycle by a motorcycle symbol on the screen. The control unit can be configured to determine the class of the second road user from a plurality of predefined classes. Furthermore, the control unit can be configured to display a second road user symbol on the screen, dependent on the class of the second road user.

[0049] The symbol for a class of road user may have a specific size that is typical for that class of road user, but which does not necessarily correspond to the actual size of the actual road user. The size of the second road user symbol may therefore be at least partially independent of the (actual) size of the second road user. In particular, the size of the second road user symbol may be larger relative to the size of the first road user symbol than the size of the second road user may be relative to the size of the first road user.

[0050] By choosing standardized symbols for the road users in a traffic situation, the driver of the ego-vehicle is enabled to quickly and reliably grasp the essential information about the traffic situation. On the other hand, the use of symbols with standardized sizes and / or standardized animations (e.g., for lane changes) can lead to a graphical overlap of two symbols for two road users on the screen (even if no actual collision occurs between the two road users). Such a graphical overlap of symbols is also referred to in this document as a virtual collision of symbols.

[0051] The control unit can be configured to determine that the first and second road user symbols approach each other in a specific and / or predefined manner due to a change in the positioning of the second road user relative to the first. In particular, the control unit can be configured to determine that, due to a change in the positioning of the second road user relative to the first (which can be determined based on environmental data), the second road user symbol encroaches into a boundary zone for the first sub-area of ​​the first road user symbol. This boundary zone can be adjacent to and / or located next to the first sub-area.One or more buffer zones can therefore be provided around a road user symbol (especially the ego symbol of the ego vehicle), which can be considered buffer zones for the road user symbol. By providing one or more buffer zones, potential virtual collisions between displayed symbols can be detected and avoided more efficiently and reliably.

[0052] Furthermore, the control unit can be configured to at least partially hide the first and / or second road user symbol in response to the detection of the second road user symbol approaching and / or entering the edge zone of the first road user symbol. In particular, the second road user symbol can be at least partially hidden. By at least partially (or possibly completely) hiding the second road user symbol, virtual collisions between symbols on the screen can be reliably avoided. This ensures a consistent representation of the traffic situation, thereby increasing the comfort and safety of the ego-vehicle.

[0053] The control unit may be configured, in particular, to take into account one or more marginal zones for the first road user symbol: • A first edge zone in the direction of travel of the first road user before the first road user symbol. In the first edge zone, the second road user symbol can be progressively faded out (e.g., depending on the penetration depth of the second road user symbol in the longitudinal direction). • A second border zone between the first border zone and the first sub-area. In the second border zone, the second road user symbol can be abruptly and completely hidden. • A third edge zone to the left of the first road user symbol in relation to the direction of travel. The second road user symbol can be progressively faded out in this third edge zone (e.g., depending on the depth of penetration of the second road user symbol in the lateral direction). • A fourth edge zone to the right of the first road user symbol in relation to the direction of travel. In this fourth edge zone, the second road user symbol can be progressively faded out (e.g., depending on the depth of penetration of the second road user symbol in the lateral direction). • A fifth edge zone, in relation to the direction of travel, behind the first road user symbol. In this fifth edge zone, the second road user symbol can be abruptly set to a higher, fixed transparency value (e.g., between 40% and 60%).

[0054] By providing different edge zones, a particularly efficient and quickly comprehensible representation of the traffic situation can be provided.

[0055] A buffer zone can have a specific length (in the direction of travel of the first road user) and a specific width (perpendicular to the direction of travel of the first road user). The control unit can be configured to determine speed data (particularly based on environmental data). The speed data can display the relative speed at which the second road user symbol is moving towards the buffer zone of the first sub-area. Alternatively or additionally, the speed data can display the relative speed between the first and second road users. In particular, speed data can be determined with respect to a relative speed in the lateral direction and / or with respect to a relative speed in the longitudinal direction of the first and / or second road user.

[0056] Furthermore, the control unit can be configured to adjust the dimensions, in particular the length and / or width, of the boundary zone depending on the speed data. Specifically, the control unit can be configured to adjust the length of the boundary zone depending on the speed data with respect to the relative speed in the longitudinal direction, and / or to adjust the width of the boundary zone depending on the speed data with respect to the relative speed in the transverse direction.

[0057] The dimension of a boundary zone can be increased with increasing relative speed and / or reduced with decreasing relative speed, in particular such that the time in which the second road user symbol passes through the boundary zone remains constant and / or is independent of the relative speed.

[0058] By adjusting the dimension of a border zone depending on the relative speed between the symbols or between the road users, (collision-free) position changes of road users can be displayed on the screen in a particularly consistent and comprehensible way.

[0059] The control unit can be configured to determine the penetration depth to which the second road user symbol encroaches upon the boundary zone for the first sub-area of ​​the first road user symbol. Penetration depth can be defined as the proportion of the boundary zone's length and / or width to which the second road user symbol has penetrated. At the start of penetration, the penetration depth can be 0%, and upon complete penetration across the entire length and / or width of the boundary zone, it can be 100%. For the first boundary zone, for example, the penetration depth can be considered in relation to the length of the first boundary zone. Conversely, for the third and / or fourth boundary zones, the penetration depth can be considered in relation to the width of the respective boundary zone.

[0060] The control unit can be configured to adjust the degree of obscuration and / or transparency of the second road user symbol depending on the penetration depth. Specifically, the control unit can be configured to increase the transparency and / or degree of obscuration of the second road user symbol as the penetration depth increases, and / or to decrease the transparency and / or degree of obscuration of the second road user symbol as the penetration depth decreases.

[0061] For example, at 0% penetration depth, the transparency and / or the degree of obscuration can be set to 0%, and at 100% penetration depth, the transparency and / or the degree of obscuration can be set to 100%. In between, for example, the transparency and / or degree of obscuration can be linearly adjusted as a function of the penetration depth. By progressively obscuring a symbol, changes in the position of road users on the screen can be displayed in a particularly consistent and comprehensible (collision-free) manner.

[0062] The control unit can be configured to determine the edge zone type from a plurality of predefined types. These plurality of types can include: a type where the degree of transparency and / or masking of an intruding road user symbol increases (continuously) with increasing penetration depth; a type where the degree of transparency and / or masking of an intruding road user symbol is abruptly set to a fixed transparency value (e.g., between 40% and 60%) upon penetration; and / or a type where an intruding road user symbol is abruptly masked upon penetration.

[0063] Furthermore, the control unit can be configured to at least partially hide the second road user symbol depending on the type of edge zone. By taking different types of edge zones (at different edges of the first road user symbol) into account, virtual collisions in different areas of the road user or the corresponding road user symbol can be reliably and consistently avoided.

[0064] The control unit can be configured to determine that the second road user is a relevant object for a driving function of the ego vehicle. For example, the second road user can be considered a relevant object for a distance and / or speed controller of the ego vehicle if the second road user serves as the control object for the distance and / or speed controller. Alternatively or additionally, the second road user can be considered a relevant object for a collision warning system of the ego vehicle if the collision warning system detects a risk of a potential (actual) collision between the ego vehicle and the second road user.

[0065] Furthermore, the control unit can be configured to prevent the second road user symbol from being at least partially hidden in response to the second road user being recognized as a relevant object for a driving function. This hiding can also be prevented if the second road user symbol encroaches on the edge of the first sub-area. This further increases the consistency of the display. In particular, this reliably prevents the driver of the ego-vehicle from being confused by the hiding of a relevant object.

[0066] The control unit can be configured to determine whether a change in the positioning of the second road user relative to the first road user poses a risk of collision between them. This can be determined based on environmental data. In particular, it can be determined whether the risk of an actual collision is greater or less than a predefined probability threshold.

[0067] Furthermore, the control unit can be configured to prevent the second road user symbol from being at least partially hidden if it is determined that there is a risk of a collision between the second road user and the first road user. Alternatively or additionally, the control unit can be configured to cause the second road user symbol to be at least partially hidden (in particular, only if) it is determined that there is no risk of a collision between the second road user and the first road user.

[0068] By taking into account the risk or probability of an actual collision of a road user when hiding a symbol for that road user, the consistency of the representation of the traffic situation can be further increased in order to further increase the comfort and safety of the Ego vehicle.

[0069] Hiding a road user symbol can be done by hiding the entire symbol, at least partially (even if not the entire symbol has entered a border zone). Alternatively, only the part of the symbol that has entered the border zone can be hidden (while the part that has not entered the border zone remains displayed without being hidden and / or with 0% transparency). The latter option, in particular, can further improve the consistency of the traffic situation displayed around the ego vehicle.

[0070] The control unit can be configured to determine size information related to the size (e.g., length and / or width) of the ego vehicle. The size (e.g., length and / or width) of a border zone adjacent to the ego area or ego symbol can then be adjusted based on this size information. Specifically, the size of the border zone can increase with increasing size of the ego vehicle (and vice versa). This helps to avoid virtual collisions with greater consistency.

[0071] The control unit can be configured to determine density information related to the traffic density in the vicinity of the ego-vehicle. The size (e.g., length and / or width) of the buffer zone can then be adjusted based on this density information. Specifically, the size of the buffer zone can be reduced as traffic density increases (and vice versa). This allows for the consistent avoidance of virtual collisions.

[0072] As explained above, the control unit for displaying a traffic situation on the ego-vehicle's screen can be configured to display a road user icon for each road user involved in the traffic situation. This road user icon can indicate the road user's class. The road user's class can be determined by the control unit. The displayed class can correspond to the class to which the road user has been assigned (e.g., based on environmental data and / or the environmental model). The assigned class may be incorrect (e.g., due to insufficient environmental data and / or partial obscuration of the road user).

[0073] Furthermore, the control unit can be configured to continuously determine, over a minimum period, that the road user belongs to a different class. In other words, it can repeatedly check (e.g., at a sequence of points in time) whether the road user should be assigned to a different class. This can be verified based on environmental data. It can then be determined that the road user has been permanently assigned to the same, fixed, other (specific) class for at least the minimum period. In particular, it can be determined that the road user has been assigned exclusively to the specific other class for at least the minimum period.

[0074] The control unit can also be configured to adapt the road user symbol displayed to the (specific) other class only after it has been continuously and / or exclusively determined for a minimum period that the road user belongs to that specific other class. The minimum period can, for example, be between 1 and 3 seconds.

[0075] This allows for a delayed display of the (detected) change in a road user's class (by changing the displayed class-dependent symbol). This reliably prevents repeated changes in the displayed class and the associated confusion for the driver of the self-driving vehicle, thus increasing the comfort and safety of the vehicle.

[0076] The control unit may be configured to assign the road user involved in the traffic situation to the other class only when and / or to adapt the road user symbol for the road user to the other class only when • it was determined continuously (at least) for the minimum period of time that the road user belongs to the other class; and / or • the confidence that the road user belongs to the other class is equal to or greater than a (predefined) confidence threshold; and / or • the road user has an (actual) dimension, in particular an (actual) length and / or a width, which corresponds to the typical dimension of the other class.

[0077] By taking into account one or more conditions for changing a class-dependent road user symbol, a confusing, changing display of classes on the screen can be reliably avoided, thereby increasing the comfort and safety of the Ego vehicle.

[0078] The control unit can be configured to prevent future changes to a road user's class and / or their corresponding symbol once they have been assigned to the same class for at least a minimum dwell time. This minimum dwell time can be, for example, between 2 and 5 seconds. Future changes to the displayed class can thus be prevented if (based on environmental data) the road user has been continuously assigned to the currently displayed class for an extended period. This further stabilizes the traffic situation display, thereby increasing the comfort and safety of the ego-vehicle.

[0079] The control unit can be configured to select the vehicle class from a list of predefined classes. This list can include passenger cars, trucks, and / or motorcycles. Therefore, a limited list of possible classes (e.g., 5 or fewer, 4 or fewer, or 3 or fewer) can be considered. Limiting the list to a smaller number of classes can improve the accuracy of the classification.

[0080] The control unit can be configured to display exactly one class-specific road user symbol for each road user from the (limited) list of predefined classes on the screen. Preferably, only one class-specific road user symbol is provided for each class. Using a limited number of different road user symbols for a correspondingly limited number of classes can further improve the clarity of the traffic situation display.

[0081] The size, in particular the width and / or length, of the class-specific road user symbol can be independent of the actual size, in particular the width and / or length, of the road user represented by the road user symbol for at least one or more classes (especially for cars and / or motorcycles). By displaying symbols of a uniform size for a class, the clarity of the traffic situation can be further improved.

[0082] On the other hand, the control unit can be configured to determine length data (based on environmental data) relating to the length of a road user involved in the traffic situation. The length of the road user symbol for that road user can then be adjusted depending on this length data. This can be used particularly for the class of trucks to efficiently account for the relatively large range of possible truck lengths. By taking length data into account, the consistency of the traffic situation representation can be further increased.

[0083] The control unit can be configured to increase the length of a road user symbol over time, depending on updated length data. For example, updated length data can be determined at a sequence of times (based on environmental data). If the length data indicates a greater length for the road user than previously assumed, the corresponding symbol can also be lengthened. Conversely, a reduction in the length of the road user symbol can be prevented (regardless of the length data), even if the length data shows a shorter length, at least temporarily. This ensures a consistent and stable representation of the traffic situation on the screen.

[0084] The control unit can be configured (e.g., based on environmental data) to determine that a road user involved in the traffic situation is approaching the ego vehicle from behind. Typically, the class of a road user approaching the ego vehicle from behind cannot be determined with high confidence. Therefore, the road user can initially be assigned to a default class, and / or a symbol for a default class can initially be displayed on the screen. The default class can correspond to the class of passenger cars. Using a default class can further increase the stability and / or consistency of the traffic situation's display on the screen.

[0085] The control unit can be configured to display an image of the traffic situation on the ego-vehicle's screen. Specifically, a corresponding sequence of images can be displayed on the screen at a given time. Each image can represent the traffic situation and / or the status of one or more of the ego-vehicle's driving functions at a specific point in time. A road user icon can be displayed in the image for at least one or more of the road users involved in the traffic situation. Furthermore, an ego-vehicle icon can be displayed in the image. Additionally, one or more lanes can be shown. The image for a specific time can be compiled based on environmental data and / or status data relating to the state of one or more of the ego-vehicle's driving functions.By displaying a sequence of images at a sequence of times on the screen, the temporal development of a traffic situation in the vicinity of the ego-vehicle can be represented in an efficient and reliable manner.

[0086] The control unit can thus be configured to determine, based on environmental data from one or more sensors of the ego vehicle (at a specific point in time), a picture of the traffic situation in the vicinity of the ego vehicle. This picture can include a timestamp relative to the ego vehicle's onboard network time. The onboard network time can be provided, for example, by a time master of the ego vehicle.

[0087] In particular, the control unit can be configured to determine or compile the traffic situation based on information from multiple sources. Information from each source can include a timestamp. Examples of such sources include: the one or more environmental sensors of the ego vehicle; a fusion unit of the ego vehicle for generating an environmental model of the ego vehicle's surroundings based on environmental data (especially through fusion of environmental data); and / or one or more driving functions of the ego vehicle for at least partially automated longitudinal and / or lateral control of the ego vehicle.

[0088] Information from various sources can thus be considered to create a picture of the traffic situation, with the aim of displaying the image on the screen at a specific point in time. The control unit can be configured to determine the image's timestamp such that it corresponds to the earliest timestamp and / or an invalid timestamp of the information used to generate the image. This allows for the determination of a "worst-case" timestamp for the image, indicating the age of the oldest piece of information within the image.

[0089] The control unit can be configured, particularly at a reference point for the image, to check whether the timestamp is more than a maximum permissible latency before the reference point and / or whether the timestamp is invalid. The reference point can be relative to the vehicle's network time. It can be the output time of the image or a check point for the image, at which the latency or delay of the image is verified. The latency can be, for example, between 0.5 and 1.5 seconds. This allows for a check before the image is displayed on the screen to determine if the image is outdated.

[0090] Furthermore, the control unit can be configured to prevent the image from being displayed on the screen if it has been determined that the timestamp is more than the maximum permissible latency before the reference time and / or that the timestamp is invalid. Specifically, the control unit can be configured to display the image on the screen only if it has been determined that the timestamp is no more than the maximum permissible latency before the reference time and that the timestamp is valid. If the image is not displayed on the screen, the screen may be deactivated or set to "black," or another information display (e.g., the display of a navigation device) may be shown.

[0091] By verifying the timestamp of an image being displayed, it can be reliably ensured that the information shown on the screen regarding the traffic situation is always up-to-date. This increases the safety of the self-driving vehicle.

[0092] The control unit can be configured to determine a current image of the traffic situation in the vicinity of the ego-vehicle at a sequence of reference points (e.g., a sequence of output and / or check points), each with its own current timestamp. Furthermore, the control unit can be configured to display the current image on the screen if it is determined that the timestamp of the current image is no more than the maximum permissible latency before the respective reference point and that the timestamp is valid. If this is not the case, the output of the respective image can be suppressed, or the display can be switched to an informational display. Thus, a reliable representation of the current traffic situation in the vicinity of the ego-vehicle can be ensured for the duration of its operation.

[0093] The control unit can be configured to prevent any image, including past and / or previous images, relating to the traffic situation in the vicinity of the ego-vehicle from being displayed on the screen if it has been determined that the timestamp is more than the maximum permissible latency before the reference time and / or that the timestamp is invalid. This further increases the reliability of the traffic situation display and the safety of the ego-vehicle.

[0094] The control unit can be configured to, after the image output is suppressed at the reference time, only display an image of the traffic situation surrounding the ego-vehicle on the screen again after a minimum interruption period (e.g., between 1 and 3 seconds) (but only if the image again meets the aforementioned requirement regarding the maximum permissible latency). Temporarily suppressing image output can increase the stability of the traffic situation display. In particular, flickering of the screen image and the associated distraction and / or confusion of the ego-vehicle driver can be avoided.

[0095] As explained above, the control unit can be configured to determine a picture of the traffic situation in the vicinity of the ego-vehicle based on a fusion of environmental data from one or more sensors. This fusion can be performed in such a way that the fused environmental data will have an invalid timestamp if the environmental data from one or more sensors is at least partially invalid, and / or if the environmental data from a specific (potentially critical) set of sensors has failed or is invalid, and / or if the ego-vehicle's odometry has failed. Whether the fusion of environmental data receives an invalid timestamp can depend on the state of the ego-vehicle, the traffic situation, and / or an active driving function. In particular, an invalid timestamp may only be assigned to the fusion of environmental data in the event of a critical degradation of the environmental sensors.

[0096] The control unit can also be configured to assign an invalid timestamp to the image if the fusion of the environmental data results in an invalid timestamp. This further increases the reliability of an image displayed on the screen with regard to the traffic situation.

[0097] According to another aspect, this document describes a system for an ego-vehicle that includes the control unit and a screen for the ego-vehicle described herein. The system may also include one or more environmental sensors.

[0098] According to another aspect, a (road) motor vehicle (in particular a passenger car or a truck or a bus or a motorcycle) is described that includes the control unit and / or the system described in this document.

[0099] According to another aspect, a method (and a corresponding control unit) for displaying a traffic situation on the screen of an ego-vehicle is described. The method includes displaying a road user symbol for at least one road user in the traffic situation, who is traveling in an actual lane, at a constant first lateral position within a lane displayed on the screen. Furthermore, the method includes detecting a lane event related to the road user leaving their actual lane. In particular, a lane event can be detected related to the fact that the road user has partially left, is leaving, will leave, could leave, or should leave their actual lane.The procedure further includes, in response to this, displaying the road user symbol at a second lateral position within the indicated lane, differing from the first lateral position.

[0100] According to another aspect, a method (and a corresponding control unit) for displaying a traffic situation on the screen of an ego-vehicle is described. The method involves selecting a maximum of N road users in each of one or more distinct environmental sectors of the ego-vehicle's environment. Furthermore, the method involves displaying, for each of the one or more environmental sectors, a road user symbol for each of the maximum of N selected road users on the screen.

[0101] According to another aspect, a method (and a corresponding control unit) for displaying a traffic situation on the screen of an ego-vehicle is described. The method includes displaying a first road user symbol for a first road user in a first sub-area of ​​the screen and a second road user symbol for a second road user in a second sub-area of ​​the screen, wherein the positioning of the second sub-area relative to the first sub-area depends on the positioning of the second road user relative to the first road user.Furthermore, the procedure includes determining that, due to a change in the positioning of the second road user relative to the first road user, the first and second road user symbols move closer together, in particular that the second road user symbol encroaches on a border zone for the first sub-area of ​​the first road user symbol. The procedure further includes, in response to this, causing the second road user symbol to be at least partially hidden.

[0102] According to another aspect, a method (and a corresponding control unit) for displaying a traffic situation on the screen of an ego-vehicle is described. The method includes displaying a road user icon for a road user involved in the traffic situation on the screen, with the road user icon indicating a road user's class. Furthermore, the method includes continuously determining, over a minimum duration and / or a minimum level of accuracy, that the road user exhibits a specific, consistent other class. In response, the method also includes adjusting the road user icon displayed for the road user to reflect this specific other class.

[0103] According to another aspect, a method (and a corresponding control unit) for displaying an image relating to a traffic situation on a screen of an ego-vehicle is described. The method comprises determining, based on environmental data from one or more environmental sensors of the ego-vehicle, an image relating to a traffic situation in the ego-vehicle's surroundings, wherein the image has a timestamp relative to an on-board time of the ego-vehicle. Furthermore, the method includes checking, in particular at a reference point of the on-board time, whether the timestamp is more than a maximum permissible latency before the reference point and / or whether the timestamp is invalid. The method also includes preventing the image from being displayed on the screen if it has been determined that the timestamp is more than a maximum permissible latency before the reference point and / or that the timestamp is invalid.

[0104] According to another aspect, a software (SW) program is described. The SW program can be set up to run on a processor (e.g., on a vehicle's control unit) and thereby execute at least one of the procedures described in this document.

[0105] According to another aspect, a storage medium is described. The storage medium can include a software program that is configured to run on a processor and thereby execute at least one of the procedures described in this document.

[0106] It should be noted that the methods, devices, and systems described in this document can be used both alone and in combination with other methods, devices, and systems described in this document. Furthermore, any aspect of the methods, devices, and systems described in this document can be combined with one another in a variety of ways. In particular, the features of the claims can be combined with one another in a variety of ways.

[0107] The invention will now be described in more detail using exemplary embodiments. Fig. 1a an exemplary traffic situation in the vicinity of an ego vehicle; Fig. 1b Exemplary components of an Ego vehicle; Fig. 2a an exemplary image relating to a traffic situation in the vicinity of an ego vehicle; Fig. 2b an exemplary system for outputting an image on a screen of an ego vehicle; Fig. 3a to 3c are exemplary images to depict a traffic situation; Fig. 3D: An exemplary image illustrating an emergency lane; Fig. 4 exemplary environmental sectors around an ego vehicle; Fig. 5 exemplary peripheral zones of an ego vehicle; Fig. 6a a flowchart of an exemplary procedure for positioning a road user symbol within a lane; Fig. 6b a flowchart of an exemplary procedure for displaying road user symbols for road users in the vicinity of an ego vehicle; Fig. 6c a flowchart of an exemplary procedure for displaying a road user symbol in a peripheral zone of an ego vehicle; Fig. 6d a flowchart of an exemplary procedure for displaying a class-dependent road user symbol; and Fig. 6e a flowchart of an exemplary procedure for outputting an image on a vehicle screen.

[0108] As stated at the beginning, this document deals with the output of visual information relating to a traffic situation in the vicinity of an ego-vehicle on a screen of the ego-vehicle. In this context, it shows Fig. 1a An exemplary traffic situation involving an ego-vehicle 110 on a multi-lane (actual) roadway 100 with an ego-lane 101, in which the ego-vehicle 110 is driving, and with one or more adjacent lanes 102, 103. Several different other road users 120 (especially other vehicles) are in the vicinity of the ego-vehicle 110. The other road users 120 can belong to different classes. Examples of such classes are: passenger cars, trucks, buses, motorcycles, etc.

[0109] Fig. Figure 1b shows exemplary components of an ego-vehicle 110. The ego-vehicle 110 includes one or more environmental sensors 112, which are configured to acquire environmental data (i.e., sensor data) relating to the environment of the ego-vehicle 110. Exemplary environmental sensors 112 are an image camera, a radar sensor, a lidar sensor, an ultrasonic sensor, etc.

[0110] Furthermore, the Ego vehicle 110 can include one or more actuators 113 for automated longitudinal and / or lateral guidance of the Ego vehicle 110. Examples of actuators 113 are a drive motor, a braking device, and / or a steering device.

[0111] Furthermore, the Ego-Vehicle 110 can include a screen 114 configured to display images with N x M pixels, where N and / or M can be 100 or more, 200 or more, or 500 or more. The screen 114 can, for example, be a TFT (Thin-Film Transistor) screen and / or an LCD (Liquid Crystal Display) screen and / or an LED (Light Emitting Diode) screen. Alternatively or additionally, the screen can include a head-up display and / or a projector configured to project an image onto a surface. The screen 114 can be located in the interior of the Ego-Vehicle 110 and / or on a dashboard or center console of the Ego-Vehicle 110.

[0112] A control unit 111 of the ego vehicle 110 can be configured to determine an environmental model of the ego vehicle 110 based on environmental data. This environmental model can, for example, describe one or more other road users 120 in the vicinity of the ego vehicle 110 and / or the number of lanes 101, 102, 103 of the roadway 100 traveled by the ego vehicle 110. The control unit 111 can be configured to operate the one or more actuators 113 of the ego vehicle 110 depending on the environmental model, for example, to provide a driving function or a driver assistance function (such as lane keeping assist, lane change assist, adaptive cruise control, etc.).

[0113] Furthermore, the control unit 111 can be configured to determine an image of the environment of the ego-vehicle 110 based on environmental data and / or the environmental model. Specifically, an image of the current traffic situation in the vicinity of the ego-vehicle 110 can be determined for each successive time period. The image or sequence of images can then be displayed on the screen 114 of the ego-vehicle 110 to assist the driver with longitudinal and / or lateral control of the ego-vehicle 110.

[0114] Fig. Figure 2a shows an example image 200 relating to a traffic situation in the vicinity of the ego vehicle 110. Image 200 includes an (abstract) lane representation 201 of the ego lane 101 as well as lane representations 202, 203 for one or more neighboring lanes 102, 103. A lane representation 201, 202, 203 is also referred to in this document as a "displayed lane".

[0115] Furthermore, the image includes 200 road user symbols (220) for one or more road users (120) in the vicinity of the ego vehicle (110). Additionally, a road user symbol (210) for the ego vehicle (110) may be displayed, which is also referred to as the ego symbol and may depict details of the ego vehicle and / or its condition.

[0116] Image 200 can be generated based on the environmental data and / or the environmental model in such a way that the ego symbol 210 has a fixed position (e.g., horizontally centered, in the lower area of ​​image 200). This fixed position can remain unchanged over time. This allows a driver of the ego vehicle 110 to quickly grasp the information displayed in image 200 regarding the environment of the ego vehicle 110 (since the ego vehicle 110 or the ego symbol 210 can be quickly located within image 200).

[0117] Fig. Figure 2b shows an exemplary system 250 for outputting an image 200 on the screen 114 of the Ego vehicle 110. The system 250 includes a time machine 251, which is configured to provide a synchronized on-board network time 253 within the Ego vehicle 110.

[0118] Based on the environmental data 252 from one or more environmental sensors 112 of the ego vehicle 110, an environmental image and / or an environmental model 255 of the ego vehicle 110's environment is generated (e.g., by data fusion) in a fusion unit 254. The environmental data 252 of the individual environmental sensors 112 each have a timestamp (relative to the vehicle's electrical system time 253). The fusion unit 254 can use the timestamps of the environmental data 252 to fuse environmental data 252 that refer to the same time or timestamp. The environmental image 255 provided by the fusion unit 254 thus typically has a uniform timestamp.

[0119] Furthermore, one or more driving functions 256 (especially driver assistance systems) can provide function information 257. Function information 257 can, for example, indicate whether a specific driving function 256 is activated and / or refer to elements of the environment model or environment image 255, e.g., regarding a control target. Function information 257 can also include information relating to at least one active driving function 256 that is to be displayed in the image 200 shown on screen 114. For example, with ACC, the target distance to the vehicle in front can be displayed. Function information 257 can contain a timestamp indicating when it was valid.

[0120] An output unit 258 of the system 250 can be configured to combine an environment image and / or an environment model 255 with the appropriate functional information 257, taking the timestamps into account, and to process them as a whole in order to determine image data 260 for the image 200 to be displayed. The image data 260 can be transmitted to the screen 114 so that the image 200 is displayed on the screen 114. The image 200 typically has a uniform timestamp for all information displayed in the image 200.

[0121] Similarly, an image 200 can be generated and displayed for each sequence of time points (or for a sequence of timestamps). The individual images 200 comprise (abstracted) information relating to the environment of the ego-vehicle 110 and / or functional information 257 relating to one or more active driving functions 256 of the ego-vehicle 110.

[0122] The relative positioning of the individual road users 120 to each other and / or to the ego-vehicle 110 typically changes constantly. In particular, the lateral position of the individual road users 120 within the individual lanes 101, 102, 103 can change over time. This typically results in the lateral position of the individual road user symbols 220 within the displayed lanes 201, 202, 203 also changing continuously in a sequence of images 200. This leads to a chaotic and confusing display of the ego-vehicle 110's surroundings on the screen 114. Furthermore, this can cause the driver of the ego-vehicle 110 to be distracted from the actual driving task by the constant changes on the screen 114.

[0123] To stabilize the display of the environment surrounding the ego-vehicle 110, it can be specified that a road user symbol 220 for a road user 120 is only positioned at a limited number (e.g., a maximum of three) of lateral positions within a displayed lane 201, 202, 203 (regardless of the actual lateral position of road user 120 within the actual lane 101, 102, 103). In particular, the output unit 258 can be used to ensure that the road user symbols 220 of one or more road users 120 in the environment of the ego-vehicle 110 in the image 200 are always displayed at a fixed lateral position (e.g., in the center) within each of the displayed lanes 201, 202, 203. In this way, 200 images can be output at a sequence of time points, which schematically and calmly depict the environment of the Ego vehicle 110.As a result, the driver of the Ego vehicle 110 can reliably and quickly assess a traffic situation.

[0124] Similarly, the lateral position of the ego symbol 210 for the ego vehicle 110 can also be limited to a limited number of positions within the displayed ego lane 201. For example, the ego symbol 210 can normally be displayed in a single standard position (e.g., in the center) within the ego lane 201.

[0125] The control unit 111 of the ego vehicle 110 can be configured to detect a lane event related to the lateral guidance of the ego vehicle 110 and / or related to the positioning of the ego vehicle 110 within the ego lane 101. Examples of such events are: • Actuation of the steering device (in particular the steering wheel) of the Ego vehicle 110 to effect lateral guidance of the Ego vehicle 110; • an intervention in the lateral guidance of the Ego vehicle 110 by a driving function 256 (e.g. for a lane change); • a warning regarding the lane guidance of the Ego vehicle 110 (e.g. a lane departure warning); • Active navigation of the Ego vehicle 110 indicating that the Ego vehicle 110 should or will change lanes 101, 102, 103 in the near future; and / or • a request to form an emergency lane.

[0126] Furthermore, the control unit 111 can be configured to adjust the lateral position of the ego symbol 210 in response to a detected lane event (deviating from the standard position). In this case, only a limited number of positions may be permitted. For example, the ego symbol 210 • will be displayed in a left lateral position if the ego vehicle 110 is located relatively far to the left within the ego lane 101; • be displayed in a central lateral position (e.g., the standard position) when the ego vehicle 110 is located relatively centrally within the ego lane 101; and / or • be displayed in a right lateral position when the ego vehicle 110 is relatively far to the right within the ego lane 101; and / or • be displayed in a lateral position (e.g. right or left) if the ego vehicle 110 is located relatively centrally within the ego lane 101, but the driver should be advised to steer the vehicle 110 more towards that side (e.g. the right side or the left side).

[0127] Between the positions, a smoothed and / or a continuous transition in the representation of the Ego symbol 210 may occur.

[0128] Fig. Figure 3a shows an exemplary arrangement of the ego symbol 210 and the road user symbols 220 in a central lateral position in the respective indicated lanes 201, 202, 203. This is shown in Fig. 3a illustrates a center line 301 for the displayed Ego lane 201 (which is typically not shown in image 200).

[0129] Fig. Figure 3b shows an example arrangement of the ego symbol 210 in a left lateral position within the displayed ego lane 201. The road user symbols 220 are still shown in the central lateral position in the respective displayed lanes 201, 202, and 203. Such a representation can occur, for example, after detection of a lane event during a lane change warning issued by the ego vehicle 110 to the adjacent lane 102.

[0130] Fig. Figure 3c shows an example of the arrangement of the ego symbol 210 in a right-hand lateral position within the displayed ego lane 201. The road user symbols 220 are still shown in the central lateral position in the respective displayed lanes 201, 202, and 203. Such a representation can occur, for example, after the detection of a lane event during a lane change warning issued by the ego vehicle 110 to the adjacent lane 103.

[0131] Fig. Figure 3d shows an example arrangement of the ego symbol 210 and the road user symbols 220 when a request to form an emergency lane is present. In this case, the road user symbols 220 of one or more road users 120 in the vicinity of the ego vehicle 110 on the lanes 201 and 202 shown in the example can exceptionally be arranged differently from the standard position (especially the central lateral position) in order to clearly indicate to the driver of the ego vehicle 110 that and, if applicable, how an emergency lane is to be formed.

[0132] The control unit 111 of the ego vehicle 110 can thus be configured to assign vehicles 110, 120, which are displayed in the environment display 200 on the screen 114, to a specific lane 101, 102, 103, deviating from their respective actual lateral position, and to display them within the display 200 at a standard position (especially in the center) within the respective displayed lane 201, 202, 203. If necessary, the respective lateral position (especially the lateral position of the ego symbol 210) can be visualized only in situations where the lateral position is of particular relevance. This leads to a more stable display 200 and reflects a logical subdivision of the vehicle environment, which can be used to structure the display in relation to the driving task.

[0133] The lateral position of the ego symbol 210 can therefore be displayed (exclusively) in the center of the displayed ego lane 201 in cases without particular relevance. The control unit 111 can be configured to visualize the deviation of the ego vehicle 110 from the center line 301 of the lane 101 only in the following cases (i.e., when one of the following lane events occurs): • By making steering movements, the driver leaves a defined area around the center line 301 of the lane 101 being traveled and thus drives significantly off-center in lane 101; • The "Lane Departure Warning" assistance function issues a warning; • The "Lane Change Assist" function performs an automated lane change; • The assistance function “lateral guidance with active navigation” intentionally deviates from the lane center in order to prepare for an anticipated lane change; and / or • The “emergency lane assistant” function intentionally deviates from the center of the lane in order to form an emergency lane.

[0134] The symbols 220 for the one or more surrounding vehicles 120 can each be positioned centrally in the respective displayed lane 201, 202, 203, whereby each surrounding vehicle 120 is assigned to a specific lane 101, 102, 103 based on the environmental data 252 and / or processing by a driver assistance function. A lane change by another vehicle 120 can be visualized synchronously with a reaction of the ego vehicle 110 to the lane change. For example, an automatically triggered braking maneuver of the ego vehicle 110 in response to a vehicle 120 merging in front of the ego vehicle 110 can occur synchronously with the position change of the vehicle 120 in the display 200.

[0135] Any resulting jumps in the lateral position of a road user 110, 120 can be smoothed out by an animated movement of the respective symbol 210, 220 on the display 200.

[0136] The display of symbols 220 for all detected road users 120 in the vicinity of the ego-vehicle 110 can lead to an overload of the display or image 200 on the screen 114, especially in heavy traffic. The control unit 111 of the ego-vehicle 110 may be configured (as in Fig. (as shown in Figure 4), the environment of the Ego vehicle 110 is to be divided into a limited number of environmental sectors 401, 402, 403, 404, 405. Examples of environmental sectors are: • A first environmental sector 401 to the left of and behind the ego vehicle 110 (up to the front line 410 of the ego vehicle 110). The first environmental sector 401 can, for example, be located entirely within the adjacent lane 102 to the left of the ego lane 101. • A second environmental sector 402 to the left in front of the ego vehicle 110 (starting from the front line 410 of the front of the ego vehicle 110). The second environmental sector 402 can, for example, be located entirely within the adjacent lane 102 to the left of the ego lane 101. • A third environmental sector 403 in front of the ego vehicle 110 (starting from the front line 410 of the front of the ego vehicle 110). The third environmental sector 403 can, for example, be located entirely within the ego lane 101. • A fourth environmental sector 404 to the right in front of the ego vehicle 110 (from the front line 410 of the front of the ego vehicle 110). The fourth environmental sector 404 can, for example, be located entirely within the adjacent lane 103 to the right of the ego lane 101. • A fifth environmental sector 405 to the right of and behind the ego vehicle 110 (up to the front line 410 of the ego vehicle 110). The fifth environmental sector 405 can, for example, be located entirely within the adjacent lane 103 to the right of the ego lane 101.

[0137] The control unit 111 can be configured to identify a maximum of N, in particular a maximum of one, road user 120 for each environmental sector 401, 402, 403, 404, 405, which is to be displayed in the image 200 in relation to the environmental situation. In each environmental sector 401, 402, 403, 404, 405, the road user 120 with the highest relevance to the ego-vehicle 110 and / or with the shortest distance to the ego-vehicle 110 can be selected. In the image 200, a maximum of only one road user symbol 220 can then be displayed in each individual environmental sector 401, 402, 403, 404, 405 for the respective selected road user 120. This efficiently ensures that the display or image 200 on screen 114 remains limited to the information relevant to the Ego vehicle 110. This allows the driver of the Ego vehicle 110 to reliably and quickly assess the surrounding situation.

[0138] The vehicle's surroundings can thus be divided into different sectors 401, 402, 403, 404, and 405. Furthermore, the displayed images 200 can be generated in such a way that a maximum of only one vehicle symbol 220 is displayed in each sector 401, 402, 403, 404, or 405. Defining a limited number (e.g., five) of sectors 401, 402, 403, 404, and 405, which are particularly relevant to the driving task of the ego vehicle 110, ensures a more stable display 200. In particular, the number of displayed external vehicles 120 can be reduced. Nevertheless, it can still be ensured that vehicles 120 relevant to the driving task are displayed.

[0139] For the driving task, vehicles 120 in the immediate vicinity of and in front of the ego vehicle 110 are particularly relevant. Specifically, vehicles 120 on secondary lanes can be disregarded. Consequently, the following sectors can be formed (see Fig. 4): • maximum one vehicle 120 in the left-hand side lane 102 up to height 410 of the Ego vehicle 110; • maximum one vehicle 120 in the left-hand lane 102 in front of the Ego vehicle 110; • maximum one vehicle 120 on the Ego lane 101 in front of the Ego vehicle 110; • a maximum of one vehicle 120 in the right-hand side lane 103 in front of the Ego vehicle 110; and / or • Maximum one vehicle 120 on the right-hand side lane 103 up to the height 410 of the Ego vehicle 110.

[0140] When choosing which vehicle 102 is displayed in the respective sector 401, 402, 403, 404, 405, one or more of the following rules can be used: • In the second, third, and fourth sectors (402, 403, 404, in front of Ego-Vehicle 110): The closest vehicle 120 to Ego-Vehicle 110 can be selected. This means the vehicle 120 located furthest back in the respective sector (402, 403, 404) can be selected. These vehicles 120 typically have the highest relative relevance to Ego-Vehicle 110 in the respective sector (402, 403, 404). • In the first and fifth sectors 401 and 404: The vehicle 120 that is furthest forward in the respective sector 401 or 404 can be selected. These vehicle 120s are typically most relevant to the Ego vehicle 110. Furthermore, selecting these vehicle 120s allows for a smooth graphical transition of a vehicle 120 from the first sector 401 to the second sector 402, or from the fifth sector 405 to the third sector 403.

[0141] At a given point in time, or over time, a vehicle 120 located in one sector may move to another sector (e.g., by changing lanes or accelerating or decelerating within the same lane), in which another vehicle is already selected for display. For a vehicle 120 entering a new sector 401, 402, 403, 404, or 405 and selected as the relevant vehicle 120, a symbol 220 may be displayed directly in the respective sector 401, 402, 403, 404, or 405. Alternatively, the symbol 220 may be gradually faded out for the (previously displayed) vehicle 120 (e.g., over a period between 200 ms and 500 ms).

[0142] Debouncing can therefore be implemented for the fading in and / or out of symbols 220 in a sector 401, 402, 403, 404, 405 to avoid disruptive and confusing display effects caused by flickering of symbols 220 on screen 114, for example, when a vehicle 120 repeatedly enters and exits a specific sector 401, 402, 403, 404, 405, thereby "displacing" another vehicle 120 from the display priority there. For this purpose, the symbol 220 for a vehicle 120 to be hidden can be kept on display 200 for an adjustable (relatively short) period. Furthermore, a smooth fading in and / or out with a defined transition time can be used.

[0143] As previously explained, each individual road user 120 in the vicinity of the ego-vehicle 110 can be represented by a road user symbol 220 in the display or image 200. The symbol 220 displayed for a road user 120 can depend on the type or class of that road user 120. This simplifies the assignment of each actual road user 120 to a displayed (abstract) symbol 220 for the driver of the ego-vehicle 110. It thus enables the driver of the ego-vehicle 110 to reliably and quickly assess the surrounding situation as depicted in the image 200.

[0144] The control unit 111 of the ego vehicle 110 can be configured to determine, based on the environmental data and / or the environmental model, a class from a plurality of predefined classes for each road user 120 to be displayed in image 200. The plurality of predefined classes can, for example, include a class for cars, a class for trucks, and a class for motorcycles. Furthermore, the control unit 111 can be configured to display an (abstract) symbol 220 on image 200 that depends on the class of the respective road user 120.

[0145] The symbol 220 for a road user 120 can be at least partially independent of the actual dimensions of the road user 120. In particular, a standard symbol 220 with standard dimensions can be used for cars and / or motorcycles. On the other hand, the length 302 of the symbol 220 for a truck can be adjusted to the actual and / or the estimated length of the truck.

[0146] During the operation of the Ego vehicle 110, the classification of a road user 120 may change over time. For example, a road user 120 might initially be classified as a passenger car based on environmental data 252. Based on the same environmental data 252 at a subsequent time, the road user 120 might then be classified as a truck. Therefore, the classification of a road user 120 can be unstable.

[0147] In order to still enable a temporally stable output 200, a change of the displayed symbol 220 for a road user 120 may only be made if • if the new class was determined with a relatively high confidence level; and / or • if the new class has been determined in a stable manner for a minimum period of time.

[0148] This avoids frequent changes to the symbol 220 displayed for a road user 120, thus preventing confusion for the driver of the ego vehicle 100 due to a regularly changing visual output 200 and increasing the perceived quality of the display.

[0149] The vehicles 120 displayed in the environment display 200 can thus be divided into a limited number (in particular three) of classes: e.g., motorcycle, car, and truck. Within the display 200, it should be ensured that the classification of a vehicle 120 does not change too frequently. A user study, for example, has shown that an occasional incorrect display of a vehicle 120's class is perceived by drivers as less disruptive and / or confusing than a relatively frequent change of the displayed class.

[0150] Optionally, to further stabilize the displayed class for a road user 120, an initial start and / or standard class (e.g., passenger car) can be used, which may be maintained over time if no other temporally stable class can be determined for the road user 120. In particular, for the initial detection of the class of a road user 120 in spatial angles that are less reliable with regard to classification (e.g., behind the vehicle), a standard classification can be used and / or stricter transition conditions can be imposed for a change to another class.

[0151] A state machine can control the transition of a road user (category 120) to another class. A transition for a vehicle (category 120) from a passenger car to a truck or motorcycle may only occur if... • Sufficiently reliable environmental data 252 are available for the vehicle 120; • the vehicle 120 is within the field of view of one or more sensors 106 for high-quality width detection, • the width of the vehicle is 120 above a threshold (for trucks) or (optionally) below a threshold (for motorcycles); and • the above conditions are met for more than a minimum duration (e.g. between 1 second and 3 seconds).

[0152] The transition back to a passenger car can occur under the same transition conditions, but with a reversed width threshold check. Alternatively or additionally, the state machine can be designed such that no further change to the classification of a road user 120 occurs if • Sufficiently reliable environmental data 252 are available for the road user; and / or • if the classification has been maintained for more than one minimum holding period (which may differ from the aforementioned minimum holding period).

[0153] The symbols 220 in the display 200 are preferably presented in such a way that the symbols 220 do not overlap. This improves the readability of the display 200 and its comparability with the actual traffic situation. An overlap of road users 120 in the display 200 can occur, particularly in the longitudinal direction, if the graphic representations of road users 220 in the display 200 are larger (longer) than in the actual traffic situation. In heavy traffic, the representations 220 overlap, but not the actual vehicles 120.

[0154] For example, using symbols 220 with fixed dimensions (independent of the dimensions of the actual vehicle) does not take this into account, even if a classification into classes (e.g., truck, car, motorcycle) is already represented.

[0155] For a car and / or motorcycle, a static length of the graphical representative or symbol 220 can be selected, as these vehicles 120 typically exhibit a relatively low length variance. However, a dynamic adjustment of the length 302 can optionally be made for a car and / or motorcycle (based on length data relating to the length of the respective road user 120). The length variance is typically relatively large for trucks. Therefore, the length 302 of the symbol 220 for a truck can preferably be adjusted to the estimated length of the truck. In particular, a graphical representative or symbol 220 can be used for trucks that can increase or decrease in length. The control unit 111 can (optionally) be configured to only allow increases in length and not decreases in length. This further stabilizes the display 200.Furthermore, this reliably prevents overlaps on display 200.

[0156] Due to animations of symbols 210 and 220 in display 200, incorrectly interpreted sensor information leading to mispositioning of symbols 210 and 220, or other effects, symbol 220 of a road user 120 may collide with the ego symbol 210 in image 200. Such a purely graphical collision of symbols 210 and 220 can occur even if the ego vehicle 110 and the road user 120 do not collide in reality. Furthermore, symbols 220 approaching the displayed ego symbol 210 very quickly on its ego lane 201 can result in a perceived collision, even if they are assigned to another lane 202 or 203 (shortly before the graphical collision) or discarded by the environment model. This can happen, for example, in extreme cases with parked vehicles 120, towards which the Ego vehicle 110 is approaching in a narrow residential street and swerves shortly beforehand.Both a graphical and a generally perceived collision in the depicted image 200 can be perceived as confusing by the driver of the ego vehicle 110.

[0157] As in Fig. As shown in Figure 5, one or more boundary zones 501, 502, 503, 504, 505 can be defined in the vicinity of the ego area 500 of the ego vehicle 110 and / or the ego symbol 210, which, for example, enclose the ego area 500. The control unit 111 can be configured to detect that the symbol 220 of a road user 120 is entering a boundary zone 501, 502, 503, 504, 505 of the ego symbol 210. In response, the symbol 220 of the road user 120 can be at least partially hidden (e.g., made transparent to reveal the background) to avoid a visual or perceived collision with the ego symbol 210. The degree of masking of symbol 220 can depend on the penetration depth of symbol 220 into the edge zone 501, 502, 503, 504, 505.The fading can therefore occur at different speeds and at different distances from the ego symbol 210, depending on the distance of the road user symbol 120 and / or depending on the relative speed between the other road user 120 and the ego vehicle 110.

[0158] Until reaching a boundary zone 501, 502, 503, 504, 505, a road user symbol 220 is preferably displayed in its entirety. The (at least partial) hiding of the road user symbol 220 preferably only occurs when the road user symbol 220 enters a boundary zone 501, 502, 503, 504, 505.

[0159] The size (especially the length 511 and / or the width 512) of the individual boundary zones 501, 502, 503, 504, 505 can depend on the relative speed between the ego vehicle 110 and the other road user 120. This allows virtual collisions at different relative speeds to be reliably avoided.

[0160] Due to a possible discrepancy between the actual size of a road user 120 and the graphical size of the corresponding symbol 220, and / or due to graphical animations used to change the position of symbol 220, a potential collision of symbols 210 and 220 cannot typically be determined based on the positional data of the ego vehicle 110 and / or the road user 120. Rather, the masking logic described in this document acts primarily and / or exclusively directly on the graphical symbols 210 and 220 at the graphical level. Thus, it can be recognized (possibly solely) based on the image data 260 for a displayed image 200 that a symbol 220 is encroaching on a boundary zone 501, 502, 503, 504, 505 of another symbol 210.

[0161] Alternatively or additionally to defining boundary zones 501, 502, 503, 504, 505 for the ego symbol 210, boundary zones 501, 502, 503, 504, 505 can be defined for each road user symbol 220 around area 500 of the respective road user symbol 220. It can then be checked whether the ego symbol 110 and / or another road user symbol 220 enters the boundary zone 501, 502, 503, 504, 505 of the respective road user symbol 220.

[0162] Examples of border zones are: • A first boundary zone 501, in front of the symbol 210, 220. Since relatively high relative speeds and consequently relatively strong virtual longitudinal collisions are possible in the longitudinal direction, a first boundary zone 501 can be placed in front of the second boundary zone 502, in which a penetrating symbol 220 is softly and / or progressively faded out. The deeper the symbol 220 penetrates into the first boundary zone 501, the more the symbol 220 is faded out. For example, 73% penetration depth can lead to 73% transparency of the symbol 220. The length 511 of the first boundary zone 501 can be determined, for example, from two parameters using linear interpolation or extrapolation, where the two parameters are the length of the first boundary zone 501 at a relative speed of 0 km / h and 100 km / h, respectively. • As soon as symbol 220 (after passing through the first boundary zone 501) graphically touches the second boundary zone 502, symbol 220 is immediately hidden. The length of the second boundary zone 502 can be parameterized via two control points, analogous to the first boundary zone 501. • The third and fourth lateral edge zones 503, 504 can, analogous to the first edge zone 501, lead to a progressive fading of an intruding symbol 220. The width 512 of the respective edge zone 503, 504 can be parameterized via two support points. The width 512 is typically relatively small to allow for different representations of the transverse or lateral position of the ego vehicle 110 and / or another road user 120 within a displayed lane 201, 202, 203. • The fifth boundary zone 505 located behind a symbol 210, 220 can lead to a fixed transparency of the penetrating symbol 220 (e.g. 50% transparency).

[0163] The size 511, 512 of the individual edge zones 501, 502, 503, 504, 505, the degree of transparency and / or the use of a hard or soft fade can be adjusted depending on the current traffic situation (e.g., the traffic density in the vicinity of the ego vehicle 110). This allows the quality of the representation of the surrounding situation to be further improved.

[0164] The different boundary zones 501, 502, 503, 504, and 505 may overlap, at least partially. The transparency of a symbol 220 in the overlap area between two boundary zones can then be determined by selecting a maximum transparency value. This allows for further improvement in the quality of the representation of an environment.

[0165] To avoid possible oblique (virtual) collisions, the one or more front edge zones 501, 502 can be wider than the area 500 for the symbol 210, 220.

[0166] The symbol 220 of a vehicle 120, which is marked as the target for a driving function 256 of the ego vehicle 110, can be excluded from the masking logic described in this document (possibly only for one or more defined boundary zones). Similarly, the symbol 220 of a vehicle 120 that is relevant for a driving function 256 (e.g., a vehicle merging, a vehicle pulling out, or an overtaking vehicle) can be excluded from the masking logic. This further improves the quality of the representation of the surrounding environment.

[0167] The sizes of one or more boundary zones 501, 502, 503, 504, 505 can be dynamically adjusted to the respective displayed Ego symbol 210 for the Ego vehicle 110. This allows for efficient consideration of Ego vehicles 110 of varying sizes.

[0168] The adjustment of the size 511, 512 of a boundary zone 501, 502, 503, 504, 505 to the relative velocity can be carried out in such a way that the time of passage through a boundary zone by a symbol 220 is independent of the relative velocity.

[0169] As explained at the beginning, the output unit 258 of the ego-vehicle 110 can determine a corresponding sequence of images 200 relating to the traffic situation in the vicinity of the ego-vehicle 110 at a given sequence of times. Each image 200 is assigned a uniform timestamp that indicates the time (relative to the on-board time 253 of the ego-vehicle 110) of the information depicted in the image 200. The output unit 258 can be configured to compare the timestamp of an image 200 with the current on-board time 253 before outputting it. If it is detected that the timestamp of the image 200 is more than a maximum permissible latency before the current on-board time 253, the output of the image 200 on the screen 114 can be prevented. In particular, it can then be arranged that no more image 200 is displayed on screen 114 as long as the maximum permissible latency is not undercut again.This reliably and efficiently avoids the display of outdated information on screen 114 and the associated confusion of the driver of the Ego vehicle 110.

[0170] The control unit 111 of the vehicle 110 can thus be configured (possibly using the display unit 258) to perform time-based monitoring between the sensor 112 and the display surface 114 in order to measure the transit time between the input of a sensor signal 252 and its display in the instrument cluster 114 of the Ego vehicle 110. If the measured transit time exceeds a maximum permissible value, the environmental display 200 on the screen 114 can be deactivated.

[0171] For this purpose, all sensor data 252 can be timestamped with the current vehicle electrical system time 253 during sensor fusion, with the timestamp being passed unchanged through all processing layers from sensor fusion to the display. The vehicle electrical system time 253 can be distributed by a time master 251 to the one or more participating control units 254, 258 for sensor processing and for the display area using a time synchronization protocol (e.g., PTP (Precision Time Protocol), DMCS, and / or IEEE 802.1AS).

[0172] Before displaying an image 200, the signal timestamp of display 220 is compared with the current on-board network time 253. If the permissible latency is exceeded (e.g., 1 second), the active environmental display 200 on screen 114 is deactivated. The latency monitoring can be configured to remember the last received timestamp and cyclically compare it against the on-board network time 253. This allows a complete failure of the sensor signals 252 to be reliably detected, and the output of images 200 to be deactivated accordingly.

[0173] To prevent flickering of image 200 on screen 114 (during repeated activation and deactivation of the output), reactivating the output after deactivation may require a minimum stability period (e.g., 2 seconds) during which the image signal 260 is reliably provided again without latency violations. Only after this minimum stability period has elapsed can image 200 be output again.

[0174] The failure of a sensor 112 without subsequent degradation of sensor fusion typically does not lead to the deactivation of the ambient display 200, as the fusion normally assigns timestamps even in the case of partial degradation. However, if a sensor failure leads to degradation of sensor fusion, the timestamp in the output signals 255 can be invalidated, resulting in the deactivation of the ambient display 200. A complete failure of sensor fusion typically results in the deactivation of the ambient display 200, as no new timestamps are received by the latency monitor. If an increased bus load on a bus of the Ego vehicle 110 leads to an increase in system latency, causing signals to arrive late at the latency monitor, this can, depending on the bus load, lead to the deactivation of the ambient display 200.

[0175] Fig. Figures 6a to 6e show flowcharts of exemplary procedures for displaying information relating to a traffic situation in the vicinity of an ego-vehicle 110. The aspects and / or features described in the individual procedures 600, 610, 620, 630, 640 can be combined with each other in any way.

[0176] Fig. Figure 6a shows a flowchart of an exemplary procedure 600 for displaying a traffic situation on a screen 114 of an ego-vehicle 110. The procedure 600 can be executed by a control unit 111 of the ego-vehicle 110. The ego-vehicle 110 travels on a roadway 100 with one or more lanes 101, 102, 103. To distinguish them from the lanes 201, 202, 203 displayed on the screen 114, the lanes 101, 102, 103 of the roadway 100 are referred to as "actual lanes".

[0177] Procedure 600 comprises displaying 601 a road user symbol 210, 220 for a road user 110, 120 of the traffic situation, who is driving in an actual lane 101, 102, 103, at a constant first lateral position within a lane 201, 202, 203 displayed on the screen 114. In other words, the road user symbol 210, 220 can be displayed at a fixed first lateral position at a sequence of times, even if the road user 110, 120 changes their lateral position within the actual lane 101, 102, 103. In this way, a clear and quickly comprehensible representation of the traffic situation can be output for the driver of the ego-vehicle 110.

[0178] The procedure 600 can further include the detection 602 of a lane event relating to the fact that the road user 110, 120 will, could, or should leave the actual lane 201, 202, 203. The lane event can be detected, for example, based on sensor data from one or more sensors of the ego vehicle 110.

[0179] Furthermore, the procedure 600 can include, in response to the detection 602 of a lane event, the display 603 of the road user symbol 210, 220 at a second lateral position within the displayed lane 201, 202, 203, differing from the first lateral position. The second lateral position can be located at an edge of the displayed lane 201, 202, 203.

[0180] Method 600 can, for example, cause a road user symbol 210, 220 (especially the ego symbol 210 for the ego vehicle 110) to be displayed statically in the first lateral position most of the time, in order to provide a clear and quickly comprehensible representation of the traffic situation. Only in response to a lane event can a change to a second lateral position be triggered, if necessary, to provide a representation of the traffic situation that is consistent with the driver's expectations. This can increase the comfort and safety of driving an ego vehicle 110.

[0181] Fig. Figure 6b shows another flowchart of a further procedure 610 for displaying a traffic situation on a screen 114 of an ego-vehicle 110. The procedure 610 can be executed by a control unit 111 of the ego-vehicle 110.

[0182] Procedure 610 comprises selecting 611 a maximum of N (e.g., with N=1, or N<2) road users 120 in each of one or more distinct environmental sectors 401, 402, 403, 404, 405 of the environment of the ego-vehicle 110. The environment of the ego-vehicle 110 can thus be divided into a limited number of environmental sectors (e.g., five sectors or fewer). Furthermore, a limited number N of road users 120 can be identified in each sector (based on the environmental data). The N road users 120 can be selected from a set of M road users 120 located in the respective environmental sector 401, 402, 403, 404, 405 (where M can differ for the different sectors). M can be greater than, equal to, or less than N.If M>N, then a subset of the road users 120 who are in the respective sector can be selected; if M=N, then all road users 120 who are in the respective sector can be selected; and / or if M <N (z.B. M=0), so können ggf. nur M Verkehrsteilnehmer 120 ausgewählt werden.

[0183] Furthermore, the procedure 610 includes displaying 612, for each of the one or more environment sectors 401, 402, 403, 404, 405, up to N road user symbols 220 for the maximum N selected road users 120 on the screen 114. In particular, the number of road user symbols 220 displayed simultaneously per environment sector can be limited to N (possibly excluding situations in which a road user changes sector 401, 402, 403, 404, 405). In this way, a stable and quickly comprehensible representation of a traffic situation can be provided to increase the comfort and safety of driving an ego-vehicle 110.

[0184] Fig. Figure 6c shows a flowchart of another exemplary procedure 620 for displaying a traffic situation on a screen 114 of an ego-vehicle 110. The procedure 620 can be executed by a control unit 111 of the ego-vehicle 110.

[0185] The procedure 620 comprises displaying 621 a first road user symbol 210, 220 (e.g., the ego symbol 210) for a first road user 110, 120 (e.g., the ego vehicle 110) in a first sub-area 500 of the screen 114 and displaying a second road user symbol 210, 220 for a second road user 110, 120 in a second sub-area of ​​the screen 114. The positioning of the second sub-area relative to the first sub-area can depend on the positioning of the second road user 110, 120 relative to the first road user 110, 120 (in the actual traffic situation). The actual traffic situation and the arrangement of the first and second road users 110, 120 can thus be represented by a corresponding arrangement of the first and second road user symbols 210, 220 on the screen 114.

[0186] Procedure 620 further comprises determining 622 that, due to a change in the positioning of the second road user 110, 120 relative to the first road user 110, 120, the second road user symbol 210, 220 enters a boundary zone 501, 502, 503, 504, 505 for the first sub-area 500 of the first road user symbol 210, 220. The boundary zone 501, 502, 503, 504, 505 can be adjacent to the first sub-area 500. For example, it can be detected based on the environmental data that the second road user 110, 120 and the first road user 110, 120 are moving towards each other. This can be represented by a corresponding movement of the symbols 210, 220 on the screen 114. Based on the image data 260 for the output image 200 in relation to the traffic situation, it can be recognized (e.g.by evaluating the position of the individual pixels), that the second road user symbol 210, 220 penetrates a border zone 501, 502, 503, 504, 505 of the first road user symbol 210, 220.

[0187] Furthermore, procedure 620, in response to the second road user symbol 210, 220 encroaching into the edge zone 501, 502, 503, 504, 505, includes the action 623 that the second road user symbol 210, 220 is at least partially hidden. In particular, (if applicable, only) the part of the second road user symbol 210, 220 that enters the edge zone can be at least partially hidden.

[0188] By at least partially hiding symbol 210 or 220 on screen 114 when there is an imminent risk of a graphical or at least perceived collision between symbols 210 and 220, it is possible to reliably prevent confusion for the driver of the Ego vehicle 110. This increases the comfort and safety of driving an Ego vehicle 110.

[0189] Fig. Figure 6d shows a flowchart of another procedure 630 for displaying a traffic situation on a screen 114 of an ego-vehicle 110. The procedure 630 can be executed by a control unit 111 of the ego-vehicle 110.

[0190] Procedure 630 comprises displaying 631 a road user symbol 220 for a road user 120 involved in the traffic situation on screen 114, wherein the road user symbol 220 indicates a class of the road user 120. The class of the road user 120 may have been determined in advance (possibly as a standard class). Different symbols 220 may be used for different classes of road users 120. For example, a passenger car may be represented by the symbol of a passenger car, a motorcycle by the symbol of a motorcycle, and / or a truck by the symbol of a truck on screen 114.

[0191] Furthermore, procedure 630 can include the continuous determination 632 over a minimum period of time that road user 120 belongs to a different class. In other words, it can be recognized or determined (particularly based on the environmental data) for a minimum period of time that road user 120 actually belongs to a different class. The class of road user 120 can be determined repeatedly, especially periodically. It can also be recognized that road user 120 has been repeatedly and permanently assigned to the same or a fixed different class.

[0192] Furthermore, in response to the fact that road user 120 has been permanently assigned to the same other class for a minimum period of time, procedure 630 includes adapting the road user symbol 220 displayed for road user 120 to the other class. By changing the symbol 220 for a new class with a delay of the minimum period of time, a stable representation of a traffic situation can be provided. In particular, jumps between symbols 220 for different classes can be avoided. This can increase the comfort and safety of driving an ego-vehicle 110.

[0193] Fig. Figure 6e shows a flowchart of a procedure 640 for displaying an image 200 relating to a traffic situation on a screen 114 of an ego-vehicle 110. The procedure 640 can be executed by a control unit 111 of the ego-vehicle 110.

[0194] Method 640 comprises determining 641, based on environmental data from one or more environmental sensors 112 of the ego-vehicle 110, an image 200 relating to a traffic situation in the vicinity of the ego-vehicle 110. The image 200 can, as described in this document, include symbols 210, 220 for one or more road users 110, 120 of the traffic situation. The image 200 can be determined such that it has a uniform timestamp relative to the on-board network time 253 of the ego-vehicle 110.

[0195] Furthermore, procedure 640 includes checking 642, in particular at a reference time (which is relative to the vehicle network time 253), whether the timestamp is more than a maximum permissible latency time before the reference time and / or whether the timestamp is invalid. Procedure 640 also includes preventing 643 the output of image 200 on screen 114 (and, if necessary, blacking out or switching screen 114 to another display) if it has been determined that the timestamp is more than a maximum permissible latency time before the reference time and / or that the timestamp is invalid. This reliably prevents the output of outdated environmental information. This increases the comfort and safety of driving an Ego vehicle 110.

[0196] The present invention is not limited to the embodiments shown. In particular, it should be noted that the description and the figures are intended only to illustrate the principle of the proposed methods, devices, and systems.

Claims

[1] Control unit (111) for displaying a traffic situation on a screen (114) of an ego vehicle (110); wherein the control unit (111) is configured, - to display a first road user symbol (210, 220) for a first road user (110, 120) in a first sub-area (500) of the screen (114) and a second road user symbol (210, 220) for a second road user (110, 120) in a second sub-area of ​​the screen (114); wherein the positioning of the second sub-area relative to the first sub-area depends on the positioning of the second road user (110, 120) relative to the first road user (110, 120); - to determine that the first road user symbol (210, 220) and the second road user symbol (210, 220) approach each other in a certain way due to a change in the positioning of the second road user (110, 120) relative to the first road user (110, 120); - To determine speed data in relation to a relative speed between the first road user (110, 120) and the second road user (110, 120); - to adjust a dimension of a boundary zone (501, 502, 503, 504, 505) for the first sub-area (500) of the first road user symbol (210, 220) depending on the speed data; - to determine that the second road user symbol (210, 220) penetrates the boundary zone (501, 502, 503, 504, 505) for the first sub-area (500) of the first road user symbol (210, 220); and - in response to this, at least partially hiding the first road user symbol (210, 220) and / or the second road user symbol (210, 220). [2] Control unit (111) according to claim 1, wherein the control unit (111) is configured, - to determine a penetration depth with which the second road user symbol (210, 220) penetrates the edge zone (501, 502, 503, 504, 505) for the first sub-area (500); and - to adjust the degree of masking of the second road user symbol (210, 220) depending on the penetration depth. [3] Control unit (111) according to claim 2, wherein the control unit (111) is configured, - to increase the transparency and / or the degree of obscuration of the second road user symbol (210, 220) with increasing penetration depth; and / or - to reduce the transparency and / or degree of obscuration of the second road user symbol (210, 220) with decreasing penetration depth. [4] Control unit (111) according to one of the preceding claims, wherein the control unit (111) is configured, - To determine speed data in relation to a relative speed in the lateral direction and / or in the longitudinal direction of the first road user (110, 120) and / or the second road user (110, 120); and - to adjust the length (511) of the boundary zone (501, 502, 503, 504, 505) depending on the speed data in relation to the relative speed in the longitudinal direction; and / or - to adjust a width (512) of the edge zone (501, 502, 503, 504, 505) depending on the speed data in relation to the relative speed in the lateral direction. [5] Control unit (111) according to one of the preceding claims, wherein the control unit (111) is configured to increase the dimension of the edge zone (501, 502, 503, 504, 505) with increasing relative speed and / or to reduce it with decreasing relative speed, in particular such that the time during which the second road user symbol (210, 220) passes through the edge zone (501, 502, 503, 504, 505) remains constant. [6] Control unit (111) according to one of the preceding claims, wherein the control unit (111) is configured, - to determine a boundary zone type (501, 502, 503, 504, 505) from a plurality of predefined types; and - to at least partially hide the second road user symbol (210, 220) depending on the type of edge zone (501, 502, 503, 504, 505). [7] Control unit (111) according to claim 6, comprising the plurality of types, - a type in which the degree of transparency of an intruding road user symbol (210, 220) increases with increasing penetration depth; - a type in which the degree of transparency of an intruding road user symbol (210, 220) is abruptly set to a fixed transparency value upon intrusion; and / or - a type in which an intruding road user symbol (210, 220) is abruptly hidden upon intrusion. [8] Control unit (111) according to one of the preceding claims, wherein the control unit (111) is configured for the first road user symbol (210, 220), - to take into account a first marginal zone (501) in the direction of travel of the first road user (110, 120) before the first road user symbol (210, 220), in which a progressive fading out of the second road user symbol (210, 220) takes place; - to take into account a second boundary zone (502) between the first boundary zone (501) and the first sub-area (500), in which an abrupt and complete disappearance of the second road user symbol (210, 220) takes place; - to take into account a third marginal zone (503) in relation to the direction of travel to the left of the first road user symbol (210, 220), in which a progressive fading of the second road user symbol (210, 220) takes place; - to take into account a fourth boundary zone (504) in relation to the direction of travel to the right of the first road user symbol (210, 220), in which a progressive fading of the second road user symbol (210, 220) takes place; and / or - to take into account a fifth boundary zone (505) in relation to the direction of travel behind the first road user symbol (210, 220) in which an abrupt setting of an increased, fixed transparency value of the second road user symbol (210, 220) takes place. [9] Control unit (111) according to any of the preceding claims, wherein - the first road user (110, 120) is the ego vehicle (110); - the first road user symbol (210, 220) is an ego symbol (210) for the ego vehicle (110); and - the control unit (111) is set up to display the Ego symbol (210) in a fixed position on the screen (114); and / or - the first sub-area (500) is arranged at a fixed position on the screen (114). [10] Control unit (111) according to any one of the preceding claims, wherein the control unit (111) is configured, - To determine size information regarding the size of the Ego vehicle (110); and - to adjust the size of the border zone (501, 502, 503, 504, 505) depending on the size information. [11] Control unit (111) according to any of the preceding claims, wherein the control unit (111) is configured, - To determine density information regarding the traffic density of the traffic situation in the vicinity of the ego vehicle (110); and - to adjust the size of the boundary zone (501, 502, 503, 504, 505) depending on the density information. [12] Control unit (111) according to any of the preceding claims, wherein the control unit (111) is configured, - to determine that the second road user (110, 120) is an object relevant for a driving function (256) of the ego vehicle (110); and - in response to this, to prevent at least the partial obscuring of the second road user symbol (210, 220), even when the second road user symbol (210, 220) enters the border zone (501, 502, 503, 504, 505) of the first sub-area (500). [13] Control unit (111) according to claim 12, wherein the control unit (111) is configured, - to consider the second road user (110, 120) as a relevant object for a distance and / or speed controller of the ego vehicle (110) if the second road user (110, 120) serves as the control object for the distance and / or speed controller; and / or - to consider the second road user (110, 120) as a relevant object for a collision warning system of the Ego vehicle (110) if the collision warning system detects a danger of a possible collision between the Ego vehicle (110) and the second road user (110, 120). [14] Control unit (111) according to one of the preceding claims, wherein the control unit (111) is configured, - to determine whether, due to the change in the positioning of the second road user (110, 120) relative to the first road user (110, 120), there is a risk of a collision between the second road user (110, 120) and the first road user (110, 120); and - to prevent the second road user symbol (210, 220) from being at least partially hidden if it is determined that there is a risk of a collision between the second road user (110, 120) and the first road user (110, 120); and / or - to cause at least partial hiding of the second road user symbol (210, 220), in particular only if it is determined that there is no risk of a collision between the second road user (110, 120) and the first road user (110, 120). [15] Control unit (111) according to any of the preceding claims, wherein the control unit (111) is configured, - to determine a class of the second road user (110, 120) from a plurality of predefined classes; and - to display a second road user symbol (210, 220) on the screen (114) depending on the class of the second road user (110, 120). [16] Control unit (111) according to one of the preceding claims, wherein a size of the second road user symbol (210, 220) is at least partially independent of a size of the second road user (110, 120). [17] Method (620) for displaying a traffic situation on a screen (114) of an ego vehicle (110); wherein the method (620) comprises, - Displaying (621) a first road user symbol (210, 220) for a first road user (110, 120) in a first sub-area (500) of the screen (114) and a second road user symbol (210, 220) for a second road user (110, 120) in a second sub-area of ​​the screen (114); wherein a positioning of the second sub-area relative to the first sub-area depends on a positioning of the second road user (110, 120) relative to the first road user (110, 120); - Determine (622) that, due to a change in the positioning of the second road user (110, 120) relative to the first road user (110, 120), the second road user symbol (210, 220) and the first road user symbol (210, 220) approach each other in a certain way; - Determining speed data in relation to a relative speed between the first road user (110, 120) and the second road user (110, 120); - Adjusting a dimension of a boundary zone (501, 502, 503, 504, 505) for the first sub-area (500) of the first road user symbol (210, 220) depending on the speed data; - Determine that the second road user symbol (210, 220) penetrates the boundary zone (501, 502, 503, 504, 505) for the first sub-area (500) of the first road user symbol (210, 220); and - in response to this, causing (623) the first road user symbol (210, 220) and / or the second road user symbol (210, 220) to be at least partially hidden.

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