Procedure for operating a motor vehicle assistance system

Abstract

Method (48) for operating an assistance system (16) of a motor vehicle (2), in which - an external driving regulation (64) is received, - a request (68) corresponding to the external driving rule (64) is issued to a driver (6) of the motor vehicle (2), wherein the external driving rule (64) is a speed (57) and / or a lane (56, 58, 60), - a reaction of the driver (6) is recorded, - a release signal (78) is generated when the driver's response (6) deviates from the external driving instruction (64) by less than a tolerance value (74), and - the release signal (78) is sent by radio, whereby it is only possible to drive on a certain section of road, a certain urban area / district and / or a roadway when the release signal has been created.

Description

[0001] The invention relates to a method for operating an assistance system of a motor vehicle. Furthermore, the invention relates to an assistance system of a motor vehicle and to a motor vehicle.

[0002] Functions in motor vehicles such as setting a speed or steering movements are increasingly being automated. This means that driver intervention is no longer required for these actions. In an autonomously moving motor vehicle, driver intervention is no longer required at all and in some cases is no longer provided for. For example, communication between the individual autonomously moving motor vehicles, i.e. motor vehicles with an automation level of 5, is also to take place, which enables the individual vehicles to move in a coordinated manner. For example, the speed of motor vehicles on intersecting lanes is adjusted so that they can pass through the intersection without stopping and without colliding with other motor vehicles. For this purpose, the distance between the individual motor vehicles is adjusted accordingly.As a result, it is no longer necessary to provide traffic lights or fixed traffic rules. These are specified, for example, by a higher-level infrastructure control system and dynamically adapted to the current traffic flow. In particular, these signals are transmitted from a central point in the infrastructure to the individual vehicles, for example, via radio. As a result, it is possible, for example, to effectively manage traffic flow within a specific city or urban area and avoid traffic jams or similar situations.

[0003] In addition to autonomously driven vehicles, there are also conventionally driven vehicles on the road, and it is not possible to completely replace these with autonomous vehicles within a short period of time. Therefore, it is necessary that autonomously driven vehicles also operate in a dependent manner on non-autonomously driven vehicles. Particularly with regard to liability issues and to prevent accidents, it is envisaged that the rules stored in autonomously driven vehicles should incorporate defensive driving behavior. Thus, if a driver of a non-autonomously driven vehicle were to violate a traffic rule, for example, by ignoring a yield sign, an autonomous vehicle traveling on a priority road would be braked. As a result, traffic flow would be disrupted.On the other hand, the driver of the non-autonomously moving motor vehicle would notice that, regardless of the applicable traffic regulations, the autonomously moving motor vehicle is always braked, which is why it would no longer be necessary for the driver of the non-autonomously moving motor vehicle to observe the traffic regulations, while accidents would still be avoided.

[0004] To prevent this, certain areas, such as certain neighborhoods or sections of streets, could be restricted to autonomous vehicles. However, if a resident in such a neighborhood does not own an autonomous vehicle, they would no longer be able to reach their home.

[0005] DE 20 2013 006 466 U1 discloses a driver assistance system for a vehicle. It determines the traffic regulations currently in the vehicle's surroundings. It also checks whether the driver is violating the traffic regulations.

[0006] DE 10 2017 200 792 A1 discloses a method for assisting a driver of a vehicle. It determines whether the vehicle's condition deviates from a predefined target reference value by a traffic regulation. If this is the case, a warning is issued indicating the associated penalty measures for the driver.

[0007] DE 10 2018 200 693 A1 discloses a method for reducing the risk of accidents. This involves monitoring the driver's driving behavior and informing the driver of any detected deviations from specified rules.

[0008] DE 10 2012 214 464 A1 discloses a system for monitoring and analyzing a driver's driving behavior. A rating score is generated that represents a measure of the driver's compliance with the rules and the defensiveness of their driving style.

[0009] DE 10 2017 208 646 A1 discloses a stopping assistance system for a motor vehicle, in which a stopping point for the vehicle is determined using a sensor device of the vehicle. The need to stop at the stopping point is determined, and if the need to stop at the stopping point exists, the vehicle is stopped.

[0010] DE 10 2017 200 432 A1 discloses a method for operating a safety system for a motor vehicle for crossing a system boundary. The motor vehicle moves autonomously within a predetermined area defined by the system boundary, in autonomous driving mode, from a drop-off point to a predetermined position and then from the predetermined position back to the drop-off point.

[0011] The invention is based on the object of specifying a particularly suitable method for operating an assistance system of a motor vehicle as well as a particularly suitable assistance system of a motor vehicle and a particularly suitable motor vehicle, wherein parallel operation of autonomously operated motor vehicles and non-autonomously operated motor vehicles is advantageously facilitated and traffic flow is improved.

[0012] With regard to the method, this object is achieved according to the invention by the features of claim 1, with regard to the assistance system by the features of claim 5, and with regard to the motor vehicle by the features of claim 8. Advantageous further developments and refinements are the subject of the respective subclaims.

[0013] The method serves to operate an assistance system. The assistance system is a component of a motor vehicle, which is particularly land-based. The motor vehicle is suitably a passenger car (car) or a commercial vehicle, such as a lorry (truck) or bus. The motor vehicle is expediently independent of specific routes, in particular rails. Expediently, movement along a roadway (lane) is possible, at least to a limited extent, in a transverse direction relative to the motor vehicle.

[0014] The motor vehicle expediently has a number of wheels, which, particularly in their intended state, are arranged on a roadway formed at least partially from asphalt or concrete, for example. Suitably, no specific specification is given regarding the positioning of the wheels on the roadway in the transverse and / or longitudinal directions.

[0015] The motor vehicle is not autonomously movable. For example, the motor vehicle is also autonomously movable and thus has an automation level of 5. However, at least another driving mode is also possible, in which a driver can intervene in the control of the motor vehicle. In particular, however, the motor vehicle is not autonomously configured and is, for example, a highly automated motor vehicle (level 4). However, the automation level is particularly preferably lower and, for example, no more than level 2. The motor vehicle has, for example, further assistance systems by means of which the speed of the motor vehicle is influenced. The further assistance system is, for example, a cruise control system or a distance control assistant.Alternatively or in combination with this, the motor vehicle comprises a lane keeping assistant, by means of which the motor vehicle is kept in a specific lane when moving.

[0016] The assistance system is designed to assist the driver of the motor vehicle. In particular, the assistance system does not intervene in the vehicle's controls, including, but not limited to, lateral and / or longitudinal guidance.

[0017] The method provides for the reception of an external driving instruction. The external driving instruction is not generated by the motor vehicle or one of its assistance systems. In particular, the external driving instruction is specified based on an infrastructure, such as a sign. In this case, the external driving instruction is received by detecting the sign. However, it is particularly preferred to receive the external driving instruction via radio, based, for example, on a Wi-Fi standard or a mobile communications standard such as 3G, UMTS, 5G, or 6G. This reduces the risk of errors.

[0018] Preferably, the external driving instruction is specified by the infrastructure along which the motor vehicle is moved, for example a higher-level control system of the infrastructure, by means of which, for example, a number of motor vehicles are controlled within a certain area (environment) and / or for which external driving instructions are created. In this case, for example, the external driving instructions differ for each of the motor vehicles or they are the same for a certain number of motor vehicles. In particular, the external driving instruction is not constant over time and is, for example, adapted to the respective motor vehicle or at least to the current driving situation of the motor vehicle and / or a current time of day. In a further alternative, the external driving instruction is, for example, at least partially generated by another motor vehicle and transmitted to the motor vehicle.

[0019] In a further step, a request corresponding to the external driving instruction is generated. The request is issued to the driver of the motor vehicle so that the request is perceptible to the driver. The request is expediently a signal to the driver to make a specific change in the driving of the motor vehicle so that the external driving instruction is implemented.

[0020] In a further step, which particularly follows the issuance of the request, the driver's reaction is recorded. This checks whether the driver complies with the request and thus follows it. For example, the driver's reaction is recorded for a specific period of time or until a specific driving situation occurs. Finally, the driver's reaction is compared with the external driving instruction.

[0021] If the driver's reaction deviates from the external driving instruction by less than a tolerance value, an enable signal is generated. In other words, the enable signal is generated when the driver complies with the request and thus moves the motor vehicle in accordance with the external driving instruction. The tolerance value is preferably selected appropriately. In particular, the tolerance value is 10%, 5%, or 2% of the external driving instruction. For example, the tolerance value is specified or dependent on the external driving instruction. For example, the tolerance value and / or its determination is permanently stored in the assistance system, or the tolerance value is also received, for example. The tolerance value is expediently also output to the driver of the motor vehicle. This makes it clear to the driver of the motor vehicle whether they are deviating from the external driving instruction by only the tolerance value.Preferably, the release signal is issued, in particular in the same way as the request. This makes it clear to the driver of the motor vehicle whether they are following the external driving instruction or whether further intervention of the motor vehicle is necessary to generate the release signal.

[0022] The method instructs the driver of a non-autonomously operated motor vehicle to follow the external driving instruction. The external driving instruction is also suitably provided for autonomously driven motor vehicles. In other words, autonomously driven motor vehicles are controlled depending on the external driving instruction. As a result, the non-autonomously driven motor vehicle is moved in a similar way to an autonomously driven motor vehicle, thus improving traffic flow. Consequently, parallel operation of autonomously driven motor vehicles and non-autonomously driven motor vehicles is possible without disrupting traffic flow.

[0023] It is only possible to drive on a specific road section, a specific urban area / district, and / or a roadway if the authorization signal is generated. Based on the verification, permission to drive on specific urban areas / districts and any roadways / lanes is granted depending on the authorization signal. In particular, a motor vehicle equipped with such an assistance system is issued with a specific sticker, and entry into the urban area / district is only permitted with such a sticker. Consequently, it is also monitored to ensure that the driver of the non-autonomously driven motor vehicle complies with external driving regulations and does not deviate from them to their advantage, which would disrupt the movement of autonomously driven motor vehicles.

[0024] For example, the driver's reaction is recorded directly, in particular by means of suitable sensors. Preferably, a steering angle and / or actuation of a pedal, such as an accelerator pedal or brake pedal, are recorded directly. This enables a comparatively rapid recording of the driver's reaction, wherein an erroneous determination of the reaction is essentially ruled out. However, the driver's reaction is particularly preferably recorded indirectly, in particular based on status data of the motor vehicle. Expediently, an acceleration of the motor vehicle, i.e. in particular an increase or decrease in the speed of the motor vehicle, is used for this purpose. For example, an acceleration sensor is used for this purpose. Alternatively or in combination with this, lateral acceleration is recorded in particular by means of a suitable sensor. Preferably, a GPS signal is used to determine the position of the motor vehicle.The position of the vehicle is preferably determined over a longer period of time, thus recording the temporal progression of the position. This is then used to determine the driver's reaction. Due to the indirect detection, recourse to sensors installed in the vehicle or the provision of sensors located there is not necessary, which simplifies and enables subsequent installation of the assistance system. Furthermore, comparatively few sensors are required, for example, only an acceleration sensor or a GPS sensor / receiver. This reduces manufacturing costs.

[0025] For example, the assistance system has a counter that is incremented if the driver's reaction deviates from the external driving instruction by more than the tolerance value. In other words, if the driver does not follow the request and thus does not move the vehicle according to the external driving instruction, the counter is incremented. The counter is incremented, for example, depending on the deviation from the external driving instruction and / or the external driving instruction itself. Alternatively, the counter is incremented by a fixed value for each deviation. The counter is expediently read at specific time intervals. This makes it possible to generate a fine for the driver of the vehicle if they do not follow the external driving instruction. This creates an incentive for the driver of the vehicle to follow the respective requests.For example, the meter reading may be performed at fixed intervals, such as every month or every year, or when a major inspection is due. Alternatively, the meter reading is transmitted whenever the meter reading increases. The meter reading is conveniently transmitted to the central control system of the infrastructure. The meter reading is conveniently transmitted wirelessly, for example, using a Wi-Fi or mobile communications standard.

[0026] For example, if the odometer reading reaches a certain level, further movement of the vehicle is prevented.

[0027] The release signal is sent out. The release signal is sent out, for example, using an optical light source. This makes it clear to other road users in the vicinity of the motor vehicle that the release signal has been generated. The release signal is sent wirelessly, in particular in accordance with a WLAN or mobile communications standard. The release signal is sent, for example, to motor vehicles in the vicinity of the motor vehicle that are moving autonomously. This makes it possible to coordinate these vehicles' movements with the motor vehicle and, for example, reduce any distances that must be maintained and / or change the speed, since it can be assumed that the driver of the motor vehicle is following the external driving regulations and will therefore also follow further driving regulations in the future.Alternatively, or in combination with this, the release signal is sent to any infrastructure, especially the higher-level control system. Depending on this signal, for example, an entrance to a specific urban area, a specific district, or a lane is released. In particular, a barrier is opened or another obstacle is temporarily removed.

[0028] The request is expediently issued visually. For example, a light source is suitably controlled for this purpose. The request is preferably issued via a display. This makes it possible to issue the request using pictograms so that the driver of the motor vehicle can understand the external driving instruction within a relatively short period of time. Alternatively, or in combination with this, the request is issued haptically, for example. For this purpose, a steering wheel, a seat and / or a pedal of the motor vehicle are vibrated or at least partially moved. This means that the driver can also perceive the request when they are concentrating on the surroundings of the motor vehicle. In a further alternative, the request is issued acoustically, for example, expediently via a loudspeaker. Alternatively, a buzzer is activated, for example.

[0029] Preferably, a speed is used as the external driving instruction. The speed is in particular a maximum or preferably a target speed at which the motor vehicle is to be moved, in particular in a longitudinal direction. The request is, for example, a specific speed or a signal to change the speed so that the actual speed of the motor vehicle is adjusted to the target speed specified by the external driving instruction. If the request is output visually, for example, the speed is output in particular as a numerical value or a request to increase or decrease the speed. Preferably, the current realized speed of the motor vehicle and / or the deviation therefrom are also output.

[0030] Alternatively, or particularly preferably in combination with this, a lane is used as an external driving instruction. Based on the request, the driver of the vehicle is thus prompted to enter the desired lane and, for example, to leave the current lane. Consequently, the response is, in particular, lateral steering of the vehicle and thus a lane change.

[0031] Preferably, the motor vehicle is at least partially controlled by the assistance system, so that the external driving instruction is at least partially fulfilled, for example. In particular, lateral control and / or longitudinal control is performed by the assistance system. In other words, the lane or speed is already set by the assistance system. The remaining parameter is expediently set by the driver. Thus, manual longitudinal or lateral control is performed by the driver.

[0032] The assistance system is a component of the motor vehicle and has a control unit. The control unit comprises, for example, a programmable microprocessor and / or an application-specific integrated circuit (ASIC). The control unit is provided and configured to carry out a method in which an external driving instruction is received and in which a request corresponding to the external driving instruction is issued to a driver of the motor vehicle. In addition, a driver's reaction is detected, and an enable signal is generated if the driver's reaction deviates from the external driving instruction by less than a tolerance value. Consequently, the assistance system operates according to the method, and the control unit is suitable for carrying out the method.

[0033] The assistance system expediently has a display for outputting the request, in particular if this is output visually. Alternatively, or in a particularly preferred combination, the assistance system comprises a radio device by means of which in particular the external driving instruction is received. The radio device operates, for example, according to a WLAN and / or mobile communications standard and is designed, for example, according to a “C2C” (“Car to Car”) or “C2X” standard. If, for example, the release signal and / or the meter reading are sent, the radio connection is expediently used. The radio device is preferably coupled to the control unit in terms of signaling and is controlled, for example, by means of the latter. Alternatively, the radio device is implemented by means of the control unit.

[0034] The assistance system expediently comprises a structural unit that preferably includes a housing. In this case, for example, all other components of the assistance system, in particular the control unit and / or any display and / or the radio device, are at least partially arranged within the housing. The assistance system preferably comprises a fastening device, wherein the fastening device is expediently the only component of the assistance system that is arranged outside the housing. The fastening device serves to fasten the housing to a component of the motor vehicle, for example for detachable fastening. This makes retrofitting a motor vehicle with the assistance system comparatively simple and time-saving. It is also possible to retrofit a motor vehicle with the assistance system without having to perform any interventions on the motor vehicle.As a result, it is possible to operate the motor vehicle in areas with autonomously operated motor vehicles or in areas where the release signal is required.

[0035] The fastening device is used in particular for attachment to the inside of a windshield of a motor vehicle. For this purpose, the fastening device expediently has a suction cup or the like. This enables comparatively time-saving assembly. For example, the fastening device is formed by means of the suction cup. Preferably, however, the fastening device additionally comprises a gooseneck or a suitable bearing so that the position of the housing can be pivoted relative to the suction cup. This increases comfort. Due to the attachment to the inside of the windshield, the assistance system is at least partially in the driver's field of vision, so that the driver can perceive the request relatively easily, particularly if it is issued visually.Alternatively, or in combination with this, the fastening device is suitable, expediently provided, and configured to be connected, in particular detachably, to other components of the motor vehicle. The other component is, for example, a dashboard.

[0036] For example, the assistance system is formed solely by the structural unit. However, the assistance system particularly preferably comprises a second structural unit, which preferably also comprises a housing. The second structural unit is preferably mechanically separated from the structural unit and, in particular, spaced apart from it. Expediently, the structural unit comprises a communication unit, and the second structural unit comprises a second communication unit. In the operating state, the two communication units are connected to one another via a radio link, in particular by signaling. The radio link is, in particular, a near-field connection (NFC) and complies, for example, with a Bluetooth standard. This facilitates the creation of the two structural units.

[0037] The second structural unit preferably comprises an interface for signaling coupling to a bus system of the motor vehicle. For this purpose, the interface expediently meets the appropriate standards. The bus system is, for example, a CAN bus system or a Flexray bus system. The second structural unit is preferably suitable, in particular intended and configured, to be mounted in a receptacle of the motor vehicle, for example within a glove compartment or a spare wheel well. Due to the second structural unit, it is possible to exchange signals with other components of the motor vehicle, in particular via the interface. However, it is still possible to position the structural unit independently of the bus system of the motor vehicle, for example on the windshield of the motor vehicle.

[0038] The second module makes it possible to feed commands into the bus system, allowing, for example, the control of another assistance system. The additional assistance system can be used, for example, to set the vehicle's speed. Alternatively, the assistance system can vibrate a steering wheel, for example, so that the request can be issued haptically. It is also possible to position the module within the driver's field of vision.

[0039] For example, the second structural unit comprises the radio device, or the radio device is further arranged in the structural unit. Alternatively, the external driving instruction is received, for example, by a separate radio receiver of the motor vehicle, from which the external driving instruction is fed into the bus system. The external driving instruction is thus received via the interface. For example, the driver's reaction is recorded based on signals fed into the bus system. In particular, sensor data of the motor vehicle are used for this purpose as signals, which are generated by any steering device and / or acceleration device of the motor vehicle, such as a preferably electronic accelerator and / or brake pedal.

[0040] For example, the second component of the assistance system controls an existing head-up display or other display in the vehicle, such as one already installed in a dashboard. This is how the prompt is conveniently output. Consequently, the assistance system does not require a separate output device or display, which reduces manufacturing costs.

[0041] In a further alternative, only the second structural unit is present, which has the interface for signaling connection to the bus system of the motor vehicle. By means of the interface, the request is expediently fed into the bus system and displayed on a display of the motor vehicle, which is installed, for example, in a dashboard. Alternatively, or in combination with this, the request is output via a head-up display of the motor vehicle. For example, the second structural unit comprises the radio device, or the external driving instruction is received by means of a receiver of the motor vehicle and fed into the bus system via this. For example, the second structural unit is arranged in the assembled state in a glove compartment or in a spare wheel well, or in another area in which an interface for the bus system of the motor vehicle is available.This makes retrofitting relatively easy.

[0042] Alternatively, the second component is at least partially formed, for example, by a permanently installed control unit of the motor vehicle or by the on-board computer, and the component is not present. In other words, the on-board computer already has the control unit or at least partially forms the control unit. The method is expediently carried out using suitable software routines. Sensors or devices already installed in the motor vehicle are expediently used to output the request and receive the external driving instruction, as well as to generate the release signal and to detect the driver's reaction. This reduces manufacturing costs.

[0043] The motor vehicle has a number of wheels. By means of the wheels, contact is made in particular with an environment, expediently a ground, such as a traffic lane. The motor vehicle is land-based and preferably moved independently of rails or the like. For example, the motor vehicle is a passenger car (car) or a commercial vehicle, such as a lorry (truck) or bus. In addition, the motor vehicle preferably has a running gear, by means of which the wheels are connected to a body and / or chassis of the motor vehicle. In this case, the wheels are movable relative to the chassis / body due to the running gear. In other words, the wheels are mounted relative to the chassis / body by means of the running gear.

[0044] Furthermore, the motor vehicle expediently has a drive. The drive comprises, for example, an internal combustion engine or an electric motor. Alternatively, the drive comprises both an electric motor and an internal combustion engine. The drive drives at least one of the wheels of the motor vehicle, for example two of the wheels or all of the wheels of the motor vehicle. For this purpose, the drive is preferably mechanically coupled to the respective wheel via a drive train. Thus, with suitable control, the drive accelerates the motor vehicle or at least compensates for friction, so that the motor vehicle moves at an essentially constant speed.

[0045] Alternatively, or particularly preferably in combination with this, the motor vehicle has a braking system. The braking system comprises, for example, one or more brakes, each of which is assigned to at least one of the wheels. Suitably, one of the brakes is assigned to each of the wheels. When the respective brake is applied, the respective associated wheel is braked, thereby decelerating the motor vehicle. The braking system expediently has a recuperator, for example, a generator.

[0046] The motor vehicle also has an assistance system that is, for example, detachably attached to other components of the motor vehicle. This makes retrofitting the motor vehicle with the assistance system relatively time-saving. Alternatively, the assistance system is permanently installed. The assistance system operates according to a method in which an external driving instruction is received, and a request corresponding to the external driving instruction is issued to a driver of the motor vehicle. The driver's response is detected. An enable signal is generated if the driver's response deviates from the external driving instruction by less than a tolerance value.

[0047] The motor vehicle can thus be moved in environments where driving regulations, particularly traffic regulations or similar, are dynamically adapted. As a result, it is also possible to drive the motor vehicle in environments and on lanes otherwise reserved for autonomously driven vehicles. Traffic flow is also improved thanks to the assistance system.

[0048] The advantages and further developments described in connection with the procedure can also be transferred to the assistance system / motor vehicle and vice versa.

[0049] In the following, exemplary embodiments of the invention are explained in more detail with reference to a drawing. In the drawings: Fig. 1 schematically simplified a motor vehicle with an assistance system, Fig. 2 shows a top view of an alternative design of the assistance system, Fig. 3 a method for operating the assistance system, and Fig. 4 schematically simplified in a plan view a driving situation of the motor vehicle while the assistance system is operated according to the method.

[0050] Corresponding parts are provided with the same reference numerals in all figures.

[0051] In Fig. Figure 1 shows a simplified schematic of a motor vehicle 2 in the form of a passenger car (car). The motor vehicle 2 comprises a number of wheels 4, by means of which contact with the ground is established. Some of the wheels 4 are driven by a drive (not shown in detail), which may include, for example, an internal combustion engine, an electric motor, or a combination thereof. The drive is controlled by a driver 6 of the motor vehicle 2 using an accelerator pedal (not shown in detail).

[0052] In addition, the motor vehicle 2 has a steering wheel 8, by means of which the steering angle of some of the wheels 4 can be adjusted, so that the direction of travel of the motor vehicle can be changed. A vibration device 10 is operatively connected to the steering wheel 8, which thus constitutes a further assistance system. When the vibration device is activated, the steering wheel 8 vibrates, so that the driver 6, when they grip the steering wheel 8, is alerted to a specific situation. The vibration device 10 is signal-connected to a bus system 12 of the motor vehicle 2, which is a CAN bus system. This enables control of the vibration device 10 via the bus system 12.

[0053] The motor vehicle 2 further comprises a windscreen 124 through which the driver 6 of the motor vehicle 2 can view the part of the surroundings located in front of the motor vehicle 2.

[0054] In addition, the motor vehicle 2 has an assistance system 16 with a structural unit and a second structural unit 20. The second structural unit 20 comprises an interface 22, which is also connected to the bus system 12 and thus serves for the signaling coupling to the bus system 12. The interface 22 is arranged and mounted within a housing 24 of the second structural unit 20. The housing 24 of the second structural unit 20 itself is arranged in a spare wheel well of the motor vehicle 2. The second structural unit 20 further comprises a control unit 26, by means of which the interface 22 is operated. In addition, the control unit 26 controls a radio device 28 that operates according to a WLAN and / or mobile radio standard. The radio device 28 makes it possible to exchange radio signals 30 with a controller 32 of an infrastructure 34 along which the motor vehicle 2 is moved.

[0055] In addition, the second structural unit 20 has a second communication unit 36, which, in the operating state, is connected to a communication unit 40 of the structural unit 18 via a radio link 38. The radio link 38 complies with a Bluetooth standard. The communication unit 40 is arranged within a housing 42 of the structural unit 18 and is thus protected by it. Furthermore, a display 44, which is an optical output device, is accommodated by the housing 42 of the structural unit 18. The housing 42 of the structural unit 18 is releasably attached to an inner side of the windshield 14 by means of a fastening device 46 comprising a suction cup. A gooseneck or a joint is arranged between the suction cup and the housing 42 of the structural unit 18. Due to this and with such a positioning, the display 44 is within the field of vision of the driver 6.In one alternative, for example, the assembly 18 is connected to the second assembly via a cable. In another alternative, the radio device 28 is a component of the assembly 18.

[0056] In Fig. Figure 2 shows a plan view of an alternative embodiment of the assistance system 16. Here, the second assembly 20 is omitted, and the assembly 18 includes the housing 42, which houses the display 44. The control unit 26 and the radio device 28 are arranged within the housing 42. The communication unit 40, however, is omitted. For example, the fastening device 46 is also modified and includes a clamp for clamping to a dashboard (not shown in detail) of the motor vehicle 2.

[0057] The assistance system 16 is operated, regardless of the specific design, according to a method 48 which is Fig. 3 is shown schematically. The method 48 is carried out at least partially by means of the control unit 26. For example, the method 48 is carried out when the motor vehicle 2 is moved within a specific environment 50, which in Fig. 4. The environment 50 is, for example, a specific district, an urban area or another area in which autonomously driven motor vehicles are traveling. Fig. 4, a first autonomously moving motor vehicle 52 and a second autonomously moving motor vehicle 54 are present. In the two autonomously moving motor vehicles 52, 54, no driver intervention occurs in the movement, and their movement sequences are predetermined or at least influenced, for example, by means of the controller 32 of the infrastructure 34.

[0058] Motor vehicle 2 is in Fig. 4 moves along a first lane 56 at a speed 57 within the environment 50, and the second autonomously moving motor vehicle 54 moves along a second lane 58, which is parallel to and directly adjacent to the first lane 56. The second autonomously moving motor vehicle 54 is offset rearward relative to motor vehicle 2, opposite their respective direction of travel, wherein the offset is comparatively small and amounts, for example, to between 1 m and 5 m.

[0059] The first autonomously moving motor vehicle 52 is located in front of the motor vehicle 2 in the direction of travel and is moving along a third lane 60, which is perpendicular to the first lane 56 and merges into it. The first autonomously moving motor vehicle 52 is intended to pivot into the first lane 56 and move parallel to the motor vehicle 2. However, due to the movement of the motor vehicle 2 along the first lane 56, a further movement of the motor vehicle 2 along this lane would require the first autonomously moving motor vehicle 52 to stop.

[0060] In a first work step 62, an external driving instruction 64 is received via the radio device 28. The external driving instruction 64 is specified by the controller 32 of the infrastructure 34 and is transmitted to the motor vehicle 2 via the radio signals 30. The external driving instruction 64 corresponds to the second lane 58 and an increase in the speed 57 of the motor vehicle 2. Thus, the speed 57 and the lane 58 are used as the external driving instruction 64. Consequently, the controller 32 specifies that the second motor vehicle 2 should change to the second lane 58 and increase the speed 57, for example by 5 km / h. As a result, the first lane 56 would be released, so that the first autonomously moving motor vehicle 52 can turn into the first lane 56 without stopping.Due to the increase in speed 57 of motor vehicle 2, a change in speed 65 of the second autonomously moving motor vehicle 54 is not necessary.

[0061] In a subsequent second step 66, a corresponding request 68 is created by the control unit 26 based on the received external driving instruction 64 and is output to the driver 6 of the motor vehicle 2. For this purpose, a suitable pictogram is shown on the display 44, for example an arrow pointing to the left, to signal the change of lanes 56, 58. A specific numerical value for the speed is also displayed, for example. Consequently, the request 68 is output optically. In addition, in particular if the Fig. 1, the vibration device 10 is activated, causing the steering wheel 8 to vibrate. This draws the driver's 6 attention to the display 44, allowing the driver to perceive the prompt 68. Consequently, the prompt 68 is also output at least partially haptically.

[0062] In a subsequent third step 70, a reaction of the driver 6 is recorded. If the Fig. 1 is used, the control unit 26 monitors via the interface 22 whether the steering wheel 8 and / or any foot pedals, such as an accelerator and / or brake pedal, are actuated. If the Fig.If the assistance system 16 shown in Figure 2 is used, which is not signal-connected to the bus system 12, the reaction of the driver 6 is recorded indirectly based on status data of the motor vehicle 2. For this purpose, the assistance system 16 has an acceleration sensor (not shown in detail), by means of which an acceleration of the assistance system 16 and thus also of the motor vehicle 2 is determined. Consequently, a lateral and a longitudinal acceleration of the motor vehicle 2 are recorded, and the reaction of the driver 6 is derived from this. If an acceleration is recorded by the sensor, it is thus recorded that the motor vehicle 2 is accelerating in the longitudinal direction and / or that a change of lanes 56, 58 is taking place. Alternatively, or in combination with this, a GPS receiver (not shown in detail) is used, by means of which the position of the motor vehicle 2 is determined, and thus also its speed and position in the respective lane 56, 58.

[0063] In a subsequent fourth work step 72, the reaction of driver 6 is compared with the external driving instruction 64. If the reaction of driver 6 deviates from the external driving instruction 64 by less than a tolerance value 74, a fifth work step 76 is carried out. The tolerance value 74 is, for example, 1 km / h with regard to the speed 57. With regard to the lanes 56, 58, this is, for example, 0.1 m. In other words, the external driving instruction 64 is met if the driver 6 accelerates the motor vehicle 2 by 4 km / h and is still in the first lane 56 by only 10 cm of the width of the motor vehicle 2. In the fifth work step 76, an enable signal 78 is generated.

[0064] If the reaction of driver 6 deviates from the external driving rule 64 by more than the tolerance value 74, i.e., if the driver 6 of motor vehicle 2 does not accelerate and does not change to the second lane 58, the release signal 78 is not generated, and a sixth step 80 is performed. In the sixth step 82, a counter 82 is incremented. The increment is, for example, a constant value for each violation of an external driving rule 64. Consequently, if neither the speed nor the lane 56.5 8 is changed, the counter 82 would be incremented by 2 ("two").

[0065] Alternatively, for example, an increase occurs depending on the deviation from the external driving rule 64.

[0066] In a subsequent seventh work step 84, the release signal 78 or the reading of the counter 82, if it has been increased, is transmitted via the radio device 28. The release signal 78 is received by the controller 32 and / or the first autonomously moving motor vehicle 52. If the release signal 78 is present, the first lane 56 is released, and the first autonomously moving motor vehicle 52 is steered into the first lane 56 without stopping. If the release signal 78 is not present or at least not received by the controller 32 and / or the first autonomously moving motor vehicle 52, the first autonomously moving motor vehicle 52 is stopped for safety reasons until it is ensured that the first lane 56 is released. This is particularly the case if the motor vehicle 2 has moved past the third lane 60.The first autonomously moving motor vehicle 52 is also stopped if the reading of counter 82 is received. Furthermore, depending on the counter reading, a fine is generated by the controller 32, which is to be paid by the driver 6 of the motor vehicle 2 on a specific occasion, such as a stop or a check. Alternatively or in combination with this, a barrier is at least temporarily erected or not removed in one of the first lanes 56 or another lane along which the motor vehicle 2 is moving, so that the motor vehicle 2 cannot be moved further within the surrounding area 50.

[0067] Based on the method 48, operation of autonomously moving motor vehicles 52, 54 and the motor vehicle 2, which is controlled by the driver 6, is thus enabled. In this case, the motor vehicle 2 is moved in the manner of an autonomously moving motor vehicle, so that traffic flow is optimized, and without the autonomously moving motor vehicles 52, 54 having to be moved with particular care.

[0068] In summary, the assistance system 16 is intended as a retrofit solution for motor vehicles 2 that do not have autonomous driving functions.

[0069] The assistance system 16 thus improves the controllability of the driver 6. The assistance system 16 preferably has at least the display 44 and the radio device 28. In particular, these are a component of the structural unit 18. This can be expediently attached to the windshield 14 of the motor vehicle 2, expediently detachably. The assistance system 16 can receive the external driving instructions 64, which are created or at least transmitted, for example, by the traffic infrastructure 34, i.e., by means of the controller 32 or by other motor vehicles, such as the first and / or second autonomously moving motor vehicles 52, 54. In this case, in particular, the speed 57, which is in particular a maximum speed or target speed, is specified, which the driver 6 is to adhere to within a certain tolerance.In other words, driver 6 is required to deviate from external driving instruction 64 by only a maximum of the tolerance value 74. Alternatively, or in combination with this, lane 56, 58 is specified as external driving instruction 64.

[0070] If the driver fails to comply with the external driving instruction 64, this is preferably indicated on the display 44, and the sixth step 80 is expediently performed. Based on the counter 82, the violation can be penalized. In particular, the installation of the assistance system 16 is prescribed for the environment 50, i.e., mandatory. A motor vehicle 2 equipped with it is expediently provided with a sticker or the like so that the retrofitting is evident.

[0071] Thanks to the assistance system 16, the motor vehicle 2 can be moved in mixed operation with the autonomously moving vehicles 52, 54, and traffic flow is improved. Furthermore, traffic gridlock due to incoordinated behavior of the human drivers 6 and the autonomously moving vehicles 52, 54 is avoided. Furthermore, it is possible to keep certain lanes 56, 58, 60 clear without the need for adaptation and / or marking by means of the infrastructure 34. In other words, it is not necessary to erect signs or the like, which reduces production costs. It is possible to open the lanes 56, 58, 60 at any time depending on the traffic situation.

[0072] In addition, it is possible to adjust certain speed limits depending on the traffic situation and transmit these to vehicle 2. Procedure 48 thus prevents accidents and reduces pollutant emissions.

[0073] The invention is not limited to the exemplary embodiments described above. Rather, other variants of the invention can also be derived therefrom by those skilled in the art without departing from the subject matter of the invention. In particular, all individual features described in connection with the individual exemplary embodiments can also be combined with one another in other ways without departing from the subject matter of the invention. LIST OF REFERENCE SYMBOLS: 2 motor vehicles 4 wheel 6 drivers 8 Steering wheel 10 Vibration device 12 Bus system 14 Windscreen 16 Assistance system 18 building units 20 second building unit 22 Interface 24 Housing of the second unit 26 Control unit 28 radio device 30 radio signal 32 Control 34 Infrastructure 36 second communication unit 38 radio connection 40 Communication unit 42 Housing of the unit 44 Display 46 Fastening device 48 procedures 50 surroundings 52 first autonomously driven motor vehicle 54 second autonomously driven motor vehicle 56 first lane 57 speed 58 second lane 60 third lane 62 first step 64 external driving instructions 65 Speed ​​of the second autonomously moving vehicle 66 second step 68 Request 70 third step 72 fourth step 74 Tolerance value 76 fifth step 78 Release signal 80 sixth step 82 points 84 seventh step

Claims

[1] Method (48) for operating an assistance system (16) of a motor vehicle (2), in which - an external driving instruction (64) is received, - a request (68) corresponding to the external driving instruction (64) is issued to a driver (6) of the motor vehicle (2), wherein a speed (57) and / or a lane (56, 58, 60) is used as the external driving instruction (64), - detects a reaction of the driver (6), - a release signal (78) is generated if the reaction of the driver (6) deviates from the external driving instruction (64) by less than a tolerance value (74), and - the release signal (78) is transmitted by radio, whereby it is only possible to drive on a specific road section, a specific urban area / district and / or a roadway when the release signal has been generated. [2] Method (48) according to claim 1, characterized bythat the reaction of the driver (6) is recorded indirectly based on status data of the motor vehicle (2). [3] Method (48) according to claim 1 or 2, characterized by that a counter (82) is increased if the reaction of the driver (6) deviates from the external driving instruction (64) by more than the tolerance value (74). [4] Method (48) according to one of claims 1 to 3, characterized by that the request (68) is output optically and / or haptically. [5] Assistance system (16) of a motor vehicle (2), with a control unit (26) which is provided and configured to carry out a method (48) according to one of claims 1 to 4. [6] Assistance system (16) according to claim 5, characterized by a structural unit (18) having a fastening device (46) for fastening to an inner side of a windscreen (14). [7] Assistance system (16) according to claim 6, characterized bya second structural unit (20) which has an interface (22) for signaling coupling to a bus system (12) of the motor vehicle (2) and a second communication unit (36) which is connected to a communication unit (40) of the structural unit (18) by means of a radio connection (38). [8] Motor vehicle (2) with an assistance system (16) according to one of claims 5 to 7.

Images