Method and control unit for operating a motor vehicle in a turning situation

Abstract

The invention relates to a method and a control unit (12) for operating a motor vehicle (10) in a turning situation. It is intended that in a turning situation the motor vehicle (10) uses its own sensors (20) to detect an area (22) that is not visible to the driver and objects (24) located therein, determines a risk of the motor vehicle (10) colliding with an object (24) hidden from the driver and outputs driver information.

Description

[0001] The invention relates to a method and a control device for operating a motor vehicle in a turning situation.

[0002] In a turning situation, a road user leaves a path they are currently using, for example to switch to another path or to a parking area. This usually involves crossing the intended path of another mode of transport, so that there is always a risk of collision with other modes of transport when turning. For example, in right-hand traffic (or left-hand traffic), an oncoming lane is crossed when turning left (or right). But even when turning right (or left in left-hand traffic), it can happen that an adjacent cycle path or footpath or the like is crossed. Since the modes of transport on the paths to be crossed usually have the right of way, it is all the more important that the driver of the crossing vehicle pays increased attention to the turning situation.There is an increased risk of an accident, especially if a road user on the road to be crossed is overlooked by the driver of the turning vehicle or if the view is obscured.

[0003] In order to make driving a vehicle more comfortable but also safer, especially when turning, modern vehicles have a variety of driver assistance systems.

[0004] For example, document DE 10 2017 217 961 B4 refers to a collision warning device that uses a radar sensor to scan the position of an object not detected by a driver, calculates a collision probability based on the proximity to the scanned object, and delivers an alarm to the driver depending on the collision risk. To avoid unnecessary alarms to the driver, the aforementioned document teaches predicting the object's path of travel and defining a region of interest to more accurately determine the collision probability based on this.

[0005] Another solution, assumed to be known, uses a Car-to-Infrastructure (C2I) located at the intersection, which collects traffic light information, road information, vehicle information, and the like and transmits it to the surrounding vehicles via Car2X radio signals. An example of such a C2I approach is known from document DE 10 2010 038 161 B4.

[0006] The problem with existing solutions is that either the intersections have to be equipped with a corresponding C2I infrastructure, which requires extensive hardware upgrades, or the existing vehicle systems are not sufficient to sufficiently reduce the risk of collision in a turning situation.

[0007] Therefore, the object of the invention is to provide a method and a control device for operating a motor vehicle in a turning situation, which is easy to implement and reduces the risk of collision during a turning maneuver as much as possible.

[0008] The object of the invention is achieved by a method and a control unit for operating a motor vehicle in a turning situation according to the independent patent claims. Preferred developments are the subject of the respective dependent claims.

[0009] A first aspect relates to a method for operating a motor vehicle in a turning situation.

[0010] In one step of the process, a turn request from a motor vehicle driver is determined. A turn request generally indicates the driver's intention to initiate a turn. For example, this intention can be determined by an action of the motor vehicle driver that is perceptible to other road users or can be evident from situational circumstances, such as entering a turning lane or a defined navigation route.

[0011] Furthermore, an area in the vehicle's surroundings that is not visible to the driver is determined using the vehicle's own sensors based on the driver's determined turning intention. In other words, areas that are visually obscured from the driver's view and that may pose a potential accident risk during the turning maneuver are determined using the vehicle's own sensors. The driver's field of vision may be limited by an object ahead, for example a moving object such as a vehicle driving ahead or an oncoming vehicle, and / or a stationary object such as a traffic sign, a tree, a building, and the like. The invisible area here primarily refers to an area that can be associated with objects that are on the path to be crossed during the turning maneuver or will be in the near future.

[0012] In a further method step, an object in the non-visible area is detected using the vehicle's own sensors. This means that the vehicle's own sensors are configured to detect an object in the area not visible to the driver. Preferably, at least one sensor of the vehicle's own sensors is located at a different position in the motor vehicle than the driver in order to enable a different viewing angle of the area not visible to the driver. For example, the sensor is raised relative to the driver, for example on or in the vehicle roof, and / or arranged to the side, for example on an exterior mirror of the motor vehicle. Additionally or alternatively, a radar-based technology is used to detect an object in the optically non-visible area.Particularly preferably, the object located in the non-visible area is detected based on a plurality of combined sensor data from a plurality of sensors of the vehicle's own sensor system. Such detection of a "fused object" preferably occurs across all sensor types. In other words, at least two different sensor technologies, such as a camera and radar, are linked to detect the object in the non-visible area.

[0013] In a further method step, the accident risk of a turning maneuver of the motor vehicle with the detected object from the hidden area is determined. In other words, the probability of a collision between the motor vehicle and the detected object is determined, for example, based on the expected turning path of the motor vehicle and an expected path of the detected object over time. For example, the expected path of the detected object is determined based on an assignment of a detected path of an oncoming radar object to the detected object.

[0014] In a further method step, driver information is output based on the determined accident risk. The driver information is preferably output as a warning. Furthermore, the driver information is preferably output acoustically, haptically, and / or visually. For example, the output is provided via a voice output or a signal tone via the vehicle's loudspeaker, via a steering wheel vibration, and / or via a display, for example, with a message indicating "oncoming vehicle."

[0015] According to the invention, it is thus possible to detect an object that is invisible to the driver in a turning situation using the vehicle's own sensors – in the broadest sense, autonomously – and to issue a warning to the driver in order to reduce the risk of an accident during a turning maneuver as much as possible. Furthermore, the method according to the invention can also be carried out independently of Car2X communication. This means that the method can also be applied at intersections and the like that do not involve extensive hardware upgrades for a corresponding C2I infrastructure. Furthermore, it is not necessary for the object located in the invisible area to have a Car2Car communication unit in order for it to be detected by the motor vehicle via Car2Car communication.

[0016] In a preferred embodiment, the driver's turn request is determined using a direction indicator of the motor vehicle, a lane of the motor vehicle and / or a navigation route. The implementation of an activation state of the direction indicator, also called a turn signal, to interpret a driver's turn request is technically particularly easy to implement. In order to determine the turn request based on the motor vehicle's lane, a lane classification must be present or implemented. Accordingly, a distinction is made between turning lanes and regular straight-ahead lanes. If the vehicle's own sensors, e.g., a surroundings camera, detect that the motor vehicle is in a turning lane, it can be concluded that the driver of the motor vehicle most likely intends to initiate a turn.Based on a previously defined navigation route in a vehicle's navigation system, for example, based on predictive route data, and the vehicle's current position, a future turning maneuver can also be derived. Consequently, based on the examples described, it is easy to determine the direction of the driver's desired turn.

[0017] In a further preferred embodiment, the vehicle's own sensor system comprises one or a plurality of surroundings cameras, one or a plurality of radar sensors, one or a plurality of ultrasonic sensors and / or one or a plurality of lidar sensors, and the area invisible to the driver is determined using the surroundings camera(s), the radar sensor(s), the ultrasonic sensor(s) and / or the lidar sensor(s). The images of the driver's surroundings captured by an surroundings camera can be processed accordingly over time to perform an optical distance and / or speed measurement of objects contained in the images. A radar sensor enables a radio-based distance and / or relative speed measurement of one or more objects. An ultrasonic sensor transmits and receives ultrasonic waves to determine the distance between the motor vehicle and nearby objects.A lidar sensor is a radar-related method for optically measuring the distance and speed of one or more objects. Although the area specified here is not visually visible to the driver, this does not mean that optical detection of the area or the objects located in the area is not possible using the vehicle's own sensors. For example, the area not visible to the driver can be at least partially detected by sensors arranged at the corners, the sides (e.g., exterior mirrors), the front or rear areas, and / or the roof or underbody areas of the motor vehicle. In other words, the vehicle's own sensors are designed to at least partially look past an object obscuring the driver's view, for example, to the side, above, and / or below it, in order to at least partially detect objects in the invisible area.In the case of a radar sensor, the wave properties of radio waves, such as reflection, diffraction, refraction, and the like, are exploited to detect even optically obscured objects. Typically, all objects within the scanning range of a radar sensor are detected. In common radar systems, for example ACC (Adaptive Cruise Control), a pre-selection is made based on the relevance of the detected objects. For example, based on the direction of movement of the objects detected by the radar sensor, all objects that can be assigned an opposite direction of movement are rejected, and then a lead object is determined from the remaining radar objects based on their position. In contrast to such systems, objects with an opposite direction of movement are preferably taken into account rather than rejected when detecting objects in obscured areas.For example, radar-based object detection can be used to determine an area that is not visible to the driver using simple geometric back calculations.

[0018] In a further preferred embodiment, the vehicle's own sensor system comprises an interior camera designed to record images of the driver in the motor vehicle, and the area not visible to the driver is determined using the interior camera. Using the interior camera, a current position of the driver of the motor vehicle, or of his head or eyes, can be detected in order to calculate a field of vision or viewing angle of the driver. In this respect, the area not visible to the driver can be determined more precisely using the interior camera. Furthermore, it can be deduced from the detected body position or the detected body movements of the driver whether the driver is attempting to adjust his viewing angle in order to look past an object obscuring his view into the invisible area in order to detect objects hidden there.Thus, the driver's detected turn intention can be reinforced based on the driver's body behavior, the existence of a non-visible area can be confirmed, and the detection of a non-visible area can be adjusted accordingly.

[0019] In a further preferred embodiment, determining the accident risk comprises the steps of determining a position, a speed, and / or a direction of travel of the detected object using the vehicle's own sensors, and determining a conflict area between the motor vehicle and the detected object based on the driver's determined turn intention and the determined position, speed, and / or direction of travel of the detected object. Based on the determined location and movement information, probable locations of the objects and the motor vehicle over time can be determined or reconstructed. Trajectories and intersections of the trajectories can be estimated from the location information and used to determine the conflict area.By knowing the conflict area and taking into account the oncoming vehicle speed and / or acceleration as well as its path and the expected ego vehicle dynamics, the criticality of the accident risk can be determined particularly well and, for example, the number of false alarms issued can be minimized.

[0020] Preferably, the conflict area is calculated using a drivable trajectory of the motor vehicle and / or a drivable trajectory of the detected object, and the respective drivable trajectory is determined from trajectories traveled by a plurality of road users. In other words, the plurality of trajectories traveled by road users corresponds to historically acquired (anonymized) data evaluated. For example, the plurality of trajectories traveled by the road users is obtained from swarm data. Swarm data is information recorded or collected by at least one vehicle, ideally by a very large number of vehicles, while traveling along a section of road. Preferably, the swarm data is recorded using at least one environmental camera configured to detect, in particular automatically recognize, lane markings and / or lane boundaries.The swarm data can be or include recorded camera images and / or information about objects and / or areas determined based on them. In this respect, the swarm data preferably includes information about the vehicle's surroundings, so that a more precise localization of the vehicle is possible upon recognition of the contained information about the vehicle's surroundings by the motor vehicle, for example, the recognition of a characteristic stationary object such as a traffic sign, a building, a tree, and the like. Likewise, the swarm data preferably also includes speed profiles along a route or other vehicle characteristics, such as the position of the camera in the vehicle, such as the window position, or information about the camera's viewing angle.The swarm data can, for example, be collected in a central external server, such as a cloud server or backend, and retrieved from there by the motor vehicle. This can be done as needed, for example, based on the current position and / or a set navigation route of the motor vehicle. Accordingly, the motor vehicle preferably comprises a Car2X communication unit configured to communicate with a central external server and send and / or receive swarm data. By using swarm data, the paths of the detected object and / or the motor vehicle can be determined more precisely, for example from an averaged travel trajectory from the travel trajectories traveled by a multitude of road users, so that the determined conflict area is reduced and a more precise resolution or representation of the turning situation is possible.

[0021] In a further preferred embodiment, the motor vehicle comprises a Car2X communication unit configured to transmit and receive Car2X communication signals. In this embodiment, the object in the non-visible area is further detected using exchanged, i.e., received and / or transmitted, Car2X communication signals. The accident risk of the motor vehicle with the detected object in the non-visible area is then further determined using the exchanged Car2X communication signals. This enables C2I and / or car-to-car (C2C) communication with the environment in order to verify the plausibility of the detected objects in the determined non-visible area, i.e., to confirm their presence, and / or to check whether further possibly undetected objects exist in the non-visible area.

[0022] In a further preferred embodiment, it is provided that the driver's driving behavior is further determined after the determined turn request and / or after the driver information is output, and that the driver information is further output depending on the determined driving behavior of the driver. The driver's driving behavior includes, for example, starting behavior, which is determined using motion and / or acceleration sensors installed in the motor vehicle. The starting behavior can be categorized into different groups, such as slow, cautious, or fast, in order to perform a further action depending on the corresponding starting behavior. If, for example, output driver information, such as a warning of oncoming traffic, is ignored by the driver, for example by quickly starting off to perform the turning maneuver, further driver information or warnings can be output.A more attention-grabbing output can be provided, for example, by increasing the intensity, for example, by combining different output options. If the determined accident risk remains the same but the driver is slow to start, a less intense output is preferred, for example, by means of steering wheel vibration and / or a short acoustic notification.

[0023] Preferably, depending on the driver's detected driving behavior, automatic intervention in the driving behavior of the vehicle is carried out. This can occur, for example, if the driver ignores the driver information and displays rapid acceleration behavior. In the simplest case, the intervention in the driving behavior can comprise a braking maneuver of the vehicle. The braking maneuver can include a short braking jolt and / or partial or full braking. For example, a driver assistance system such as Front Assist is activated, which detects critical distance situations by monitoring the surroundings and helps to shorten the stopping distance. Preferably, the vehicle is "prepared" for emergency braking by the activated driver assistance system. This involves the brake pads being applied to the brake discs without causing any vehicle deceleration. The response behavior of the hydraulic brake assist system is preferably switched to a more sensitive setting.

[0024] A further aspect of the invention relates to a control unit for operating a motor vehicle in a turning situation. The control unit is configured to carry out the method described above. The motor vehicle is preferably the motor vehicle described above. The advantages achieved with the method can be achieved analogously with the control unit. The disclosed feature combinations of the method can be applied analogously to the control unit. A repeated description of the features and advantages is therefore omitted.

[0025] The individual method steps of the method according to the invention are further preferably embodied as one or more processes that run on one or more processors in one or more electronic computing devices and are generated during the execution of one or more computer programs. The computing devices are preferably designed to cooperate with other components, in particular a control unit for operating a motor vehicle in a turning situation, in order to implement the functionalities described herein. Likewise, the control unit is preferably embodied as a central (single-part) or decentralized (multi-part) component.

[0026] The individual components of the control unit are further preferably embodied as one or more processes that run on one or more processors in one or more electronic computing devices and are generated when executing one or more computer programs. The computing devices are preferably configured to cooperate with other components to implement the functionalities described herein. The instructions of the computer programs are also preferably stored in a memory, such as a RAM element. However, the computer programs can also be stored in a non-volatile storage medium, such as a CD-ROM, a flash memory, or the like.

[0027] It will also be apparent to a person skilled in the art that the functionalities of several computers (data processing devices) may be combined or combined in a single device or that the functionality of a particular data processing device may be distributed among a plurality of devices in order to carry out the steps of the method according to the invention without deviating from the method according to the invention.

[0028] A further aspect of the invention relates to a computer program comprising instructions which, when the program is executed by a computer, such as a control unit for operating a motor vehicle in a turning situation, cause the computer to carry out the method, in particular a method for operating a motor vehicle in a turning situation.

[0029] Further preferred embodiments of the invention emerge from the remaining features mentioned in the subclaims.

[0030] The various embodiments of the invention mentioned in this application can be advantageously combined with one another, unless otherwise stated in the individual case.

[0031] The invention is explained below in exemplary embodiments with reference to the accompanying drawings. They show: Fig. 1 a schematic representation of a motor vehicle with a control unit for operating the motor vehicle in a turning situation according to an embodiment, Fig. 2 a schematic representation of a driving situation of the motor vehicle in a turning situation and Fig. 3 a schematic representation of a method for operating the motor vehicle in a turning situation according to one embodiment.

[0032] Fig. Fig. 1 shows a schematic representation of a motor vehicle 10 with a control unit 12 for operating the motor vehicle 10 in a turning situation according to an embodiment. The control unit 12 is particularly designed to carry out the Fig. 3 described procedure.

[0033] The motor vehicle 10 comprises an on-board sensor system 20. The Fig. 1, the vehicle's own sensor system 20 shown by way of example comprises three surroundings cameras 14, a radar sensor 16, and an interior camera 18. The surroundings cameras 14 are configured to capture the vehicle's surroundings, in particular the vehicle's front environment. The surroundings cameras 14 are arranged at different positions in the motor vehicle 10 in order to be able to capture the vehicle's surroundings from different viewing angles. One surroundings camera 14 is arranged centrally above the windshield of the motor vehicle 10 in order to obtain a viewing angle that is elevated compared to the driver's position. The other two surroundings cameras 14 are each arranged in the exterior mirrors of the motor vehicle 10 in order to enable viewing angles that are as far apart as possible laterally. The radar sensor 16 is configured to scan the vehicle's front environment using radio waves in order to determine objects ahead.The beam cone of radar sensor 16 is designed such that it can also detect objects in adjacent areas, for example, a lane of oncoming traffic. The interior camera 18 is configured to monitor the driver of motor vehicle 10 and detect the driver's movements. The number and type of sensors in . Fig. The number of sensors of the vehicle's own sensor system 20 shown in Figure 1 is merely exemplary and not limited thereto. Rather, any number and / or any type of sensors may be present in the motor vehicle 10.

[0034] Fig. 2 shows a schematic representation of a driving situation of the Fig. 1 in an exemplary turning situation. In the example shown, the motor vehicle 10 is on a road with right-hand traffic. The driver of the motor vehicle 10 wishes to turn left onto another road. To indicate his or her intention to turn, the driver of the motor vehicle 10 activates the left turn indicator and observes the area around the vehicle in front of him or her in order to let oncoming traffic pass in accordance with standard right-of-way rules before turning. This is necessary because the driver of the motor vehicle 10 must cross the lane of oncoming traffic in order to turn onto the other road. In the traffic situation shown as an example, there are two further objects 24 and 26 in the lane of oncoming traffic. Since the objects 24 and 26 are in the form of motor vehicles, they will also be referred to below as motor vehicles 24 and 26.The driver of the leading motor vehicle 26 also intends to make a left turn into another street and also indicates this by activating the left turn signal. Since both motor vehicles 10 and 26 must now cross the respective lanes of oncoming traffic, it is fundamentally possible for both motor vehicles 10 and 26 to turn into the respective street in front of each other without colliding, according to the driving trajectories 28 shown in dashed lines.

[0035] However, if the driver of motor vehicle 10 were to actually turn according to travel trajectory 28, they would most likely collide with the rear motor vehicle 24, since the latter will travel straight ahead according to the dotted travel trajectory 28. The collision is clearly visible from the intersection point of the dashed and dotted travel trajectories 28. However, since the rear motor vehicle 24, concealed by the front motor vehicle 26, is located in an area 22 that is not visible to the driver of motor vehicle 10, the driver of motor vehicle 10, unaware of the existence of the rear motor vehicle 24, could make the dangerous decision to make the turn.

[0036] In order to reduce the risk of such an accident in a turning situation, the Fig. 3 suggested methods. Fig. 3 shows a schematic representation of a method for operating the motor vehicle 10 in a turning situation according to one embodiment.

[0037] In a first method step 50, a turning request of the driver of motor vehicle 10 is determined. This is done, for example, using the activated turn indicator.

[0038] In a second method step 52, the area 22 not visible to the driver is determined using the vehicle's own sensor system 20 based on the driver's determined turn intention. Because the driver wishes to turn left, as detected by the left-side activated turn indicator, only the front left-hand side of the vehicle's surroundings are scanned by the vehicle's own sensor system 20 for an area 22 not visible to the driver. Firstly, the three surroundings cameras 14 are used to obtain a spatial resolution of the traffic situation in the front area of ​​the vehicle. Using the interior camera 18, the exact position of the driver of the motor vehicle 10 in relation to the motor vehicle 10 is determined in order to determine the driver's viewing angle. The area 22 not visible is reconstructed from the determined driver's viewing angle.

[0039] If no turning request of the driver was determined in the first method step 50 and / or no area 22 that is not visible to the driver was determined in the second method step 52 (No), the method returns to the first method step 50.

[0040] If, however, both the turn request (first method step 50) and at least one non-visible area 22 (second method step 52) could be determined (Yes), the object 24 in the non-visible area 22 is detected in a third method step 54 using the vehicle's own sensors 20. In addition to utilizing the various viewing angles of the surroundings cameras 14, scanning is also performed by the radar sensor 16, which, for example, detects response signals from the radio waves reflected by the rear vehicle 24 through the front vehicle 26.

[0041] Based on this, position and movement information of one of and / or both motor vehicles 24 and 26 can be determined.

[0042] In a fourth method step 56, an accident risk of the turning maneuver of the motor vehicle 10 with the detected object 24 from the non-visible area 22 is determined. For this purpose, the position and movement information in Fig. 2 are predicted, and a conflict area, i.e., intersection points of the travel trajectories 28, is calculated. The accident risk can be determined based on the calculated time of arrival of the motor vehicles 10 and 24 at the conflict area.

[0043] In an optional method step 58, a check is made to determine whether the determined accident risk exceeds a predefined threshold. In other words, a check is made to determine whether outputting driver information is necessary given the accident risk. If this is not the case (no), the method returns to the third method step 54 to detect further objects 24 in the non-visible area 22.

[0044] However, if the determined accident risk exceeds the specified threshold, a fifth method step 60 is carried out, after which driver information is issued based on the determined accident risk. List of reference symbols 10 motor vehicle 12 Control unit 14 Surround camera 16 radar sensor 18 Interior camera 20 vehicle-specific sensors 22 non-visible area 24 Object 1 26 Object 2 28 Driving trajectory 50 first procedural step 52 second procedural step 54 third procedural step 56 fourth procedural step 58 optional process step 60 fifth procedural step QUOTES CONTAINED IN THE DESCRIPTION

[0000] This list of documents submitted by the applicant was generated automatically and is included solely for the convenience of the reader. This list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions. Cited patent literature

[0000] DE 10 2017 217 961 B4

[0004] DE 10 2010 038 161 B4

[0005]

Claims

[1] Method for operating a motor vehicle (10) in a turning situation, comprising the steps: - determining (50) a turning request of a driver of the motor vehicle (10), - Determining (52) an area (22) in the vehicle environment that is not visible to the driver using a vehicle-specific sensor system (20) based on the determined turning request of the driver, - detecting (54) an object (24) in the non-visible area (22) using the vehicle's own sensors (20), - determining (56) an accident risk of a turning maneuver of the motor vehicle (10) with the detected object (24) from the non-visible area (22), and - Outputting (60) driver information based on the determined accident risk. [2] Method according to claim 1, wherein the driver's turning intention is determined using a direction indicator of the motor vehicle (10), a lane of the motor vehicle (10) and / or a navigation route. [3] Method according to one of the preceding claims, wherein the vehicle's own sensor system (20) comprises an environment camera (14), a radar sensor (16), an ultrasonic sensor and / or a lidar sensor and the area (22) not visible to the driver is determined using the environment camera (14), the radar sensor (16), the ultrasonic sensor and / or the lidar sensor. [4] Method according to one of the preceding claims, wherein the vehicle's own sensor system (20) comprises an interior camera (18) which is designed to record images of the driver in the motor vehicle (10), and the area (22) which is not visible to the driver is determined using the interior camera (18). [5] A method according to any one of the preceding claims, wherein determining the accident risk comprises the steps of: - determining a position, a speed and / or a direction of travel of the detected object (24) using the vehicle’s own sensors (20) and - Determining a conflict area between the motor vehicle (10) and the detected object (24) based on the determined turning intention of the driver and the determined position, speed and / or direction of travel of the detected object (24). [6] Method according to claim 5, wherein the conflict area is calculated using a drivable travel trajectory (28) of the motor vehicle (10) and / or a drivable travel trajectory (28) of the determined object (24), wherein the respective drivable travel trajectory (28) is determined from travel trajectories (28) traveled by a plurality of road users. [7] Method according to one of the preceding claims, wherein the motor vehicle (10) comprises a Car2X communication unit which is configured to transmit and receive Car2X communication signals, and - the detection of the object (24) in the non-visible area (22) is further carried out using exchanged Car2X communication signals and / or - the determination of the accident risk of the turning maneuver of the motor vehicle (10) with the detected object (24) from the non-visible area (22) is carried out using the exchanged Car2X communication signals. [8] Method according to one of the preceding claims, wherein a driving behavior of the driver is further determined after the determined turning request and / or after output of the driver information and the driver information is further output depending on the determined driving behavior of the driver. [9] Method according to claim 8, wherein an automatic intervention in the driving behavior of the motor vehicle (10) is carried out depending on the determined driving behavior of the driver. [10] Control device (12) for operating a motor vehicle (10) in a turning situation, which is designed to carry out the method according to one of the preceding claims.

Images