Method for operating a direction change indicator in a motor vehicle, data processing device, computer program product and motor vehicle

Abstract

Method for operating a direction change indicator (7a, 7b) in a motor vehicle (1), comprising the following steps: - Operating the direction change indicator (7a, 7b) in an active mode in which the direction change indicator (7a, 7b) indicates a change of direction of the motor vehicle (1); - Monitoring a current steering angle of a steering system (4) of the motor vehicle (1) during the active mode, wherein the current steering angle is between a zero position and a maximum position of the steering system (4); - Determine during monitoring whether the current steering angle has fallen below a limit steering angle when the steering (4) moves from the direction of the maximum position towards the zero position; and - automatic switching of the direction change indicator (7a, 7b) from active mode to an inactive mode in which no change of direction is indicated by the direction change indicator (7a, 7b) in response to the determination that the steering angle has fallen below the limit steering angle when the steering (4) moves from the direction of the maximum position towards the zero position, characterized in that the method comprises the following step: - Selecting the limit steering angle from a plurality of limit steering angles by means of a control unit (2) of the motor vehicle (1), wherein the motor vehicle (1) has a plurality of selectable steering ratios for the steering (4) and the selection of the limit steering angle is based at least partially on a selected steering ratio from the plurality of steering ratios with which the steering (4) is in operation during the active mode.

Description

[0001] The present invention relates to a method for operating a direction indicator in a motor vehicle, comprising the steps of operating the direction indicator in an active mode in which the direction indicator displays a change of direction of the motor vehicle, monitoring a current steering angle of the motor vehicle's steering system during the active mode, wherein the current steering angle is between a zero position and a maximum position of the steering system, determining during monitoring whether the current steering angle has fallen below a limit steering angle when the steering system moves from the direction of the maximum position towards the zero position, and automatically switching the direction indicator from the active mode to an inactive mode in which the direction indicator does not display a change of direction, as a result of determining whether the current steering angle has fallen below a limit steering angle.that the steering angle has fallen below the limit steering angle when the steering moves from the direction of the maximum position towards the zero position.

[0002] The present invention further relates to a data processing device comprising a processor configured to execute the aforementioned method. The present invention also relates to a computer program product comprising instructions which, when the program is executed by the processor, cause it to execute the aforementioned method. Finally, the present invention relates to the motor vehicle comprising the aforementioned data processing device.

[0003] In most motor vehicles, the turn signal, also known as the indicator, automatically switches from the active to the inactive state after a change of direction, such as a turn. In the active state, it signals the vehicle's change of direction to other road users by emitting a flashing signal, while in the inactive state, it emits no flashing signal. This automatic switching to the inactive state is usually achieved by a lever on the turn signal, located near the steering wheel, which mechanically snaps back from the active to the inactive state after the turn. Some vehicles have this function implemented electrically or electronically.This automatic switch to inactive mode typically occurs when the steering angle falls below a defined limit, which might be 45°, for example. This steering angle limit is usually factory-set in most vehicles.

[0004] WO 2020 / 173 543 A1 discloses a computer-implemented method for automatically deactivating the left and right turn signals of a motor vehicle at the end of a turning maneuver. An actual wheel angle, rather than a steering wheel angle, is used to determine the limit steering angle in order to ascertain when the left and right turn signals must be deactivated after the turning maneuver.

[0005] WO 2014 / 203 201 A1 stipulates that a motor vehicle's control unit controls the turn signal indicator, in particular based on the steering wheel angle and the vehicle speed. The limit steering angle can be calculated based on various parameters. Further prior art is known from EP 2 815 921 A1, JP 2005 - 59 645 A, WO 2008 / 082 435 A2 and DE 10 2007 036 633 A1.

[0006] The objects of the invention are to provide a method for operating a direction change indicator in a motor vehicle, a device for data processing, a computer program product and a motor vehicle of the type mentioned at the outset, which are improved compared to the prior art.

[0007] The foregoing problem is solved by a method having the features of independent claim 1, by a device for data processing having the features of independent claim 7, by a computer program product having the features of independent claim 8 and by a motor vehicle having the features of independent claim 9.

[0008] Further features and details of the invention will become apparent from the dependent claims, the description, and the drawings. Features and details described in connection with the method according to the invention naturally also apply in connection with the motor vehicle, the computer program product, and the data processing device according to the invention, and vice versa, so that the disclosure of the individual aspects of the invention always makes, or can make, reciprocal references.

[0009] According to the invention, the method includes the step of selecting the limit steering angle from a plurality of limit steering angles using a control unit of the motor vehicle. This method has the advantage that the limit steering angle can be adjusted without requiring complex detailed calculations. This simplifies the method and thus improves it compared to the prior art.

[0010] As used here, the steering's neutral position is the position the steering wheel assumes when the vehicle is driving straight ahead. The steering angle in the neutral position is 0°. Furthermore, the steering's maximum position is the position the steering wheel assumes when it is turned to its maximum. The steering angle in the neutral position is the largest possible steering angle. The maximum possible steering angle can be 180°, but depending on the vehicle, it can also be greater or less than 180°. A maximum steering angle, as used here, is the largest steering angle reached while the turn signal is in active mode, before the steering returns to the neutral position. Therefore, the maximum steering angle in active mode can reach the maximum position, but it does not have to, provided the vehicle's steering wheel is not turned to its maximum position.

[0011] The steering angle can result from turning the steering wheel clockwise or counterclockwise from its neutral position. Here, the steering angle refers to the magnitude of the steering angle, so it is irrelevant whether the steering wheel is turned counterclockwise or clockwise, or to negative or positive angles. The procedure can be applied to both counterclockwise and clockwise steering. The steering angle can also refer to the steering angle of the steering mechanism, specifically a steering device such as a steering shaft or steering wheel. The steering angle determines the wheel angle to the right or left, which is used to initiate a turn. The wheel angle is the angle by which the steered wheels of the vehicle deviate to the right or left from a straight-ahead direction. In a straight-ahead direction, the wheel angle is 0°.The wheel angle position is not necessarily identical to the steering angle, as the vehicle may have a steering ratio in some embodiments. In embodiments where the vehicle has no steering shaft or steering wheel, such as some autonomous vehicles that are at least partially steered automatically by the control unit, the steering angle may refer to the wheel angle position.

[0012] Furthermore, it should be noted that falling below the steering angle limit requires that the steering angle limit has previously been exceeded, specifically when the steering, in the active mode of the turn signal indicator, has moved from the neutral position towards the maximum position. Otherwise, the automatic switch to the inactive mode cannot occur because the procedure lacks the indication that the steering angle has fallen below the limit, signaling the end of the turn. In other words, the procedure requires that the maximum steering angle, in the current operation with the turn signal indicator active, was greater than the steering angle limit for the automatic switch to occur when steering back from the maximum to the neutral position.

[0013] The vehicle is designed to have a variety of selectable steering ratios, and the selection of the steering limit angle is based at least partially on a selected steering ratio from the variety of steering ratios used during active mode. Particularly when the vehicle has a selectable steering ratio, it can be advantageous for the steering limit angle to also be selectable. For example, if the steering ratio is selected such that small steering angles result in large changes in the angle of the vehicle's tires relative to a straight-ahead driving direction, the steering limit angle can be selected to be comparatively small from the variety of possible steering limit angles. The vehicle may have a memory with which the control unit is communicatively linked.The memory can store a multitude of selectable steering ratios. It can also store a multitude of selectable steering limit angles. The method can therefore include selecting the steering limit angle from the memory for determination by the control unit, particularly based on the selected steering ratio of the vehicle.

[0014] Preferably, the control unit establishes a relationship between the steering angle limit and the steering ratio such that the steering angle limit is at least approximately halved when the steering ratio doubles. This means that the control unit performs the selection process in such a way that, in embodiments, a standard steering angle limit is multiplied by a factor of 1:x for a steering ratio of x:1, and that for a standard steering ratio of 1:1, the standard steering angle limit can be stored in memory with a factor of 1:1. The control unit can then refer to this standard steering angle limit to select the appropriate steering angle limit from the multitude of available steering angle limit values, depending on the current steering ratio in the active mode of the turn signal indicator.If the set of limit steering angles does not contain a limit steering angle that exactly matches the current steering ratio, the control unit can select the best-fitting limit steering angle, and in particular the closest one, from the set of limit steering angles. For example, if the steering ratio is set to 10:1, but the set of limit steering angles only contains limit steering angle values ​​of 1:1, 1:2, and 1:8 with respect to the standard limit steering angle, the control unit can preferably select the standard steering angle as an approximation, or the limit steering angle with a factor of 1:8, to replace the exactly matching but unforeseen limit steering angle with a factor of 1:10. In this way, a reduced number of limit steering angles can be provided in the set of limit steering angles to save memory without significantly affecting the operation of the method.

[0015] It is particularly preferred that the control unit selects the steering limit angle with a factor of 1:2 when the steering ratio is 2:1. If the steering limit angle is 45° with a steering ratio of 1:1, the control unit would preferably select a steering limit angle of 22.5° if the steering ratio were 2:1. Similarly, if the steering limit angle is 45° with a steering ratio of 1:1, the control unit would preferably select a steering limit angle of 15° if the steering ratio were 3:1, and so on. This allows the driver of the vehicle to conveniently operate the steering for all steering ratios, in particular without having to reposition their hands on the steering wheel, while at the same time the automatic switching of the turn signal indicator to inactive mode is adapted to the selected steering ratio.

[0016] Furthermore, some embodiments provide that the selection of the limit steering angle is based, at least in part, on the current speed of the vehicle. Depending on the speed, the expected steering angles vary. At low speeds, such as during maneuvering or city driving, steering angles can be comparatively large, for example, exceeding 60°. These large steering angles are required when parking or turning at an intersection. At high speeds, however, such as on country roads or even highways, steering angles can be comparatively small, for example, less than 30°. Here, rapid lane changes with small steering angles are primarily expected, for example, during overtaking maneuvers. Therefore, the method can advantageously include monitoring the current speed using the control unit.In particular, the method may include selecting a steering angle limit of less than 45° if the vehicle speed is determined by the control unit to be greater than a limit speed. The limit speed may be, in particular, 10 km / h, 20 km / h, 30 km / h, 40 km / h, 50 km / h, 60 km / h, 70 km / h, 80 km / h, or 90 km / h. Conversely, the method may include selecting a steering angle limit of greater than or equal to 45° if the vehicle speed is determined by the control unit to be less than the limit speed. The limit speed may be selectable, in particular by the driver of the vehicle. However, it may also be factory-set.

[0017] Some embodiments provide that the selection of the steering angle limit is based, at least in part, on the current driving mode of the vehicle. Driving modes are often indicators of an expected driving speed. For example, a vehicle may have several driver-selectable driving modes, such as an economy mode and a sport mode. The method may then involve the control unit detecting the selected driving mode and selecting the steering angle limit based on that mode. In particular, the steering angle limit may be set smaller in sport mode than in economy mode. This takes into account that smaller steering angles may be expected during sporty driving than during economy driving, since sporty driving is often associated with higher speeds, where smaller steering angles are common, as described above.

[0018] In some embodiments, the vehicle is equipped with a self-learning algorithm, and the selection of the limit steering angle is based, at least in part, on the self-learning algorithm evaluating one or more previous operating cycles of the turn signal indicator in active mode. For example, the algorithm can recognize that in a number of previous operating cycles in active mode, the monitored current steering angle was never greater than the maximum steering angle. The control unit can then select a limit steering angle that is smaller than the maximum steering angle. In some embodiments, the limit steering angle can be selected by an angle delta smaller than the maximum steering angle, such as an angle delta of 5° or even 10° between the limit steering angle and the maximum steering angle. The number of previous operating cycles in active mode can, in particular, be one, two, three, five, ten, or twenty.The operating cycle can be defined as the period between switching to active mode and the next switch to inactive mode. Both manual switching (initiated by the driver) and automatic switching to inactive mode can be considered the end of an operating cycle, and switching to active mode the beginning. The self-learning algorithm can be implemented in the control unit by a learner, whose function can be provided by a processor interacting with the memory.

[0019] Some embodiments provide that the motor vehicle has an input device and that the selection of the steering angle limit is based, at least in part, on receiving input at the input device, which specifies a desired steering angle limit from a plurality of possible steering angle limits to the control unit. The input device can be implemented as the control panel of an on-board computer. The control panel can include buttons, touchscreens, knobs, rotary knobs, and the like. An output device, such as a screen or the like, can provide a menu in the motor vehicle for selecting the steering angle limit from the plurality of possible steering angle limits. The menu can display the plurality of steering angle limits stored in memory. Thus, selecting the steering angle limit can involve a vehicle occupant selecting the desired steering angle limit, particularly from the plurality of possible steering angle limits.However, in some embodiments, the selection can also be made continuously by the occupant, particularly the driver, for example, using a rotary knob on the input device. In other embodiments, the input device can also be used to select the aforementioned speed limit and / or steering ratio. Specifically, the input device can be used to manually override an automatic selection of the speed limit and / or steering angle limit made by the control unit. This allows the occupant, particularly the driver, to make these selections according to personal preference. In other embodiments, manual selection or overriding may be restricted to comply with legal requirements. This prevents the driver from making selections that might not be legally compliant.

[0020] Embodiments further provide that each limit steering angle from the plurality of limit steering angles is greater than 1° and less than 50°. Preferably, each limit steering angle from the plurality of limit steering angles is less than 50°. A limit steering angle from the plurality of limit steering angles can therefore also be 0°. Embodiments provide steps of 0.5°, preferably 1°, between each limit steering angle from the plurality. This requires only a small amount of memory to provide the plurality of limit steering angles for selection. However, it can also be provided that there is a 5° interval between each limit steering angle from the plurality. This further reduces the required memory. Some embodiments provide that the plurality of limit steering angles is formed from integer limit steering angles. Some embodiments provide that the plurality of limit steering angles is formed from limit steering angles that are divisible by 0.5 without a remainder.The number of steering angle limits can consist of two, three, four, five, more than five, more than 10, more than 20, more than 30, more than 40, or more than 50. A large number of steering angle limits allows for particularly fine-tuned adjustment of the turn signal indicator's operation. However, the number of steering angle limits can also consist of fewer than 100, fewer than 80, fewer than 60, fewer than 40, fewer than 30, fewer than 20, or fewer than 10. This saves memory space and reduces the complexity of the procedure for the occupant, as they only need to choose from a relatively small number of steering angle limits.

[0021] In some embodiments, the motor vehicle is at least one of a steer-by-wire vehicle and at least a partially autonomous vehicle. Steer-by-wire vehicles electronically translate steering input to the wheels. In other words, steering is achieved "via an electrical wire" to actuators, which then adjust the wheel angle. Electronic steering can be performed by the vehicle's control unit or by the vehicle's occupant. Autonomous vehicles can be partially or fully autonomous. Particularly autonomous vehicles typically incorporate algorithms that can be enhanced by the self-learning algorithm described above. Steer-by-wire vehicles often feature adjustable steering ratios, so it can be advantageous to supplement the adjustable steering ratio with a selectable steering angle limit for the turn signals.Depending on the set steering ratio, the limit steering angle can preferably be selected appropriately, either automatically by the control unit or manually by the occupant.

[0022] In some embodiments, the selection process includes the control unit ignoring a selected steering angle limit if the vehicle is in at least a partially autonomous driving mode while the turn signal indicator is operating. If the vehicle is driving at least partially autonomously, i.e., under the control unit's supervision, the control unit knows when the turn signal indicator can automatically switch to inactive mode because it controls the turn signal change itself. Therefore, it is not necessary to select a steering angle limit; instead, in some embodiments, the control unit automatically switches to inactive mode as soon as it determines that the turn signal change is complete.This can occur, for example, if the current steering angle is only half the maximum steering angle in the active mode of the turn signal indicator. Alternatively, the control unit can select a steering angle limit of 0° when the vehicle is operating in at least partially autonomous driving mode. In this case, the control unit automatically switches to inactive mode as soon as the steering returns to the neutral position.

[0023] The method can involve the control unit reading data from the vehicle's CAN bus to monitor the steering angle. The vehicle speed and / or driving mode can also preferably be read by the control unit via the CAN bus. The control unit can be communicatively coupled to the memory and steering system via one or more CAN buses. Preferably, the control unit reads all parameters required to carry out the method, such as the current steering angle, steering ratio, and / or vehicle speed, from one or more CAN buses of the vehicle, particularly from the same CAN bus. The vehicle's CAN bus can be a CAN bus.

[0024] Furthermore, the task of providing a data processing device that is improved compared to the prior art is solved by the device according to claim 8, as described below.

[0025] According to the invention, the data processing device comprises a processor configured to execute the method described above. This enables it to achieve the advantages of the method. The data processing device can be embodied as a control unit of the motor vehicle. The control unit can be configured to control the turn signal indicator. The control unit can be configured to monitor the current steering angle of the motor vehicle's steering system. In particular, it can be configured to determine whether the current steering angle has fallen below a limit steering angle. It can also be configured to automatically switch the turn signal indicator to inactive mode. In general, the control unit can be configured to execute all or at least some of the aforementioned method features. The control unit can include the memory.The memory can contain a program that sends commands to the control unit, enabling the control unit to execute the procedure. The memory can contain a multitude of steering angle limits, from which the control unit can select the desired limit. The memory can also contain a multitude of steering ratios. Furthermore, the memory can contain the self-learning algorithm. The memory can also contain the limiting speed.

[0026] Furthermore, the problem of providing a computer program product that is improved over the prior art is solved by the computer program product according to claim 9, which comprises instructions which, when the program is executed by a processor, cause it to execute the method described above, as described below.

[0027] The computer program product can be an electronic or optical data storage device, such as a memory chip, magnetic storage, or optical storage. The motor vehicle can incorporate the computer program product. Instructions stored on the computer program product can cause the processor to operate the turn signal indicator in such a way as to achieve the advantages described in connection with the method. The computer program product can be part of the motor vehicle's control unit. The memory can be embodied by the computer program product.

[0028] Furthermore, the object of the invention, to provide a motor vehicle of the type mentioned above which is improved compared to the prior art, is solved by the motor vehicle according to claim 10, as described below.

[0029] According to the invention, the motor vehicle comprises the aforementioned data processing device. This enables it to execute the method described above and to realize its advantages for the motor vehicle. A preferred motor vehicle is a wheeled vehicle. It can be a motor vehicle with an internal combustion engine or an electric motor as the propulsion engine for driving. In principle, the invention can be particularly relevant for all motor vehicles in which turn signals are used. However, it is especially relevant for steer-by-wire vehicles or autonomous vehicles. These types of motor vehicles often have steering systems in which comparatively small changes in the steering angle result in comparatively large changes in the wheel angle.A selectable steering angle limit is particularly advantageous when the vehicle has a selectable steering ratio. The vehicle can then be advantageously configured so that the steering angle limit can be selected depending on the chosen steering ratio.

[0030] Embodiments of the invention are explained in more detail with reference to the drawings and the following description. The drawings schematically depict: Fig. 1 an embodiment of the motor vehicle according to the invention, which includes a device for data processing and a computer program product according to the invention; Fig. 2 a first embodiment of a method according to the invention; Fig. 3 a second embodiment of the method according to the invention; and Fig. 4 a third embodiment of the method according to the invention.

[0031] Fig. Figure 1 shows an embodiment of the motor vehicle 1 according to the invention. The motor vehicle 1 has a data processing device 2. The data processing device 2 is a control unit 2 of the motor vehicle 1. The control unit 2 comprises a processor (not shown) configured to handle the two embodiments of the method according to the invention, which are based on the Fig. 2 and Fig. 3, illustrated below, are to be executed. To enable this, the control unit 2 includes a computer program product 3. The computer program product 3 is, for illustrative purposes only, a non-volatile memory chip 3, which is arranged in the control unit 2 and electrically connected to the processor to allow data transfer between the non-volatile memory chip 3 and the processor. The non-volatile memory chip 3 comprises instructions which, when the program is executed by the processor, cause it to execute the embodiments of the method, which are illustrated below. Fig. 2, Fig. 3 and Fig. 4 are illustrated below. The motor vehicle 1 is a partially autonomous vehicle 1. This means that an occupant of the motor vehicle 1 can decide whether the motor vehicle 1 should drive, among other things, in a fully autonomous driving mode, in which the motor vehicle 1 covers a distance without intervention from the occupant, or in a manual driving mode, in which the motor vehicle 1 must be steered by the occupant.

[0032] With reference to Fig. The motor vehicle 1 further comprises a steering system 4. The steering system 4 is a so-called steer-by-wire system, such that the control unit 2 is configured to control the steering system 4 by means of electronic signals to actuators (not shown), which in turn adjust the front wheels 5 of the motor vehicle 1 to a wheel angle such that the motor vehicle 1 follows its intended route. The steering system 4 has a selectable steering ratio, which can be chosen from a multitude of steering ratios. Here, the control unit 2 is configured, by way of example, so that a steering ratio for the steering system 4 can be selected from the multitude of steering ratios. The selectable steering ratios can be selected, for example, by the occupant or automatically by the control unit 2. Furthermore, a multitude of limit steering angles are stored in the memory chip 3, which can be selected by means of the control unit 2, as explained below.Furthermore, the motor vehicle 1 includes an input device 6. Here, the input device 6 is, by way of example, a touchscreen display. The control unit 2 is configured to receive inputs via the touchscreen display. These inputs can relate, in particular, to the steering ratio or the steering angle limit. The motor vehicle 1 also includes a front turn signal indicator 7a and a rear turn signal indicator 7b, which are also called turn signals. Since the motor vehicle 1 is shown here in a side section, it should be noted that the front turn signal indicator 7a and the rear turn signal indicator 7b are present on both the left and right sides of the motor vehicle 1, relative to one direction of travel, as is generally the case with motor vehicles 1.

[0033] By means of the aforementioned devices, the motor vehicle 1 is equipped to carry out a method for operating a direction change indicator 7a, 7b in the motor vehicle 1, wherein the method comprises the step of selecting the limit steering angle from a plurality of limit steering angles by means of the control unit 2 of the motor vehicle 1. The method has the advantage that the limit steering angle can be adjusted, but does not have to be calculated in detail. Thus, the method is simplified and therefore improved compared to the prior art. In detail, the motor vehicle 1 is equipped to carry out the three following embodiments of the method.

[0034] A first embodiment of the method is described in Fig. 2 illustrated. Fig. 2 The first embodiment of the method comprises step S21, operating the direction indicator 7a, 7b in an active mode in which the direction indicator 7a, 7b displays a change of direction of the motor vehicle 1. During operation in the active mode, step S22 involves selecting a limit steering angle from the plurality of limit steering angles by means of the control unit 2 of the motor vehicle 1. In step S23, the current steering angle of the steering system 4 of the motor vehicle 1 is then monitored during the active mode, wherein the current steering angle lies between a zero position and a maximum position of the steering system 4. Subsequently, in step S24, it is determined during monitoring whether the current steering angle 4 has fallen below the limit steering angle when the steering system 4 moves from the direction of the maximum position towards the zero position.Finally, in step S25, the direction change indicator 7a, 7b automatically switches from active mode to an inactive mode in which no change of direction is indicated by the direction change indicator 7a, 7b, as a reaction to the determination that the steering angle has fallen below the limit steering angle when the steering 4 moves from the direction of the maximum position towards the zero position.

[0035] In the first embodiment, the selection of the limit steering angle is based on a selected steering ratio from a multitude of available steering ratios. In this first embodiment of the method, the control unit 2 is generally configured to halve the limit steering angle when the steering ratio is doubled. For example, the selected steering ratio here is 2:1, and the control unit 2 selects a corresponding limit steering angle of 22.5°, with a standard limit steering angle of 45° for a steering ratio of 1:1. Thus, the control unit 2 takes into account that the maximum steering angle of the steering system 4 would only very rarely exceed 45° with a steering ratio of 2:1, so that automatic switching to the inactive mode would almost never be possible.

[0036] In the first embodiment shown, the selection takes place while the direction indicator 7a, 7b is operating in active mode. The advantage of selecting while the direction indicator 7a, 7b is operating in active mode is that the limit steering angle is selected promptly when it is needed during the determination process. However, this is not the case in all embodiments. In particular, the selection can also take place before the direction indicator 7a, 7b is operated in active mode, for example, at certain time intervals during a journey of the motor vehicle 1 or continuously in preparation for the next operation of the direction indicator 7a, 7b in active mode. A corresponding second embodiment of the method, in which the selection takes place before the direction indicator 7a, 7b is operated in active mode, is described in Fig. 3 illustrated.

[0037] According to Fig. 3 The second embodiment of the method comprises step S31, selecting a limit steering angle from the plurality of limit steering angles using the control unit 2 of the motor vehicle 1. Only then, in step S32, is the direction indicator 7a, 7b operated in an active mode, in which a change of direction of the motor vehicle 1 is indicated by the direction indicator 7a, 7b. In step S33, the current steering angle of a steering system 4 of the motor vehicle 1 is then monitored during the active mode, wherein the current steering angle lies between a zero position and a maximum position of the steering system 4. Subsequently, in step S34, it is determined during monitoring whether the current steering angle has fallen below the limit steering angle when the steering system 4 moves from the direction of the maximum position towards the zero position.Finally, in step S35, the direction change indicator 7a, 7b automatically switches from active mode to an inactive mode in which no change of direction is indicated by the direction change indicator 7a, 7b, as a reaction to the determination that the steering angle has fallen below the limit steering angle when the steering 4 moves from the direction of the maximum position towards the zero position.

[0038] In the second embodiment, the selection of the steering angle limit is performed, for example, before the turn signal indicator 7a, 7b is activated. Here, the selection of the steering angle limit is based, for example, on receiving input at the input device 6, which specifies a desired steering angle limit from the multitude of available steering angle limit values ​​for the control unit 2. More precisely, an occupant, in particular the driver of the vehicle 1, can select a desired steering angle limit from the multitude of available steering angle limit values ​​via the touchscreen, for example, at the beginning of a journey and depending on their personal preferences. They might, for example, specify a steering angle limit of 15° because they are planning a fast highway drive with lane changes, during which they do not expect to exceed a maximum steering angle significantly greater than 15°.This allows for an automatic switch to inactive mode as soon as a lane change occurs in active mode, without the driver having to actively intervene while driving. This eliminates the need for the driver to reposition their hands on the steering wheel, thus improving driving safety.

[0039] A third embodiment of the method is described in Fig. Figure 4 illustrates this. For the third embodiment, the motor vehicle 1 features Fig. 1. A self-learning algorithm is implemented. The self-learning algorithm is also stored in the memory chip 3 and can be operated by the control unit 2. According to Fig.4 The third embodiment of the method comprises step S41, operating the direction indicator 7a, 7b in an active mode in which the direction indicator 7a, 7b displays a change of direction of the motor vehicle 1. During operation in the active mode, step S42 involves selecting a limit steering angle from the plurality of limit steering angles by means of the control unit 2 of the motor vehicle 1, based on the current speed of the motor vehicle 1 and on the evaluation of one or more previous operating cycles of the direction indicator 7a, 7b in the active mode by the self-learning algorithm. In step S43, the current steering angle of the steering system 4 of the motor vehicle 1 is then monitored during the active mode, wherein the current steering angle lies between a zero position and a maximum position of the steering system 4.Subsequently, in step S44, it is determined during monitoring whether the current steering angle has fallen below a limit steering angle when the steering 4 moves from the direction of the maximum position towards the neutral position. Finally, in step S45, the direction change indicator 7a, 7b is automatically switched from active mode to an inactive mode in which no change of direction is indicated by the direction change indicator 7a, 7b, as a result of the determination that the steering angle has fallen below the limit steering angle when the steering 4 moves from the direction of the maximum position towards the neutral position.

[0040] In contrast to the first embodiment of the method, in the third embodiment the selection is based both on the current driving speed of the vehicle 1 and on the evaluation of one or more previous operating cycles of the direction change indicator 7a, 7b in the active mode by the self-learning algorithm. In the third embodiment of the method, the control unit 2 continuously monitors the driving speed of the vehicle 1 during the active mode and selects a suitable steering angle limit from the plurality of steering angle limit limits depending on the driving speed.In the third embodiment, four limit steering angles are provided, purely by way of example, from the plurality of limit steering angles stored in memory 3: a first limit steering angle of 45° at a driving speed of 40 km / h and below, a second limit steering angle of 40° at a driving speed of 40 km / h to 60 km / h, a third limit steering angle of 35° at a driving speed of 60 km / h to 80 km / h, and a fourth limit steering angle of 30° at a driving speed above 80 km / h. The control unit 2 is configured to select the limit steering angle from the plurality of limit steering angles according to the current driving speed as soon as the turn signal indicator 7a, 7b is operated in active mode, for example, when the driver activates the turn signal indicator 7a, 7b to signal a change of direction of the vehicle 1 by flashing the indicator left or right.In the third embodiment of the method, the algorithm monitors, for example, the maximum steering angle in five consecutive operating cycles in active mode. If the maximum steering angle never exceeds 45°, the control unit 2 selects the second limit steering angle from the plurality of limit steering angles, regardless of the vehicle speed. If the maximum steering angle never exceeds 40°, the control unit 2 selects the third limit steering angle from the plurality of limit steering angles, regardless of the vehicle speed. And if the maximum steering angle never exceeds 35°, the control unit 2 selects the fourth limit steering angle from the plurality of limit steering angles, regardless of the vehicle speed.This prevents the steering angle limit from being adapted to the vehicle speed but not to the current driving situation, where, for example, only small maximum steering angles are needed despite a relatively low speed.

[0041] As illustrated in the figures, the invention thus makes it possible to design the limit steering angle variably. It can be linked to the steering ratio and, for example, be halved with a ratio that is twice as direct, in order to maintain its functionality. Other dependencies between the steering ratio and the limit steering angle are also conceivable. Additionally, one variant could involve a freely selectable steering wheel angle setting by the occupant, or linking it to driving modes, or completely deactivating it, for example, during fully autonomous driving where the turn signals are entirely controlled by the vehicle 1. In all the embodiments shown, each limit steering angle is selected from a plurality of limit steering angles greater than 1° and less than 50°.The implementation of the variable steering angle limit for a turn signal module of the direction indicator 7a, 7b can be carried out via software; all required signals are preferably available on the CAN bus (not shown) of the vehicle 1. This enables automatic adjustment of the steering angle limit for turn signals, particularly in steer-by-wire vehicles 1. Reference symbol list 1 motor vehicle 2 Data processing device / control unit 3 Computer program product / memory 4 Steering 5 front wheel 6 Input device 7a front direction indicator 7b rear direction change indicator S21-S25 Procedure steps S31-S35 Procedure steps S41-S45 Procedure steps

Claims

[1] Method for operating a direction change indicator (7a, 7b) in a motor vehicle (1), comprising the following steps: - Operating the direction change indicator (7a, 7b) in an active mode in which the direction change indicator (7a, 7b) indicates a change of direction of the motor vehicle (1); - Monitoring a current steering angle of a steering system (4) of the motor vehicle (1) during the active mode, wherein the current steering angle is between a zero position and a maximum position of the steering system (4); - Determine during monitoring whether the current steering angle has fallen below a limit steering angle when the steering (4) moves from the direction of the maximum position towards the zero position; and - automatic switching of the direction change indicator (7a, 7b) from active mode to an inactive mode in which no change of direction is indicated by the direction change indicator (7a, 7b) in response to the determination that the steering angle has fallen below the limit steering angle when the steering (4) moves from the direction of the maximum position towards the zero position, characterized by that the procedure includes the following step: - Selecting the limit steering angle from a plurality of limit steering angles by means of a control unit (2) of the motor vehicle (1), wherein the motor vehicle (1) has a plurality of selectable steering ratios for the steering (4) and the selection of the limit steering angle is based at least partially on a selected steering ratio from the plurality of steering ratios with which the steering (4) is in operation during the active mode. [2] Method according to claim 1, characterized by , that the selection of the limit steering angle is based at least partially on a current driving speed of the motor vehicle (1). [3] Method according to any of the preceding claims, characterized by , that the motor vehicle (1) has a self-learning algorithm and that the selection of the limit steering angle is based at least partially on the evaluation of one or more previous operating cycles of the direction change indicator (7a, 7b) in the active mode by the self-learning algorithm. [4] Method according to any of the preceding claims, characterized by , that the motor vehicle (1) has an input device (6) and the selection of the limit steering angle is based at least partially on receiving inputs at the input device (6) which specify to the control unit (2) a desired limit steering angle from the plurality of limit steering angles. [5] Method according to any of the foregoing claims, characterized by , that each limit steering angle is greater than 1° and less than 50° from the multitude of limit steering angles. [6] Method according to any of the foregoing claims, characterized by , that the motor vehicle (1) is at least one of a steer-by-wire motor vehicle (1) and a motor vehicle (1) that is at least partially autonomous. [7] Device (2) for data processing, comprising a processor configured to perform the method according to any one of the preceding claims. [8] Computer program product (3) comprising instructions which, when the program is executed by a processor, cause the processor to execute the method according to any one of claims 1 to 6. [9] Motor vehicle (1) comprising a device (2) for data processing according to claim 7.

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