Advanced driver assistance system for assisting vehicle drivers

Abstract

To provide an advanced driver assistance system for assisting a vehicle driver.SOLUTION: A system comprises a sensor unit, a processing unit and a display unit. The sensor unit is configured to sense an environment of a vehicle. The processing unit is configured to determine at least one feature article of the environment based on a sensed output. The processing unit is configured to determine a dangerous zone of the feature article for a current time by estimating respective hazards for the feature articles at each of two or more virtual positions of the vehicle based on at least one parameter of the vehicle at the current time, and by forming the dangerous zones based on two or more hazards. The display unit is configured to display the environment of the vehicle using the feature articles and the dangerous zones of the feature articles.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present invention relates to an advanced driver assistance system for assisting a driver of a vehicle, to a vehicle equipped with such an advanced driver assistance system, and to a method of assisting a driver of a vehicle. [Background technology]

[0002] The present invention is in the field of advanced driver assistance systems for assisting a driver of a vehicle. Such advanced driver assistance systems may assist a driver of a vehicle by informing the driver of hazards present in the vehicle's environment when driving (or using) the vehicle. For example, the advanced driver assistance system may comprise a display in which the location of obstacles, such as people, in the vehicle's environment is highlighted, so that the driver is informed of the presence of the obstacles and may therefore adapt the driving of the vehicle to the obstacles. For example, the driver may adapt the driving of the vehicle to the obstacles by slowing down the vehicle and / or changing the driving direction of the vehicle to avoid colliding with the obstacles.

[0003] The Advanced Driver Assistance System may estimate the risk for the current time. For this purpose, the Advanced Driver Assistance System is usually equipped with a sensor for detecting the environment of the vehicle at the vehicle's position at the current time. This enables the Advanced Driver Assistance System to evaluate the environment of the vehicle and thus to calculate an estimated risk of the environment for the vehicle's position at the current time. For example, such an estimated risk may be an estimated risk of collision with an obstacle in the environment for the vehicle's position at the current time. Methods for estimating the risk of the environment for the vehicle's position at the current time (i.e. calculating the estimated risk) based on the detection result of the environment for the vehicle's position at the current time are well known in the art and are not the focus of the present invention. Summary of the Invention [Problem to be solved by the invention]

[0004] The above-mentioned advanced driver assistance systems have the drawback of not taking into account human psychology, specifically, how a person perceives dangers related to himself in real life. As a result, the information about the estimated danger level provided by the advanced driver assistance system cannot be intuitively understood by the driver, which increases the driver's reaction time to counteract or react to the danger.

[0005] It is therefore an object of the present invention to provide an improved Advanced Driver Assistance System which overcomes the above mentioned drawbacks, in particular to provide an improved Advanced Driver Assistance System for assisting a driver of a vehicle, which makes it possible to improve the estimation of the dangers present in the environment at the current time for future driving of the vehicle, in particular to provide an Advanced Driver Assistance System which is improved with regard to assisting a driver of a vehicle, in particular by being adapted to the psychology of a person, in particular to how a person perceives dangers relating to himself in real life. [Means for solving the problem]

[0006] These and other objects, which will become apparent on reading the following description, are solved by the subject matter of the independent claims. The dependent claims refer to preferred embodiments of the invention.

[0007] According to a first aspect of the present invention, there is provided an advanced driver assistance system for assisting a driver of a vehicle. The system comprises a sensor unit, a processing unit and a display unit. The sensor unit is configured to sense an environment of the vehicle and provide a sensing output to the processing unit. The processing unit is configured to determine at least one feature of the environment based on the sensing output. The processing unit comprises: - estimating a respective risk level for the feature at each of the two or more virtual locations of the vehicle based on at least one parameter of the vehicle at a current time to estimate two or more risk levels for the two or more virtual locations; - Forming danger zones based on two or more danger levels; The method is configured to determine the danger zone of the feature for the current time by performing: The display unit is configured to display the vehicle's environment with features and danger zones of the features.

[0008] In other words, according to the first aspect of the invention, the processing unit is configured to estimate a theoretical danger for a detected feature in the vehicle's environment based on at least one parameter of the vehicle for a current time and at the current time, assuming that the vehicle is located at a virtual location rather than at the vehicle's actual location at the current time. The virtual location corresponds to an assumed location of the vehicle that is different from the actual location and is therefore a theoretical location. In particular, the two or more virtual locations are different from each other and comprise or correspond to a location that is different from the actual location of the vehicle at the current time. The terms "detect" and "detect" may be used synonymously.

[0009] The risk level for the estimated feature relative to the virtual position of the vehicle is estimated based on at least one parameter of the vehicle at the current time and without based on at least one parameter of the vehicle at a time when the actual position of the vehicle is equal to the virtual position. Thus, to estimate the risk level for the feature at the current time based on at least one parameter of the vehicle at the current time, the actual position of the vehicle at the current time is not used, but the virtual position of the vehicle is used. The virtual position corresponds to the theoretical position of the vehicle at the current time.

[0010] Thus, according to the first aspect of the invention, at the current time, the danger level for at least one feature may be estimated for a virtual position of the vehicle, i.e., it is assumed that at the current time, the vehicle is not at a real position, but at a virtual position for estimating the danger level for at least one feature at the current time. Although the virtual position (assumed) and not the real position is used to estimate the danger level for at least one feature at the current time, the danger level estimation is based on the value of at least one parameter of the vehicle present at the current time. According to the first aspect of the invention for estimating the danger level at the current time, the value of at least one parameter of the vehicle that would be present at the time when the vehicle is actually at the virtual position (i.e. when the actual position of the vehicle is equal to the assumed virtual position of the vehicle) is not used. Thus, the advanced driver assistance system of the first aspect is different from other systems that estimate the danger level (of the vehicle's environment) for at least one feature at the current time for the virtual position of the vehicle based on the value of at least one parameter of the vehicle that would be present at the time when the vehicle is actually at the virtual position.

[0011] In other words, the advanced driver assistance system of the first aspect allows estimating a risk for at least one feature for a theoretical case in which the vehicle is present at the virtual location at a current time. At least one parameter of the vehicle at the current time is therefore used to estimate a risk for that theoretical case. In contrast, the other system is merely configured to estimate a risk for at least one feature for a future time, i.e. a time when the vehicle will actually be present at the virtual location. The other system therefore uses at least one parameter of the vehicle at that future time to estimate a risk for that future time.

[0012] Thus, an estimated risk for the feature estimated based on at least one parameter of the vehicle at a current time and relative to the virtual position of the vehicle corresponds to an actual risk for the feature that would have been estimated based on at least one parameter of the vehicle at a current time if the actual position of the vehicle was equal to the virtual position at the current time. Thus, each risk is a theoretical risk, or two or more risk levels are theoretical risk levels.

[0013] By forming a danger zone based on two or more estimated dangers and displaying the vehicle's environment with the features and the danger zone of the features, a danger space or danger area is visualized with respect to the features. This danger zone may represent a dangerous area in which the vehicle should not be at the current time. The terms "zone", "space" and "area" may be used synonymously. The danger zone of the feature may represent the personal (i.e. near-body) space of the feature. This allows the driver to intuitively recognize the danger situation of the vehicle at the current time from the display unit based on the displayed vehicle's environment, the displayed features and the danger zone of the displayed features, since each person has his or her own personal space that he or she does not want to be invaded. Thus, by showing the personal space of the feature in the form of a danger zone to the driver, the driver may not only receive information about two or more estimated dangers regarding the feature from the display of the danger zone of the feature. The driver also becomes aware of the personal space of the feature, which human psychology makes people intuitively interested in. That is, the danger zone of the feature informs the driver about the area in which the vehicle should not enter.

[0014] The display unit of the system according to the first aspect differs from other systems in which a danger level for at least one feature of the vehicle's environment is displayed only for a future time point. That is, according to the first aspect, the display unit is configured to display a danger zone of the at least one feature, the danger zone being formed based on two or more danger levels, each estimated based on at least one parameter of the vehicle at the current time point for a respective virtual position. In other words, according to the first aspect, the display unit may be configured to display estimated danger levels for two or more virtual positions for the current time point.

[0015] Furthermore, displaying the feature in relation to its danger zone in the context of the environment allows the driver to better plan future driving. At the current time, the driver may perceive an estimated danger level for the feature at a position (virtual position) different from the actual position of the vehicle at the current time based on the displayed danger zone of the feature. This allows the driver to intuitively evaluate the danger situation of the vehicle in the vehicle's environment at the current time.

[0016] In addition, displaying the danger zones and features of the features allows the danger level of the danger zone to be displayed along with the cause or reason for the danger, so that the driver can intuitively understand the reason for caution regarding the danger level of the danger zone.

[0017] Specifically, the sensor unit is configured to sense the environment of the vehicle with respect to a current time, and the display unit is configured to display the environment of the vehicle with the features and the danger zone of the features with respect to the current time. The sensor unit, the processing unit, and the display unit may each be configured to perform their respective functions in real time. That is, the sensor unit may be configured to continuously sense or monitor the environment of the vehicle and provide the sensing output to the processing unit. The processing unit may be configured to continuously determine at least one feature of the environment based on the sensing output, and determine the danger zone of the at least one feature with respect to the current time. The display unit may be configured to continuously display the environment of the vehicle with the at least one feature and the danger zone of the at least one feature.

[0018] Optionally, the processing unit is configured to estimate an actual danger level for the feature at an actual location of the vehicle at a current time based on the at least one parameter of the vehicle at a current time. The display unit may be configured to display the at least one feature and the danger zone of the at least one feature as well as the estimated actual danger level for the feature.

[0019] The two or more virtual locations may be spatially closer to the feature than the actual location of the vehicle at the current time, and at least some of the virtual locations may be at different distances from the feature.

[0020] The processing unit is configured to form a danger zone based on a respective degree of danger estimated for each virtual location of the two or more virtual locations.

[0021] The vehicle may also be referred to as an ego-vehicle, since the driver of the vehicle may be assisted by an advanced driver assistance system. The vehicle may be any vehicle known in the art that may be driven by a driver on the ground, near the ground, or in water, such as a car, a motorbike, a truck, a bicycle (e.g., an electric bicycle), an airplane, a helicopter, a boat, a submarine, etc. Optionally, the vehicle is at least a ground vehicle (movable on the ground). The vehicle may also optionally be a water vehicle (movable underwater and optionally below the water surface) and / or an air vehicle (movable in the air, i.e., flying). The vehicle may be equipped with a motor, such as a combustion engine, an electric motor, a hybrid motor, etc. If the vehicle is an air vehicle, such as an airplane or a vehicle, the following description of the road may be relevant when the air vehicle is moved on the ground or near the ground (e.g., a helicopter flying near the ground). If the vehicle is a water vehicle, such as a boat, the following description of the road may be relevant with respect to a water path, such as a waterway, a channel, etc.

[0022] The sensor unit may comprise or correspond to one or more sensors for sensing the vehicle's environment. For example, the sensor unit may comprise or correspond to at least one camera, at least one radar sensor, at least one lidar sensor, at least one ultrasonic sensor, at least one infrared sensor, and / or at least one presence and / or motion sensor. Additionally or alternatively, the sensor unit may comprise or correspond to any other sensor or sensors known in the art for sensing or monitoring the environment.

[0023] The advanced driver assistance system may comprise a positioning unit configured to determine an actual location of the vehicle at a current time. The positioning unit may be part of the processing unit. The positioning unit may be part of an optional navigation system. The positioning unit may comprise or correspond to at least one gyroscope and / or at least one accelerometer. Additionally or alternatively, the positioning unit may be configured to determine the actual location of the vehicle using wireless communication, such as a Global Navigation Satellite System (GNSS), e.g. a Global Positioning System (GPS), and / or a mobile communication system (e.g. a cellular network). The positioning unit may be implemented by any means known in the art.

[0024] The advanced driver assistance system may comprise a navigation system configured to provide navigation assistance to a driver of the vehicle. The navigation system may be part of the processing unit. The navigation system may be implemented by any means known in the art. The display unit may be configured to display a recommended driving route recommended by the navigation system. The advanced driver assistance system may comprise a map unit configured to provide map data for the environment of the vehicle, in particular for the actual position of the vehicle at the current time. The map unit may be part of the processing unit. The map unit may be configured to store the map data, in particular in the form of one or more look-up tables, in a data storage of the advanced driver assistance system and / or may be configured to receive the map data externally, for example from an external database. The data storage may comprise or correspond to a removable data storage, such as a USB flash driver (USB stick), an external hard disk driver, or an optical disk (e.g. Blu-ray disk, DVD, CD). The map unit may be configured to receive the map data wirelessly from the outside.

[0025] The processing unit may comprise or correspond to a controller, a microcontroller, a processor, a microprocessor, an application specific integrated circuit (ASIC), a field programmable gate array (FPGA), or any combination thereof. The processing unit may comprise a risk framework for calculating an estimated risk, in particular two or more estimated risk for two or more virtual positions of the vehicle. The risk framework may correspond to software executable by the processing unit. The processing unit may comprise a risk engine configured to calculate an estimated risk for each virtual position of the vehicle. The processing unit may comprise a risk mapper configured to perform a risk estimation for a path. The path may comprise or correspond to a path between the vehicle and a feature, an estimated driving path of the vehicle at a current time, and / or an estimated movement path of the feature if the feature is a moving obstacle. The processing unit may comprise a situation classifier configured to predict the driver's action intention, in particular to predict the driver's intended driving behavior. The risk engine, the risk mapper, and the situation classifier may form a complete risk framework. The risk engine, the risk mapper, and the situation classifier may correspond to software executable by the processing unit. The risk framework, specifically the risk engine, the risk mapper, and the situation classifier, may be implemented by any means known in the art. That is, the processing unit may be configured to estimate the risk based on at least one parameter of the vehicle and an arbitrary position of the vehicle, which are provided as input data to the processing unit by any means known in the art. According to a first aspect of the present invention, two or more virtual positions of the vehicle are input to the processing unit as the position of the vehicle at the current time.

[0026] The display unit may comprise or correspond to one or more displays (also referred to as screens). Additionally or alternatively, the display unit may comprise or correspond to a head-up display (i.e., a transparent display) for displaying information. The information may comprise or correspond to the vehicle's environment, features, danger zones of the features, and / or additional information about the features, and / or other characteristics of the environment. The display unit may be configured to display navigation based on map data. The display unit may be configured to display the environment based on map data. The display unit may be configured to display information about the state of the vehicle, in particular about at least one parameter of the vehicle. The display unit may be configured to display information instructing the driver about driving behavior (e.g., instructions to slow down, brake, etc.) depending on the actual position of the vehicle with respect to the danger zone of the at least one feature.

[0027] The display unit may be configured to display the at least one feature and the danger zone of the at least one feature in a 2D bird's-eye view of the vehicle's environment. Additionally or alternatively, the display unit may be configured to display the at least one feature and the danger zone of the at least one feature in a first-person perspective included in a virtual reality display of the vehicle's environment. Additionally or alternatively, the display unit may be configured to display the at least one feature and the danger zone of the at least one feature in a first-person perspective using an augmented reality display. Additionally or alternatively, the display unit may be configured to display the at least one feature and the danger zone of the at least one feature as they are projected onto a 2D plane of the road on which the vehicle travels and as they are constrained by the geometry of the road (e.g., only visible in the drivable area).

[0028] The advanced driver assistance system may comprise a man-machine interface (HMI). The display unit may be part of or correspond to the man-machine interface. The man-machine interface may be configured to output driving behavior recommendations or instructions (e.g., slow down, brake, etc.) and warnings based on the danger level of the danger zone of at least one feature. Additionally or alternatively, the man-machine interface may be configured to output driving behavior recommendations or instructions and warnings based on the distance between the actual position of the vehicle at the current time and the boundary of the danger zone. The man-machine interface may be configured to provide visual output, in particular with the display unit, audio output (e.g., with a speaker), and / or haptic output (e.g., with a vibration element, such as a vibration element disposed on the steering wheel). The man-machine interface may be implemented by any means known in the art. The recommendations and warnings may be communicated to the driver by the man-machine interface to support the driver's driving behavior.

[0029] If the processing unit determines two or more features of the vehicle's environment, the above and following descriptions relating to one feature are correspondingly valid for each of the two or more features.

[0030] Optionally, the processing unit is configured to determine a danger zone of the feature for a current time by iteratively performing the danger estimation process for a plurality of virtual positions of the vehicle comprising or corresponding to two or more virtual positions of the vehicle to estimate two or more respective danger levels for the two or more virtual positions. In each iteration of the danger estimation process, for each virtual position of the plurality of virtual positions, a respective danger level for the feature is estimated based on at least one parameter of the vehicle at the current time. After the iteration, the danger estimation process is stopped, where the respective danger levels are equal to or less than a danger threshold.

[0031] If the number of two or more risks estimated in the risk estimation process is less than the threshold, the processing unit can be configured to repeat the risk estimation process, and the distances of the virtual positions used in the repeated risk estimation process from the feature are reduced compared to the distances of the virtual positions used in the risk estimation process from the feature. Initially, the virtual positions can be arbitrarily selected within constraints. Such constraints can be an area around the feature within which the virtual positions will be located.

[0032] If the risk estimation process stops after the first iteration, the processing unit can be configured to repeat the risk estimation process, wherein the distances of the multiple virtual positions used in the repeated risk estimation process from the feature are reduced compared to the distances of the multiple virtual positions used in the risk estimation process from the feature.

[0033] If the risk estimation process stops after the first iteration, the processing unit may be configured to repeat the risk estimation process using a different virtual position in the first iteration of the repeated risk estimation process compared to the virtual position used in the first iteration of the risk estimation process.

[0034] The processing unit may be configured to iteratively perform the risk estimation process for a plurality of virtual positions of the vehicle in order of the distance of the plurality of virtual positions from the feature, starting with a virtual position of the plurality of virtual positions that is spatially closest to the feature, Optionally, the plurality of virtual positions is spatially closer to the feature compared to the actual position of the vehicle at the current time.

[0035] The processing unit may be configured to store virtual positions of iterations where the respective risk is below the risk threshold as limit positions defining the beginning or end of a danger zone of the feature.

[0036] Optionally, the processing unit may use all the risk levels estimated by the risk estimation process, except for the risk level estimated in the last iteration of the risk estimation process after which the risk estimation process is stopped. That is, the two or more risk levels may correspond to the risk levels estimated by the risk estimation process, except for the risk level estimated in the last iteration of the risk estimation process after which the risk estimation process is stopped.

[0037] If the processing unit determines two or more features of the environment, the processing unit can be configured to determine, for a current time, a danger zone of at least one of the two or more features, and the display unit can be configured to display the environment of the vehicle with the two or more features and the danger zone of the at least one of the two or more features. Alternatively, the processing unit can be configured to determine, for a current time, a danger zone of each of the two or more features, and the display unit can be configured to display the environment of the vehicle with the two or more features and the danger zone of the at least one of the two or more features.

[0038] The features may comprise or correspond to at least one of: obstacles present in the environment, road features present in the environment, and signs indicating traffic regulations.

[0039] For example, such signs may indicate traffic rules such as to stop at a certain location, to yield to another vehicle at a certain location, or to limit driving speed up to a speed limit.

[0040] Obstacles may include other vehicles, people, and other physical objects. Road characteristics may include road curves, road intersections, road gradients greater than a gradient threshold, road sections affected by weather, and road sections with damaged surfaces. Signs indicating traffic rules may include traffic signs, ground markings on the road, and traffic lights.

[0041] The at least one parameter may comprise or correspond to at least one of: vehicle driving direction, vehicle speed, vehicle acceleration, vehicle acceleration time, vehicle braking time, vehicle size, and vehicle shape.

[0042] The advanced driver assistance system may comprise one or more sensors configured to sense at least one parameter of the vehicle and provide the at least one parameter of the vehicle to a processing unit. Additionally or alternatively, the processing unit is configured to receive the at least one parameter of the vehicle externally, for example from an external database. The processing unit may be configured to receive the at least one parameter of the vehicle externally, wirelessly.

[0043] Each risk level may comprise or correspond to a time-based risk level depending on the type of feature. The time-based risk level may be one of time to collision, time to brake, braking threat number, time to maneuver, and liability-aware safety theory. Additionally or alternatively, each risk level may comprise or correspond to a probabilistic risk level depending on the type of feature. The probabilistic risk level may be a risk level estimated by Gaussian method or a risk level estimated by survivability analysis.

[0044] Each risk level depends on the type of feature and, optionally, the estimated driving path of the vehicle at the current time: - the collision risk, if the feature corresponds to an obstacle present in the environment, a road intersection or at least one sign indicating a traffic rule (optionally a traffic sign, a ground marking on the road or a traffic light); - the risk of lane departure if the feature is a road curve, a road intersection, a road gradient greater than a gradient threshold, a road section affected by weather, or a road section with a damaged surface; - the lateral acceleration risk if the feature is a road curve or a road intersection; - acceleration hazard if the feature is a road gradient greater than the gradient threshold; - the risk of loss of control of the vehicle if the feature is a road curve, a road intersection, a road gradient greater than a gradient threshold, a road section affected by weather, or a road section with a damaged surface; - if the feature corresponds to at least one sign indicating a traffic rule (optionally a traffic sign, a ground marking on the road or a traffic light), the risk of violating a traffic rule, and / or - the risk of damage to vehicles, if the feature corresponds to a road section with a damaged surface; may comprise or correspond to:

[0045] In other words, the two or more risk levels (estimated at two or more virtual positions of the vehicle) may comprise or correspond to a risk of collision, a risk of lane departure, a risk of lateral acceleration, a risk of acceleration, a risk of loss of control of the vehicle, a risk of violating a traffic rule, and / or a risk of damage to the vehicle.

[0046] Optionally, the virtual positions of the vehicles form a grid.

[0047] The processing unit may be configured to arrange the virtual positions in the environment depending on the type of the feature. Additionally or alternatively, the processing unit may be configured to arrange the virtual positions in the environment such that the virtual positions are located at least in an area between the vehicle and the feature at the current time. Additionally or alternatively, the processing unit may be configured to arrange the virtual positions in the environment such that the virtual positions are located in an area between the vehicle and the feature at the current time. Additionally or alternatively, the processing unit may be configured to arrange the virtual positions in the environment such that at least one of the virtual positions is equal to an actual position of the feature or an actual position of a part of the feature at the current time. Additionally or alternatively, the processing unit may be configured to arrange the virtual positions in the environment such that at least one of the virtual positions is equal to a position associated with an actual position of the feature or an actual position of a part of the feature at the current time.

[0048] Optionally, the processing unit is configured to position the virtual location in the environment such that the virtual location is positioned along a path. The path may be a path between the vehicle and the feature at the current time. Additionally or alternatively, the path may be an estimated driving path of the vehicle at the current time. Additionally or alternatively, the path may be an estimated future movement path of the feature if the feature is a moving obstacle. Additionally or alternatively, the path may be adapted to roads on which the vehicle and / or the moving obstacle resides, and optionally moves, at the current time. Additionally or alternatively, the path may be adapted to the feature. The path may be brought about by map data.

[0049] The estimated driving route may be determined based on the driving behavior of the driver and / or the navigation system through which the navigation is performed (the route corresponds to a recommended driving route recommended by the navigation system). The phrase "adapted to the road" may be understood as "adapted to the path and / or road shape."

[0050] The display unit may be configured to display the danger zone of the feature by varying the color, shading, and / or pattern of the danger zone depending on the distance between the boundary of the danger zone and the actual position of the vehicle at the current time. Additionally or alternatively, the display unit may be configured to display the danger zone of the feature such that the danger zone is segmented into segments of different color, shading, and / or pattern, the segments corresponding to a continuous range of risk. Additionally or alternatively, the display unit may be configured to display the danger zone of the feature such that the danger zone is adapted to the feature and / or to the road on which the feature is located at the current time.

[0051] If the feature is a road curve, the processing unit may be configured to estimate, based on at least one parameter of the vehicle at the current time, at each virtual position of the vehicle, a lateral acceleration caused by the curvature of the road curve as a respective risk. The virtual positions may be equal to actual positions of different parts of the road curve. The respective risk may be a risk of lane departure, the higher the lateral acceleration, the higher the risk of lane departure.

[0052] If the feature is at least one traffic rule (optionally a traffic sign, a ground marking on the road, or a traffic light) or a sign indicating a road intersection, the processing unit may be configured to estimate the collision risk as a respective risk at each virtual position of the vehicle's virtual position based on at least one parameter of the vehicle at the current time. The virtual positions may be located at least in the area between the vehicle and the feature, and at least one of the virtual positions may be equal to the actual position of the feature or the actual position of a part of the feature. This may be the case when the feature is a ground marking on the road or a road intersection (as a sign indicating at least one traffic rule). Alternatively, the virtual positions may be located at least in the area between the vehicle and the feature, and at least one of the virtual positions is equal to a position associated with the actual position of the feature or associated with the actual position of a part of the feature. This may be the case when the feature is a traffic sign or a traffic light (as a sign indicating at least one traffic rule).

[0053] The processing unit may be configured to determine the driving behavior recommendation based on two or more risk levels and / or danger zones of the at least one feature. Additionally or alternatively, the processing unit may be configured to determine the driving behavior instruction based on two or more risk levels and / or danger zones of the at least one feature. Additionally or alternatively, the processing unit may be configured to determine the warning based on two or more risk levels and / or danger zones of the at least one feature. The display unit may be configured to display the driving behavior recommendation, the driving behavior instruction, and / or the warning. To this end, the advanced driver assistance system may comprise a man-machine interface (HMI), as already outlined above. The display unit may be part of or correspond to the man-machine interface. The above explanations regarding the driving behavior recommendation, the driving behavior instruction, the warning, and the man-machine interface are correspondingly valid.

[0054] As already outlined above, the display unit displays at least one feature and a danger zone of the at least one feature in accordance with: - In a 2D bird's-eye view of the vehicle's environment, - in a first-person view contained in a virtual reality representation of the vehicle's environment, - In a first-person perspective using an augmented reality display, and / or - as they are projected onto the 2D plane of the road along which the vehicle travels, and as they are constrained by the road geometry It may be configured to display. Some or all of the optional features described above may be combined with each other to realise an advanced driver assistance system according to the first aspect of the invention.

[0055] According to a second aspect of the invention, a vehicle is provided, the vehicle comprising an advanced driver assistance system according to the first aspect of the invention as described above for assisting a driver of the vehicle.

[0056] The above explanations relating to the advanced driver assistance system according to the first aspect of the invention are also valid for the vehicle according to the second aspect of the invention.

[0057] The vehicle according to the second aspect of the invention achieves the same advantages as the advanced driver assistance system according to the first aspect of the invention.

[0058] The advanced driver assistance system for the vehicle is implemented by the advanced driver assistance system of the first aspect of the present invention described above.

[0059] According to a third aspect of the present invention, a method of assisting a driver of a vehicle is provided. The method may include sensing an environment of the vehicle, providing a sensing output, and determining at least one feature of the environment based on the sensing output. The method further includes determining a danger zone of the feature for a current time by estimating a respective danger level for the feature for each virtual location of the two or more virtual locations of the vehicle based on at least one parameter of the vehicle at a current time to estimate two or more danger levels for the two or more virtual locations, and forming a danger zone based on the two or more danger levels. The method further includes displaying the environment of the vehicle with the feature and the danger zone of the feature.

[0060] The above explanations regarding the advanced driver assistance system according to the first aspect of the invention are also valid for the method according to the third aspect of the invention.

[0061] Optionally, the method includes determining a danger zone of the feature for a current time by iteratively performing the danger estimation process for a plurality of virtual positions of the vehicle comprising or corresponding to two or more virtual positions of the vehicle to estimate two or more danger levels for the two or more virtual positions. In each iteration of the danger estimation process, at each virtual position of the plurality of virtual positions, a respective danger level for the feature is estimated based on at least one parameter of the vehicle at the current time. After an iteration, the danger estimation process is stopped, where the respective danger level is less than or equal to a danger threshold.

[0062] If two or more features of the environment are determined, the method may include determining, for a current time, a danger zone for at least one of the two or more features, and displaying the environment of the vehicle with the two or more features and the danger zone of the feature among the two or more features. Alternatively, the method may include determining, for a current time, a danger zone for each feature of the two or more features, and displaying the environment of the vehicle with the two or more features and the danger zone of at least one of the two or more features.

[0063] The method may include arranging the virtual locations in the environment depending on the type of the feature. Additionally or alternatively, the method may include arranging the virtual locations in the environment such that the virtual locations are optionally at least located in an area between the vehicle and the features at the current time. Additionally or alternatively, the method may include arranging the virtual locations in the environment such that at least one of the virtual locations is equal to an actual location of the feature or an actual location of a part of the feature at the current time. Additionally or alternatively, the method may include arranging the virtual locations in the environment such that at least one of the virtual locations is equal to a location associated with an actual location of the feature or an actual location of a part of the feature at the current time.

[0064] Optionally, the method may include arranging the virtual positions in the environment such that the virtual positions are located along a path. The path may be a path between the vehicle and the feature at the current time. Additionally or alternatively, the path may be an estimated driving path of the vehicle at the current time. Additionally or alternatively, the path may be an estimated movement path of the feature if the feature is a moving obstacle. Additionally or alternatively, the path is adapted to roads on which the vehicle and / or the moving obstacle resides, and optionally moves, at the current time. Additionally or alternatively, the path may be adapted to the feature.

[0065] The method may include displaying the danger zone of the feature by varying a color, shading, and / or pattern of the danger zone depending on the distance between a boundary of the danger zone and the actual position of the vehicle at the current time. Additionally or alternatively, the method may include displaying the danger zone of the feature such that the danger zone is segmented into segments of different color, shading, and / or pattern, the segments corresponding to a continuous range of risk. Additionally or alternatively, the method may include displaying the danger zone of the feature such that the danger zone is adapted to the feature and / or to the road on which the feature is located at the current time.

[0066] If the feature is a road curve, the method may include estimating, for each virtual position of the vehicle based on at least one parameter of the vehicle at the current time, a lateral acceleration caused by the curvature of the road curve as a respective degree of risk, the virtual positions being equal to actual positions of different portions of the road curve.

[0067] If the feature is at least one traffic rule (optionally a traffic sign, a ground marking on the road, or a traffic light) or a sign indicating a road intersection, the method may include estimating a collision risk as a respective risk at each virtual position of the vehicle based on at least one parameter of the vehicle at the current time. The virtual positions may be located at least in an area between the vehicle and the feature, and at least one of the virtual positions may be equal to the actual position of the feature or to the actual position of a part of the feature. Alternatively, the virtual positions may be located at least in an area between the vehicle and the feature, and at least one of the virtual positions may be equal to a position associated with the actual position of the feature or to the actual position of a part of the feature.

[0068] The method according to the third aspect of the invention achieves the same advantages as the advanced driver assistance system according to the first aspect of the invention.

[0069] Some or all of the optional features described above may be combined with each other to realise the method according to the third aspect of the invention.

[0070] A fourth aspect of the invention provides program code for performing a method according to the third aspect of the invention, as described above.

[0071] A fifth aspect of the invention provides a computer program comprising program code for, when executed by a processor, performing the method according to the third aspect of the invention, as above.

[0072] A sixth aspect of the invention provides a computer comprising a memory and a processor configured to store and execute program code for performing the method according to the third aspect of the invention, as described above.

[0073] The program code according to the fourth aspect, the computer program according to the fifth aspect and the computer according to the sixth aspect each achieve the same advantages as the advanced driver assistance system according to the first aspect of the invention.

[0074] In the following, the invention will be described, by way of example only, with reference to the accompanying drawings, in which: FIG. [Brief description of the drawings]

[0075] [Figure 1] FIG. 4 exemplarily illustrates a flow diagram of an embodiment of a method according to a third aspect of the present invention. [Diagram 2] FIG. 1 exemplarily illustrates a block diagram of an embodiment of an advanced driver assistance system according to a first aspect of the present invention; [Diagram 3] 1A-1D are diagrams exemplarily illustrating two scenarios for using an embodiment of an advanced driver assistance system according to a first aspect of the present invention; [Figure 4] 2A-2C show exemplary scenarios of using an embodiment of an advanced driver assistance system according to a first aspect of the invention for different conditions; [Diagram 5]2A-2C show exemplary scenarios of using an embodiment of an advanced driver assistance system according to a first aspect of the invention for different conditions; [Figure 6] 1A-1D are diagrams exemplarily illustrating two scenarios for using an embodiment of an advanced driver assistance system according to a first aspect of the present invention; [Figure 7] FIG. 2 shows an example of an output that may be displayed by a display unit of an embodiment of an advanced driver assistance system according to the first aspect of the present invention. [Figure 8] FIG. 2 shows an example of an output that may be displayed by a display unit of an embodiment of an advanced driver assistance system according to the first aspect of the present invention. [Figure 9] FIG. 2 shows an example of an output that may be displayed by a display unit of an embodiment of an advanced driver assistance system according to the first aspect of the present invention. [Figure 10] FIG. 2 shows an example of an output that may be displayed by a display unit of an embodiment of an advanced driver assistance system according to the first aspect of the present invention. [Figure 11] FIG. 2 shows an example of an output that may be displayed by a display unit of an embodiment of an advanced driver assistance system according to the first aspect of the present invention. [Figure 12] FIG. 2 shows an example of an output that may be displayed by a display unit of an embodiment of an advanced driver assistance system according to the first aspect of the present invention. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0076] FIG. 1 exemplarily shows a flow diagram of an embodiment of a method according to a third aspect of the invention. In step 100, the environment of the vehicle can be sensed and a sensing output can be provided. In step 200, based on the sensing output, at least one feature of the environment can be determined. In step 300, based on at least one parameter of the vehicle at the current time, at each virtual position of the two or more virtual positions of the vehicle, a respective danger level for the feature can be estimated in order to estimate two or more danger levels for the two or more virtual positions. In step 400, based on the two or more danger levels, a danger zone for the feature can be formed. In step 500, based on the two or more danger levels, the environment of the vehicle can be displayed with the features and the danger zone for the feature. Steps 300 and 400 allow for determining the danger zone for the feature for the current time.

[0077] In the case where two or more features are determined in step 200, steps 300 and 400 can be performed for at least one of the two or more features to generate a danger zone for the at least one feature. In step 500, the vehicle's environment, the two or more features, and the danger zone for at least one of the two or more features can be displayed. Alternatively, steps 300 and 400 can be performed for each feature of the two or more features. In this case, in step 500, the vehicle's environment, the two or more features, and the danger zone for at least one of the two or more features can be displayed. Alternatively, in step 500, the vehicle's environment, the two or more features, and the danger zone for each of the two or more features can be displayed.

[0078] For a more detailed explanation of the method of FIG. 1, reference is made to the above description of the method according to the third aspect of the invention and of the advanced driver assistance system according to the first aspect of the invention.

[0079] FIG. 2 exemplarily shows a block diagram of an embodiment of an advanced driver assistance system according to a first aspect of the present invention.

[0080] FIG. 2 shows an advanced driver assistance system 1 for assisting a driver of a vehicle. As shown in FIG. 2, the advanced driver assistance system 1 may comprise a sensor unit 2, a processing unit 3 and a display unit 4. The sensor unit 2 may comprise or correspond to one or more sensors 2a for sensing the environment of the vehicle. The sensor unit 2 may be configured to perform method step 100 of the method of FIG. 1. The processor unit 3 may be configured to perform steps 200, 300 and 400 of the method of FIG. 1. The display unit 4 may be configured to perform step 500 of the method of FIG. 1.

[0081] For a more detailed description of the advanced driver assistance system 1 of Fig. 2, in particular the sensor unit 2, the processing unit 3 and the display unit 4, reference is made to the above description of the advanced driver assistance system according to the first aspect of the invention, in particular the sensor unit, the processing unit and the display unit of the advanced driver assistance system according to the first aspect of the invention.

[0082] Figures 3, 4, 5 and 6 exemplarily illustrate scenarios in which an embodiment of the advanced driver assistance system according to the first aspect of the present invention is used.

[0083] FIG. 3(a) illustrates a scenario in which another vehicle 12 is driving ahead of a vehicle 11 (host vehicle) driven by a driver assisted by an advanced driver assistance system according to an embodiment of the present invention. The processing unit of the advanced driver assistance system is therefore configured to determine the other vehicle 12 as at least one feature of the environment of the vehicle 11 based on the detection output of the sensor unit (which detects the environment of the vehicle 11). In FIGS. 3, 4, 5 and 6, the reference sign "AP1" is used to indicate the actual position of the vehicle 11 (i.e. the host vehicle) at the current time, and in FIGS. 3, 4 and 5, the reference sign "AP2" is used to indicate the actual position of the other vehicle 12 at the current time. In the scenarios of FIGS. 3, 4 and 5, the feature present in the environment of the vehicle 11 is the other vehicle 12. In the scenario of Figure 6(a), the feature present in the environment of the vehicle 11 is a road curve 13, and in the scenario of Figure 6(b), the feature present in the environment of the vehicle 11 is a sign 14 indicating at least one traffic rule, in particular a ground marking and / or a traffic sign.

[0084] The locations of the black dots of vehicle 11 and other vehicles 12 to indicate actual or virtual locations are by way of example only and may be positioned differently than shown in Figures 3, 4, 5, and 6. For example, the black dot of vehicle 11 indicating actual or virtual location of vehicle 11 may be at the front end, rear end, or any other location of vehicle 11.

[0085] As shown in the scenario of FIG. 3(a), for three virtual positions VP1, VP2, and VP3 of the vehicle 11, the processing unit may estimate a respective risk level with respect to the other vehicle 12 at the current time based on at least one parameter of the vehicle at the current time. The number of virtual positions is only by way of example and therefore does not limit the present invention. The number may be two or more virtual positions. The at least one parameter of the vehicle is exemplarily assumed to be the speed of the vehicle 11. The at least one parameter of the vehicle may comprise or correspond to one or more parameters as described above with respect to the advanced driver assistance system of the first aspect of the present invention. The respective risk levels with respect to the other vehicle are exemplarily assumed to be a risk level of collision of the vehicle 11 with the other vehicle 12.

[0086] As shown in FIG. 3(a), the virtual positions VP1, VP2, and VP3 of the vehicle 11 are located in the area between the vehicle 11 and the other vehicle 12, and they are spatially closer to the actual position AP2 of the other vehicle 12 than the actual position AP1 of the vehicle 11. As shown in FIG. 3(a), the virtual positions VP1, VP2, and VP3 may be located along a path (indicated by a dashed line) between the vehicle 11 and the other vehicle 12. Optionally, the path is an estimated driving path of the vehicle 11 at the current time. The three virtual positions may be located in an arbitrary or ordered manner, for example, with equal intervals between the virtual positions. In particular, the virtual positions may form a grid.

[0087] The processing unit may be configured to form a danger zone RZ of the other vehicle 12 based on three estimated danger levels estimated at three virtual positions VP1, VP2 and VP3 relative to the current time (i.e., at each virtual position of the three virtual parts VP1, VP2 and VP3, each of the three estimated danger levels is estimated relative to the current time).

[0088] As shown in Fig. 3(a), the risk estimation for forming the danger zone RZ of the other vehicle 12 may be optionally performed by iteratively performing a risk estimation process for multiple virtual positions VP1, VP2, VP3, and VP4 of the vehicle 11. In each iteration of the risk estimation process, at each virtual position of the multiple virtual positions, a respective risk for the other vehicle 12 (e.g., a risk of collision of the vehicle 11 with the other vehicle 12) is estimated based on at least one parameter of the vehicle 11 at the current time (e.g., the speed of the vehicle 11). The risk estimation process is stopped after an iteration in which the respective risk is equal to or less than a risk threshold.

[0089] In the case of FIG. 3(a), it is exemplarily assumed that the processing unit iteratively performs a risk estimation process for a plurality of virtual positions VP1, VP2, VP3, and VP4 of the vehicle 11 in the order of the distances of the plurality of virtual positions VP1, VP2, VP3, and VP4 from the other vehicle 12, starting from the virtual position VP1 that is spatially closest to the other vehicle 12. It is further exemplarily assumed that the estimated risk for the other vehicle 12 for the virtual position VP3 for the current time is equal to the risk threshold. Thus, after estimating the risk for the virtual position VP3 for the other vehicle 12 for the current time, the processing unit stops the risk estimation process. Thus, the risk for the other vehicle is estimated for the current time only for the virtual positions VP1, VP2, and VP3, but not for the virtual position VP4. In this way, the risk zone RZ of the other vehicle 12 is formed based on the three estimated risk levels estimated for the three virtual positions VP1, VP2, and VP3. The virtual position VP3 can be stored as a limit position CP defining the beginning or end of a danger zone RZ of the other vehicle 12.

[0090] As shown in Fig. 4(a), the display unit of the advanced driver assistance system can be configured to display the danger zone RZ of the other vehicle 12 such that the danger zone RZ of the other vehicle 12 is segmented in segments of different colors, shading and / or patterns, the segments corresponding to a continuous range of danger levels. Since the danger zone RZ of the other vehicle is formed based on three danger levels estimated for the three virtual positions VP1, VP2 and VP3 of the vehicle 11 shown in Fig. 3(a), the danger zone RZ of the other vehicle 12 can be segmented into three segments, the boundaries of which correspond to the three estimated danger levels.

[0091] The section of the danger zone RZ between the other vehicle 12 and the virtual position VP1 (the section with the highest density of dots in FIG. 4(a)) corresponds to a range of risk levels equal to or higher than the risk level estimated for the virtual position VP1 for the current time. If the estimated risk level corresponds to the risk level of collision, the range of risk levels is between a 100% risk level at the boundary of the danger zone RZ of the other vehicle 12 and the risk level of collision estimated for the virtual position VP1 for the current time. That is, if the vehicle 11 is located at the boundary of the danger zone RZ with the other vehicle 12, a collision between the vehicle 11 and the other vehicle 12 will occur. The continuous section of the danger zone RZ between the virtual position VP1 and the virtual position VP2 (the section with the second highest density of dots in FIG. 4(a)) corresponds to a range of risk levels lower than the risk level estimated for the virtual position VP1 for the current time and equal to or higher than the risk level estimated for the virtual position VP2 for the current time. The continuous section of the danger zone RZ between virtual positions VP2 and VP3 (the section dotted with the lowest density in Figure 4(a)) corresponds to a range of risk levels that are less than the risk level estimated for virtual position VP2 at the current time and greater than or equal to the risk level estimated for virtual position VP3 at the current time.

[0092] Thus, as shown in Figures 3(a) and 4(a), the danger zone RZ of the other vehicle 12 corresponds to the personal space of the other vehicle 12. As long as the vehicle 11 does not enter its danger zone RZ, the danger level with respect to the other vehicle 12 (e.g. the risk of collision of the vehicle 11 with the other vehicle 12) is smaller than the estimated danger level for the virtual position VP3 at the current time, and thus is smaller than the danger level threshold. The danger zone RZ of the vehicle 12 (when displayed on the display unit) allows the driver of the vehicle 11 to intuitively evaluate the danger situation of the vehicle 11 with respect to the other vehicle 12 by visualizing the theoretical danger level with respect to the other vehicle 12 with respect to the virtual positions VP1, VP2, and VP3. The virtual positions VP1, VP2, and VP3 are different from the actual position AP1 of the vehicle 11 at the current time, in particular they are spatially closer to the other vehicle 12 compared to the actual position AP1 of the vehicle 11 at the current time.

[0093] As shown in Fig. 4(b), (c) and (d), additionally or alternatively, the display unit of the advanced driver assistance system may be configured to display the danger zone RZ of the other vehicle 12 by varying the color, shading and / or pattern of the danger zone depending on the distance between the boundary of the danger zone RZ and the actual position of the vehicle 11 at the current time. The boundary is indicated by a limit position CP in Fig. 4(b), (c) and (d). In Fig. 4(b), the vehicle 11 is spatially furthest from the boundary of the danger zone RZ of the other vehicle 12. In Fig. 4(c), the vehicle 11 is spatially closer to the boundary of the danger zone RZ compared to Fig. 4(b), but still does not cross the boundary. In Fig. 4(d), the vehicle 11 crosses the boundary of the danger zone RZ. The closer the vehicle 11 is spatially to the other vehicle 12, the greater the risk (e.g. the risk of collision) with respect to the other vehicle 12. Thus, the danger zone RZ in Fig. 4(d) may be coloured in a warning colour, e.g. red. The danger zone in Fig. 4(c) may be coloured in an awareness colour, e.g. orange or yellow. The danger zone RZ in Fig. 4(b) may be coloured in a colour indicating a low risk (safe) state of the vehicle 11 with respect to other vehicles 12, e.g. green. In Fig. 4, different colours, shading and / or patterns of the divisions of the danger zone RZ or of the danger zone itself are indicated by areas dotted with different densities.

[0094] The display unit of the advanced driver assistance system may be configured to alternately display the danger zones according to the embodiment of Fig. 4(a) and the embodiments of Fig. 4(b), (c) and (d). Additionally or alternatively, the driver may select the type of display of the danger zone RZ by the display unit for the scenario of Fig. 3(a).

[0095] Fig. 3(b) exemplarily illustrates another scenario using an embodiment of the advanced driver assistance system according to the first aspect of the present invention. In the scenario of Fig. 3(b), a vehicle 11 (host vehicle) driven by a driver assisted by the advanced driver assistance system and another vehicle 12 travel such that the driving path of the vehicle 11 and the driving path of the other vehicle 12 cross each other perpendicularly, for example, at a road intersection. The above explanations regarding Figs. 3(a) and 4(a), (b), (c), and (d) are equally valid for explaining the scenario of Fig. 3(b).

[0096] According to the scenario of Fig. 3(b) with five virtual positions VP1, VP2, VP3, VP4 and VP5 of the vehicle 11, the danger level with respect to the other vehicle 12 for the current time is estimated by the processing unit of the advanced driver assistance system based on at least one parameter of the vehicle 11 at the current time. The virtual positions VP1, VP2, VP3, VP4 and VP5 can be located along a path, which is an estimated movement path of the other vehicle 12. Based on the virtual positions VP1, VP2, VP3, VP4 and VP5, the processing unit can form a danger zone RZ of the other vehicle 12.

[0097] As shown in Fig. 5(a), (b) and (c), the display unit of the advanced driver assistance system may be configured to display the danger zone RZ of the other vehicle 12 by varying the color, shading and / or pattern of the danger zone depending on the distance between the boundary of the danger zone RZ and the actual position of the vehicle 11 at the current time. In Fig. 5(a), the vehicle 11 is spatially furthest from the boundary of the danger zone RZ of the other vehicle 12. In Fig. 5(b), the vehicle 11 is spatially closer to the boundary of the danger zone RZ compared to Fig. 5(a). In Fig. 5(c), the vehicle 11 is spatially closer to the boundary of the danger zone RZ compared to Figs. 5(a) and (b). The above explanations regarding Figs. 4(b), (c) and (d) are equally valid for explaining the scenarios of Figs. 5(a), (b) and (c), and in particular for explaining the different colorings of the danger zone RZ of the other vehicle 12.

[0098] Fig. 6(a) exemplarily illustrates another scenario using an embodiment of the advanced driver assistance system according to the first aspect of the present invention. In the scenario of Fig. 6(a), a vehicle 11 (host vehicle) driven by a driver assisted by the advanced driver assistance system travels along a road having a road curve 13 ahead. Thus, the processing unit of the advanced driver assistance system is configured to determine the road curve 13 as at least one feature of the environment of the vehicle 11 based on the detection output of the sensor unit (which detects the environment of the vehicle 11).

[0099] As shown in the scenario of FIG. 6(a), for three virtual positions VP1, VP2, and VP3 of the vehicle 11, the processing unit may estimate a respective risk level with respect to the road curve 13 at the current time based on at least one parameter of the vehicle at the current time. The number of virtual positions is only by way of example and therefore does not limit the invention. The number may be two or more virtual positions. The at least one parameter of the vehicle is exemplarily assumed to be the speed of the vehicle 11 at the current time. The at least one parameter of the vehicle may comprise or correspond to one or more parameters as described above with respect to the advanced driver assistance system of the first aspect of the invention. The respective risk levels with respect to other vehicles are exemplarily assumed as a risk level of lateral acceleration of the vehicle 11 and / or a risk level of lane departure of the vehicle 11.

[0100] As shown in Fig. 6(a), virtual positions VP1, VP2, and VP3 of the vehicle 11 are arranged in the environment of the vehicle 11 such that the virtual positions VP1, VP2, and VP3 are each equal to an actual position of a portion of the road curve 13. As shown in Fig. 3(a), the virtual positions VP1, VP2, and VP3 may be arranged along a path fitted to the road curve 13. Optionally, the path is an estimated driving path of the vehicle 11 at the current time. The three virtual positions may be arranged arbitrarily or in an ordered manner, for example with equal intervals between the virtual positions. In particular, the virtual positions may form a grid.

[0101] The processing unit may be configured to form a danger zone RZ of the road curve 13 based on three estimated danger levels estimated at three virtual positions VP1, VP2 and VP3 for the current time (i.e., at each virtual position of the three virtual parts VP1, VP2 and VP3, a respective danger level of the three estimated danger levels is estimated for the current time).

[0102] As shown in Fig. 6(a), the risk estimation for forming the danger zone RZ of the road curve 13 may be optionally performed by iteratively performing a risk estimation process for multiple virtual positions VP1, VP2, VP3, and VP4 of the vehicle 11. In each iteration of the risk estimation process, at each virtual position of the multiple virtual positions, a respective risk (e.g., a risk of lateral acceleration of the vehicle 11 and / or a risk of lane departure) for the road curve 13 is estimated based on at least one parameter of the vehicle 11 at the current time (e.g., the speed of the vehicle 11). The risk estimation process is stopped after an iteration in which the respective risk is equal to or less than a risk threshold. In the case of FIG. 6(a), it is exemplarily assumed that the processing unit iteratively performs a risk estimation process for a plurality of virtual positions VP1, VP2, VP3, and VP4 of the vehicle 11 in the order of the distances of the plurality of virtual positions VP1, VP2, VP3, and VP4 from the actual position AP1 of the vehicle 11, starting from the virtual position VP1 that is spatially farthest from the actual position AP1 of the vehicle 11. It is further exemplarily assumed that the estimated risk for the road curve 13 for the virtual position VP3 for the current time is equal to the risk threshold. Thus, after estimating the risk for the virtual position VP3 for the road curve 13 for the current time, the processing unit stops the risk estimation process. Thus, the risk for the road curve 13 is estimated for the current time only for the virtual positions VP1, VP2, and VP3, but the risk for the virtual position VP4 is not estimated for the current time. In this way, the risk zone RZ of the road curve 13 is formed based on the three estimated risks estimated for the three virtual positions VP1, VP2, and VP3.

[0103] As shown in Fig. 6(a), the display unit of the advanced driver assistance system can be configured to display the danger zone RZ of the road curve such that the danger zone RZ is segmented in segments of different colors, shadings, and / or patterns, the segments corresponding to a continuous range of danger levels. Since the danger zone RZ of other vehicles is formed based on three danger levels estimated for the three virtual positions VP1, VP2, and VP3 of the vehicle 11, the danger zone RZ can be segmented into three segments. The segment of the danger zone RZ with the virtual position VP2 (the segment dotted with the highest density in Fig. 6(a)) corresponds to a high danger level range with a danger level estimated for the virtual position VP2 for the current time. The left and right consecutive segments correspond to lower danger level ranges with a danger level estimated for the virtual position VP1 for the current time (see the right segment) or a danger level estimated for the virtual position VP3 for the current time (see the left segment). The lower danger level range comprises a lower danger level than the higher danger level range.

[0104] For example, if the estimated danger level is a danger level of lateral acceleration (acceleration in a lateral or transverse direction relative to the direction of movement), which is caused by the curvature of the road curve 13, the estimated danger level estimated at the position of the greatest curvature is greater than the estimated danger level estimated at the position of the smallest curvature. At the virtual position VP2, the curvature of the road curve 13 is greater than the curvature of the road curve 13 at the virtual positions VP1 and VP3. Thus, the lateral acceleration danger level estimated for the virtual position VP2 is greater than the lateral acceleration danger level estimated for the virtual positions VP1 and VP3. It is exemplarily assumed that the curvature of the road curve 13 at the virtual position VP1 is greater than the curvature of the road curve 13 at the virtual position VP3. Thus, the lateral acceleration danger level estimated for the virtual position VP1 is greater than the lateral acceleration danger level estimated for the virtual position VP3.

[0105] According to Fig. 6(a) the danger zones RZ are adapted to the road curves 13 and thus to the course and shape of the road. The danger zones RZ can be positioned differently and therefore displayed differently.

[0106] Thus, as shown in Fig. 6(a), the danger zone RZ of the road curve 13 corresponds to the personal space of the road curve 13. As long as the vehicle 11 does not enter the danger zone, the danger level with respect to the road curve 13 (e.g. the danger level of lateral acceleration caused by the curvature of the road curve) is smaller than the danger level estimated for the virtual position VP3 at the current time and is therefore smaller than the danger level threshold. The danger zone RZ of the road curve 13 (when displayed on the display unit) allows the driver of the vehicle 11 to intuitively evaluate the danger situation of the vehicle 11 with respect to the road curve 13 by visualizing the theoretical danger level with respect to the road curve 13 with respect to the virtual positions VP1, VP2 and VP3. The virtual positions VP1, VP2 and VP3 are different from the actual position AP1 of the vehicle 11 at the current time.

[0107] 6(b) illustrates a scenario in which there is a sign 14, e.g., a ground marking and / or a traffic sign on a road, indicating at least one traffic rule ahead of the vehicle 11 driven by a driver assisted by the advanced driver assistance system according to an embodiment of the present invention. For the sake of further explanation, it is exemplarily assumed that the sign 14 indicating at least one traffic rule is a traffic sign 14. This is not limiting for this explanation, and therefore this explanation is also valid for any other sign indicating at least one traffic rule. Thus, the processing unit of the advanced driver assistance system is configured to determine the traffic sign 14 as at least one feature of the environment of the vehicle 11 based on the detection output of the sensor unit (which detects the environment of the vehicle 11).

[0108] As shown in the scenario of FIG. 6(b), for four virtual positions VP1, VP2, VP3, and VP4 of the vehicle 11, the processing unit may estimate a respective risk level with respect to the traffic sign 14 at the current time based on at least one parameter of the vehicle at the current time. The number of virtual positions is only by way of example and therefore does not limit the invention. The number may be two or more virtual positions. The at least one parameter of the vehicle is exemplarily assumed to be the speed of the vehicle 11 at the current time. The at least one parameter of the vehicle may comprise or correspond to one or more parameters as described above with respect to the advanced driver assistance system of the first aspect of the invention. The respective risk level with respect to other vehicles is exemplarily assumed as a risk level of violation of a traffic rule (indicated by a traffic sign).

[0109] As shown in FIG. 6(b), the virtual positions VP1, VP2, VP3, and VP4 of the vehicle 11 are at least located in an area between the vehicle 11 and the traffic sign 14, and the virtual position VP1 among the virtual positions is equal to a position associated with the actual position of the traffic sign 14. The virtual positions are spatially closer to the actual position of the traffic sign 14 than the actual position AP1 of the vehicle 11. As shown in FIG. 6(b), the virtual positions VP1, VP2, VP3, and VP4 may be located along a path (indicated by a dashed line) between the vehicle 11 and a position associated with the actual position of the traffic sign. Optionally, the path is an estimated driving path of the vehicle 11 at the current time. The four virtual positions may be located in an arbitrary or ordered manner, for example, with equal intervals between the virtual positions. In particular, the virtual positions may form a grid.

[0110] The processing unit may be configured to form a danger zone RZ of the traffic sign 14 based on four estimated danger levels estimated at four virtual positions VP1, VP2, VP3 and VP4 relative to the current time (i.e., at each virtual position of the four virtual parts VP1, VP2, VP3 and VP4, a danger level of each of the four estimated danger levels is estimated relative to the current time).

[0111] As shown in Fig. 6(b), the risk estimation for forming the danger zone RZ of the road sign 14 may be optionally performed by iteratively performing a risk estimation process for multiple virtual positions VP1, VP2, VP3, VP4, and VP5 of the vehicle 11. In each iteration of the risk estimation process, at each virtual position of the multiple virtual positions, a respective risk level for the traffic sign 14 (e.g., a risk level of violation of a traffic rule indicated by the traffic sign 14) is estimated based on at least one parameter of the vehicle 11 at the current time (e.g., the speed of the vehicle 11). The risk estimation process is stopped after an iteration in which the respective risk level is equal to or less than a risk threshold.

[0112] In the case of FIG. 6(b), it is exemplarily assumed that the processing unit iteratively performs a risk estimation process for a plurality of virtual positions VP1, VP2, VP3, VP4, and VP5 of the vehicle 11 in the order of the distances of the plurality of virtual positions VP1, VP2, VP3, VP4, and VP5 from the traffic sign 14, starting from the virtual position VP1 that is spatially closest to the traffic sign 14. It is further exemplarily assumed that the estimated risk for the traffic sign 14 for the virtual position VP4 for the current time is equal to the risk threshold. Thus, after estimating the risk for the virtual position VP4 for the traffic sign 14 for the current time, the processing unit stops the risk estimation process. Thus, the risk for the traffic sign 14 is estimated for the current time only for the virtual positions VP1, VP2, VP3, and VP4, but the risk for the virtual position VP5 is not estimated for the current time. In this way, a danger zone RZ of the traffic sign 14 is formed based on four estimated danger levels estimated for four virtual positions VP1, VP2, VP3 and VP4. The virtual position VP4 may be stored as a limit position CP defining the beginning or end of the danger zone RZ of the traffic sign 14.

[0113] As shown in Fig. 6(b), the display unit of the advanced driver assistance system can be configured to display the danger zone RZ of the traffic sign 14 such that the danger zone RZ is segmented in segments of different colors, shading and / or patterns, the segments corresponding to a continuous range of danger levels. The danger zone RZ can be segmented into three segments, the boundaries of which correspond to four estimated danger levels estimated for four virtual positions VP1, VP2, VP3 and VP4 of the vehicle 11. The segment of the danger zone RZ between the virtual positions VP1 and VP2 (the segment dotted with the highest density in Fig. 6(b)) corresponds to a range of danger levels less than or equal to the danger level estimated for the virtual position VP1 for the current time and greater than the danger level estimated for the virtual position VP2 for the current time. The continuous section of the danger zone RZ between virtual positions VP2 and VP3 (the section drawn with the second highest density of dots in FIG. 6(b)) corresponds to a range of risk that is less than or equal to the risk estimated for virtual position VP2 at the current time and greater than the risk estimated for virtual position VP3 at the current time. The continuous section of the danger zone RZ between virtual positions VP3 and VP4 (the section drawn with the lowest density of dots in FIG. 6(b)) corresponds to a range of risk that is less than or equal to the risk estimated for virtual position VP3 at the current time and greater than the risk estimated for virtual position VP4 at the current time.

[0114] 6(b), the danger zone RZ of the traffic sign 14 corresponds to the personal space of the traffic sign 14. The danger zone RZ of the traffic sign 14 (when displayed on the display unit) enables the driver of the vehicle 11 to intuitively evaluate the danger situation of the vehicle 11 with respect to the traffic sign 14 by visualizing the theoretical danger degree with respect to the traffic sign 14 with respect to the virtual positions VP1, VP2, VP3, and VP4. The virtual positions VP1, VP2, VP3, and VP4 are different from the actual position AP1 of the vehicle 11 at the current time, specifically, are spatially closer to the traffic sign 14 compared to the actual position AP1 of the vehicle 11 at the current time.

[0115] The description of the advanced driver assistance system according to the first aspect of the invention is equally valid for the embodiments of FIGS.

[0116] 7 to 12 show examples of outputs that may be displayed by a display unit of an embodiment of the advanced driver assistance system according to the first aspect of the present invention.

[0117] In Figs. 7-12, a vehicle (ego-vehicle) driven by a driver assisted by an advanced driver assistance system according to an embodiment of the invention is associated with the reference "11". A danger zone of features present in the environment of the vehicle 11 is associated with the reference "RZ". Different divisions of the danger zone RZ shown in Figs. 7, 8 and 9 are associated with the references "S1", "S2", "S3" and "S4". In Figs. 7, 8, 9, 10 and 11, one or two features of the environment of the vehicle 11 determined by a processing unit of the advanced driver assistance system correspond to one other vehicle 12 (see Figs. 7, 10 and 11) or two other vehicles 12 and 15 (see Figs. 8 and 9). An additional feature of the environment of the vehicle 11 determined by the processing unit in Fig. 10 corresponds to a sign 14 indicating at least one traffic rule. An additional feature of the environment of the vehicle 11 determined by the processing unit in Fig. 11 corresponds to a road intersection 14. The feature of the vehicle's 11 environment determined by the processing unit in FIG.

[0118] As exemplarily shown in FIG. 7, the display unit can display a danger zone RZ of another vehicle 12 traveling in front of the vehicle 11 (host vehicle), the danger zone RZ being generated by a processing unit of the advanced driver assistance system. As shown in FIG. 7, the danger zone RZ of the other vehicle 12 can include the other vehicle 12. Thus, the danger level with respect to the other vehicle 12 can be estimated at one or more virtual positions of the vehicle 11, which are located not only in the area between the vehicle 11 and the other vehicle 12, but also on the side and / or in front of the other vehicle 12. Furthermore, as shown in FIG. 7, the display unit can be configured to display information INF instructing the driver on a driving behavior (e.g., instructions to slow down, brake, etc.). The instructions can depend on the actual position of the vehicle 11 with respect to the danger zone RZ of the other vehicle 12, in particular on the distance between the actual position of the vehicle 11 and the border of the danger zone RZ of the other vehicle 12. For example, an arrow INF may indicate to the driver of the vehicle 11 to slow down, and the color and / or size of the arrow INF may indicate different magnitudes of deceleration.

[0119] Figure 8 substantially corresponds to figure 7, where an additional vehicle 15 traveling to the left of the vehicle 11 is determined by the processing unit of the advanced driver assistance system as a further feature of the environment of the vehicle 11. The processing unit therefore also generates a danger zone RZ for the additional vehicle 15, and the display unit displays the other vehicle 12 with the respective danger zone RZ and the additional vehicle 15 with the respective danger zone RZ.

[0120] Figure 9 substantially corresponds to Figure 8, where at the current time in Figure 9, the additional vehicle 15 (shown in Figure 8) is no longer displayed, and only a part of the additional vehicle 15 danger zone RZ is displayed. This may be because at the current time in Figure 9, the additional vehicle 15 is no longer on the left side of the vehicle 11 due to the movement of the vehicle 11. As shown in Figure 9, the display unit may additionally display an estimated driving path EP of the vehicle 11.

[0121] FIG. 10 exemplarily illustrates a scenario in which the vehicle 11 (ego-vehicle) drives to a road intersection. The processing unit of the advanced driver assistance system determines another vehicle 12, which drives from the right side of the vehicle 11 to the road intersection, as a feature present in the environment of the vehicle 11. The driving directions of the vehicle 11 and the other vehicle 12 intersect perpendicularly with each other. The processor unit further determines signs 14 indicating at least one traffic rule, e.g. ground markings and / or traffic signs on the road, as further features present in the environment of the vehicle 11. For each feature, i.e. the other vehicle 12 and the sign 14 indicating at least one traffic rule, the processing unit may determine a danger zone RZ. As shown in FIG. 10, the display unit may display the danger zone RZ of the other vehicle 12 and the danger zone of the sign 14 indicating at least one traffic rule. The display unit may display further information INF, such as the type of the sign 14. In FIG. 10, sign 14 is an exemplary traffic sign requesting drivers to yield to other vehicles at a road intersection.

[0122] Figure 11 corresponds to Figure 10 and differs from it in that the processing unit, instead of generating a danger zone for a sign indicating at least one traffic rule, generates a danger zone RZ for the road junction 14. Thus, according to Figure 11 the display unit displays the danger zone RZ of the road junction 14 in addition to the danger zones of other vehicles 12.

[0123] FIG. 12 exemplarily illustrates a scenario in which the vehicle 11 (ego-vehicle) is traveling on a road with a road curve 13 ahead of the vehicle 11. The processing unit may determine the road curve 13 as a feature present in the environment of the vehicle 11. Furthermore, the processing unit may determine a danger zone RZ of the road curve 13, and the display unit may display the danger zone RZ of the road curve 13. The display unit may display further information INF. This further information may, for example, indicate a risk level regarding the road curve, for example a position within the danger zone RZ of the road curve 13 where the risk level of lateral acceleration caused by the curvature of the road curve 13 is the highest. As shown in FIG. 12, the display unit may additionally display an estimated driving path EP of the vehicle 11.

[0124] The explanations of Figures 3(a) and 4 may be valid for the embodiments of Figures 7, 8, and 9. The explanations of Figures 3(b), 5, and 6(b) may be valid for the embodiments of Figures 10 and 11. The explanation of Figure 6(a) may be valid for the embodiment of Figure 12.

[0125] The description of the advanced driver assistance system according to the first aspect of the present invention is equally valid for the embodiment of FIGS.

Claims

1. An advanced driver assistance system (1) for assisting a driver of a vehicle (11), comprising: said system comprises a sensor unit (2), a processing unit (3) and a display unit (4); - said sensor unit (2) is adapted to sense the environment of said vehicle and to provide a sensed output to said processing unit (3); said processing unit (3) being adapted to determine, based on said detection output, at least one characteristic feature (12, 13, 14) of said environment; said processing unit (3) - assuming that the vehicle (11) is in a virtual position (VP1, VP2, VP3) different from the current actual position of the vehicle (11) at the current time in order to estimate a degree of danger with respect to said feature, and estimating a respective degree of danger with respect to said feature at each of said two or more virtual positions (VP1, VP2, VP3) of the vehicle (11) based on at least one parameter of the vehicle (11) at the current time in order to estimate a degree of danger for each of said two or more virtual positions (VP1, VP2, VP3); forming a danger zone (RZ) based on said two or more danger levels; and configured to determine the danger zone (RZ) of the feature with respect to the current time by performing - said display unit (4) is adapted to display said environment of said vehicle (11) by means of said features and said danger zones (RZ) of said features; If the feature is a road curve (13), said processing unit (3) is configured to estimate, at each of said virtual positions (VP1, VP2, VP3) of said vehicle (11) based on said at least one parameter of said vehicle (11) at said current time, a lateral acceleration caused by the curvature of said road curve (13) as said respective degree of risk; - said virtual positions (VP1, VP2, VP3) are equal to the actual positions of different parts of said road curve (13); Advanced driver assistance system (1).

2. An advanced driver assistance system (1) for assisting a driver of a vehicle (11), comprising: said system comprises a sensor unit (2), a processing unit (3) and a display unit (4); - said sensor unit (2) is adapted to sense the environment of said vehicle and to provide a sensed output to said processing unit (3); said processing unit (3) being adapted to determine, based on said detection output, at least one characteristic feature (12, 13, 14) of said environment; said processing unit (3) - assuming that the vehicle (11) is in a virtual position (VP1, VP2, VP3) different from the current actual position of the vehicle (11) at the current time in order to estimate a degree of danger with respect to said feature, and estimating a respective degree of danger with respect to said feature at each of said two or more virtual positions (VP1, VP2, VP3) of the vehicle (11) based on at least one parameter of the vehicle (11) at the current time in order to estimate a degree of danger for each of said two or more virtual positions (VP1, VP2, VP3); forming a danger zone (RZ) based on said two or more danger levels; and configured to determine the danger zone (RZ) of the feature with respect to the current time by performing - said display unit (4) is adapted to display said environment of said vehicle (11) by means of said features and said danger zones (RZ) of said features; said feature being a sign (14) indicating at least one traffic rule, optionally a traffic sign, a ground marking on a road, or a traffic light, or a road intersection; said processing unit (3) is configured to estimate a collision risk as a respective risk at each of said virtual positions (VP1, VP2, VP3, VP4) of said vehicle (11) based on said at least one parameter of said vehicle (11) at said current time, said virtual positions (VP1, VP2, VP3, VP4) are located at least in the area between said vehicle (11) and said features, and at least one of said virtual positions (VP1) is equal to the real position of said feature (14) or to the real position of a part of said feature (14), or said virtual positions (VP1, VP2, VP3, VP4) are located at least in the area between said vehicle (11) and said features, and at least one of said virtual positions (VP1) is equal to a position associated with said real position of said feature (14) or associated with said real position of a part of said feature (14); Advanced driver assistance system (1).

3. said processing unit (3) performing an iterative risk estimation process for a number of virtual positions (VP1, VP2, VP3, VP4) of said vehicle (11) comprising or corresponding to said two or more virtual positions (VP1, VP2, VP3) of said vehicle (11) in order to estimate said two or more risks for said two or more virtual positions (VP1, VP2, VP3), configured to determine the danger zone (RZ) of the feature with respect to the current time by - at each iteration of the risk estimation process, at each virtual location of the plurality of virtual locations (VP1, VP2, VP3, VP4), a respective risk for said feature is estimated based on said at least one parameter of the vehicle (11) at the current time, the risk estimation process is stopped after an iteration, where the respective risk is less than or equal to a risk threshold; The advanced driver assistance system (1) according to claim 1.

4. if said processing unit (3) determines two or more features of said environment, said processing unit (3) being adapted to determine, with respect to said current time, said danger zone (RZ) of at least one feature of said two or more features; the display unit (4) is configured to display the environment of the vehicle (11) using the two or more features and the danger zones (RZ) of the features of the two or more features; or said processing unit (3) being adapted to determine, with respect to said current time, said danger zone (RZ) for each feature of said two or more features; the display unit (4) is configured to display the environment of the vehicle (11) using the two or more features and the danger zone (RZ) of at least one of the two or more features; An advanced driver assistance system (1) according to any one of claims 1 to 3.

5. The characteristic feature is - obstacles (12) present in said environment, - road characteristics present in said environment (13), and - Signs showing traffic rules (14) 5. An advanced driver assistance system (1) according to any one of claims 1 to 4, comprising or corresponding to at least one of:

6. said obstacles comprise other vehicles (12), people and other physical objects; said road characteristics comprise road curves (13), road intersections, road gradients greater than a gradient threshold, road sections affected by weather, and road sections with damaged surfaces; and - said signs indicating traffic regulations comprise traffic signs (14), ground markings on the road (14) and traffic lights; The advanced driver assistance system (1) according to claim 5.

7. The at least one parameter is - the driving direction of the vehicle, the speed of said vehicle, - the acceleration of the vehicle, - the acceleration time of said vehicle, - the braking time of said vehicle, - the size of the vehicle, and - the shape of the vehicle; 7. An advanced driver assistance system (1) according to any one of claims 1 to 6, comprising or corresponding to at least one of:

8. The respective risk levels are determined as a function of the type of the feature and, optionally, an estimated driving path of the vehicle (11) at the current time, a collision, if said feature corresponds to an obstacle (12) present in the environment, a road intersection or a sign (14) indicating at least one traffic rule, optionally a traffic sign, a ground marking on the road or a traffic light, lane departure, if the feature is a road curve (13), a road intersection, a road gradient greater than a gradient threshold, a road section affected by weather, or a road section with a damaged surface; - lateral acceleration, if the feature is a road curve (13) or a road intersection, - acceleration if the feature is a road gradient greater than a gradient threshold; loss of control of the vehicle (11) if the feature is a road curve (13), a road intersection, a road gradient greater than a gradient threshold, a road section affected by weather, or a road section with a damaged surface; - a violation of a traffic rule, if said feature corresponds to a sign (14) indicating at least one traffic rule, optionally a traffic sign, a ground marking on the road or a traffic light, and / or - damage to the vehicle (11), if the feature corresponds to a road section with a damaged surface The advanced driver assistance system (1) according to any one of claims 1 to 7, comprising or corresponding to a risk level of

9. The advanced driver assistance system (1) according to any one of the preceding claims, wherein the virtual positions (VP1, VP2, VP3) of the vehicle (11) form a grid.

10. The processing unit (3) - depending on the type of said feature, said virtual positions (VP1, VP2, VP3) are optionally located at least in the area between said vehicle and said feature at said current time; at least one of said virtual positions is equal to the actual position of said feature or the actual position of a part of said feature at said current time; and / or so that at the current time, at least one of the virtual positions is equal to a position associated with the actual position of the feature or associated with the actual position of a part of the feature; 10. The advanced driver assistance system (1) according to any one of the preceding claims, configured to position the virtual positions (VP1, VP2, VP3) in the environment.

11. the processing unit (3) is configured to position the virtual positions (VP1, VP2, VP3) in the environment such that the virtual positions (VP1, VP2, VP3) are positioned along a path, - the path is a path between the vehicle (11) and the feature at the current time, - the route is an estimated driving route of the vehicle (11) at the current time, the path is the estimated path of movement of the feature if the feature is a movable obstacle; - said path is adapted to the road on which said vehicle and / or said movable obstacle is located, and optionally moving, at said current time; and / or - said path is adapted to said features, and / or - said route is provided by map data, An advanced driver assistance system (1) according to any one of claims 1 to 10.

12. - said danger zone (RZ) is segmented into sections (S1, S2, S3, S4) of different colours, shadings and / or patterns, said sections (S1, S2, S3, S4) corresponding to a continuous range of danger levels, and / or so that said danger zones (RZ) are adapted to said features and / or to the roads on which said features are located at said current time, by varying the color, shading and / or pattern of said danger zone (RZ) depending on the distance between the border of said danger zone (RZ) and the actual position (AP1) of said vehicle (11) at said current time, - said display unit (4) is adapted to display said danger zone (RZ) of said feature; An advanced driver assistance system (1) according to any one of the preceding claims.

13. the processing unit (3) is configured to determine a driving behavior recommendation, a driving behavior instruction and / or a warning based on the two or more risk levels and / or the risk zone of the at least one feature; and - said display unit (4) is configured to display said driving behavior recommendations, driving instructions and / or warnings; An advanced driver assistance system (1) according to any one of claims 1 to 12.

14. The display unit (4) in a 2D bird's-eye view of the environment of the vehicle, in a first-person perspective contained in a virtual reality representation of the environment of the vehicle, - in a first-person perspective using an augmented reality display, and / or so that they are projected onto the 2D plane of the road along which the vehicle travels and so that they are constrained by the geometry of said road; 14. An advanced driver assistance system (1) according to any one of the preceding claims, which can be configured to display the at least one feature and the danger zone of the at least one feature.

15. A vehicle (11) comprising an advanced driver assistance system (1) according to any one of claims 1 to 14 for assisting a driver of said vehicle (11).

16. 1. A method for assisting a driver of a vehicle, comprising: - sensing (100) the environment of said vehicle by a sensor unit (2) and providing a sensing output; determining (200) by a processing unit (3) at least one characteristic of said environment based on said detection output; - by said processing unit (3), in order to estimate a degree of danger with respect to said feature, assuming that said vehicle (11) is in a virtual position (VP1, VP2, VP3) different from a current actual position of said vehicle (11) at a current time, and estimating (300) a respective degree of danger with respect to said feature at each of said two or more virtual positions of said vehicle based on at least one parameter of said vehicle at a current time, in order to estimate a degree of danger for each of said two or more virtual positions; forming (400) a danger zone based on said two or more degrees of danger by said processing unit (3); determining, by said processing unit, the danger zone of said feature for said current time by performing - displaying (500) said environment of said vehicle by means of a display unit (4) with said features and said danger zones of said features; Including, If the feature is a road curve (13), - configured by said processing unit (3) to estimate, at each of said virtual positions (VP1, VP2, VP3) of said vehicle (11) based on said at least one parameter of said vehicle (11) at said current time, a lateral acceleration caused by the curvature of said road curve (13) as said respective degree of risk, - said virtual positions (VP1, VP2, VP3) are equal to the actual positions of different parts of said road curve (13); A method for assisting a driver of a vehicle.

17. A method for assisting a driver of a vehicle, comprising: - sensing (100) the environment of said vehicle by a sensor unit (2) and providing a sensing output; determining (200) by a processing unit (3) at least one characteristic of said environment based on said detection output; - by said processing unit (3), in order to estimate a degree of danger with respect to said feature, assuming that said vehicle (11) is in a virtual position (VP1, VP2, VP3) different from a current actual position of said vehicle (11) at a current time, and estimating (300) a respective degree of danger with respect to said feature at each of said two or more virtual positions of said vehicle based on at least one parameter of said vehicle at a current time, in order to estimate a degree of danger for each of said two or more virtual positions; forming (400) a danger zone based on said two or more degrees of danger by said processing unit (3); determining, by said processing unit, the danger zone of said feature for said current time by performing - displaying (500) said environment of said vehicle by means of a display unit (4) with said features and said danger zones of said features; Including, said feature being a sign (14) indicating at least one traffic rule, optionally a traffic sign, a ground marking on a road, or a traffic light, or a road intersection; the processing unit (3) is adapted to estimate, based on the at least one parameter of the vehicle (11) at the current time, a respective risk of collision at each of the virtual positions (VP1, VP2, VP3, VP4) of the vehicle (11); said virtual positions (VP1, VP2, VP3, VP4) are located at least in the area between said vehicle (11) and said features, and at least one of said virtual positions (VP1) is equal to the real position of said feature (14) or to the real position of a part of said feature (14), or said virtual positions (VP1, VP2, VP3, VP4) are located at least in the area between said vehicle (11) and said features, and at least one of said virtual positions (VP1) is equal to a position associated with said real position of said feature (14) or associated with said real position of a part of said feature (14); A method for assisting a driver of a vehicle.

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