A system and method for increasing the degree of automation of driver assistance systems for motorized vehicles.

Abstract

It allows for higher automation levels without the higher manufacturing costs of motor vehicles. A driver assistance system includes a first sensor, a first computing unit, and an actuator as components, and the components of the driver assistance system are configured to satisfy safety requirements to a predetermined degree; -The system - identifying that the traffic participant comprises a second sensor and / or a second computing unit, - checking whether the driver assistance system meets the safety requirements of a higher degree of automation when using a second sensor and / or a second computing unit; and -Increasing the degree of automation to a higher degree of automation by using the second sensor and / or the second computing unit if the driver assistance system meets the safety requirements for a higher degree of automation when using the second sensor and / or the second computing unit. It is composed.

Description

Technical Field

[0001] The present invention relates to a system and method for increasing the degree of automation of a driver assistance system for a vehicle with a prime mover.

Background Art

[0002] The term “automated driving” may be understood, within the scope of this specification, as driving with automated longitudinal and lateral driving or automated driving with automated longitudinal and lateral driving. The term “automated driving” includes automated driving with an appropriate degree of automation. Illustrative degrees of automation include assisted driving, partially automated driving, highly automated driving, or fully automated driving. These degrees of automation are defined by the German Federal Institute for Road Traffic (BASt). In assisted driving, the driver continuously performs longitudinal and lateral driving, while the system performs other functions to a certain extent. In partially automated driving (TAF), the system performs longitudinal and lateral driving for a certain period and / or in special circumstances, and the driver must continuously monitor the system as in assisted driving. In highly automated driving (HAF), the system performs longitudinal and lateral driving for a certain period without the driver needing to continuously monitor the system, but the driver must be able to take control of the vehicle for a certain period of time. In fully automated driving (VAF), the system automatically performs all driving actions in specific use cases, and a driver is no longer required for those use cases. The four levels of automation defined by BASt correspond to SAE levels 1-4 (SAE: Society of Automotive Engineering). For example, highly automated driving (HAF) by BASt corresponds to SAE level 3. Furthermore, SAE has established SAE level 5 as the highest level of automation, which is not included in the definition of BASt. SAE level 5 corresponds to driverless driving, in which the system can perform all actions in the same way as a human driver throughout the entire driving process, and a driver is generally no longer required.

[0003] As the level of automation increases, so do the demands on the hardware and software of motorized vehicles, which leads to higher manufacturing costs for motorized vehicles. [Overview of the Initiative] [Problems that the invention aims to solve]

[0004] The objective of this invention is to enable a higher level of automation without incurring greater manufacturing costs for motorized vehicles. [Means for solving the problem]

[0005] The problem is solved by the features of the independent claim. Preferred embodiments are described in the dependent claims. It should be noted that additional features of the dependent claims can form an invention independent of the independent claim and all combinations of the independent claim's features, either without the independent claim's features or only in combination with some of the independent claim's features, and such invention may be made subject to the independent claim, a divisional application, or a subsequent application. This also applies to technical suggestions described in the specification that can form an invention independent of one of the features of the independent claim.

[0006] A first aspect of the present invention relates to a system for increasing the degree of automation of a driver assistance system for a motorized vehicle.

[0007] The driver assistance system includes at least one first sensor, at least one first processing unit, and at least one actuator as components, and the at least one first sensor, at least one first processing unit, and at least one actuator are components of a motorized vehicle.

[0008] At least one sensor is a sensor for ambient detection, in particular, such as a radar sensor, camera sensor, LiDAR sensor, or ultrasonic sensor.

[0009] At least one actuator is, for example, the steering or drive unit of a motorized vehicle.

[0010] The system includes components of a motorized vehicle, namely a driver assistance system, at least one first sensor, at least one computing unit, and at least one actuator, as well as components of traffic participants around the motorized vehicle (the vehicle itself). Therefore, the system is a dynamic system that includes various components in the temporal progression of its operation, particularly based on an ad hoc network. In this case, for example, the ad hoc network is formed via a mobile radio communication network or WLAN.

[0011] The degree of automation in a driver assistance system imposes safety requirements on at least one sensor, at least one computing unit, and at least one actuator, with higher degrees of automation imposing greater requirements than lower degrees of automation.

[0012] These safety requirements are typically derived during the development of driver assistance systems. For this purpose, prior art has established measures in standard ISO 26262, in which dangerous system errors are identified using hazard and risk analysis. A safety concept is then created to address these dangerous errors, and based on this safety concept, functional and non-functional requirements for the system's components are generated.

[0013] The components of the driver assistance system are configured to meet safety requirements to a predetermined degree, thereby limiting the degree of automation that should be achieved by the driver assistance system.

[0014] The degree to which safety requirements can be maximally achieved by the components of a driver assistance system can be manually determined, for example, during the development of the driver assistance system. However, since methods for comparing formalized safety requirements with formalized characteristics of components during system operation are already known in the prior art, it is also possible for the degree to which safety requirements can be maximally achieved to be automatically determined during system operation.

[0015] The system is configured to recognize traffic participants around another motorized vehicle, such as Motorized Vehicle Y. Recognition can be performed, for example, using sensors on the motorized vehicle and / or via a wireless network which may be used directly as the basis for ad hoc network communication.

[0016] In addition, the system is configured to identify that traffic participants include at least one second sensor and / or at least one second computing unit. The second sensor is a sensor for ambient detection, in particular, such as a radar sensor, camera sensor, LiDAR sensor, or ultrasonic sensor.

[0017] Furthermore, the system is configured to check whether the driver assistance system meets higher-level automation safety requirements when using at least one second sensor and / or at least one second computing unit.

[0018] In order to check whether a driver assistance system meets higher-level safety requirements when using at least one second sensor and / or at least one second computing unit, the system is configured to compare at least one first sensor, at least one first computing unit, at least one actuator, at least one second sensor and at least one second computing unit with a formalized safety requirement of a higher level of automation. For this purpose, for example, so-called "safety contracts" known in the prior art can be used.

[0019] In addition, the system is configured to increase the degree of automation of the driver assistance system for a motorized vehicle to a higher degree of automation by utilizing at least one second sensor and / or at least one second computing unit, when the driver assistance system meets safety requirements for a higher degree of automation when the driver assistance system is utilized.

[0020] Alternatively, the driver of a motorized vehicle could only be offered the option to increase the degree of automation in controlling the driver assistance system of the motorized vehicle, leaving the decision on the actual degree of automation to the driver of the motorized vehicle.

[0021] In one advantageous embodiment of the present invention, the driver assistance system for traffic participants includes at least one second sensor and / or at least one second computing unit.

[0022] The driver assistance system for traffic participants is configured to automate and control the traffic participants. In particular, the driver assistance system for traffic participants is configured to control the longitudinal guidance (longitudinal driving) and / or lateral guidance (lateral driving) of the traffic participants.

[0023] The system is configured to configure the driver assistance system for motorized vehicles to automate and control traffic participants so that the driver assistance system for motorized vehicles utilizes at least one second sensor and / or at least one second computing unit. In particular, the system is configured to configure the driver assistance system for traffic participants to configure the trajectory that the driver assistance system for traffic participants should guide them along.

[0024] The driver assistance system for a motor vehicle can utilize at least one second sensor, particularly when the sensor range detected by the at least one second sensor is around the motor vehicle. For example, the driver assistance system for a motor vehicle can utilize at least one second sensor when the sensor range detected by the at least one second sensor at least partially overlaps with the sensor range detected by at least one first sensor.

[0025] In another advantageous embodiment of the present invention, the system is configured to decompose safety requirements with a higher degree of automation to at least one first sensor, at least one second sensor, at least one first arithmetic unit and / or at least one second arithmetic unit. The basic rules for the decomposition of safety requirements are described in Volume 9 of ISO26262. In the prior art, the automation of decomposition is also known.

[0026] In addition, the system checks whether the driver assistance meets the safety requirements with a higher degree of automation when at least one second sensor and / or at least one second arithmetic unit are additionally utilized, and when the driver assistance system meets the safety requirements with a higher degree of automation when at least one second sensor and / or at least one second arithmetic unit are additionally utilized, the utilization of at least one second sensor and / or at least one second arithmetic unit is configured to increase the degree of automation of the motor vehicle to a higher degree of automation.

[0027] In another advantageous embodiment of the present invention, a traffic participant includes at least one second arithmetic unit, and the driver assistance system for the motor vehicle is configured to utilize at least one second arithmetic unit as a redundant arithmetic path for the arithmetic path in at least one first arithmetic unit (to the arithmetic path).

[0028] In another advantageous embodiment of the present invention, a traffic participant includes at least one second sensor, and a driver assistance system of a motor vehicle is configured to use the at least one second sensor as a diverse sensor with respect to at least one first sensor.

[0029] In particular, the driver assistance system of the motor vehicle is configured to use the at least one second sensor as a diverse sensor with respect to the at least one first sensor when the sensor range of the at least one first sensor and the sensor range of the at least one second sensor at least partially overlap and the sensor principle of the at least one first sensor and the sensor principle of the at least one second sensor are different. The sensor principle of a sensor is the physical operating mode of the sensor. Different sensor principles are, for example, radar, LiDAR, camera or ultrasonic wave.

[0030] In another advantageous embodiment of the present invention, a traffic participant includes at least one second sensor, and a driver assistance system of a motor vehicle is configured to use the at least one second sensor as an additional perspective around the motor vehicle.

[0031] In particular, the driver assistance system of the motor vehicle is configured to use the at least one second sensor as an additional perspective around the motor vehicle when the sensor range of the at least one first sensor and the sensor range of the at least one second sensor at least partially overlap. Different positions resulting from the attachment of the at least one first sensor and the at least one second sensor to the motor vehicle and the traffic participant create an additional perspective around the motor vehicle.

[0032] In particular, the driver assistance system for a motorized vehicle is configured to utilize at least one second sensor as an additional field of view around the motorized vehicle when the sensor ranges of at least one first sensor and at least one second sensor do not overlap at least partially, for example, when the sensor range of at least one second sensor covers a portion of the area around the motorized vehicle that is not included in the sensor range of at least one first sensor. Therefore, for example, when a traffic participant is in front of the motorized vehicle, the traffic participant's front sensor can be used as at least one second sensor. Thus, the motorized vehicle can evaluate not only the traffic participant's reaction but also the traffic participant's front sensor independently, and can, for example, increase the distance between the motorized vehicle and the traffic participant, reduce the motorized vehicle's speed, and / or activate the hazard lights, thus enabling a quicker response to emergency situations.

[0033] In another advantageous embodiment of the present invention, the system is configured to recognize traffic participants around a motorized vehicle in a congested situation. A congested situation is a traffic situation involving heavy stop-and-go traffic or traffic that comes to a complete stop. In particular, a congested situation is when multiple vehicles are traveling at a speed of less than 20 km / h on average for at least 5 minutes over a distance of at least 1 km. Alternatively, or in addition to the above, a congested situation is, for example, when multiple vehicles are traveling at a speed of 20 to 40 km / h on average for at least 5 minutes over a distance of at least 1 km.

[0034] In this context, the present invention is based on the understanding that in congested conditions, traffic participants remain around motorized vehicles for a relatively long period, and therefore the sensor ranges of at least one first sensor and at least one second sensor overlap for a relatively long period. Thus, the present invention can be used particularly for extended periods in congested conditions, thereby avoiding frequent changes in the degree of automation of motorized vehicles.

[0035] In another advantageous embodiment of the present invention, a traffic participant is an object of the traffic infrastructure.

[0036] A second aspect of the present invention relates to a method for increasing the degree of automation of a driver assistance system for a motorized vehicle.

[0037] The driver assistance system includes, as components, at least one first sensor, at least one first computing unit, and at least one actuator.

[0038] The degree of automation in a driver assistance system imposes safety requirements on at least one sensor, at least one computing unit, and at least one actuator, with higher degrees of automation imposing greater requirements than lower degrees of automation.

[0039] The components of the driver assistance system are configured to meet safety requirements to a certain degree, thereby limiting the degree of automation that can (and should) be achieved by the driver assistance system.

[0040] One step in the method is to recognize the traffic conditions around the motorized vehicle.

[0041] A further step in the method is to identify that the traffic participant includes at least one second sensor and / or at least one second computing unit.

[0042] A further step in the method is to check whether the driver assistance system meets higher-level automation safety requirements when using at least one second sensor and / or at least one second computing unit.

[0043] A further step in the method is to increase the degree of automation of the driver assistance system of a motorized vehicle by utilizing at least one second sensor and / or at least one second computing unit, such that the driver assistance system meets higher safety requirements when at least one second sensor and / or at least one second computing unit is used.

[0044] The above-described embodiments of the system according to the present invention in the first aspect of the present invention also apply in corresponding embodiments to the method according to the present invention in the second aspect of the present invention. Hereinafter, advantageous embodiments of the method according to the present invention that are not explicitly described in the claims correspond to advantageous embodiments of the system according to the present invention described above or in the claims.

[0045] The present invention will be described below based on examples with reference to the accompanying drawings. [Brief explanation of the drawing]

[0046] [Figure 1] This figure shows an exemplary traffic situation in which the present invention can be utilized. [Figure 2] This figure shows an exemplary embodiment of the present invention. [Figure 3] This diagram illustrates the relationship between the degree of automation, safety requirements, and the components of the driver assistance system. [Figure 4] This is a diagram illustrating the concept of decomposing safety requirements. [Modes for carrying out the invention]

[0047] Figure 1 shows an exemplary traffic situation in which the present invention can be particularly advantageously utilized.

[0048] This is a traffic congestion situation. The system according to the present invention is configured to recognize traffic participants VKTN around a motorized vehicle (the vehicle itself) EGO, in particular, in a traffic congestion situation.

[0049] In this exemplary traffic situation, the sensor ranges of at least one first sensor S1 included in the motorized vehicle EGO and the sensor ranges of at least one second sensor S2 included in the traffic participant VKTN overlap at least partially. The other two traffic participants O1 and O2 are within the sensor ranges of at least one first sensor S1 and at least one second sensor S2. Therefore, the other two traffic participants O1 and O2 around the motorized vehicle EGO can be detected based on different viewing angles, which reduces the probability of detection errors compared to detection by at least one first sensor S1 alone. Thus, when the driver assistance system of the motorized vehicle EGO utilizes the additional use of at least one second sensor S2, the driver assistance system of the motorized vehicle EGO can meet higher safety requirements A3 than when the additional use of at least one second sensor S2 is not utilized. Thus, the driver assistance system of the motorized vehicle EGO can also achieve a higher degree of automation L3.

[0050] Figure 2 shows an exemplary embodiment of the system according to the present invention for increasing the degree of automation of the driver assistance system for the motorized vehicle EGO.

[0051] The driver assistance system includes at least one first sensor S1, at least one first processing unit R1, and at least one actuator A as its components. In addition, the driver assistance system includes a control unit FAS and a communication unit K1.

[0052] The degree of automation L2 and L3 of the driver assistance system imposes safety requirements A2 and A3 on at least one sensor S1, at least one computing unit R1, and at least one actuator A, with a higher degree of automation L3 imposing a greater requirement A3 than a lower degree of automation L2.

[0053] The components of the driver assistance system are configured to meet safety requirement A2 to a certain degree, thereby limiting the degree of automation L2 that can (and should) be achieved by the driver assistance system.

[0054] The system is configured to recognize traffic participants VKTN around the motorized vehicle EGO and to identify that the traffic participants VKTN include at least one second sensor S2 and / or at least one second computing unit R2. This can be done, for example, by the communication unit K1 of the motorized vehicle EGO forming an ad-hoc network with the communication unit K2 of the traffic participants VKTN.

[0055] In addition, the system is configured to check whether the driver assistance system meets safety requirement A3 of a higher degree of automation L3 when using at least one second sensor S2 and / or at least one second arithmetic unit R2. Here, for example, since at least one second sensor S2 and at least one second arithmetic unit R2 are virtually connected to the control unit FAS, the control unit can access at least one first sensor S1, at least one first arithmetic unit R1, at least one actuator A, at least one second sensor S2 and at least one second arithmetic unit R2.

[0056] Furthermore, the system is configured to increase the degree of automation to a higher degree of automation L3 by utilizing at least one second sensor S2 and / or at least one second computing unit R2 if the driver assistance system satisfies safety requirement A3 of a higher degree of automation L3 when using at least one second sensor S2 and / or at least one second computing unit R2.

[0057] In particular, the system is configured to decompose the safety requirement A3 of a higher degree of automation L3 into at least one first sensor S1, at least one second sensor S2, at least one first computing unit R1 and / or at least one second computing unit R2, and to check whether the safety requirement A3 of a higher degree of automation L3 with enhanced driver assistance is met when at least one second sensor S2 and / or at least one second computing unit R2 is additionally used. If the safety requirement A3 of a higher degree of automation L3 with enhanced driver assistance is met when at least one second sensor S2 and / or at least one second computing unit R2 is additionally used, the system is configured to increase the degree of automation of the motorized vehicle EGO to a higher degree of automation L3 by using at least one second sensor S2 and / or at least one second computing unit R2.

[0058] Figure 3 illustrates the relationship between the degree of automation, safety requirements, and the components of the driver assistance system.

[0059] For example, the degree of automation L2 imposes a safety requirement A2 on the components of the driver assistance system, namely at least one first sensor S1, at least one first computing unit R1, and at least one actuator A.

[0060] A level of automation L3 imposes a safety requirement A3 on the components of the driver assistance system, namely at least one sensor S1, at least one computing unit R1, and at least one actuator A, and a higher level of automation L3 imposes a greater requirement A3 than the safety requirement A2 of a lower level of automation L2.

[0061] Unlike the lower safety requirement A2, the higher safety requirement A3 may not be met by the components of the driver assistance system in some cases; therefore, the driver assistance system can achieve at most a lower degree of automation L2.

[0062] Figure 4 shows an explanatory diagram of the concept of decomposition of safety requirements.

[0063] As already mentioned with respect to Figure 3, the components of the driver assistance system, namely at least one first sensor S1, at least one first computing unit R1, and at least one actuator A, may not meet the higher safety requirement A3.

[0064] According to ISO 26262, when safety loads can be distributed to additional components, the decomposition of safety requirements can reduce the level of safety requirements on the components that constitute the so-called safety load. Therefore, for example, the additional components of the driver assistance system that work in conjunction with the traffic participant VKTN, namely at least one second sensor S2 and at least one second computing unit R2, can satisfy higher safety requirement A3, and thus the driver assistance system can achieve a higher degree of automation L3 even when using the additional components of the traffic participant. Furthermore, the present invention may also encompass the following embodiments: 1. A system for increasing the degree of automation of driver assistance systems for motorized vehicles (EGOs), - The driver assistance system includes at least one first sensor (S1), at least one first processing unit (R1), and at least one actuator (A) as components. - The degree of automation of the driver assistance system (L2, L3) imposes safety requirements (A2, A3) on at least one sensor (S1), at least one computing unit (R1), and at least one actuator (A), with a higher degree of automation (L3) imposing greater requirements (A3) than a lower degree of automation (L2). - The components of the driver assistance system are configured to meet safety requirements (A2) to a certain degree, thereby limiting the degree of automation (L2) that can be achieved by the driver assistance system. - The system, - To recognize traffic participants (VKTN) around motorized vehicles (EGO), - To identify that a traffic participant (VKTN) includes at least one second sensor (S2) and / or at least one second computing unit (R2), - To check whether the driver assistance system meets the safety requirements (A3) of a higher degree of automation (L3) when using at least one second sensor (S2) and / or at least one second computing unit (R2), and - If the driver assistance system meets the safety requirements (A3) of a higher degree of automation (L3) when using at least one second sensor (S2) and / or at least one second processing unit (R2), the degree of automation can be increased to a higher degree of automation (L3) by using at least one second sensor (S2) and / or at least one second processing unit (R2). A system characterized by being configured in a particular way. 2. The driver assistance system of the traffic participant (VKTN) includes at least one second sensor (S2) and / or at least one second processing unit (R3), - The driver assistance system for the traffic participant (VKTN) is configured to automate and control the traffic participant (VKTN), - The system according to 1. above, characterized in that the system is configured to set up the driver assistance system for a motor vehicle (EGO) to automate the control of the traffic participant (VKTN) so that the driver assistance system for the motor vehicle (EGO) can utilize at least one second sensor (S2) and / or at least one second computing unit (R2). 3. The system - To decompose safety requirements (A3) for a higher degree of automation (L3) into at least one first sensor (S1), at least one second sensor (S2), at least one first processing unit (R1), and / or at least one second processing unit (R2), - To check whether driver assistance meets higher-level automation (L3) safety requirements (A3) when additionally using at least one second sensor (S2) and / or at least one second computing unit (R2), - To increase the level of automation of the motor vehicle (EGO) to a higher level of automation (L3) when the driver assistance system meets the safety requirements (A3) of a higher level of automation (L3) when the additional use of at least one second sensor (S2) and / or at least one second computing unit (R2) is made. The system described in 1. or 2. above, characterized by being configured as follows. 4. A traffic participant (VKTN) includes at least one second computing unit (R2), - The driver assistance system of the motorized vehicle (EGO) is configured to use at least one second arithmetic unit (R2) as a redundant arithmetic path to the arithmetic path in at least one first arithmetic unit (R1). The system according to any one of the above 1. to 3., characterized by the above. 5. A traffic participant (VKTN) includes at least one second sensor (S2), - The driver assistance system for the motorized vehicle (EGO) is configured to utilize at least one second sensor (S2) as a versatile sensor for at least one first sensor (S1). A system according to any one of the above 1. to 4., characterized by the above. 6. A traffic participant (VKTN) includes at least one second sensor (S2), - The driver assistance system of the motor vehicle (EGO) is configured to utilize at least one second sensor (S2) as an additional field of view of the area around the motor vehicle (EGO). The system according to any one of the above 1. to 5., characterized by the above. 7. The system according to any one of 1 to 6 above, characterized in that the system is configured to recognize traffic participants (VKTN) around a motorized vehicle (EGO) in a congested situation. 8. The system according to any one of items 1 to 7 above, characterized in that the traffic participant (VKTN) is one object of the traffic infrastructure. 9. A method for increasing the degree of automation of driver assistance systems for motorized vehicles (EGOs), - The driver assistance system includes, as components, at least one first sensor (S1), at least one first processing unit (R1), and at least one actuator (A), - The degree of automation of the driver assistance system (L2, L3) imposes safety requirements (A2, A3) on at least one sensor (S1), at least one computing unit (R1), and at least one actuator (A), and a higher degree of automation (L3) imposes a greater requirement (A3) than a lower degree of automation (L2). - The components of the driver assistance system are configured to meet safety requirements (A2) to a certain degree, thereby limiting the degree of automation (L2) that can be achieved by the driver assistance system. - The method is as follows: - A step of recognizing traffic participants (VKTN) around a motorized vehicle (EGO), - The step of identifying that a traffic participant (VKTN) includes at least one second sensor (S2) and / or at least one second computing unit (R2), - A step of checking whether the driver assistance system meets the safety requirements (A3) of a higher degree of automation (L3) when using at least one second sensor (S2) and / or at least one second computing unit (R2), -A step to increase the level of automation to a higher level of automation (L3) when the driver assistance system meets the safety requirement (A3) of a higher level of automation (L3) when using at least one second sensor (S2) and / or at least one second computing unit (R2), and A method characterized by including the following.

Claims

1. A system for increasing the degree of automation of driver assistance systems for motorized vehicles (EGOs), - The driver assistance system includes at least one first sensor (S1), at least one first computing unit (R1), and at least one actuator (A) as components. - The degree of automation of the driver assistance system (L2, L3) imposes safety requirements (A2, A3) on at least one sensor (S1), at least one computing unit (R1), and at least one actuator (A), with a higher degree of automation (L3) imposing a greater safety requirement (A3) than a lower degree of automation (L2). - The components of the driver assistance system are configured to satisfy safety requirements (A2) to a certain degree, thereby limiting the degree of automation (L2) that can be achieved by the driver assistance system. - The system - To recognize traffic participants (VKTN) around motorized vehicles (EGO), - To specify that the traffic participant (VKTN) includes at least one second sensor (S2) and / or at least one second computing unit (R2), - To check whether the driver assistance system meets the safety requirements (A3) of a higher degree of automation (L3) when using at least one second sensor (S2) and / or at least one second computing unit (R2), and - When the driver assistance system meets the safety requirement (A3) of a higher degree of automation (L3) when using at least one second sensor (S2) and / or at least one second processing unit (R2), the degree of automation is increased to a higher degree of automation (L3) by using at least one second sensor (S2) and / or at least one second processing unit (R2). It is composed of, - A traffic participant (VKTN) includes at least one second computing unit (R2), - A driver assistance system for a motorized vehicle (EGO) is configured to use at least one second arithmetic unit (R2) as a redundant arithmetic path to an arithmetic path in at least one first arithmetic unit (R1).

2. - The driver assistance system of the traffic participant (VKTN) includes at least one second sensor (S2) and / or at least one second processing unit (R3), - The driver assistance system for the traffic participant (VKTN) is configured to automate and control the traffic participant (VKTN). The system according to claim 1, characterized in that the system is configured to set up the driver assistance system for a motor vehicle (EGO) to automate the control of the traffic participant (VKTN) so that the driver assistance system for the motor vehicle (EGO) can utilize at least one second sensor (S2) and / or at least one second computing unit (R2).

3. The system - To decompose safety requirements (A3) with a higher degree of automation (L3) into at least one first sensor (S1), at least one second sensor (S2), at least one first arithmetic unit (R1), and / or at least one second arithmetic unit (R2), - To check whether driver assistance meets the safety requirements (A3) of a higher degree of automation (L3) when additionally using at least one second sensor (S2) and / or at least one second computing unit (R2), - When the driver assistance system meets the safety requirements (A3) of a higher degree of automation (L3) when additionally using at least one second sensor (S2) and / or at least one second processing unit (R2), the degree of automation of the motor vehicle (EGO) is increased to a higher degree of automation (L3) by using at least one second sensor (S2) and / or at least one second processing unit (R2). The system according to claim 1 or 2, characterized in that it is configured as follows.

4. - A traffic participant (VKTN) includes at least one second sensor (S2), - The driver assistance system for a motorized vehicle (EGO) is configured to use at least one second sensor (S2) as a sensor different from at least one first sensor (S1). The system according to any one of claims 1 to 3.

5. - A traffic participant (VKTN) includes at least one second sensor (S2), - The driver assistance system for the motor vehicle (EGO) is configured to use at least one second sensor (S2) as an additional field of view of the area around the motor vehicle (EGO). The system according to any one of claims 1 to 4.

6. The system according to any one of claims 1 to 5, characterized in that the system is configured to recognize traffic participants (VKTN) around a motorized vehicle (EGO) in a congested area.

7. The system according to any one of claims 1 to 6, characterized in that the traffic participant (VKTN) is one object of the traffic infrastructure.

8. A method for increasing the degree of automation of driver assistance systems for motorized vehicles (EGOs), - The driver assistance system includes as components at least one first sensor (S1), at least one first computing unit (R1), and at least one actuator (A), - The degree of automation of the driver assistance system (L2, L3) imposes safety requirements (A2, A3) on at least one sensor (S1), at least one computing unit (R1), and at least one actuator (A), and a higher degree of automation (L3) imposes a greater safety requirement (A3) than a lower degree of automation (L2). - The components of the driver assistance system are configured to satisfy safety requirements (A2) to a certain degree, thereby limiting the degree of automation (L2) that can be achieved by the driver assistance system. - The method involves the following steps: - A step of recognizing traffic participants (VKTN) around a motorized vehicle (EGO), - A step of identifying that the traffic participant (VKTN) includes at least one second sensor (S2) and / or at least one second computing unit (R2), - A step of checking whether the driver assistance system meets a higher degree of automation (L3) safety requirement (A3) when using at least one second sensor (S2) and / or at least one second computing unit (R2), - When the driver assistance system satisfies the safety requirement (A3) of a higher degree of automation (L3) when using at least one second sensor (S2) and / or at least one second processing unit (R2), the step of increasing the degree of automation to a higher degree of automation (L3) by using at least one second sensor (S2) and / or at least one second processing unit (R2). Includes, - Provide each traffic participant (VKTN) with at least one second computing unit (R2), - A driver assistance system for a motorized vehicle (EGO) is characterized in that it uses at least one second arithmetic unit (R2) as a redundant arithmetic path to an arithmetic path in at least one first arithmetic unit (R1).

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