CN114872723A

CN114872723A - Method and evaluation device for evaluating an intervention of at least one driver assistance system of a vehicle

Info

Publication number: CN114872723A
Application number: CN202210070419.9A
Authority: CN
Inventors: A·巴特尔斯
Original assignee: Volkswagen Automotive Co ltd
Current assignee: Volkswagen Automotive Co ltd
Priority date: 2021-01-22
Filing date: 2022-01-21
Publication date: 2022-08-09
Also published as: DE102021200581B4; DE102021200581A1

Abstract

The invention relates to a method for evaluating an intervention of at least one driver assistance system (35) of a vehicle (1) in a driving operation of the vehicle (1), wherein the driver assistance system (35) for supporting a user of the vehicle (1) while the vehicle is moving, in particular with regard to driving safety, is adapted and provided for intervening in the driving operation. According to the invention, the evaluation device (20) determines, in at least one intervention of the driver assistance system (35), whether the intervention is a self-perceptible intervention for the user.

Description

Method and evaluation device for evaluating an intervention of at least one driver assistance system of a vehicle

Technical Field

The invention relates to a method and an evaluation device for evaluating an intervention of at least one driver assistance system of a vehicle in a driving operation of the vehicle.

Background

Driver assistance systems for supporting a user of a vehicle while the vehicle is in motion, for example for improving driving safety and/or for avoiding and/or mitigating accidents, are known from the prior art.

Many accident avoidance systems are installed in modern vehicles. Many of these systems have been silently developed-that is, the driver, while paying for them, is not always aware that they support them or even avoid an accident while the vehicle is in motion. An example of this is ESC ("Electronic Stability Control" abbreviation, german elktronische Stability ä tskontroll, also commonly referred to as Electronic Stability program ("ESP")), a driver assistance system for driving dynamics Control, which can counteract the deflection of the vehicle, in particular by targeted braking of the individual wheels of the motor vehicle (ausbreche).

ESC interventions avoid side-slip accidents (Schleuderunfall) when the vehicle is oversteered or understeered. The driver only perceives a brief "jerk" (Ruppeln) at the wheel during the ESC intervention and usually cannot correlate this at all — perhaps thinking that he is driving over a stone or a sill (bodenschwell). Here, ESCs might just save their lives.

Similar situations in different technical fields exist in virus scanners on computers. These virus scanners thus make them noticeable to the user/customer, i.e. the virus scanner reports after each virus attack as "virus attack blocked" and generates e.g. monthly statistics of how often the virus is scanned and how often the virus is blocked. In the automotive field, this or similar solutions are not known or used.

An accident identification device for a vehicle is described in US 9773281B 1, which is configured to determine that an accident in which the vehicle is involved has occurred. After determining that an accident has occurred, the characteristics of the accident may be determined, and vehicle data and data about the vehicle occupants obtained.

A method for outputting an alarm of a driver assistance system in a vehicle is known from US 9487138B 2, in which data relating to the movement of the vehicle and data relating to the risk of accident in the surroundings of the vehicle are detected. The detected data is evaluated and associated with a particular accident risk level. An alert is output based on the associated accident risk level. For example, when a critical collision situation is reached, the driver is informed of the start of the automatic vehicle adjustment in order to understand the withdrawal of the corresponding driving task.

A vehicle system for accident prevention is described in US 8766846B 2, which has an object recognition device. When an object is detected, an accident prevention response signal may be transmitted to a brake device of the vehicle, and then the vehicle may be braked independently of a driver of the vehicle.

Disclosure of Invention

The present invention is based on the object of overcoming the disadvantages known from the prior art and of providing a method and an evaluation device for evaluating an intervention of at least one driver assistance system of a vehicle in the operation of the vehicle, by means of which a user is also informed of the intervention when a high driving safety is ensured by the intervention of the driver assistance system.

According to the invention, this object is achieved by a method for evaluating an intervention of at least one driver assistance system of a vehicle in a driving operation of the vehicle.

In the method according to the invention for evaluating an intervention of at least one driver assistance system of a vehicle in a driving operation of the vehicle, the driver assistance system for supporting a user of the vehicle while the vehicle is running, in particular with regard to driving safety, is suitable and prescribed for intervening in the driving operation (of the vehicle). The user may be a driver and/or another passenger of the vehicle.

According to the invention, the evaluation device determines, in at least one intervention of the driver assistance system, whether the intervention is (and/or was) an intervention that is perceptible to the user itself.

An intervention that is perceptible (or should be perceived) by the user is to be understood in particular as meaning that the user can in principle (independently, only by way of his sensory impression) perceive the intervention itself in the driving mode (for example by way of irregularities occurring in the driving mode, such as bumps) and can regard this perception as and/or correlate with a predetermined probability as an effect of the intervention of the driver assistance system in the driving mode. Preferably, the user can distinguish itself perceptible interventions from other irregularities occurring in the driving operation on the basis of other reasons (e.g. threshold).

The driver assistance system is preferably a driver assistance system for improving driving safety, and particularly preferably a driver assistance system for avoiding and/or mitigating accidents. Preferably, the driver assistance system is an electronically controlled driver assistance system.

Preferably, the at least one driver assistance system of the vehicle and in particular the plurality of driver assistance systems of the vehicle (respectively) are accident avoidance systems.

A plurality of driver assistance systems, in particular a plurality of accident avoidance systems, are preferably installed in the vehicle. Preferably, these driver assistance systems report their intervention, in particular via a data bus, to an evaluation device and preferably to an evaluation algorithm (of the evaluation device).

In particular, the evaluation device is suitable and provided for determining whether an intervention which is carried out and/or triggered by a driver assistance system (or driver assistance systems) of the vehicle is an intervention which should be perceived by a user of the vehicle and is preferably perceived by the user of the vehicle.

Preferably, the evaluation means determines whether the intervention is an intervention that is not perceptible to the user (in particular per se).

In other words, the evaluation device or the evaluation algorithm determines, for example via an evaluation of system data (for example data of at least one or more driver assistance systems), whether an intervention of a driver assistance system, in particular an accident avoidance system, is not immediately recognizable to a user (for example a driver) or cannot itself be correlated by a user (for example a driver).

This provides the advantage that the user can be informed of imperceptible and/or imperceptible intervention. Advantageously, the user may be made sensitive in terms of the activities performed by the driver assistance system. The user advantageously thereby obtains the possibility to analyze the driving situation and/or the driving behavior (thereof) and/or the environmental conditions (e.g. climate state) and to adapt or change the future driving behavior in view of their potential danger.

By reporting back an intervention that is not perceptible per se, for example, to the user, the user can be presented with the importance of the driver assistance system on the one hand, while similar future danger situations can be prevented or mitigated by adapting the driving behavior of the user on the other hand.

Preferably, the (in particular each) driver assistance system which carries out and/or triggers an intervention triggers (simultaneously or temporally offset) the activation of the evaluation device for determining the perceptibility of the intervention for the user.

Preferably, the evaluation device determines, for a plurality of interventions and in particular for each intervention (for example of a trip), the perceptibility of the respective intervention.

In a preferred method, the determination of the perceptibility of the intervention is based on an evaluation of data of a driver assistance system or of a plurality of driver assistance systems. This offers the advantage that the perceptibility of the intervention (in particular itself) to the user can be inferred from the data of the driver assistance system or systems.

Preferably, the data of the driver assistance system or systems comprise information about the type and/or duration of intervention of the (respective) driver assistance system, the action carried out, the intensity of intervention required, at least one state.

In a further preferred method, the determination of the perceptibility of an intervention is based on a previously known and/or past similar intervention of the driver assistance system. Preferably, the evaluation means or the evaluation algorithm make use of a priori knowledge (Vorwissen). For example, the intervention of the ESC system may be more difficult for a user or associated by a driver to avoid an accident than the intervention of an emergency braking system for avoiding a collision.

Preferably, the known and/or determined connection between the intervention and its perceptibility from the prior knowledge is stored in a memory device which is accessible to the evaluation device and/or which is a component of the vehicle and in particular of the evaluation device.

In a further (alternatively or additionally) preferred method, the determination of the perceptibility of the intervention (itself) is made on the basis of the intervention strength and/or type of the driver assistance system. This offers the advantage that several of the interventions can be classified as perceptible or imperceptible, for example, without higher evaluation or calculation effort. Thus, for example, the execution of emergency braking by the emergency braking system can be classified (generally) without further evaluation as a (per se) perceptible intervention.

Preferably, the driver assistance system is configured to determine the perceptibility of the intervention in dependence on which driver assistance system the intervention was carried out or was carried out. For example, the evaluation device can be informed by the central computer of the vehicle and/or by the respective driver assistance system as to which intervention intensity and which intervention is set to be carried out and/or (has) been carried out.

In a further preferred method, the determination of the perceptibility of the intervention (itself) is based on at least one (measured) value detected and/or determined by at least one vehicle sensor device and/or ambient sensor device.

Preferably, the evaluation device and/or the evaluation algorithm uses information from the chassis sensors (or chassis sensor devices), such as for example inertial-, altitude-, and wheel speed sensors, and from the surroundings sensors, such as for example camera-, radar-, laser-, or ultrasound sensors: preferably, the algorithm compares the vehicle behavior before and during the intervention in order to evaluate how strongly the intervention can be felt by the driver compared to normal driving.

Preferably, the chassis sensor device is selected from the group of sensor devices consisting of at least one inertial sensor device, at least one height sensor device, at least one wheel speed sensor device, etc., and combinations thereof.

The consideration of the value(s) detected and/or determined by the chassis sensor device offers the advantage that the movement and/or shaking of the chassis and/or the vehicle can be determined very precisely in this way. In particular, the evaluation device can thereby advantageously determine very precise movements and/or jolts which are caused or have been caused by an intervention of the driver assistance system and which can be felt and/or (physically) perceived by the driver.

Preferably, the determination of the perceptibility of the intervention (itself) is based on (measured) values of at least one vehicle sensor device and/or at least one surroundings sensor device, wherein at least one (measured) value is detected (or recorded) and/or determined before the intervention and wherein at least one further (measured) value is detected (or recorded) and/or determined during the intervention.

Preferably, the comparison of the vehicle behavior before and during the intervention is carried out in particular by the evaluation device. It is thus advantageously possible to evaluate how strongly the intervention can be felt by the user compared to normal driving or previous driving.

In a further preferred method, a reaction of the user to the intervention is detected by means of the passenger monitoring device, and the determination of the perceptibility of the intervention is carried out on the basis of the detected reaction of the user. This offers the advantage that the perceptibility of the user is not inferred indirectly, for example from (measured) values of the chassis sensor system, but that it is possible to observe directly at the user himself whether the user perceives and/or has perceived an intervention. This provides the advantage that a perception threshold associated with the person can be taken into account.

Preferably, the passenger monitoring device observes the user and/or the behavior of the user (at least temporarily and in particular before and/or during an intervention) in an optical way. Preferably, the passenger monitoring device thus determines the perception of the intervention by the user. Preferably, the passenger monitoring device has an image detection device, for example a camera and in particular an in-vehicle camera. Preferably, the passenger monitoring device is an (in-car) camera.

It is also conceivable that the passenger monitoring means monitor the user via tracking of the gaze path (at least temporarily and in particular before and/or during the intervention).

Preferably, the passenger monitoring means and/or the evaluation means are adapted and prescribed for determining a panic state and/or an attentiveness-enhanced state of the passenger from the optical image at least partly comprising the user, for example by a reduction and/or a change in body posture and/or a change in gaze path and/or pupil dilation.

Preferably, the passenger monitoring device determines the perception of the intervention (and thus the perceptibility of the intervention) by means of a tactile and/or haptic element of the passenger monitoring device and/or of the vehicle. The haptic and/or tactile element can be, for example, an operating element of the vehicle, such as a steering wheel and/or a driving pedal and/or a brake pedal. Preferably, the passenger monitoring device determines the user's response to the intervention from the actuation of the actuating element and/or from a dynamic change in the intensity and/or movement of the user at the haptic and/or tactile element (in particular at the actuating element).

Preferably, the passenger monitoring device and/or the evaluation device determines whether the user is in a panic state and/or an attentiveness-improved state in temporal connection with the intervention. Temporal connections are understood in particular as reaction times of the user. The typical reaction times can be stored, for example, on a storage device of the evaluation device and/or the vehicle, among other things. It is also conceivable to store user-specific reaction times on the memory device, which are used to evaluate the perceptibility and/or perception of an intervention by a user, taking into account the reaction of the driver to the intervention.

Furthermore, the (evaluation) algorithm and/or the evaluation device preferably uses information from an onboard camera and/or operating elements (e.g. steering wheel, driving pedal and brake pedal). The (evaluation) algorithm observes the driver's reaction to the intervention and evaluates it on the basis of this information. For this, the driver reaction is preferably graded as weak, medium and strong, for example.

Preferably, the reaction of the user detected by the passenger monitoring device is classified, in particular by the evaluation device, into one of a plurality of preset classes of different reaction strengths (for example, into (four) classes, reaction | strong reaction in non-reaction | weak reaction |).

Preferably, it can be determined from the category to which the reaction belongs and/or the intervention intensity and/or the variable characterizing the intervention whether the user has consciously and/or unconsciously perceived the intervention and/or whether the user is able to (already) perceive the intervention itself.

Preferably, the data from different sources (a priori knowledge, the chassis sensor and/or the surroundings sensor and/or the vehicle interior camera and/or the operating element) are fused with one another, particularly preferably the data from the field of a priori knowledge, the field of the chassis sensor and/or the surroundings sensor and the field of the vehicle interior camera and/or the operating element. For this purpose, machine learning methods can be used, for example neural networks, deep learning or also bayesian networks.

Preferably, the evaluation device is able to determine the perceptibility of an intervention and/or the perception of an intervention by a user via modern algorithms (KI, i.e. artificial intelligence, machine learning, neural networks, deep learning, bayesian networks, etc.), preferably by means of evaluating a plurality of data, in particular a plurality of past interventions, and detected ambient data and/or driving agency data and/or user reaction data associated therewith.

In a further preferred method, the evaluation device provides an output signal for output to the user as a function of the result of the determination of the perceptibility of the intervention. This provides the advantage that the awareness of the user in terms of the way in which the driver assistance system operates and/or the frequency and/or the importance and/or the intensity of the intervention is enhanced. For example, it can thereby be indicated to the user that an accident can be prevented or (significantly) mitigated, for example, by an intervention.

If the algorithm identifies that the intervention is not identifiable or associable to the driver, the algorithm requests a text report in an existing display unit in the vehicle via the databus, e.g. "ESC just prevented sideslip accident". For this purpose, existing displays, for example a vehicle speed display or a navigation display, can be used. Whether this display should be carried out or not can be displayed in a suitable menu by the driver, for example by clicking on the display intervention statistics

"box (e.g., by hooking in a box).

Preferably, the evaluation means provide the output signal when the result of the evaluation yields an intervention that is (per se) imperceptible to the user and/or the intervention is not perceived by the user (e.g. due to a strong distraction of the user).

Preferably, a threshold value for the perceptibility of the intervention (storable and/or stored in the memory device) is predefinable and/or can be predefinable, the evaluation device determining or determining the perceptibility of the intervention depending on the threshold value.

Preferably, the output signal is output by at least one output device to a user. The output device may be an output device of a vehicle. However, additionally or alternatively, the output device may also be an output device of the user and/or an output device external to the vehicle.

The output device of the vehicle can be an output device which is fixedly (in particular, not destructively releasably) installed in the vehicle. Preferably it is a vehicle speed display, a navigation display and/or a (graphical) HMI (human machine interface).

However, it is also conceivable for it to be an output device which is mobile and/or movable within the vehicle.

Preferably, the output device is a terminal (e.g. of a user), in particular a mobile terminal. Thus, it may be, for example, a display device connected to a stationary computer. However, the terminal may also be a smartphone, a tablet, a laptop, etc.

Preferably, the output device is an optical or visual output device. Preferably, the output device is a graphical display.

Additionally or alternatively, it is also possible for the output device to be an acoustic output device, in which the user is informed of the intervention, for example by noise or speech output.

It is also conceivable that in particular by a user (in particular optionally) the output signal is output by which output device can be preset and/or selectable.

Preferably, the evaluation device is suitable and designed for providing an output signal for output by an output device (of the vehicle and/or of the user and/or of an external appliance), which output signal comprises, in particular within a statistical range with respect to a preset time period and/or a preset journey, information about at least one or more interventions that take place, in particular in the preset time period and/or the preset journey.

The information to be output in connection with the intervention can be selected from the group consisting of the time and/or location and/or type of intervention and/or type of driver assistance system and/or intervention intensity and parameters and combinations that are characteristic for the intervention.

Preferably, statistics about a plurality of interventions (which occur, for example, in preset time periods and/or route sections and/or in preset trips) can be output graphically, for example in the scope of a bar graph and/or in tabular form.

For example, the time period may be a period of at least one hour, preferably at least one day, preferably at least one week, preferably at least one month and particularly preferably at least one year. Preferably, the evaluation is performed in relation to the user.

Preferably, the output signal is provided for output to the user and/or (by the output device) in a temporal relationship, for example within five minutes, preferably within three minutes and particularly preferably within two minutes after the intervention. The user gets direct feedback about the intervention event through a time reference.

Preferably, the output signal is output by the output device automatically and/or without an indication of output by the user.

However, it is also possible that a user may input (e.g., via a human-machine interface) an indication to output all and/or some of the above information relating to one or more interventions and/or intervention statistics. This can be supported, for example, via menu guidance of the human-machine interface.

Preferably, statistics of interventions by one or more accident avoidance systems in the vehicle are displayed by the output device.

In a further preferred method, the perceptibility of interventions is determined separately for a plurality of interventions, and selected information of these interventions is provided for output according to the respective perceptibility.

Preferably, the driver assistance system is selected from the group consisting of (at least) one ESC system (electronic stability control system), ABS (anti-lock braking system), avoidance assistance system, emergency braking assistance system, lane departure warning system, fatigue warning system, etc. and combinations thereof.

The driver assistance system may be a system that at least partially automatically drives take-over preparation (fahr ü bernahmebereit). It is also conceivable that this is a driver assistance system which is suitable (and prescribed) at least temporarily (for example during a dangerous situation) for (in particular within defined limits) completely taking over (in particular independent) vehicle travel.

The invention further relates to an evaluation device, in particular for a vehicle having at least one driver assistance system, for evaluating an intervention of the at least one driver assistance system of the vehicle in the driving operation of the vehicle. In this case, a driver assistance system (in particular in each case) for supporting a user of the vehicle while the vehicle is moving, in particular with regard to driving safety, is suitable and provided for intervening in the driving operation (of the vehicle).

According to the invention, the evaluation device is suitable and designed and configured to determine, in at least one intervention of the driver assistance system, whether the intervention is (and/or was) an intervention that is perceptible to the user itself.

In other words, in the context of the evaluation device according to the invention, it is proposed to evaluate data relating to interventions by the driver assistance system, in particular data of the driver assistance system and/or of a central computer of the vehicle and/or of the chassis sensor arrangement and/or of the surroundings sensor arrangement and/or of the driver monitoring device, in order to determine whether an intervention of the driver assistance system is not perceptible or recognizable to the user (immediately or directly) or cannot be associated by the user and/or is not associated by the user itself.

Preferably, the evaluation device is set up, adapted and/or provided for carrying out the above-described method and all method steps already described above in connection with the method, individually or in combination with one another. The method can, in turn, be equipped with all the features described in the context of the evaluation device, individually or in combination with one another.

The invention further relates to a vehicle, in particular a motor vehicle, comprising an evaluation device for a vehicle as described above, according to one embodiment. In particular, the invention can be used or applied to all vehicles and platforms, in particular as a purely software solution and preferably without new or additional hardware. The vehicle may in particular be a (motor-driven) road vehicle.

Preferably, the vehicle has an output device by means of which an output signal provided by the evaluation device with information about one or more interventions of the driver assistance system is output.

The vehicle may be a motor vehicle, in particular a motor vehicle controlled by the driver himself ("driver only"), a semi-autonomous, autonomous (e.g. autonomous class 3 or 4 or 5 (SAE J3016 standard)) or self-driving motor vehicle. Autonomous level 5 refers herein to a fully autonomous driven vehicle. The vehicle may also be a driverless transport system. The vehicle can be driven by the driver or autonomously. Furthermore, in addition to road vehicles, the vehicles may also be flying taxi (flugitxi), aircraft and other vehicles or other vehicle types, such as aircraft, ships or rail vehicles.

The invention of a method for evaluating an intervention of at least one driver assistance system of a vehicle in a driving mode of the vehicle has been described in connection with the vehicle and the driver assistance system, wherein the driver assistance system for supporting a user of the vehicle while the vehicle is moving, in particular with regard to driving safety, is suitable and provided for intervening in the driving mode. However, the invention can also be transferred to other appliances and/or devices and/or systems for automation, for example in the field of home automation. Thus, an evaluation of (e.g. statistical) information and output, when and how to adjust the heating, open and/or close the blinds, etc. may be carried out and/or provided. The applicant reserves the right to protect the methods and evaluation devices related thereto as well.

The invention further relates to a computer program or computer program product comprising a program medium (programemtel), in particular a program code, which represents or codes at least one of the method steps and preferred embodiments of the method according to the invention and is designed for implementation by a processing device.

The present invention furthermore relates to a data memory, on which at least one embodiment of the computer program according to the present invention or a preferred embodiment of the computer program is stored.

Drawings

Further advantages and embodiments emerge from the attached drawings:

wherein:

fig. 1 shows a schematic representation of a vehicle with an evaluation device according to the invention;

fig. 2a shows a first embodiment of an output which is output by an output device;

fig. 2b shows a further embodiment of an output which is output by an output device;

FIG. 3 shows another embodiment of an output which is output by an output device; and

fig. 4 shows a further embodiment of an output which is output by an output device.

Detailed Description

Fig. 1 shows a schematic illustration of a vehicle 1 with an evaluation device 20 according to the invention according to one embodiment. The evaluation device 20 may be a component of the vehicle 1. At least one and preferably a plurality of accident avoidance systems or driver assistance systems 35 (system 1, system 2, …, system n) are installed in the vehicle 1.

The driver assistance system 35 or the accident avoidance system can (automatically) intervene in the driving operation of the vehicle, for example in potentially dangerous situations, in order to prevent or at least reduce the occurrence of dangerous situations (e.g. accidents) as far as possible.

The evaluation device can implement an evaluation algorithm which evaluates the data with respect to whether an intervention of the driver assistance system 35 or the accident avoidance system is immediately unrecognizable to the driver or cannot be associated by the driver itself.

The evaluation device 20 is connected for data exchange with a driver assistance system 35 of the vehicle 1 via at least one communication connection. Fig. 1 schematically shows a plurality of systems, system 1, system 2, …, system n, as driver assistance systems 35 (or accident avoidance systems), which are each connected for data exchange to an evaluation device 20 via a communication connection 36 (here a data bus). These (driver assistance) systems preferably report their intervention here via a data bus to the evaluation device 20 or to the evaluation algorithm.

In order to determine whether the intervention itself is recognizable or perceptible by the driver or user and/or cannot be associated by the driver or user itself, the evaluation device or the evaluation algorithm (1) utilizes a priori knowledge. For example, the intervention of an ESC system may be more difficult to associate by a driver or user as accident-avoidance than the intervention of an emergency braking system for collision avoidance.

Preferably, the (evaluation) algorithm or evaluation device 20 uses (measured) values detected by the detection device 10 of the vehicle 1, for example (2), information from the chassis sensors 16 (for example, inertia-, height-and wheel speed sensors), and information from the surroundings sensors 12 (for example, camera-, radar-, laser-or ultrasound sensors). In this regard, the (evaluation) algorithm preferably compares the vehicle behavior before and during the intervention in order to evaluate how strongly the intervention can be felt by the driver compared to normal driving.

Furthermore, the (evaluation) algorithm preferably uses (3) information of the in-vehicle camera 14 and/or of the operating element 12 (e.g. steering wheel, driving pedal and/or brake pedal). The (evaluation) algorithm observes the driver's reaction to the intervention and evaluates it on the basis of this information. In this case, the driver response is classified in particular, for example, as weak, medium, and strong.

The data from different sources (1) a priori knowledge, (2) chassis sensors and surroundings sensors and (3) camera and operating elements in the vehicle are fused with one another. For this, a machine learning method, such as a neural network, deep learning, or bayesian network, may be utilized.

If the algorithm identifies that the intervention is not identifiable or associable for the driver or user, the algorithm requests a text report, for example "ESC has just prevented sideslip accident", via the communication connection 34 (here a data bus) in an output device 30, such as a display (unit) in the vehicle, for example a vehicle speed display or a navigation display, present in particular (in the vehicle 1). Whether this display should be carried out or not can be displayed in a suitable menu by the driver, for example by clicking on the display intervention statistics

"box to select.

Fig. 2a shows a first embodiment of an output a1 output by an output device. The (evaluation) algorithm or the evaluation device 20 preferably generates intervention statistics a1 for the driver assistance system 35 or the accident avoidance system. In the intervention statistics, it is preferably specified which driver assistance system 35 ("system 1, system 2, …, system n") intervenes at multiple frequencies in time period t. Output a1 shown in fig. 2a is displayed in the form of a bar graph.

Fig. 2b shows a further embodiment of an output a2 output by an output device. As in the embodiment shown in fig. 2a of the output, an intervention statistic is also output, in which it is stated how often the driver assistance system 35 ("system 1, system 2, …, system n") intervenes during the time period t. Output a2 shown in fig. 2b is shown in tabular form.

Fig. 3 shows a further embodiment of an output a3 which is output by an output device. Preferably, the driver or user can display further data of the intervention, such as the location, date, time and intervention strength of the driver assistance system 35 or the accident avoidance system, by an input (e.g. when clicking on a bar of the system shown in fig. 2a in a bar graph of output a1, or clicking on a row of the system shown in fig. 2b in a table of output a 2), as shown in output A3 of fig. 3.

Fig. 4 shows a further embodiment of an output a4 which is output by an output device. The driver or user can preferably (additionally) navigate the location on the map M by entering (for example when clicking on the location displayed (via the output device 30) for an intervention) together with further information 50 relating to the intervention, for example the date and time of the intervention and/or the intervention intensity. In the output shown in fig. 4, the location P of the intervention selected by the user is marked in the navigation map M by a fill point. The marked position P is associated with further information relating to the selected intervention, which is framed here by a rectangular frame and is highlighted therefrom.

The statistics and data described above in fig. 2a, 2b, 3 and 4 are preferably selectable by the driver or user in the vehicle 1 via menu guidance and viewable via the above-mentioned display unit 30. Alternatively, these statistics and data can also be transmitted via a particularly wireless communication connection 38, for example a radio network (W-LAN, bluetooth, etc.), to a (mobile) terminal 40, for example a driver's or user's smartphone 42 or a home PC 44, and can be viewed there by the driver or user, as shown in fig. 1.

The applicant reserves all features disclosed in the claims as essential to the invention as far as they are novel, individually or in combination, with respect to the prior art. It is furthermore pointed out that features which may themselves be advantageous are also described in the respective figures. Those skilled in the art will recognize that a feature described in a figure may be advantageous without employing another feature in the figure. Furthermore, those skilled in the art will recognize that advantages may also be derived from a combination of features illustrated in various or different figures.

List of reference numerals

1 vehicle

10 detection device

12 operating element

14 camera in car

16-running gear sensor device

18 ambient sensor device

20 evaluation device

30 output device

32 communication connection

34 communication connection

35 driver assistance system

36 communication connection

38 communication connection

40 terminal

42 smart phone

44 household PC

50 information

A1, A2, A3 outputs

Number of N

M map

P position

t is from … to ….

Claims

1. A method for evaluating an intervention of at least one driver assistance system (35) of a vehicle (1) in a driving operation of the vehicle (1), wherein the driver assistance system (35) for supporting a user of the vehicle (1) while the vehicle is moving, in particular with regard to driving safety, is suitable and provided for intervening in the driving operation, characterized in that an evaluation device (20) determines whether the intervention is an intervention that is perceptible to the user itself in the at least one intervention of the driver assistance system (35).

2. Method according to claim 1, characterized in that the determination of the perceptibility of the intervention is based on an evaluation of data of the driver assistance system (35).

3. Method according to any one of the preceding claims, characterized in that the determination of the perceptibility of an intervention is based on a previously known and/or past similar intervention of the driver assistance system (35).

4. Method according to any one of the preceding claims, characterized in that the determination of the perceptibility of the intervention is based on the intensity and/or type of intervention of the driver assistance system (35).

5. Method according to any one of the preceding claims, characterized in that the determination of the perceptibility of the intervention is based on at least one value detected by at least one chassis sensor device (16) and/or ambient sensor device (18).

6. Method according to any one of the preceding claims, characterized in that the user's reaction to the intervention is detected by means of passenger monitoring means and the determination of the perceptibility of the intervention is made on the basis of the user's detected reaction.

7. Method according to any one of the preceding claims, characterized in that the evaluation device (20) provides an output signal for output to the user as a function of the result of the determination of the perceptibility of the intervention.

8. Method according to any one of the preceding claims, characterized in that the perceptibility of an intervention is determined separately for a plurality of interventions and in that the information of the choice of the intervention is provided for output according to the respective perceptibility.

9. An evaluation device (20) for a vehicle (1) having at least one driver assistance system (35), for evaluating an intervention of the driver assistance system (35) in a driving operation of the vehicle (1), in which the driver assistance system (35) for supporting a user of the vehicle (1) while the vehicle is moving, in particular with regard to driving safety, is suitable and provided for intervening in the driving operation, characterized in that the evaluation device (20) is suitable and provided for and is configured to determine, in at least one intervention of the driver assistance system (35), whether the intervention is an intervention perceptible to the user itself.

10. Vehicle (1), in particular a motor vehicle, comprising an evaluation device (20) according to the preceding claim.