DE102020122566B4 - Method for an assistance function for emergency vehicles with special signals for generating a control signal, as well as special signal control device, warning device and motor vehicle - Google Patents

Abstract

Method for an assistance function for generating a control signal (28) for a warning device (27) of a motor vehicle for outputting a special signal (15, 16, 17) during at least one mission trip, with input data (12) comprising route data (1) of the mission trip and/ or - communication data (2) from at least one other road user (31, 34, 36) or from at least one infrastructure (35) and/or vehicle environment data (3) are recorded, with a special signal control device (13) from the input data (12) a Danger position (12) and a hazard potential (47, 48) at least one predetermined hazard (29, 33, 37, 39, 45) determined, and the special signal control device (13) the respective hazard (29, 33, 37, 39, 45) after a Direction of the hazard (29, 33, 37, 39, 45) and according to a type (47, 48) of the hazard potential (20) evaluated, and according to an activation algorithm (46) depending on the evaluation, a control signal (28) for the warning device g (27) for activating or deactivating a special signal (15, 16, 17) directed at the respective hazard (29, 33, 37, 39, 45) and the activation signal (28) causes the warning device (27) to output of the respective special signal (15, 16, 17) in the direction of the respective hazard (29, 33, 37, 39, 45), characterized in that the evaluation from the input data (12) determines a position of the motor vehicle in a vehicle column (180) with at least one other emergency vehicle (181, 182, 183) and recognizes the orientation of the respective special signal (15, 16, 17) towards the at least one hazard (29, 33, 37, 39, 45) which is detected by the at least one emergency vehicle ( 181, 182, 183) is covered in each case, omits, and/or that the activation algorithm (46) for the classification of the respective hazard (29, 33, 37, 39, 45) uses an empirical value (14) from at least one previous mission trip and/or empirical values (14) other emergency vehicles (181, 18 2, 183) and/or that the special signal control device (13) takes into account the hazard potential (20) in a sensitivity matrix (21) after the hazard has been removed (29, 33, 37, 39, 45) and according to the type (47, 48 ) of the hazard potential (20).

Description

The invention relates to a method for an assistance function for generating a control signal for a warning device of a motor vehicle to output a special signal during at least one emergency trip, with input data comprising route data and/or communication data from at least one other road user or from at least one infrastructure and/or data surrounding the vehicle being used as a basis will.

A study by the German testing company Dekra has shown that when driving with special signals (emergency driving) there is a fourfold increase in the risk of accidents. A US statistic from 2007 shows that firefighting in 2007 resulted in traffic accidents. In addition to these hard facts, there is also increased media interest in accidents with special signals, which always causes a discussion as to whether the driver's driving style was appropriate and the regulations were observed.

Special, emergency and official vehicles according to §35 StVO (road traffic regulations) have special rights. So that other vehicles are made aware of or warned of these special rights, additional light signal transmitters (headlights, lights) may be attached to the special, emergency and official vehicles (§38 StVO, blue flashing light and yellow flashing light). If these are attached to the vehicle and urgent urgency is required, additional acoustic signals (sound signal transmitters) must be present on the vehicle (§38 Para. 1 StVO).

Since vehicles according to §35 StVO are only allowed to carry out special rights with due consideration of public safety and order (§35 Para. 8 StVO), these vehicles generally carry out journeys with special rights with active warning devices according to §38 StVO.

In order to increase public safety, vehicles are equipped with a monotonously aligned, loud sound signal generator so that the danger to public safety can be minimized in situations with a high potential risk. According to §35 and §38 StVO, the drivers of the special, emergency and official vehicles are required to activate or deactivate these audio signals at their own discretion only in the event of danger, so that under certain circumstances the noise pollution, especially at night, and the dangers for minimize public safety. In contrast, when the sound signal is inactive (operational horn), it is challenging for other road users to recognize vehicles with special rights and to act accordingly.

The driver of the special, emergency and authority vehicles (hereinafter emergency vehicles) is additionally burdened with the driving task with the special rights as well as the driving of the vehicle. It is challenging for him to recognize dangerous situations and to manage his special signals accordingly and to control the vehicle.

The following example from the Bavarian State Fire Service: After the fire brigade has been alerted, they receive an operation fax that summarizes important information such as the location, type of operation and injured persons. The group or platoon leader or operations manager climbs into the passenger seat of the fire engine with this fax. The driver who has the appropriate authorization or license that entitles him to drive a fire-fighting vehicle sits in the driver's seat. The crew sits in the back of the vehicle. In general, the squad leader is responsible for operating the special signals.

• - Inhalt des Einsatz-Faxes erfassen
• - Einsatzstrategie erarbeiten
• - Überprüfen der Mannschaft, die sich an Bord befindet
• - der Mannschaft Anweisungen geben (Atemschutz, Löschwasser, Verkehrsabsicherung), Kommunikation mit der Mannschaft, die im hinteren Teil der Fahrzeugkabine sitzt
• - Koordination anderer Fahrzeuge, Feuerwehren, Verbände,
• - Funkkontakt mit der Leitstelle, entsprechende Informationen zum aktuellen Geschehen durchgeben wie beispielsweise Einsatzort erreicht
• - den Fahrer (Maschinisten) Anweisungen zur Anfahrt übermitteln.

This must also coordinate the following tasks during the emergency trip:

• - Record the content of the mission fax
• - Develop deployment strategy
• - Checking the crew on board
• - Giving instructions to the crew (respiratory protection, fire-fighting water, traffic safety), communicating with the crew sitting in the rear of the vehicle cabin
• - Coordination of other vehicles, fire brigades, associations,
• - Radio contact with the control center, provide relevant information on current events such as location reached
• - give the driver (machinist) instructions on how to get there.

This list is not complete and may include other tasks - this is a recurring cycle, since the information content increases on the journey to the incident. Since the group leader is busy with these tasks, he usually delegates the control of the special signals to the vehicle driver (machinist), who must also do this in addition to driving the vehicle. Critical situations can often arise, for example when turning into a side street cyclists, pedestrians and other motorized road users.

Example from the rescue service: In the case of ambulances, the driver usually steers the vehicle alone during an emergency trip, since the emergency doctor and paramedic are busy treating patients. In this case, the driver must activate the sound and light signal transmitters independently. Added to this are the physical and psychological stresses on the driver, which are not without risk after a serious accident. Critical situations can also arise here due to increased speed and driving with special privileges, as in the example mentioned above.

Assistance functions that relieve the driver can avoid critical situations, so that the safety of the team, other road users and the general public is increased. This effect is reinforced by the fact that other road users are given the best possible warning in appropriate situations through the automatic control of special signals or through the giving of recommendations. Thus, a safe arrival and departure, as well as a smooth operation are given in the best possible way.

• So ist aus der JP 6596055 B2 ein Einsatzfahrzeug mit Umgebungssensoren bekannt, wobei die Umgebungssensoren Bild-, Radar-, Umgebungs- und Zustandssensoren umfassen, welche die Fahrzeugumgebung sowie die aktuelle Position, Richtung, Geschwindigkeit und eine vorausliegende Wegstrecke erkennen. Daraus wird auf die aktuelle Verkehrssituation des Einsatzfahrzeugs geschlossen, wie beispielsweise das Erreichen an einer Kreuzung mit Querverkehr. Auf die Veränderung der Verkehrssituation hin wird dann eine automatische Änderung von Warnsignalen vorgenommen, beispielsweise eine Änderung der Richtung der Licht- und Tonsignale. Nachteilig ist jedoch, dass die Zielrichtung der Licht- und Tonsignale nur statisch und die Streckenführung nur mit aktiver Navigation möglich ist. Ebenfalls ist auch keine Lernfunktion vorhanden, um die Signale an die Veränderung der Verkehrssituation besser anpassen zu können.

There are already various publications in which a system is specified that informs drivers of other motorized road users via a display or warning signals when an emergency vehicle with special rights is approaching. However, these systems have a number of disadvantages, since not all vehicles participating in traffic have the necessary technology and it is now difficult to warn pedestrians and cyclists. For this reason, conventional special signals cannot be completely dispensed with. The following publications are known for the output of conventional special signals:

• That's it JP 6596055 B2 an emergency vehicle with environment sensors is known, the environment sensors comprising image, radar, environment and status sensors which detect the vehicle environment and the current position, direction, speed and a route ahead. From this, conclusions are drawn about the current traffic situation of the emergency vehicle, such as reaching an intersection with cross traffic. In response to the change in the traffic situation, warning signals are then automatically changed, for example a change in the direction of the light and sound signals. The disadvantage, however, is that the target direction of the light and sound signals is only static and the routing is only possible with active navigation. There is also no learning function to better adapt the signals to changes in the traffic situation.

From the DE 10 2013 008 545 A1 a method is known for automatically switching the horn and flashing blue lights on and off during special operations trips. The automatic switching on and off of the horn and the flashing blue light takes place on certain sections of the route or when traffic regulations are violated on a certain section of the route, for example if a maximum speed is exceeded or the current speed of the emergency vehicle is significantly slower than the maximum speed allowed for the section of the route. This is the case, for example, in a traffic jam. A disadvantage of the known method is that there is no change in the direction of the output of the subsequent tone horn and the blue light. Furthermore, it is disadvantageous that the system does not use any vehicle environment sensors, which can lead to incorrect behavior of the automatic activation or deactivation. Furthermore, there is no learning function, which is why, for example, the automatic switching on and off is rather static and only with active navigation.

From the DE 10 2008 017 972 A1 a method for automatically activating or deactivating a signaling device is also known, in which the warning signal device is automatically activated when an emergency vehicle drives into a street in an unauthorized driving direction. A navigation map is used to determine whether the road is being driven on in an unauthorized direction. The disadvantage of the method is that it is a static system and the vehicle environment is not taken into account. For example, emergency vehicles are not permitted to drive on the motorway, but only after a complete closure. In this case, an additional special signal is often not required.

A pivotable headlight for an emergency vehicle is known from US 2013/0 265 787 A1. The pivoting can be controlled based on sensors.

From the DE 10 2011 055 495 A1 It is known that a driver assistance function can be started automatically in a motor vehicle when appropriate driving conditions are present.

From the U.S. 6,804,490 B2 a radio link-based communication device for an emergency vehicle is known.

From the DE 10 2016 125 005 A1 It is known to emit sound directed at pedestrians from an autonomously driving motor vehicle in order to warn them.

In order to solve the problems listed above and to minimize dangerous situations for all road users involved, as well as for the public, the object of the invention is to provide the driver of the emergency vehicles with information and recommendations for activating or deactivating the special signals or activating and deactivating them via an assistance function of the special signals actively, automatically.

The object is solved by the subject matter of the independent patent claims. Advantageous developments of the invention are described by the dependent patent claims, the following description and the figures.

In summary, the idea provides that an automatic system with a route prognosis and/or an adaptive algorithm for special signal units is provided. A targeted delivery of the special signals (rotatable mounted sound unit, directed light unit) leads to further improvements.

For this purpose, the assistance function evaluates various vehicle data as input data, including, for example, data from the navigation, data from Car2X (e.g. Car2X Infrastructure (Car21), traffic light data and/or Car2Car, e.g. vehicle information in front), data about the vehicle environment (vehicles ahead, as well as e.g. pedestrians and/or cyclists) as well as data from the so-called short-range navigation (map data from a radius of less than 250 meters). If the assistance function recognizes a predetermined critical situation (e.g. vehicles or cyclists in the blind spot, intersections, tight curve, slow vehicle driving ahead, red traffic light, pedestrian crossings) that necessitate the use of special signals, it gives the driver a proactive recommendation to use special signals activate or activate them independently. As soon as there are no current and predictive danger spots, the system deactivates the special signals.

The invention provides a method for an assistance function for generating a control signal for a warning device of a motor vehicle for outputting a special signal during at least one mission trip, with input data comprising route data of the mission trip and/or communication data from at least one other road user or from at least one infrastructure and/or or vehicle environment data are recorded.

The method is characterized in that a special signal control unit uses the input data to determine a hazard position and a hazard potential of at least one predetermined hazard, with the special signal control unit classifying the respective hazard according to how far away the hazard is and according to a type of hazard potential, and according to an activation algorithm depending on the Classification outputs a control signal for the warning device for activating or deactivating a special signal directed at the respective danger and the control signal causes the warning device to align the output of the respective special signal in a direction of the respective danger.

In other words, an emergency trip can be characterized, for example, in that the motor vehicle drives, for example, from its current position to an emergency site and has activated a continuous horn and/or blue lights. The mission trip can follow a predefined route, such as that of a navigation system, or can be determined by means of a route prognosis. During the mission trip, the input data can form an information base for the activation algorithm, which evaluates whether a special signal should be activated or not. The input data can include route data, communication data and/or vehicle environment data. The route data can be data from the navigation system, for example, which can have, for example, traffic-related places such as intersections, roundabouts, hilltops, curves that are difficult to see, which can lead to dangerous situations. These can be recognized in advance, where, for example, the activation of a special signal can be advantageous in order to avoid a dangerous traffic situation. In this case, the communication data can be data which originate from the communication between vehicles or between a vehicle and a stationary device. This can be done, for example, as part of the Car2Car or Car2Infrastructure communication technology.

Research is currently being carried out into devices that enable communication between vehicles (Car2Car) and between a vehicle and a stationary device (Car2Infrastructure), such as traffic lights or an Internet server. This is abbreviated as Car2X below. This communication can be used, for example, to warn of traffic jams or the oncoming traffic of road users who cannot be detected visually. In the invention described herein, Car2X be used to transmit the vehicle position of the sending vehicle and the entire vehicle environment to the emergency vehicle, which is referred to here as a motor vehicle. This data can be used, for example, to determine the quickest and best route to the site. For example, a vehicle reports a traffic jam on a one-way street with limited lateral clearance. The emergency vehicle can thus receive new route information in order to bypass the bottleneck as quickly as possible. In addition, online services can be used, which also update the route ahead and take environmental conditions into account (e.g. weather data, traffic density).

The vehicle environment data can be obtained from the vehicle environment detection of a camera system, a radar system or a system based on the emission of laser beams, with reflection being used to determine a position and speed of other objects. Currently, three systems are generally used for direct vehicle environment detection. The first is a camera system with which the vehicle's surroundings are recorded and objects in the room are identified via image or pattern recognition (pattern recognition). Various objects (static and dynamic objects) can be recognized here, from traffic signs to vehicles and pedestrians. The second system for detecting the vehicle environment is based on radar sensors. The vehicle emits radar waves and uses the reflected radar waves to record the position and speed of other vehicles or road users. The third system is based on the emission of laser beams. The position and speed of other objects, for example, can also be recorded here via reflection. A higher range and accuracy is advantageous here. With this or a combination of different systems, static and dynamic objects in the vehicle environment can be detected and the positions and speeds can be determined. There are also various types of sensors for detecting the surroundings, which are used for different applications.

The input data, including route data, communication data or vehicle environment data, can be combined by means of a sensor-data fusion. Sensor data fusion (SDF) combines the input data listed above, with which the vehicle can record its surroundings. The detected objects are secured by the partially redundant systems and a uniform image of the vehicle environment is generated with a distance of a few meters to a few kilometers ahead on the horizon. This data is then used in today's technically available functions with different requirements, e.g. for operating strategy optimization, traffic jam avoidance, or automatic distance controllers. For this purpose, the input data can now serve as a database for evaluating the current position of the motor vehicle during the mission trip, with which the activation algorithm can decide whether a special signal of the warning device is to be activated or not.

According to the invention, the sensor data originating from the sensor-data fusion, i.e. the input data, are used for an algorithm which uses corresponding control signals for switching light and sound signals on or off or a driver recommendation. The algorithm essentially requires three components. Firstly, using a suitable interface to the SDF, the required information from the fusion of the sensor data must be tapped and filtered. In the second part of the algorithm, this component must be used to determine which special signals are appropriate or required for the current driving situation. Depending on the implementation of the assistance function, either control signals must be sent to the devices that provide audio and light signals, or a signal must be output that informs or warns the driver about a recommendation. In addition, the collected data can be sent to a server to warn other road users. The activation algorithm can be referred to here as an algorithm.

The special signal control device can use the input data originating from the sensor data fusion in order to determine at least one predetermined danger with its respective direction and its danger potential. In this context, a predetermined danger is understood to be an area in which a collision with an object, such as a pedestrian, cyclist, or motor vehicle, can occur. The area can be located in a specific direction or position in relation to the motor vehicle. The direction of the hazard can be determined as part of the determination of the hazard position in such a way that an object in the area surrounding the vehicle is detected and the distance and position of the object with respect to the motor vehicle is used as the direction of the predetermined hazard. Depending on the object, a collision with the object can be more likely or less likely.

For example, in an area where a pedestrian is 100 m away from the motor vehicle, a collision is less likely than with a cyclist because the bicycle driver can move faster than the pedestrian.

The hazard potential can be determined in a classification or in other words a hazard potential analysis using a sensitivity matrix, it being possible to take into account a type of hazard potential and a distance of the hazard from the motor vehicle. For example, a collision with a cyclist can be more devastating than a motor vehicle. A hazard potential can thus be determined in terms of how fast the object located in the area can move and whether this object is a person or a cyclist or a motor vehicle. In this context, it can be assumed that a collision with a person, such as a pedestrian or a cyclist, can be more devastating than a collision with a motor vehicle, which can represent a pure material hazard. Since several hazards can occur in the vicinity of the motor vehicle, the respective hazard can be classified according to distance and according to the type of hazard potential, which can be, for example, a hazard to persons or a hazard to materials, and prioritized as to which hazard should be warned first .

As part of the evaluation, the activation algorithm can decide whether a special signal should be output and/or in which direction the respective special signal should be output. In addition, as part of the evaluation, the activation algorithm can decide which combination of special signals, for example a combination of an audio and/or light signal, is to be output.

The direction from the determination of the hazard position and the hazard potential from the hazard potential analysis can be provided as input for the evaluation for a hazard from a number of at least one predetermined hazard. For example, a hazard may be an object such as a cyclist, motor vehicle, or pedestrian. The danger potential determined for the respective danger, ie for the respective object, can define a priority or a sequence according to which the respective objects are warned. The direction of the respective objects from the determination of the danger position can now specify an alignment of the special signal or an actuator for a special signal in order to warn the respective object. If, for example, a motor vehicle is detected 100 meters in front of an emergency vehicle, a cyclist 20 meters to the left of the emergency vehicle and a pedestrian 10 meters to the right of the emergency vehicle, the evaluation of the activation algorithm can be such that the pedestrian is first pushed to the right by an output of the special signal, for example by a sound signal, can be warned. Secondly, the cyclist can be warned to the left of the emergency vehicle by outputting a sound signal to the right and thirdly the motor vehicle by outputting a sound and light signal to the front.

If a distance from a number of predetermined hazards, ie a number of objects in the vicinity of the emergency vehicle, falls below a threshold value, the evaluation can also be carried out in such a way that an audio and light signal is emitted in all directions around the emergency vehicle. This can be the case, for example, when the emergency vehicle drives over a busy intersection. The evaluation can also include any combinations for the output of special signals that are obvious to a person skilled in the art from experience.

The classification evaluation of a respective danger can be implemented, for example, by evaluating the input data of the special signal control device, a special signal control signal evaluation. In this case, the hazard potential is classified by means of the sensor data fusion input signals and the hazard position, ie the direction, is determined. In the classification, for example, a distinction can be made between personal injury and property damage compared to the environmental distance (for example close, medium, distant). If, for example, a cyclist has been detected in the immediate vicinity who is in the vehicle's blind spot, the risk can be given high priority in the evaluation. For example, a cyclist who is in the blind spot of the motor vehicle when the motor vehicle turns onto an intersection can be specifically warned. For example, the cyclist who is less than 50 m away from the motor vehicle can be warned with a reduced sound signal or with an exclusive light signal, since a sound signal directed at the cyclist could cause the cyclist to fall.

Depending on the hazard potential and the direction, the activation algorithm can now output a control signal for the warning device to activate or deactivate a special signal aimed at the respective hazard, with the special signal being able to be aligned with the direction of the respective hazard.

On the one hand, the activation signal can activate the warning device, which then emits a special signal. The special signal can include the output of an audio signal and/or a light signal, it being possible for the light signal to include light and/or a laser. The sound signal can be output by means of a continuous tone horn and/or by means of a loudspeaker. The activation signal can also issue a recommendation to the driver via an instrument cluster of the motor vehicle to activate or deactivate the special signal. The recommendation to activate or deactivate the special signal can be made via an optical, haptic or an acoustic interface.

The direction of the respective special signal to the respective danger can be, for example, emitting an audio signal only in a rear direction of the motor vehicle in relation to the direction of travel or emitting the light signals directed to the side of the motor vehicle. For example, this can be done in a situation in which an emergency vehicle is approaching the scene of an accident on a freeway and emits a sound and light signal to the rear to warn following road users in order to encourage road users to change lanes and bypass the accident site.

The invention makes it possible to support or relieve the occupants of emergency vehicles in coping with their driving task by relieving the emergency personnel in the decision-making process for activating and deactivating special signals. With the invention, both the dangerous situation for emergency services and other road users can be minimized by early warning through the use of special signals. In addition, it minimizes the noise pollution for residents, for example, by either recommending or actively switching off special signals if they are not necessary. For example, mission trips at night should often be mentioned here.

Furthermore, this results in the advantage that the special signals can be activated or deactivated depending on the driving situation and the environmental conditions. This can be advantageous since the output of the special signals can be matched to the respective driving situation. For example, during an emergency trip in a city area at night, the use of audio signals can be dispensed with more often on a straight stretch of road and more light signals can be used to protect residents from noise pollution. The respective follow-up horn for outputting the audio signal can occur when driving with an increased risk potential or when approaching a busy intersection. In this case, for example, when driving at night there is no need to use the audio signals, since light signals can be more clearly perceptible at night than during the day.

The alignment of the respective special signals can also take place depending on a position of the motor vehicle in a motor vehicle column. One aspect of the invention provides that the evaluation of the input data recognizes a position of the motor vehicle in a convoy of vehicles with at least one other emergency vehicle and omits the alignment of the respective special signal to the at least one danger that is covered by the at least one emergency vehicle . In other words, the input data, in particular communication data from other motor vehicles via the Car2Car or Car2X interface, can be used, for example, to identify whether the motor vehicle is in a convoy of emergency vehicles with another emergency vehicle in front of and behind the motor vehicle located. This can, for example, be recognized by the special signal control unit via a Car2Car interface. The Car2Car interface can also be set up to detect whether the respective emergency vehicle is on an emergency trip, for example by using the communication signal from the respective emergency vehicle to indicate whether a warning device is activated or not. For example, there can be a scenario in which the motor vehicle is located with two other emergency vehicles in a convoy of emergency vehicles. The vehicle column can be arranged, for example, in such a way that an emergency vehicle is in the front, the motor vehicle is in the middle and a second emergency vehicle is behind the motor vehicle.

If the column of vehicles in question moves towards a busy road junction, an audio and light signal is output as a special signal from the warning device as soon as the junction is approached. This special signal can, for example, be activated manually upon recommendation or automatically.

From the perspective of the motor vehicle, the emergency vehicle in front first warns the road users at the intersection. The intersection represents a danger at which a collision with other road users could occur, especially if they have the right of way at the time of driving. From the point of view of the motor vehicle, the emergency vehicle in front warns first. At the same time, this danger from the intersection is covered by the emergency vehicle driving ahead. In this case, an additional warning of the motor vehicle before the intersection can be omitted, since the emergency vehicle driving ahead is already warning the road users at the intersection. This can be done by the special signal Steuerge rätt recognizes that between the danger, here the intersection with traffic, and the motor vehicle is the preceding emergency vehicle, which covers the danger from the perspective of the motor vehicle in front of the motor vehicle. The special signal control unit can omit the activation of a special signal to warn of the danger if the special signal control unit recognizes via a Car2Car interface that the emergency vehicle in front is already warning of the danger.

This results in the advantage that no redundant special signals are output and, for example, noise exposure of residents can be reduced.

Furthermore, blinding of the driver of the emergency vehicle driving ahead can also be avoided, for example by the special signal control unit of the motor vehicle emitting such a control signal that causes the warning device to forego the output of a light signal or to emit the light signal in such a way that the area of the emergency vehicle driving ahead is omitted from the light signal. This has the advantage that the driver of the emergency vehicle driving ahead cannot be dazzled by the light signals of the motor vehicle, which can happen in the rear-view mirror when driving at night, for example. This enables the driver of the emergency vehicle in front to better concentrate on what is happening on the road. Thus, for example, driving in a convoy can be made safer.

If the vehicles have Car2X or a server connection, it would be conceivable to transfer the learned algorithms to other emergency vehicles. Here, Car2X refers to the communication data that occurs either from other road users (Car2Car) or from an infrastructure, such as a traffic light or a traffic control center. One aspect of the invention provides that the activation algorithm for the classification of the respective danger takes into account an empirical value at least from a previous emergency trip and/or empirical values from other emergency vehicles. In other words, the activation algorithm can adopt empirical values of an area of use, for example at special points in the area of use, such as mountain tops, where accidents often occur. A special signal can then be activated in front of these points in good time to warn other road users and thus reduce the risk of accidents during an emergency trip. It is also possible to use empirical values from other emergency vehicles via a server connection or a mobile data memory.

For example, when a new emergency vehicle is purchased, the new emergency vehicle can adopt empirical values from existing emergency vehicles from the vehicle pool without it having to be trained separately. This results in the advantage that all emergency vehicles use the same empirical values or exchange them and can thus improve the activation or deactivation of the special signals.

One aspect of the invention provides that the special signal control device classifies the hazard potential in a sensitivity matrix according to the removal of the hazard and according to the type of hazard potential, in particular a hazard to persons or a hazard to materials. In other words, the hazard potential can be sorted by type into different groups within the sensitivity matrix. For example, a sensitivity matrix can be constructed in such a way that a distance from the hazard is entered in the respective columns in distance classes, such as close environment, medium environment or distant environment. For example, the close environment can be defined in the range of 0 to 50 meters, the middle environment in the range of 50 to 100 meters and the distant environment in the range of 100 meters to 1 kilometer.

The invention also includes embodiments that result in additional advantages.

One embodiment provides that the control signal includes a control signal to the warning device for aligning the respective special signal with the direction of the respective hazard, in particular the alignment of at least one actuator for mechanically aligning the warning device for the respective special signal. In other words, the control signal can contain at least information about the direction of the respective hazard in relation to the motor vehicle and a command which causes an actuator to mechanically align the warning device for the respective special signal with the direction of the respective hazard. For example, the actuator can be controlled pneumatically, electrically or hydraulically. The current position is recorded by a sensor. Depending on the current situation, the signals are emitted or aligned in such a way that the danger is minimized and all participants are given the best possible warning in order to keep safety as high as possible. For example, if a motor vehicle approaching the emergency vehicle from behind is detected, the special signal control unit can output a control signal which causes a servomotor to emit a rotatably mounted horn in the direction of the approaching force turn the vehicle to give an audible warning of approaching traffic.

Furthermore, for example, for a light signal, the servomotor can be prompted by the control signal from the special signal control unit to turn a light backwards to protect the rear of an accident site on a motorway in order to give the following traffic a light signal to change lanes. This results in the advantage that a position and/or direction of the hazard in relation to the motor vehicle can be taken into account when a warning is issued, so that this can be done in a targeted manner. Furthermore, there is the advantage that a driver does not have to carry out the alignment manually and is not distracted by an operation during the emergency trip. For a targeted warning of other road users, a recommendation-based activation or deactivation can remain for the driver or the activation/deactivation can take place automatically by means of the activation signal.

Furthermore, this results in the advantage that, depending on the order in which a warning is to be given about a respectively identified danger, the actuators can be aligned so that a warning can be given in a targeted manner about the respective danger. Additionally or alternatively, instead of an orientation for a mechanical actuator, a position of a subsequent tone horn, which is directed towards a respective direction of the hazard, can be contained in the activation signal. This is advantageous, for example, when a motor vehicle has several sirens that are fixed but can be controlled individually. This has the advantage that no time is lost before a rotatably mounted horn can be aligned with the respective danger.

One embodiment provides that, during at least one mission trip, the activation signal causes a communication interface to issue a recommendation signal for manually activating or deactivating the special signal and/or during at least one mission trip, the activation signal causes the warning device to automatically activate the special signal directed at the respective danger or to disable. In other words, the recommendation signal can include an acoustic, an optical or a haptic recommendation or a combination thereof. This is output to the driver or passenger of the motor vehicle via an instrument cluster, for example. Vehicles usually have an instrument cluster that is located directly behind the steering wheel and in which, for example, the speed or the fuel gauge are arranged. Increasingly, there is an on-board computer centrally located, which can be used to obtain additional vehicle information or make settings. In modern vehicles, so-called infotainment systems (information entertainment systems) are often additionally installed, which are located centrally in the cockpit between the passenger and the driver, in which multimedia, navigation or vehicle settings can be made. In the case of special vehicles, efforts are being made to use this system for the central administration of the special signal function.

Another display system is the so-called head-up display, which is particularly suitable for displaying safety-related information because it is located directly in the driver's field of vision. The systems just listed would all lend themselves to the visual display of a recommendation. If the vehicle does not have any of these elements, a visual display would still be possible, with lights on the buttons and switches that control the special signals indicating whether the device is switched on or off. Switching on or off can mean activating or deactivating the special signal. A haptic display could be via the steering wheel, the accelerator pedal or the seat. In addition, acoustic signals can be given via a signal tone. This has the advantage that the driver receives support as to the situation in which the warning device is to be activated or not. Conservative drivers who are used to manually activating or deactivating the warning device can also continue to use it without an additional familiarization phase. Furthermore, the driver's attention can be supported in that the driver can be reminded, for example by the recommendation signal, to deactivate the special signal again in good time in order to protect residents from additional noise pollution.

In addition or as an alternative, the activation signal can cause the warning device to automatically activate or deactivate the special signal. This results in the advantage that the driver has to concentrate solely on driving and is not additionally concerned with the activation and deactivation of the warning device. This can be realized, for example, in that the activation signal can activate an instrument cluster of the motor vehicle, for example, which outputs a recommendation signal, or can activate the warning device, which automatically activates or deactivates the special signal.

By using both alternatives, namely on the one hand the recommendation or an automatic activation/deactivation of the special signal, the possibility can also be given to train the activation algorithm that outputs the activation signal. One embodiment provides that the special signal control device trains the activation algorithm for outputting the control signal using an adaptive algorithm. In other words, the activation algorithm can be prompted by means of an adaptive algorithm to improve the output of the control signal for the warning device in accordance with the local conditions in the area of use. The adaptive algorithm can be designed as a neural network, for example, in which the respective weights are changed by training. The input data can be used to detect whether there is a busy road when leaving a hospital, where the motor vehicle drives off to the emergency vehicle, so that the follow-up horn can be activated before leaving the hospital premises in order to warn other road users. Furthermore, if the same road is driven on several times in the area of operation, roadworks can be recognized and stored so that a warning can be given at an early stage if, for example, a lane is blocked by a roadworks. Based on the empirical values, the weights can be changed accordingly, for example when using the neural network, so that in future the special signal can be automatically activated or deactivated at the corresponding vehicle position.

This results in the advantage that the activation algorithm can always adapt the output of the control signal for activating the special signal to the local conditions of the area of use. It is also known that the emergency services usually know their area of operation best locally.

One embodiment provides that the adaptive algorithm is trained by manually activating or deactivating the special signal. In other words, manual activation or deactivation of the special signal can have priority over automatic activation or deactivation of the special signal, a so-called override functionality. After the evaluation, a distinction is made in the control unit between the recommendation and automatic (activated by the vehicle driver). With automatic activation, the special signals are activated immediately after evaluation. For the recommendation, an optical, acoustic and/or a haptic recommendation is transmitted to the vehicle driver. This ultimately controls the special signals.

In addition, an override functionality is built in. If the automatic evaluation misjudges a situation, the vehicle driver retains the upper hand and can control the special signals. There is also an adaptive algorithm that determines manual operation and the current vehicle position. If the automatic system or the recommendation does not emit a signal, but the vehicle driver activates the special signal, this algorithm learns so that the special signals are activated or a recommendation is issued at this position on the next emergency trip. This algorithm is particularly effective for emergency vehicles, as they are often located in the same operational area and different locations are therefore usually approached more often. If the vehicles have Car2X or a server connection, it would be conceivable to transfer the learned algorithms to other emergency vehicles. It is also conceivable that a control center can access the at least one camera of the emergency vehicle in order to get a picture of the scene of the accident.

This results in the advantage that a correction can be trained for at least one incorrect assessment of the system by manually overwriting the activation or deactivation of the special signal. Furthermore, additional points can be inserted manually in that the activation algorithm can carry out an automatic activation of the special signal. For example, in the case of a well-known, poorly visible driveway, where a vehicle is known to drive out more frequently. At this point, the learning algorithm can train the activation algorithm to issue a special signal to warn the exiting vehicles in front of said courtyard entrance. Furthermore, the server connection has the advantage that a comprehensive improvement/advancement of the learning and/or activation algorithm is possible without the respective emergency vehicles having to have seen special dangerous situations.

The adaptive algorithm can be designed, for example, as a neural network, with the respective weights of the respective neural network being provided with such weights by manual actuation of the special signaling system by a driver of the motor vehicle that at the respective vehicle position at which manual actuation of the warning device has taken place, this is saved and activation or deactivation can take place at this position on a next emergency trip. Experience values can be transmitted, for example, by transmitting the values of the respective weightings of the neural network. This can be done via a server connection or a mobile data storage device by storing the values of the respective weights of the adaptive algorithm as experience tion values in the form of a communication signal of an infrastructure, here the server connection, are transmitted to the motor vehicle. The weights of the motor vehicle's neural network can then be overwritten with the values of the weights of the empirical values.

One type of hazard potential can be listed in the rows of the sensitivity matrix. For example, the type of hazard potential can be a hazard to persons or a hazard to materials. A danger to people can exist, for example, if there is a pedestrian or a cyclist in an area, with a collision with this could cause personal injury. A material hazard could exist if there is another motor vehicle or an object such as a sign in an area around the motor vehicle. A collision with said object could result in an accident with property damage.

Each hazard identified in the input data can be entered into the sensitivity matrix, with the hazard being classified according to distance in columns and according to the type of hazard potential of the respective hazard in the rows. If, for example, a cyclist is detected at a distance of 50 meters from the motor vehicle, this can be entered in the distance class of a close environment as a danger to persons as a type of hazard potential. If a motor vehicle is also detected within a range of 50 meters, this can be entered in the sensitivity matrix as a material hazard in the immediate vicinity. Now there can be an equal prioritization in relation to distance. Depending on the type of hazard, a personal hazard is more serious than a material hazard. For example, in the immediate vicinity, the cyclist can now be warned first and then the motor vehicle.

On the other hand, in the area of the middle environment, for example, speed can play a greater role. A motor vehicle can move faster than a cyclist. For example, if a cyclist and a motor vehicle are detected in the central area, the sequence of warnings can be such that the motor vehicle is warned first and then the cyclist, since it can be assumed that the cyclist is moving more slowly than the motor vehicle. In this way, a distinction can be made as to the order in which warnings are given according to the respective type of hazard potential. The distinction for the order of the warning can thus change depending on the type of hazard potential with the distance from the motor vehicle.

One embodiment provides that the sensitivity matrix describes several possible hazard potentials and assigns each of the possible hazard potentials to a warning profile from several possible warning profiles for the output of the special signal, each of the possible warning profiles providing for the output of the special signal, but differing in at least one output parameter of the special signal . In other words, the starting point is the sensitivity matrix, in which a distance of the hazard is entered via the respective columns and the type of hazard potential of the respective hazard is entered in the rows. Several types of hazard potential can be, for example, the classes of danger to persons and danger to material. Classes that are obvious and appropriate to those skilled in the art from experience can also be used as the type of hazard potential. A combination of sound and light signals can now be assigned as a warning profile to the respective type of hazard potential.

If, for example, a pedestrian is detected in a distant area of the emergency vehicle, i.e. at a distance of at least 100 meters from the emergency vehicle, using the input data, the pedestrian can be classified in the sensitivity matrix according to the type of hazard potential as a danger to people in the area of the distant area. In order to warn a pedestrian in good time, it may be necessary, for example, for only one audio signal to be emitted so that the pedestrian can hear the approach of the emergency vehicle acoustically. The sole activation, for example, exclusively of the subsequent tone horn can represent a warning profile. A further warning profile can represent, for example, the activation of the subsequent tone horn with light signals, or the sole activation of the light signals.

If the pedestrian in question is now in the immediate vicinity, it can be advantageous, for example, for a light and sound signal to be given for visual perception in order to effectively warn the pedestrian in the immediate vicinity. Alternatively, only a light signal can be emitted in order not to scare the pedestrian. For this purpose, it is possible to switch from the output of an audio signal alone to a light signal alone when the distance changes from the medium distance range to the near distance range. If, on the other hand, a motor vehicle is detected in the distant environment, then the motor vehicle in the distant environment can be classified as a material hazard in the sensitivity matrix. The output of a sound and light signal can be assigned to this as a warning profile, so that the driver of the motor vehicle can be made aware of the approach of the emergency vehicle at an early stage. If the motor vehicle is in the immediate vicinity of the emergency vehicle, the output of an audio signal and a light signal can also be provided. The warning profile is maintained because, for example, the driver of the motor vehicle is decoupled from the outside world in the motor vehicle and must therefore be warned intensively.

For the warning profile, the activation signal prompts the warning device to output its own special signal for the respective warning profile. For example, a warning profile can be such that the motor vehicle with the warning device is in a column of vehicles consisting of the motor vehicle with the warning device and another emergency vehicle as the trailing vehicle at the rear end.

A warning profile can then look like, for example, such that the warning device aligns the special signal to the rear instead of to the front in order not to dazzle the driver of the emergency vehicle driving ahead or to additionally burden him with loud audio signals. This can be implemented using a Car2Car interface, for example. This can flow into the input data for the special signal control unit via the Car2Car interface. This results in the advantage that a targeted and specific warning can be given of a hazard, so that a targeted warning is given and at the same time the environment is not unnecessarily polluted, for example by noise for the residents.

The special signal can consist of several signals. One embodiment provides that the special signal is an audio signal, a light signal, a communication signal comprising communication data for other road users and/or an infrastructure, or a combination thereof. In other words, as a special signal, a sound signal can be output via a continuous tone horn or a light signal, such as blue light or yellow light. In addition to the sound and light signals, a communication signal can be output via a communication interface, with which other road users can be warned in advance, for example using Car2Car. For example, other road users who have a Car2Car interface, for example, can be warned in good time of an emergency vehicle, which prompts them to form a rescue lane at an early stage. Furthermore, infrastructures, such as traffic lights, can be informed of an emergency trip via the communication interface, which can cause the traffic lights to switch the emergency vehicle, for example, a green signal. The special signal can also be a combination of a sound, light and/or a communication signal. This results in the advantage that the area along the route of the emergency vehicle can be warned on different channels, with a respective, suitable channel of the warning being able to be assigned to the respective danger.

However, the route of the mission trip is not always known. One embodiment provides that the route data is determined using a most probable path as predictive route data and the activation algorithm uses this to output the control signal. In other words, before an emergency trip, it can happen that the emergency location is not entered as a destination in a navigation system of the emergency vehicle. This can be due, for example, to the fact that the driver knows the deployment area well, the driver knows the location and therefore does not enter a destination to save time. In order to enable an effective recommendation for the activation of the warning device for the output of the special signal or a corresponding automatic system in such a situation, the route can be estimated by the special signal control unit using a most probable path.

For example, it can be provided that when the motor vehicle is moving along a main road, the motor vehicle follows the main road to the next intersection. The route from the current position of the emergency vehicle to the next intersection can be used as the probable path of the activation signal. Along this route, warnings can be given of the dangers that occur, such as pedestrians, cyclists or other road users.

The activation algorithm can also decide to activate the special signal if, for example, a driveway is detected in the immediate vicinity of the emergency vehicle, where vehicles coming from the driveway are to be warned. This has the advantage that other road users can also be warned if no navigation is used for the emergency trip.

Since the destination of the emergency trip, for example a hospital, is usually already fixed when driving with special signals, traffic-related peculiarities/conspicuous features can be determined in advance using the route to be traveled. When driving without a set destination, algorithms are in place to determine the most likely path the vehicle will take. Events such as intersections, roundabouts, Hilltops (e.g. poorly visible) curves that can lead to dangerous situations are recognized. The GPS location of the vehicle can also be used to determine the distance from the site. These predictive driver assistance functions are already available from many vehicle manufacturers and their suppliers who also offer special-operations vehicles. Therefore, a link to such systems can also be established.

One embodiment provides a special signal control device for a warning device, which is set up to carry out the method described above for an assistance function for generating a control signal for a warning device of a motor vehicle. In other words, the special signal control device can be set up to carry out the method described above or one of its embodiments. This results in the advantage that the respective special signal control device for a vehicle can also be retrofitted with a warning device.

One embodiment provides a special signal control device, the special signal control device having a data interface, in particular a wireless data interface, for sending the communication signal and/or receiving external empirical values. In other words, the special signal control device has an interface for receiving communication signals, for example from other road users or from an infrastructure, which can take place, for example, via a Car2Car or a Car2X interface. For example, the special signal control device can receive communication data from vehicles driving ahead or a traffic light system at an intersection as input data. The data interface can also be designed to be wireless, so that it can also be received by a server device. Likewise, empirical values, for example values for weights of a neural network, can be transmitted to a server device via the interface. The aforesaid empirical values can be received by emergency vehicles already in use from a rescue control center from a newly arriving emergency vehicle, so that the new emergency vehicle can also have the same database as the other emergency vehicles already in use. This results in the advantage that the emergency vehicles can also exchange their data and empirical values with one another, so that all emergency vehicles can use the same database for the activation algorithm of the special signal control device.

One embodiment provides a warning device for a motor vehicle with the special signal control unit, which is set up to carry out the method described above.

Furthermore, an embodiment provides a motor vehicle with at least one warning device, which is set up to carry out the method described above for an assistance function for the output of special signals.

The invention also includes developments of the method according to the invention, which have features as have already been described in connection with the developments of the motor vehicle according to the invention. For this reason, the corresponding developments of the method according to the invention are not described again here.

The motor vehicle according to the invention is preferably designed as a motor vehicle, in particular as a passenger car or truck, or as a passenger bus or motorcycle.

The invention also includes the control device for the motor vehicle. The control device can have a data processing device or a processor device that is set up to carry out an embodiment of the method according to the invention. For this purpose, the processor device can have at least one microprocessor and/or at least one microcontroller and/or at least one FPGA (Field Programmable Gate Array) and/or at least one DSP (Digital Signal Processor). Furthermore, the processor device can have program code which is set up to carry out the embodiment of the method according to the invention when executed by the processor device. The program code can be stored in a data memory of the processor device.

The invention also includes the combinations of features of the described embodiments. The invention also includes implementations that each have a combination of the features of several of the described embodiments, provided that the embodiments were not described as mutually exclusive.

• 1 eine schematische Darstellung des kennzeichnenden Teils des Verfahrens für eine Assistenzfunktion zur Erstellung eines Ansteuerungssignals für eine Warneinrichtung eines Kraftfahrzeugs;
• 2 eine schematische Darstellung der Funktion des Aktivierungsalgorithmus zur Ausgabe des Ansteuerungssignals für die Warneinrichtung;
• 3 eine Darstellung eines drehbaren Tonsignalgebers für eine Warneinrichtung oder eines adaptiv einstellbaren Tonsignalgebers für eine Warneinrichtung auf einem Kraftfahrzeug;
• 4 eine beispielhafte Darstellung eines Sondersignals auf einer Kreuzung;
• 5 eine Darstellung einer zielgerichteten Warnung gefährdeter Verkehrsteilnehmer auf einer Kreuzung;
• 6 eine Darstellung eines vorausschauenden Warnens durch prädiktive Streckendaten und Car2X;
• 7 eine Darstellung eines zielgerichteten Anhaltesignals der Polizei zum Anhalten anderer Verkehrsteilnehmer auf einer Kreuzung;
• 8 eine Darstellung eines intelligenten Aktivierens und Deaktivierens des Sondersignals in Abhängigkeit der Verkehrssituation;
• 9 eine Darstellung einer Kolonnenfahrt über eine Kreuzung und das entsprechende Ausgeben eines jeweiligen Sondersignals für ein Fahrzeug; und
• 10 eine Darstellung einer Absicherung auf einer Autobahn.

Exemplary embodiments of the invention are described below. For this shows:

• 1 a schematic representation of the characterizing part of the method for an assistance function for creating a control signal for a warning device of a motor vehicle;
• 2 a schematic representation of the function of the activation algorithm for outputting the control signal for the warning device;
• 3 an illustration of a rotatable sound signal generator for a warning device or an adaptively adjustable sound signal generator for a warning device on a motor vehicle;
• 4 an exemplary representation of a special signal at an intersection;
• 5 a representation of a targeted warning of endangered road users at an intersection;
• 6 a representation of predictive warning through predictive route data and Car2X;
• 7 an illustration of a targeted police stop signal to stop other road users at an intersection;
• 8th a representation of an intelligent activation and deactivation of the special signal depending on the traffic situation;
• 9 a representation of a convoy driving through an intersection and the corresponding output of a respective special signal for a vehicle; and
• 10 an illustration of a safeguard on a highway.

The exemplary embodiment explained below is a preferred embodiment of the invention. In the exemplary embodiments, the described components of the embodiment each represent individual features of the invention to be considered independently of one another, which also develop the invention independently of one another and are therefore also to be regarded as part of the invention individually or in a combination other than the one shown. Therefore, the disclosure is also intended to encompass combinations of the features of the embodiments other than those illustrated. Furthermore, the described embodiments can also be supplemented by further features of the invention that have already been described.

In the figures, the same reference symbols designate elements with the same function.

1 shows a schematic overview of the method described above. First, on the left side, it is described how the input data 12 is put together and how it is formed. The input data are formed by means of a sensor data fusion 10 from vehicle environment data 3, route data 1 of the mission trip and communication data 2. The vehicle environment data 3 can be formed, for example, from data from a camera system 4, a radar system 5 or a laser system 6 of the respective motor vehicle. Depending on the dependency of the environmental conditions, the position and speeds of other objects in the area surrounding the motor vehicle can then be detected from the data surrounding the vehicle. The camera system 4, radar system 5 and laser system 6 each have advantages under different conditions. During the day, for example, it is advantageous to capture other objects using the camera system and at night and in fog, for example using the radar system 5 or the laser system 6.

The route data 1 can be determined from data from a navigation system or from data from a digital map with the most probable path. Furthermore, data from online services 7 can be used for the route data, which include weather data and traffic data, for example. These can also be included in the map data. The communication data is information that the motor vehicle can receive from other road users 8 or from an infrastructure 9 . Other road users can be, for example, motor vehicles driving ahead, which can warn of a traffic jam that is forming, for example. Infrastructures can be traffic lights, for example, which can send a current status of their signaling, whether red or green.

Route data 1, communication data 2 and vehicle surroundings data 3 are merged into input data 12 by means of sensor data fusion. The sensor data fusion 10 combines the recorded input data 12 with which the vehicle can capture its surroundings. The detected objects are protected by the partially redundant systems and a uniform image of the vehicle environment is generated with the route ahead. The dashed line 11 shows the limit to the prior art. To the right of dashed line 11 is the prior art and to the right of dashed line 11 is the new part of an embodiment of the invention.

The input data 12 are the basis for the special signal control device 13 to output a control signal 28 . On the basis of the control signal 28, the warning device 27 outputs a special signal comprising an audio signal 15, a communication signal 16 or a light signal 17. The activation signal 28 can be a recommendation for manual activation of the warning device 27 or automatic activation of the warning device 27 . For In both cases, the control signal 28 can already include a control signal for aligning the audio signal 15 and/or the light signal 17 in a direction of a hazard.

External empirical values 14 are also taken into account for the output of the control signal 28 by the special signal control device 13 . These can, for example, be empirical values 14 from other motor vehicles, which are made available by a server device or alternatively are transmitted to a memory of the motor vehicle using a mobile data carrier. In this case, the control signal 28 can output a recommendation that the driver of the motor vehicle switches the warning device on or off, or alternatively can control the warning device 27 directly so that it outputs a special signal. The special signal can include an audio signal 15, a communication signal 16 or a light signal 17 or a combination thereof.

In 2 a schematic representation of the evaluation of the input signals by the activation algorithm 46 for the output of the control signal 28 for the warning device 27 for the output of a special signal 15, 16, 17 is shown. The combined input signals from vehicle environment data 3, communication data 2 and route data 1 are combined in the sensor data fusion 10. The input data for the special signal control device 13 are output from the sensor data fusion 10 . For this purpose, the special signal control unit 13 can comprise a processor circuit which can implement the method described. From the input data 12, a position or a direction 19 of a hazard is first determined from the input data 12 on the left-hand side. A hazard potential 20 is classified on the right-hand side from the input data. The hazard potential is classified using a sensitivity matrix 21. The sensitivity matrix 21 is structured in such a way that a distance class is entered across the three columns, for example from a close, medium and far distance. For example, a distance of up to 100 meters can be used for the close range, up to 250 meters for a medium distance and a distance of 250 meters to 500 meters or more for a long distance. Other values can also be used to classify the respective distance class. A type of hazard potential is entered in the rows of the sensitivity matrix 21 . The type of hazard potential 21 can be, for example, a hazard to persons 47 or a hazard to material 48 .

If the input data 12 notes a person at a distance of 200 meters from the motor vehicle, for example, a danger to persons 47 at the average distance can be entered in the sensitivity matrix 21 . This is shown here in simplified form by means of a cross. Furthermore, the input data 12 can note a motor vehicle in the wide range as a material hazard 48 . A material hazard 48 in the wide range can then be entered in the sensitivity matrix 21 . This is shown here in simplified form by means of a cross. A warning can now be prioritized according to the type of hazard potential and the respective distance of the hazard associated with the hazard potential. This flows into the classification of the hazard potential 20 .

The activation algorithm 46 now evaluates the respective hazard according to its hazard potential 20 and its direction 19 . The activation algorithm is now intended to output a control signal 28 for the generation of a special signal 15, 16, 17 based on the evaluation of direction 19 and hazard potential 20. A special signal 15, 16, 17 is output in response to the control signal 28, which is matched to the respective hazard according to its type of hazard potential 20, such as only a light signal, which is aligned in the direction 19 of the respective hazard. The activation algorithm can output a recommendation 24 as a control signal 28 to the driver 25 of an emergency vehicle 18, who activates the warning device 27 manually. The activation by the driver 25 takes place in such a way that the warning device 27 already outputs a special signal 15, 16, 17 geared to the respective danger. For example, the driver 25 can only determine whether the warning device 27 is switched on or off by simply pressing a button and does not have to take into account an alignment of the warning device 27 with the direction 19 of the respective danger, since this already includes the activation signal 28 . The emergency vehicle includes the warning device 27, which can output a light signal 17, a communication signal 16 or an audio signal 15 or a combination thereof. The control signal 28 can additionally or alternatively control the warning device directly and automatically cause a special signal 15, 16, 17 to be output.

The driver 25 of the emergency vehicle 18 does not have to activate the special signal of the warning device 27 manually. However, there is the possibility of an override function 23 in which the driver 25 can prevent the automatic activation of the warning device 27 or can activate the warning device 27 manually if it is not activated automatically. It can be assumed that the driver is 25 noticed a misjudgment from the input data 12 of the special signal control device 13 from the input data 12 and would like to correct the activation signal 28, namely that the warning device 27 does not output a special signal 15, 16, 17, for example. The override functionality 23 grants him a priority of manual actuation over automatic actuation, ie activation or deactivation.

The manual actuation can also be used for a learning algorithm 22 in that it stores the vehicle position and a manual activation or deactivation of the warning device 27 from the override functionality 23 and automatically activates or deactivates it on future mission trips. If, for example, the driver 25 steers the emergency vehicle 18 past a confusing courtyard entrance and activates the warning device 27 based on experience, with the input data 12 not causing the activation algorithm 46 to output a corresponding activation signal 28 for activating the warning device 27, the activation algorithm can 46 learn this using the learning algorithm 22 for future mission trips. In the process, the activation algorithm 46 learns that the warning device 27 is to be activated before the said confusing courtyard entrance is passed.

For example, a deactivation of the warning device 27 can also be trained using the learning algorithm 22 by the override functionality 23 if, for example, the emergency vehicle 18 approaches a hospital and the driver 25 deactivates the warning device 27 to avoid disturbing the peace, since there are no more in the area of the hospital Disruptions to the deployment route are to be expected based on experience. The activation algorithm 46 can then be trained using the learning algorithm 22, for example.

For example, a neural network can be used as the learning algorithm 22, the weights of which are weighted again with corresponding values by the driver 25 by the override functionality 23 by manually actuating the warning device 27. These values for weights can be transmitted to a server unit, for example, and stored there, so that they can also be used by other emergency vehicles based on empirical values. For example, the activation algorithm 46 can use empirical values 14 from a server device, so that already existing empirical values 14 can be used. In addition, updated map data can also be used as empirical values 14, which, for example, also take existing construction sites into account. This can then be used, for example, when finding a route.

3 shows an emergency vehicle from above with a rotating warning device on the left-hand side and an emergency vehicle with a fixed warning device on the right-hand side.

A dangerous situation is shown on the right-hand side as an example on both sides. The left-hand emergency vehicle 18 has, for example, a rotatably mounted audio signal transmitter 15' for an audio signal 15 and, on the left, three optical signal transmitters 17', each for an optical signal 17. The audio signal generator 15' can be a continuous tone horn, for example, and the light signal generator 17' can be a blue light, for example. In the case of the motorcyclist or pedestrian recognized as an example of a hazard on the right-hand side, the activation algorithm 46 can determine a direction of the hazard in relation to the emergency vehicle 18 from the determination of the hazard position, which then triggers the alignment of the audio signal generator 15' to the respective hazard. This can be used in the activation algorithm 46 in which the drive signal 28 is integrated in a direction of the hazard which then a mechanical actuator rotates the sounder 15' to the right in the direction of the hazard. In this case, only the right and the middle audio signal transmitter 15' can be activated and the left audio signal transmitter can remain deactivated, since no danger could be detected in this direction. The pedestrian can be warned on the one hand solely by the audio signal transmitter 15' or by the light signal transmitter 17'. In the example at 4 the warning is given by means of the sound signal generator 15', which turns to the right in the direction of the pedestrian and emits a sound signal 15.

An emergency vehicle 18 with a fixed warning device 27 is shown on the right-hand side. In this case, the emergency vehicle 18 has five sound signal generators 15 at the top, which are each aligned in a specific direction. If a hazard is detected from the right, the sound signal transmitters 15' that are aimed at said direction are activated. The remaining audio signal transmitters 15' remain deactivated. The control signal 28 can contain such a control that on the one hand actuates a mechanical actuator that the respective audio signal generator 15' or also a light signal generator 17' can be mechanically aligned in the respective direction, for example by a rotary movement. Alternatively, the control signal 28 can contain a selection command which provides that only the audio signal generator 15' and/or light signal generator 17' of the warning device 27 pointing in the respective direction of the hazard are activated.

Furthermore, additional light and sound signals can be activated in different situations to better warn road users. The following figures show various traffic situations in this regard.

• - Kreuzung 29 Einfahrt auf eine Vorfahrtstraße 52
• - das Tonsignal 15 wird automatisiert gelenkt, sodass die Fahrzeuge 31 auf der Vorfahrtstraße 52 gewarnt werden
• - die Assistenzfunktion 50 erkennt einen Zebrastreifen und warnt den Fahrer vor Fußgängern

In 4 a crossing entrance would be conceivable. The following sketch should explain the following:

• - Junction 29 entry onto a priority road 52
• - The audio signal 15 is directed automatically, so that the vehicles 31 on the priority road 52 are warned
• - The assistance function 50 recognizes a zebra crossing and warns the driver of pedestrians

The assistance function 50 is provided by the special signal control unit 13, which, based on the input data 12, emits an activation signal 28 which, on the one hand, is a recommendation for the manual actuation of the warning device 27 and, on the other hand, an automatic activation or deactivation of the special signals 15, 16, 17 by the warning device 27 includes.

In 4 an intersection 29 is shown, at which a priority road 52 intersects with a road 51 that does not have the right of way. Road users 31, who are shown as boxes with an arrow indicating the direction of travel, are moving on the priority road 52. The narrow end of the arrow on the respective road user 31 indicates the respective direction of travel. On the side of the intersection 29 opposite the emergency vehicle 18 there is a pedestrian 32 who wants to cross the pedestrian crossing 49 over the street 51 that does not have the right of way. The emergency vehicle 18 is on the road 51 that does not have the right of way in the direction of travel 33. The crossing 29 is to be crossed. When the emergency vehicle 18 approaches the intersection 29, an audio signal 15 and a light signal 17 are emitted, which are emitted by the audio signal generator 15' and the light signal generator 17' in an aligned manner. The directed warning signal 30 is emitted into the intersection 29 on both sides to the left and right of the emergency vehicle, so that the other road users 31 who have the right of way can be warned in good time before the emergency vehicle 18 crosses the intersection 29 . The warning signal 30 comprises a combination of a directed audio signal 15 and a light signal 17. Furthermore, the warning signal 30 is also emitted forwards in the direction of travel 33 of the emergency vehicle, so that the pedestrian 32 can also be warned of the approaching emergency vehicle 18 before crossing the zebra crossing 49 . The emergency vehicle 18 does not issue a warning to the rear against the direction of travel 33 . The direction of the warning signal 30 relates solely to the intersection, into it and over the intersection and to the left and right of the emergency vehicle 18.

• - gezielte Warnung der Vorderfahrzeuge 34, die sich auf dem Most Probable Path (MPP) befinden.
• - Fahrerassistenz für den schnellsten Weg,
• - sollten zusätzlich Ampeln 35 auf Rot geschaltet sein, werden nach der StVO vorfahrtsberechtigte Fahrzeuge 31 zusätzlich gewarnt

5 shows the same intersection as in 4 with an additional two vehicles in front 34. As soon as the assistance function 50 registers the vehicles in front 34 in the input data 12, the system switches on the audio signal generator 15. The following functions are conceivable here:

• - Targeted warning of vehicles in front 34 that are on the Most Probable Path (MPP).
• - driver assistance for the fastest route,
• - if traffic lights 35 are also switched to red, vehicles with right of way 31 are also warned according to the Road Traffic Act

5 shows the intersection 29, which also has traffic lights 35, with the emergency vehicle 18 being on the left priority road 52, the traffic lights 35 showing red. In contrast to 4 there are two vehicles in front 34 on the road 51 with no right of way, which are at the red traffic light 35 . The emergency vehicle 18 is now approaching the intersection 29 and first warns the vehicles in front 34. At the same time, a warning signal 30 is emitted by the audio signal generator 15' to the left of the emergency vehicle in order to warn the road user 31 on the left-hand side of the emergency vehicle 18 who has the right of way. In this case, no warning signal 30 is output to the right, since a tree 53 is in the way, which could block an audio signal 15'. To protect the residents, warning signal 30 to the right is not issued. The emergency vehicle 18 is moving in the direction of travel 33 and wants to cross the intersection 29 . The order in which the warning is given while crossing the intersection 29 is based on the distance of the emergency vehicle 18 from the respective objects 31, 34. The vehicles in front 34 are warned first, followed by the vehicles 31 with the right of way and last the pedestrian 32. It is also possible that the warning device 27 of the emergency vehicle 18 can also influence the respective traffic lights 35 via a communication signal 16 in order, for example, to bring about a premature switch to green. The traffic light 35 on the road 51 that does not have the right of way is to be switched prematurely from red to green in order to enable the emergency vehicle 18 to cross the intersection 29 .

6 shows an emergency vehicle 18, which moves on a curve 37, which is unclear. The clarity of the curve 37 obscured by trees 38 and a building 40 to the right of curve 37. The building 40 also covers a courtyard entrance 39 from which another road user 31 wants to turn onto the street 53 .

• - zielgerichtete Lenkung des Tonsignals 15,
• - zielgerichtete Lenkung des Lichtsignals 17 (zum Beispiel Blaulicht); dies beeinflusst den Fahrer 25 des Öfteren an reflektierenden Schildern 43 und kann somit durch die zielgerichtete Lenkung den Fahrer 25 bei seiner Fahraufgabe besser unterstützen,
• - LED oder Laser-Blaulicht mit Aussparung von reflektierenden Schildern 43 und Zielrichtung

In the case of curves 37 or blind spots, the audio and light signal 30 is directed in order to better warn vehicles 34 in front. The following functions are conceivable here:

• - targeted guidance of the audio signal 15,
• - Targeted steering of the light signal 17 (for example blue light); this often influences the driver 25 on reflective signs 43 and can therefore better support the driver 25 in his driving task through the targeted steering,
• - LED or laser blue light with recess of reflective signs 43 and pointing direction

Emergency vehicle 18 is in 6 on the road 53, which has a curve 37 turning to the right, the view into the curve 37 being obscured by the trees 38. A vehicle 36 is approaching emergency vehicle 18 on road 53 . The special signal control unit 13 of the emergency vehicle 18 can detect the vehicle positions of the respective road users 31, 34 and 36 from the input data 12 if they send them to the emergency vehicle 18 via a car2car interface, for example. Furthermore, the road users 31, 34 and 36 can send their position data to a server device which can inform the emergency vehicle about the road users 18.

Furthermore, there is a building 40 on the right-hand side of the road 53, with a courtyard entrance 39 hidden behind the building 40 from the perspective of the emergency vehicle 18, from which the motor vehicle 31 wants to turn onto the road 53. On the road 53 there is also a road sign 43 on the right side of the emergency vehicle 18 which reflects the light signal 17 of the emergency vehicle 18 and can blind the driver 25 of the emergency vehicle 18 . The curve 37 can be known from the navigation data of the emergency vehicle 18 and its complexity due to the trees 38. This can then cause the activation algorithm 46 to output a control signal 28 to the warning device 27, which causes the audio signal generator 15' and the light signal generator 17 to turn on Issue warning signal 30 to the right into the curve. However, the position of the reflective traffic sign 43 when a directed light signal 171 is emitted can be taken into account in such a way that this is taken into account in the alignment of the directed light signal 171 of the light signal generator 17', so that the traffic sign 43 does not reflect the driver 25 of the emergency vehicle 18 blinds. Furthermore, an audio signal 15 for vehicle 31, for example, can be emitted further to the right than directed light signal 171. To avoid reflection from traffic sign 43, the light signal can be emitted in a straight line, for example, as directed light signal 171. Audio signal 15 of warning signal 30 on the other hand, it is emitted further to the right and warns motor vehicle 31.

The assistance function can also cover the different needs of different emergency vehicles/groups. For example, German police cars are currently in a test phase with red flashing lights and a new sound signal, which are intended to simplify traffic controls in flowing traffic for the police. By using the assistance function mentioned above, it is possible to control the lighting system and the signal tone automatically, so that the driver can concentrate on his driving task.

• - Fixierung des zu kontrollierenden Fahrzeugs 311,
• - automatisierte Lenkung des Warnlichtes 172, sodass andere Verkehrsteilnehmer 31, 34 nicht beziehungsweise gering beeinflusst oder gestört werden,
• - gezielte Ton-Wellen Lenkung

During traffic checks in moving traffic, the police are supported, for example, by a steerable, red warning light. The following properties are conceivable here:

• - fixation of the vehicle to be controlled 311,
• - Automated steering of the warning light 172, so that other road users 31, 34 are not or only slightly influenced or disturbed,
• - Targeted sound wave steering

7 shows an intersection 29 with an emergency vehicle 18 as a police vehicle. The emergency vehicle 18 has an audio signal generator 15 ′ and a light signal generator 17 ′, which are also set up to emit the warning signal 30 including the warning light 172 . In this case, the warning light 172 is designed to illuminate a vehicle 311 to be checked and thereby to indicate to the driver of the vehicle 311 to be checked that a traffic check is imminent. The warning light 172 can be directed towards the vehicle 311 to be checked in such a way that other road users 31 and 34 cannot be disturbed by the warning light. In this case, the warning light 172 can also be directed automatically and aligned with the vehicle 311 to be checked. Together with the warning light 172, a warning signal 30 can also be directed as an audio signal 15 onto the vehicle 311 to be checked.

8th shows the activation and deactivation of the special signal of the emergency vehicle 18 depending on the traffic situation. In 8th the same intersection 29 is shown with a road 51 that does not have the right of way and a road 52 that has the right of way, the road 51 that does not have the right of way merging into the road 52 that has the right of way. Furthermore, there is currently no right of way for the emergency vehicle18, which is indicated by a red traffic light 35. Crossing road users 31 with right of way are also moving on the right of way road 52. They have a green traffic light 35. At time t0, the emergency vehicle 18 is still far away from the intersection 29 on the road 51 that does not have the right of way 30, for example only as an audio signal 15, dispensed with, since currently no other road user needs to be warned, no vehicles 34 driving in front of the emergency vehicle 18 are present. Therefore, the warning device 27 does not emit a sound signal 15 as a warning signal from the sound signal transmitter 15'.

At time t1, the emergency vehicle 18 is now at the intersection 29 and, according to the direction of travel 33, would like to turn right onto the priority road 52. When the intersection 29 is reached, the audio signal generator 15' also emits an audio signal as a warning signal 30 in order to warn the road users who have the right of way of the emergency vehicle 18. A communication signal 16 of the warning signal 30 can also be used to additionally or alternatively influence switching of the traffic light 35 in order to bring about a premature switch to green. The additional audio signal generator 15 for outputting the audio signal 15 for the warning signal 30 is only activated when the emergency vehicle 18 reaches the intersection 29 at time t1. This has the advantage that local residents experience less noise pollution and, at the same time, road users who need to do so are warned.

9 shows an example of a convoy drive of emergency vehicles 18, 181, 182 and 183 without infrastructure (traffic light) regulation with optimal alignment of the special signal units (visual, acoustic). Alignment of the acoustic special signal units with the best possible warning effect and to avoid destructive interference of the sound waves, especially on house fronts.

9 shows an intersection 29 with a priority road 52, into which a non-priority road 51 opens. The non-priority road 51 also has a traffic light 35 which is red. The traffic light 36 on the priority road 52 is green and grants the road users 31 on the priority road 52 priority.

A column of vehicles 180 consisting of emergency vehicle 18 and three other emergency vehicles 181, 182 and 183 turns left onto priority road 52 from road 51 that does not have priority. The emergency vehicles 18 , 181 , 182 and 183 each emit a warning signal 30 in the form of an audio signal 15 and a light signal 17 . The emergency vehicle 183 emits a light signal 171 to the left in order to warn the pedestrian 32 . The light signal 171 is aligned in such a way that an exterior mirror 42 of the emergency vehicle 182 is left out in order to prevent the light signal 172 from being reflected in the exterior mirror and thus not dazzling the driver of the emergency vehicle 182 . All emergency vehicles 18, 181, 182, 183 emit an audio signal 15 as a warning signal 30 in order to warn the other road users 31 and the pedestrian 32. The emergency vehicle 18 emits a warning signal 30 forward in the direction of travel 33 and to the left from the perspective of the emergency vehicle 18 in order to warn the road users 31 . In this case, no warning signal 30 is emitted to the right by the emergency vehicle 18 since no danger is recognized by the assistance function 50 of the emergency vehicles 182 and 183 on the right-hand side of the road 51 that does not have priority. In this way, residents can be protected from additional noise pollution.

The emergency vehicle 181, which is located in the middle of the intersection 29, emits a warning signal 30 to the left and to the right in order to warn the other road users 31. The emergency vehicle 182 also emits a warning signal 30 to the left and to the right in order to warn the pedestrian 32 and the other road users 31 on the right-hand side of the road 51 with no right of way at the intersection 29 . The emergency vehicle 183 also emits a warning signal 30 to the left. Furthermore, the emergency vehicle 183 avoids the acoustic signal 15 warning signal 30 being emitted to the right in order to prevent the sound waves from being reflected by the buildings 40, which could have a destructive indifference to the sound waves of the other vehicles 181 and 182. The warning signal 30 consists of a combination of an audio signal 15 and/or a light signal 17. However, the emergency vehicle 183, as the vehicle at the end of the convoy of vehicles 180, sends a warning signal 30 to the rear in order to warn the road user 34 in the rear on the road 51 that does not have the right of way. The emergency vehicle 183 from the vehicle column 180 has its own output profile for outputting the warning signal 30, which corresponds to its own warning profile and encourages the road user 34 behind to keep his distance target. The sum of the warning profiles can thus reinforce the overall warning profile of the vehicle convoy 180 and thus increase the safety of the convoy journey. The road 51 that does not have the right of way also has a traffic sign 43 which has a reflective effect for light signals 17 ′ of the emergency vehicle 183 . Therefore, when the light signal 171 of the emergency vehicle 183 is emitted, the traffic sign 43 is omitted so that the driver of the emergency vehicle 183 is not blinded himself.

In addition, warning pedestrians via smartphone via various online services is conceivable. The procession or the vehicle convoy 180 is controlled via Car2X. The vehicle in front is the master and the following vehicles are the clients.

Example of motorway protection: Possible sources of danger are specifically warned, for example vehicles approaching at high speed towards the special operations vehicle (warning visual and also acoustic). The visual warning light or flashing blue light can be controlled in such a way that the vehicle approaching the scene of the accident is informed that it is changing lanes or that it is being bypassed, similar to dynamic traffic control by means of yellow lights in construction sites.

10 shows a highway 44 with left and right lanes. Oncoming road users 36 are in the left lane and road users 34 are in the right lane in the same direction as emergency vehicle 18 and emergency vehicle 183. Emergency vehicle 18 and emergency vehicle 183 are moving in a convoy of vehicles 180 on the right side of Autobahn 44 towards an accident site 45. To warn the road users 34 following behind, the emergency vehicle 18 sends out a warning signal 30 to the left side, the warning signal 30 comprising the audio signal 15 and the light signal 171 .

The emergency vehicle 183 also emits a warning signal 30 which warns the following road users 34 who are in the same lane and encourages them to change lanes, so that they drive past the column of vehicles 180 on the left. The light signal generator 17' emits a light signal 171 to the left and not to the right, since there are no other road users to be warned on the right side. Likewise, no audio signal 15 is emitted as a warning signal 30 from the audio signal transmitter 15' to the right. An audio signal 15 and a light signal 171 are emitted to the left by the emergency vehicle 18 . The light signal 171 of the emergency vehicle 183 can also be a kind of warning signal 30 that can be controlled in such a way that the vehicle 34 approaching the accident site 45 is encouraged to change lanes.

In order to solve the problems mentioned above and to minimize dangerous situations for all road users involved, the task is to use an assistance function to give the driver of the emergency vehicle tips and recommendations for activating or deactivating the special signals or to actively and automatically activate or deactivate the special signals take over. To do this, the assistance function evaluates various vehicle data, including data from the navigation, data from Car2X (e.g. Car21nfastructure (Car21), traffic light data and Car2Car, e.g. vehicle information in front), data about the vehicle environment, vehicles ahead, as well as pedestrians and cyclists), as well as Data from Short Range Navigation. If the assistance function recognizes a dangerous or critical situation (e.g. vehicles or cyclists in the blind spot, intersection, tight bend, slow vehicle ahead, red traffic light, pedestrian crossing) that necessitates the use of special signals, it gives the driver a proactive warning Recommendation to activate special signals or activates them independently. As soon as there are no current and predictive danger spots, the system deactivates the special signals.

One aspect of this system is the use of vehicle, sensor, environment and navigation data to support the drivers of emergency vehicles during the emergency drive in managing the special signals or to automate this and to control the special signals in a targeted or targeted manner in order to minimize the risk potential .

In summary, the aspects are an automatic system with a "most probable path", an adaptive algorithm for special signal units and, furthermore, a targeted delivery of the special signals, for example by a rotatable sound unit or a directed light unit. In addition, there is the idea of a synchronized behavior of the special signaling device (via Car2X) when driving in a group (e.g. fire engine).

To do this, the assistance function evaluates various vehicle data, including data from the navigation system, data from Car2X (e.g. Car2Infastructure - Car21), traffic light data and Car2Car, e.g. information about the vehicle in front), data about the vehicle environment (driving ahead vehicles, as well as pedestrians and cyclists), as well as data from short range navigation. If the assistance function detects a dangerous or critical situation (e.g. vehicles or cyclists in the blind spot, intersection, tight bend, slow vehicle driving ahead, red traffic light, pedestrian crossing) which necessitates the use of special signals, it provides the driver with a proactive recommendation to activate special signals or activates them independently. As soon as there are no current and predictive danger spots, the system deactivates the special signals.

An emergency vehicle preferably has a navigation system in which the destination is entered automatically and the fastest route is given to the driver accordingly. A lot of different information can be obtained from the map material, which can be used to evaluate the current situation and the situations in the predictive environment. The information includes, for example: intersections, roundabouts, inclines, curves, speed limits, narrow streets/built-up streets, one-way streets, pedestrian crossings (zebra crossings, pedestrian traffic lights). Since the route is known or the route the driver will follow can be calculated in advance, the assistance function can recommend or carry out the activation or deactivation of special signals sufficiently in advance. To evaluate the driving situation, information from the vehicle's surroundings sensors (e.g. camera, ultrasonic, radar, laser sensors) can also be used or merged, with which objects in the vehicle's surroundings can be recognized and evaluated accordingly. For example, slower vehicles ahead, cyclists or pedestrians can be detected in this way. Data from the so-called Car2X can also be used. Among other things, information about traffic lights, information about other road users or traffic jam information would be conceivable here.

If the special signals are to be controlled automatically, the signals can either be simply switched on and off, or the signals can be controlled adaptively, in which, for example, the audio signals can be controlled in a targeted manner (high-end variant). Two ways to adaptively control the audio signals are shown.

In 3 two possibilities are shown to control the audio signals adaptively. In the left part of the figure 3 a version is shown in which the sounders are mounted on a rotatable device. This rotatable device can be controlled via an actuator, for example pneumatically, electrically or hydraulically. The current position is recorded by a sensor. Depending on the current situation, the signals are emitted or aligned in such a way that the danger is minimized and all participants are given the best possible warning in order to keep safety as high as possible. This allows other road users to be warned in a targeted manner and noise pollution for residents to be minimized.

The variant two in 3 , which is shown on the right, includes another way of delivering the sound waves in a targeted manner. In this version there are signal heads that are attached to the vehicle in different directions.

Individual loudspeakers can then be switched on and off depending on the direction to be covered. To do this, several loudspeakers or sirens must be attached to the vehicle.

In addition to controlling the signals via an algorithm, a recommendation can also be given to the driver or front passenger. A recommendation to the driver can be made via an optical, haptic or acoustic interface. 2 shows the schematic representation of the function of the special signal control unit evaluation. Here, the hazard potential is classified and the hazard position is determined by means of sensor data fusion through an input signal.

A distinction is made between personal injury and damage to property in relation to the surrounding distance (near, medium, distant). If, for example, a cyclist has been detected in the immediate vicinity who is in the blind spot of the vehicle, the danger is given a high priority. Similarly, the hazard position determination calculates the location of the hazard or the hazard horizon from the most probable path (MPP), predictive route data signals (PSD signals) and the current driving speed. For example, the position of the cyclist. In addition, other dangers can arise - the evaluation is responsible for processing the dangers and minimizing the risk potential.

The necessary sensors and systems that enable the implementation of the assistance function are available in many special vehicles in the passenger car segment. A car manufacturer, for example, already offers its special-operation vehicles with additional assistance functions. Another car manufacturer already offers central integration of the control devices for the special signals in the infotainment system. The commercial vehicle manufacturers also build trucks that are equipped with the necessary sensors, since some systems are required by law and are necessary to convert to assert oneself on the market (reduced consumption through innovative and forward-looking driver assistance systems). Developers are also increasingly focusing on the target direction of special signals and audio signals. For example, a vehicle manufacturer presented an acoustically targeted pedestrian warning as part of a project. Pedestrians are recorded by a camera system and a sound is then emitted in a targeted manner via six loudspeakers.

Examples like these show the feasibility of the idea. The cost framework for the individual companies is kept within reasonable limits, since the manufacturers already have the necessary hardware such as sensors and control units, but also displays and signal transmitters in their range and use them for their products. On the other hand, legislators are increasingly specifying which assistance systems must be installed in vehicles. Many standards and regulations make it difficult for manufacturers of special vehicles to stand out from the market. An assistance system like the one presented would be a way for a vehicle manufacturer to set itself apart from the competition.

Not only OEMs (Original Equipment Manufacturers - vehicle manufacturers) are interested in this idea. It is often common for manufacturers to provide the vehicle body, and a so-called vehicle body builder converts these series vehicles into special vehicles. A control unit attached to the vehicle's data buses (standardized data interface) is often already used to operate the special signals. This provides the control unit with the necessary signals from the sensor data fusion, since this data is sent via the vehicle data buses. This applies to the same extent to companies that have specialized in the conversion or construction of vehicles.

The idea also relates to a method for an assistance function for generating a control signal for a warning device in a motor vehicle to output a special signal. A special signal control device uses route data, communication data and vehicle environment data as input data to support the drivers of emergency vehicles during the emergency drive in managing the special signals or to automate this and to output the special signals in a targeted manner in order to effectively warn other road users. The main features are automatic management of the special signals with predictive route data, an adaptive algorithm for the delivery of the special signals and a targeted delivery of the special signals, for example by a rotatable sound unit or a directed light unit. In addition, there is a synchronized behavior when issuing the special signals when driving in a convoy of vehicles.

Overall, the example shows how a method for an assistance function for creating a control signal for a warning device of a motor vehicle for outputting a special signal can be provided during at least one mission trip.

Claims (13)

Method for an assistance function for generating a control signal (28) for a warning device (27) of a motor vehicle for outputting a special signal (15, 16, 17) during at least one mission trip, with input data (12) comprising - route data (1) of the mission trip and/ or - communication data (2) from at least one other road user (31, 34, 36) or from at least one infrastructure (35) and/or - data (3) surrounding the vehicle are recorded, with a special signal control unit (13) generating a hazard position (12) and a hazard potential (47, 48) of at least one predetermined hazard (29, 33, 37, 39, 45) and the special signal control device (13) determines the respective hazard (29, 33, 37, 39, 45). a direction of the hazard (29, 33, 37, 39, 45) and according to a type (47, 48) of the hazard potential (20), and according to an activation algorithm (46), depending on the evaluation, a control signal (28) for the warning device warning (27) for activating or deactivating a particular hazard (29, 33, 37, 39, 45) directed special signal (15, 16, 17) and the control signal (28) causes the warning device (27) to output of the respective special signal (15, 16, 17) in the direction of the respective danger (29, 33, 37, 39, 45), characterized in that the evaluation from the input data (12) determines a position of the motor vehicle in a vehicle column (180th ) with at least one other emergency vehicle (181, 182, 183) and the alignment of the respective special signal (15, 16, 17) to the at least one hazard (29, 33, 37, 39, 45) which is detected by the at least one emergency vehicle (181, 182, 183) is covered in each case, omits, and/or that the activation algorithm (46) for the classification of the respective danger (29, 33, 37, 39, 45) uses an empirical value (14) from at least one previous mission trip and/or or empirical values (14) of other emergency vehicles (181, 182, 183) and/or that the special signal control device (13) takes into account the hazard potential (20) in a sensitivity matrix (21) after the hazard has been removed (29, 33, 37, 39, 45) and classified according to the type (47, 48) of the hazard potential (20). procedure after claim 1 , wherein the control signal (28) comprises a control signal to the warning device (27) for aligning the respective special signal (15, 16, 17) with the direction of the respective hazard (29, 33, 37, 39, 45), in particular the alignment at least one actuator for mechanically aligning the warning device (27) for the respective special signal. Method according to one of the preceding claims, wherein during at least one emergency trip the control signal (28) causes a communication interface to output a recommendation signal (24) for manually activating or deactivating (23, 25) the special signal (15, 16, 17) and/or during at least one emergency trip, the control signal (28) causes the warning device (27) to automatically activate or deactivate the special signal (15, 16, 17) directed to the respective hazard (29, 33, 37, 39, 45). procedure after claim 3 , wherein the special signal control device (13) trains the activation algorithm (46) for outputting the control signal (28) by means of an adaptive algorithm (22). procedure after claim 4 , The adaptive algorithm (22) being trained by manually activating or deactivating (23, 25) the special signal (15, 16, 17). Method according to one of the preceding claims, wherein the special signal control device (13) the hazard potential (20) in the sensitivity matrix (21) after the removal of the hazard (29, 33, 37, 39, 45) and after a hazard to persons (47) or a hazard to material (48) classified as type (47, 48) of hazard potential (20). Method according to one of the preceding claims, wherein the hazard potential (20) is classified in the sensitivity matrix (21) and the sensitivity matrix (21) describes a plurality of possible hazard potentials and each of the possible hazard potentials (20) is assigned a warning profile from a plurality of possible warning profiles for the output of the Assigns special signal (15, 16, 17), each of the possible warning profiles providing for the output of the special signal (15, 16, 17), but differing in at least one output parameter of the special signal (15, 16, 17). Method according to one of the preceding claims, in which the special signal (15, 16, 17) comprises an audio signal (15), a light signal (17), a communication signal (16) comprising communication data (8, 9) for other road users (31, 34, 36) and/or an infrastructure (35) or a combination thereof. Method according to one of the preceding claims, wherein the route data (7) are determined using a most probable path as predictive route data and the activation algorithm (46) uses this to output the control signal (28). Special signal control device (13) for a warning device (27), which is set up to use a method according to one of Claims 1 until 9 to perform. Special signal control unit (13) according to claim 10 , wherein the special signal control device (13) has a data interface, in particular a wireless data interface, for sending the communication signal and/or receiving external empirical values (14). Warning device (27) for a motor vehicle with the special signal control unit (13). claim 10 or 11 . Motor vehicle that has at least one warning device (27). claim 12 includes.

Images