DE102021110885A1 - Method for supporting a user of a motor vehicle, motor vehicle and computer program product - Google Patents

Abstract

The invention relates to a method for supporting a user of a motor vehicle (2), which has a sensor device (22) with at least one sensor unit (14, 18) and a data processing device (28), with the at least one sensor unit (14, 18) being used to a sensor area (16, 20) in the vicinity of the motor vehicle (2) is monitored, with an obstacle (30) being determined in the at least one sensor area (16, 20) by means of the data processing device (28), with between the motor vehicle (2) and a dead area (26) is formed in the at least one sensor area (16, 20), with the data processing device (28) being used to determine a relative movement of the obstacle (30) out of the at least one sensor area (16, 20) and into the dead area (26 ). on that the obstacle (30) is in the dead zone (26).

Description

The invention relates to a method for assisting a user of a motor vehicle. The invention also relates to a motor vehicle and a computer program product.

A motor vehicle of the current generation often has at least one driver assistance system, with which a user or driver of the motor vehicle is supported in driving the vehicle. In particular, driver assistance systems that are designed to support navigation, which are usually referred to as navigation systems, and driver assistance systems that support parking maneuvers into and out of a parking space, which are typically referred to as parking assistants or parking aids, are widespread here.

The object of the present invention is to provide a method for assisting a user of a motor vehicle. In addition, it is the object of the present invention to specify an advantageously designed motor vehicle and an advantageous computer program product.

This object is achieved by a method having the features of patent claim 1, by a motor vehicle having the features of patent claim 9 and by a computer program product having the features of patent claim 10. The advantages and preferred configurations listed with regard to the method can also be transferred to the devices, ie the computer program product on the one hand and the motor vehicle on the other hand, and vice versa. Advantageous configurations with expedient developments of the invention are specified in the dependent patent claims.

The method according to the invention, like the motor vehicle according to the invention and the computer program product according to the invention, is based on the knowledge that driver assistance systems according to the prior art reach their limits in some situations because sensor devices that are used to implement the driver assistance systems have dead zones . For example, in the case of a sensor device for monitoring the surroundings of a motor vehicle, only part of the surroundings can be monitored by sensors, namely a sensor area, and at least another part of the surroundings of the motor vehicle, namely a dead area, cannot be monitored, i.e. is not detected by the sensor device.

Dead areas close to the motor vehicle in particular are rated as potentially problematic. For example, driver assistance systems to support maneuvers into and out of a parking space are implemented in some cases using sensor devices that have ultrasonic sensors. In such sensor devices, a sensor area is typically formed that does not quite reach the motor vehicle. Accordingly, there is a dead area between the motor vehicle and the sensor area, ie a dead area close to the motor vehicle.

If a motor vehicle with such a driver assistance system moves toward an obstacle while parking or leaving a parking space, a situation can arise in which the obstacle moves from the sensor area into the dead area due to a relative movement between the motor vehicle and the obstacle. In this dead zone between the sensor area and the motor vehicle, the obstacle is then no longer detected by sensors and, in the case of a driver assistance system according to the prior art, a warning of the obstacle is then also no longer given.

Advantageously, disadvantages resulting from such dead zones are at least partially compensated for by means of the method according to the invention. This applies equally to the motor vehicle according to the invention and to the computer program product according to the invention.

The method according to the invention is intended to be carried out in a motor vehicle according to the invention or by a motor vehicle according to the invention and is designed for this purpose. Conversely, a motor vehicle according to the invention is set up to carry out the method according to the invention in at least one operating mode. For this purpose, the motor vehicle has a sensor device with at least one sensor unit and a data processing device. At least one driver assistance system or at least one driver assistance function is then preferably implemented by means of the sensor device and by means of the data processing device, by means of which a user or a driver of the motor vehicle can be supported and, if the driver assistance system or the driver assistance function is used, is also supported. Conversely, the method according to the invention is in turn preferably designed to implement the at least one driver assistance system or the at least one driver assistance function.

The motor vehicle and in particular the sensor device is also typically set up in such a way that at least one sensor area in the area surrounding the motor vehicle can be monitored using the at least one sensor unit and during operation of the sensor device, i.e. when the sensor is activated facility, is also monitored. The at least one sensor area is spatially limited and does not extend to the motor vehicle. Instead, a dead area is formed between the motor vehicle and the at least one sensor area, ie an area that is not detected by the at least one sensor unit and in particular by the sensor device. The at least one sensor area and the dead area are spatial areas that are stationary in relation to the motor vehicle or a coordinate system of the motor vehicle. This means that there is no relative movement between these areas, i.e. the at least one sensor area on the one hand and the dead area on the other hand, and the motor vehicle, regardless of a relative movement between the motor vehicle and the environment.

In the course of executing the method, the at least one sensor area in the vicinity of the motor vehicle is now monitored by means of the at least one sensor unit to support the user of the motor vehicle. In this case, sensor data are typically generated by means of the at least one sensor unit and these sensor data are then usually fed to the data processing device and evaluated in it.

Furthermore, the data processing device is set up to determine or to recognize obstacles, in particular based on the aforementioned sensor data of the at least one sensor unit. In this application, an obstacle is understood to mean a spatial area in the environment or in the vicinity of the motor vehicle that cannot be driven on or driven over, for example a spatial area in which a wall is arranged, a spatial area in which an object is arranged, the height of which is greater than the so-called ground clearance of the motor vehicle, for example a curb that is too high, or a spatial area in which a depression is formed, for example an embankment. Such an obstacle is also referred to below as an obstacle of the first type. In a broader sense, an obstacle is also understood to mean a spatial area in or around the motor vehicle that can only be driven on or driven over under certain conditions without the motor vehicle being damaged, for example at a maximum speed and/or from a specific direction, and/or a spatial area that should not be crossed by the wheels of the motor vehicle. Such an obstacle is also referred to below as an obstacle of the second type. Examples of obstacles of the second type are curbs, so-called wheel stoppers, for example as parking lot protection or speed bumps, and potholes.

In an advantageous development, the data processing device is set up not only for determining or detecting obstacles, but also for determining or detecting the type of obstacle or type of obstacle to which a detected or detected obstacle belongs, for example whether it is an obstacle of the aforementioned first type or an obstacle of the aforementioned second type. In this case, not only the presence of an obstacle is determined or recognized. The height of a detected obstacle is preferably determined here, in particular in relation to a ground clearance of the motor vehicle, which is either specified or is determined using at least one ground clearance sensor.

When the method is executed, the data processing device designed in this way is then used to determine or recognize an obstacle in the at least one sensor area, at least if the sensor device is active and there is a corresponding obstacle in that part of the environment that is covered by the at least one sensor area.

Furthermore, a relative movement of the obstacle is determined or recognized by means of the data processing device, in particular a relative movement out of the at least one sensor area and into the dead area, i.e. at least if a corresponding relative movement actually takes place. The data processing device is set up accordingly for this. Depending on the application, that relative movement is determined or recognized based on changing sensor data from the at least one sensor unit and/or based on movement data of the motor vehicle, with corresponding movement data having, for example, so-called GPS data, for example from a navigation system of the motor vehicle.

If a corresponding relative movement of the obstacle is now determined or recognized, a memorandum data record is kept by the data processing device after the obstacle has entered the dead zone. This memorandum record has information that the obstacle is in the dead zone. This means that the data processing device uses the memorandum data record to note that the obstacle is in the dead zone. In other words, one could also say that the data processing device keeps the obstacle in the back of its mind, even if the obstacle is not currently being detected by the sensor device or the at least one sensor unit and the obstacle is therefore not visible to the sensor device and to the data processing device is. The corresponding information is then subsequently taken into account, in particular when the user is supported by the aforementioned at least one driver assistance function or the at least one driver assistance system.

In the simplest case, the memorandum data record is only kept for a specified period of time. A predetermined period of time greater than or equal to 30 seconds and more preferably greater than or equal to 1 minute is expedient here. In an advantageous development, the predefined period of time is adjusted as a function of the speed of the motor vehicle, for example using a predefined function or a predefined table of values.

However, the memorandum data set is preferably retained until a relative movement of the obstacle out of the dead zone is determined or recognized by the data processing device. The memorandum data set is retained in particular until a relative movement of the obstacle into the at least one sensor area or into a further sensor area is determined.

Particularly in this context, an embodiment of the motor vehicle is also advantageous in which the sensor device has two sensor units, namely a first sensor unit and a second sensor unit. Two sensor areas can then preferably be monitored by means of the sensor device, namely a first sensor area by means of the first sensor unit and a second sensor area by means of the second sensor unit. The corresponding monitoring then takes place when the sensor device is activated and/or in at least one operating mode of the motor vehicle.

In addition, the first sensor area typically borders on the dead area and the second sensor area usually also borders on the dead area. Furthermore, the dead area is typically formed between the first sensor area and in the motor vehicle, and the dead area is usually also formed between the second sensor area and the motor vehicle.

Furthermore, as a rule, the first sensor area and the second sensor area are spatially separated from one another, with the two areas adjoining the dead area in particular on two opposite sides. The first sensor area then preferably extends over a spatial area in front of the motor vehicle and the second sensor area preferably extends over a spatial area behind the motor vehicle.

Regardless of this, the dead zone typically extends, inter alia, over the space under an underbody of the motor vehicle. In addition, the dead zone usually envelops the motor vehicle or at least a lower part of the motor vehicle up to the so-called bumpers of the motor vehicle.

If the motor vehicle now has the two sensor units described above, namely the first sensor unit and the second sensor unit, and if the data processing device is used to determine or detect a relative movement of the obstacle from one of the two sensor areas, for example from the first sensor area, and into the dead area , the memorandum data record is kept available, for example, until a relative movement of the obstacle is detected or determined by the data processing device, out of the dead zone and into the other of the two sensor zones, for example the second sensor zone.

Embodiments are also advantageous in which the memorandum data record is kept available even when the sensor device and in particular also when the motor vehicle is deactivated, for example by storing the memorandum data record in a permanent memory of the data processing device. This means that the memorandum data record is also kept available, for example, during a parking process in which the motor vehicle is deactivated, ie in which in particular the drive motor is switched off. During such a parking process, the motor vehicle is then typically locked at least temporarily and there is usually no user in the motor vehicle. The data processing device thus continues to note the obstacle, so to speak, when the motor vehicle is parked.

The motor vehicle also expediently has an output unit which is designed to output acoustic and/or visual warnings. In this case, a warning is then preferably output by the output unit during the course of the method if the data processing device determines or recognizes the obstacle in the at least one sensor area, and in particular if an impending collision with the obstacle is also determined. The warning is then preferably also continued to be output after a relative movement of the obstacle has been determined or recognized out of the at least one sensor area and into the dead area, at least as long as the memorandum data record is available.

This means that a warning is issued on the basis of the stored memorandum data set, in particular even when no obstacle is detected or recognized in the at least one sensor area or in another sensor area of the sensor device. Depending on the application, a warning is then also output after starting or activating the motor vehicle, for example, although an obstacle is not detected or recognized in any of the sensor areas of the transmitting device and although the motor vehicle has not yet been moved again after parking. In this case, the warning is then issued based solely on the memorandum data record, that is to say on the basis of the fact that the data processing device has noticed the obstacle.

Variants of the method are also advantageous in which, alternatively or in addition to issuing a warning, the vehicle control of the motor vehicle is intervened, in which case the data processing device is set up to intervene in the vehicle control, for example for automatic braking. In these cases, the data processing device then intervenes in the vehicle control if the obstacle is detected or determined in the at least one sensor area, and in particular if an impending collision with the obstacle is also determined. The intervention is typically continued after a relative movement of the obstacle has been determined out of the at least one sensor area and into the dead area, at least as long as the memorandum data set is available. In this case, an intervention in the vehicle control takes place based on the memory that the obstacle is present, and in particular that a collision with the obstacle is imminent. For example, an automatic braking process is continued even if the obstacle is no longer detected by sensors.

Again as an alternative or in addition to the above-described issuance of a warning and/or the above-described intervention in the vehicle control system, in some cases a vehicle function of the motor vehicle is blocked by the data processing device if the obstacle in the at least one sensor area is determined or recognized by the data processing device, and especially when an imminent collision with the obstacle is determined or recognized. The vehicle function is then preferably also blocked after a relative movement of the obstacle has been determined or recognized out of the at least one sensor area and into the dead area, at least as long as the memorandum data set is available. This means that the blocking is maintained based on the memory of the obstacle.

For example, if the motor vehicle has a chassis with so-called level control, a number of control functions are blocked in the cases described above, in particular in a way that prevents a reduction in ground clearance as long as the memorandum data record is available becomes.

According to an advantageous development of the method, a relative movement of the obstacle within the dead zone is determined by means of the data processing device. The corresponding relative movement is typically determined based on the memorandum data set and based on a movement of the motor vehicle relative to the environment. In this case, the movement of the motor vehicle relative to the environment is expediently determined using the data processing device and based on movement data of the motor vehicle. Corresponding movement data have, for example, so-called GPS data, for example GPS data from a navigation system of the motor vehicle. In this case, a relative movement of the obstacle is then determined, although the obstacle is not currently being detected by sensors.

It is also advantageous if information about the determined relative movement of the obstacle within the dead zone is output by means of an output unit of the motor vehicle, ie in particular the output unit of the motor vehicle described above. This means that, for example, a screen shows where the obstacle is in the dead zone and in particular where the obstacle is relative to the motor vehicle, for example also relative to the wheels of the motor vehicle. Such a configuration is particularly advantageous in the case of obstacles which the body of the motor vehicle can be driven over, but not with the wheels of the motor vehicle, at least not without damaging the wheels.

According to a further embodiment variant, the height of a recognized obstacle is determined by the data processing device in relation to a ground clearance of a vehicle door of the motor vehicle when the vehicle door is open. If a risk of collision is then determined when the vehicle door is opened, a warning is output by means of the aforementioned output unit or an additional output unit and/or the vehicle door is locked. The warning and/or the locking is preferably also then maintained when the obstacle moves into the dead zone due to relative movement, preferably at least as long as the memorandum data record is kept. If, in the manner described above, a relative movement of the obstacle within the dead zone is determined by means of the data processing device, the warning and/or blocking occurs more preferably only if a position of the obstacle is determined within a lateral sub-zone of the dead zone into which the vehicle door can be reached by opening can be swung in.

• Bei heutigen Kraftfahrzeugen oder kurz Fahrzeugen sind die Parksensoren einer eingangs genannten Parkhilfe typischerweise ausgelegt, um Hindernisse im Front- und Heckbereich des Kraftfahrzeugs zu erkennen, und zwar insbesondere mittels Ultraschall. Jedoch werden Hindernisse, wie Bordsteinkanten, Unebenheiten im Gelände, extreme Steigungen, Schwellen usw., die sich unmittelbar vor oder hinter dem Kraftfahrzeug oder gar unter dem Kraftfahrzeug befinden von den Sensoren, also den Parksensoren, in der Regel nicht erfasst. Sie fallen also typischerweise aus den Sensorbereichen der Sensoren heraus, wenn sich das Kraftfahrzeug zu weit annähert. Dies kann mitunter problematisch sein, insbesondere bei sogenannten Sportwagen mit geringer Bodenfreiheit. Auch kommt es bei Fahrzeugen mit sogenanntem „Pre-Sense-System“ oder „Pre-Sense-Technikpaket“ zu Fehlauslösungen durch Personen, die den Gefahrenbereich eigentlich schon verlassen haben (eine Person geht zum Beispiel hinter einem Kraftfahrzeug vorbei und befindet sich nachfolgend nicht mehr im Heckbereich des Kraftfahrzeugs).

The considerations on which the invention is based are explained in more detail below using various examples:

• In today's motor vehicles, or vehicles for short, the parking sensors of a parking aid mentioned at the outset are typically designed to detect obstacles in the front and rear area of the motor vehicle, in particular by means of ultrasound. However, obstacles such as curbs, bumps in the terrain, extreme gradients, thresholds, etc., which are located directly in front of or behind the motor vehicle or even under the motor vehicle, are generally not detected by the sensors, ie the parking sensors. So they typically fall out of the sensor ranges of the sensors when the motor vehicle approaches too far. This can sometimes be problematic, especially in so-called sports cars with low ground clearance. In vehicles with a so-called "Pre-Sense system" or "Pre-Sense technology package", people who have actually already left the danger zone can trigger false alarms (e.g. a person walks past behind a motor vehicle and is no longer behind it). in the rear of the vehicle).

This is remedied in particular by the fact that the parking sensors are supplemented by a data processing device, in particular a data processing device as described above, which is in the form of a control unit, for example. As a result, an intelligent system is then created, so to speak. This is a cost-effective solution and can also be offered as a retrofit solution. The intelligent system is typically designed to check objects or obstacles in comparison with the vehicle height or ground clearance (distance from the ground to the terrain/road) and/or in comparison with the vehicle width. In particular, if corresponding objects or obstacles are assessed as problematic, the intelligent sensor device preferentially notes these if they fall out of the sensor area. As a result, it is then easier to avoid colliding with the obstacle. The parking sensors at the front and rear work together in a coordinated manner and, if necessary, a height sensor system is also integrated.

Example of a vehicle with a height-adjustable chassis and an obstacle under the vehicle floor: If, for example, a front sensor, i.e. a parking sensor in the front area of the vehicle, detects an obstacle, the vehicle is preferably only lowered when parking when the obstacle has already left the rear area.

Example of parallel parking, especially on a curb: Approaching (forwards/backwards) to a raised curb is preferably displayed here, especially in vehicles with low ground clearance, even if the curb disappears from the sensor area because the distance is too small. Approaching can be indicated by an optical and/or acoustic warning. Alternatively or additionally, an active intervention in the vehicle control can take place, e.g. through automatic braking or blocking the lowering function with air spring chassis. Typically, there is a visual display in the instrument cluster or in the center console, which indicates the reason for braking/blocking and/or the exact distance that is still available.

Example of perpendicular parking at an obstacle in general: Lowering of the vehicle is preferably also prevented if, for example, a rear apron or a front apron of the vehicle protrudes over a raised curb, a parking lot protection, a bump stop, a wheel stopper. It is also advantageous if starting/driving away is possibly prevented with an additional notice if the vehicle is parked over such an obstacle with a small load and the vehicle is heavily loaded after parking, for example due to the boarding of several people, so that sitting up is possible.

Example of demarcations: It is also possible to prevent demarcations from being driven over, for example by a curb, with a subsequent embankment. Driving over barriers at entrances or exits, in particular ramps (e.g. multi-storey car parks, courtyard entrances with extreme inclines), can also be prevented in order to prevent the vehicle from sitting up or scratching a bumper/spoiler.

Example parallel parking: Tire and rim damage can be prevented here. Even bumping the door when opening z. B. on a board stone can be prevented. Parking sensors and door lock sensors can be combined here. Unintentional/disruptive triggering with so-called "pre-sense systems" or "pre-sense technology packages" can also be avoided when road users or vehicles/cyclists are passing by, since e.g. B. the road users are registered both when entering and when leaving the danger zone.

The method according to the invention described above is intended for execution in a motor vehicle according to the invention or by a motor vehicle according to the invention. Conversely, a motor vehicle according to the invention is set up to carry out the corresponding method in at least one operating mode. It has a sensor device as described above and a data processing device as described above. The individual method steps of the method or at least a number of method steps of the method are then preferably executed by means of the data processing device, for which purpose an executable program is more preferably stored or installed in the data processing device, which, after starting, the method or the number of method steps of the process automatically.

A corresponding program can also be installed or stored later by means of a computer program product according to the invention if a suitable sensor device and a suitable data processing device are already present in a motor vehicle. That computer program product is typically a file or a data carrier with a file, the file containing the executable program, ie in particular a suitable program code.

It should be pointed out once again that the advantages and preferred configurations given with regard to the method can also be transferred to the devices, ie the computer program product on the one hand and the motor vehicle on the other hand, and vice versa.

• 1 in einer Seitenansicht ein Kraftfahrzeug; und
• 2 in einer Draufsicht das Kraftfahrzeug mit zwei durch eine Sensoreinrichtung des Kraftfahrzeugs ausgebildeten Sensorbereichen sowie mit einem dazwischenliegenden Totbereich.

Further advantages, features and details of the invention result from the claims, the following description of preferred embodiments and with reference to the schematic drawings. show:

• 1 a motor vehicle in a side view; and
• 2 in a top view, the motor vehicle with two sensor areas formed by a sensor device of the motor vehicle and with a dead area in between.

Corresponding parts are in all figures 1 until 2 provided with the same reference numbers.

An example described below and in 1 Sketched motor vehicle 2 has a body with an underbody 4, the smallest distance to the ground 6 below the motor vehicle 2 defines the ground clearance B of the motor vehicle 2. The motor vehicle 2 also has a front bumper 8 and a rear bumper 10 .

In the exemplary embodiment, three ultrasonic sensors 12 are integrated into the front bumper 8 , which together form a first sensor unit 14 , by means of which a first sensor area 16 can be monitored and is also monitored during operation of the motor vehicle 2 . In addition, three further ultrasonic sensors 12 are integrated into the rear bumper 10, which together form a second sensor unit 18, by means of which a second sensor area 20 can be monitored and is also monitored when the motor vehicle 2 is in operation. First sensor unit 14 and second sensor unit 18 together form a sensor device 22 of motor vehicle 2 .

As in 2 outlined, neither the first sensor area 16 nor the second sensor area 20 in the exemplary embodiment extends all the way to the motor vehicle 2 . 2 shows a kind of partially transparent top view of the motor vehicle 2, in which an in 1 viewing direction 24 shown is looked at the motor vehicle 2. From motor vehicle 2 is in 2 an outer boundary at the level of the underbody 4 is represented by a dashed frame. In addition, various components of the motor vehicle 2 are indicated within this frame with dashed lines. In addition, 2 Boundaries of the two sensor areas 16, 20 and a boundary of a dead area 26 of the sensor device 22 are each indicated approximately at the height of the underbody 4. In this case, the dead zone 26 is a zone that is not detected by the ultrasonic sensors 12 .

Out of 2 it can be seen that the dead zone 26 is formed between the motor vehicle 2 and the first sensor zone 16 . This dead area 26 is also formed between the motor vehicle 2 and the second sensor area 20 . In addition, the dead area 26 extends over the entire space between the underbody 4 and the substructure 6. The dead area 26 thus encloses quasi the motor vehicle 2 at least in the lower area up to the bumpers 8.10.

When motor vehicle 2 is in operation, or at least at speeds below a predetermined limit of, for example, 15 km/h, sensor device 22 monitors the two sensor areas 16 , 20 . In this case, the ultrasonic sensors 12 of the sensor device 22 generate sensor data which are fed to a data processing device 28 of the motor vehicle and evaluated in the data processing device 28 .

In this case, data processing device 28 is set up to detect obstacles 30 based on the sensor data from sensor device 22. Data processing device 28 not only detects the presence of obstacles 30. It also preferably detects the type of obstacle 30, with data processing device 28 more preferably differentiating between two types, namely a first type that cannot be driven over, and a second type that the body can drive over at least under certain conditions but typically not with the wheels 32 of the motor vehicle 2. In addition, the data processing device 28 preferably uses the sensor data to determine the Sensor device 22 the maximum height H of a recognized obstacle 30 in relation to the ground clearance B of the motor vehicle 2.

In 1 an obstacle 30 is now shown as an example. In the exemplary embodiment, the motor vehicle 2 is driving towards this obstacle 30 and as soon as this enters the first sensor area 16 in the area of the front of the motor vehicle 2 , the obstacle 30 is detected by the first sensor unit 14 . As a result, a relative movement of the detected obstacle 30 is determined or recognized by means of the data processing device 28 , namely a relative movement out of the first sensor area 16 and into the dead area 26 . In this case, that relative movement is determined or recognized based on changing sensor data.

Based on the determination by the data processing device 28 that a recognized obstacle 30 is entering the dead zone 26, a memorandum data record is generated in the data processing device 28 and subsequently held available. This memorandum data set contains information that the detected obstacle 30 is in the dead zone 26 . This means that the data processing device 28 uses the memorandum data set to note that the obstacle 30 is located in the dead zone 26 .

The memorandum data record is preferably kept available until a relative movement of the obstacle 30 out of the dead zone is determined by the data processing device 28 . For this purpose, in the exemplary embodiment, the relative movements of the detected obstacle 30 within the dead zone 26 are determined by means of the data processing device 28 . The corresponding relative movement is determined based on the memorandum data set and based on a movement of the motor vehicle 2 relative to the environment. Here, the movement of motor vehicle 2 relative to the environment is expediently determined by means of data processing device 28 and based on movement data of motor vehicle 2. Corresponding movement data have, for example, so-called GPS data, for example GPS data from a navigation system of motor vehicle 2, not shown In this case, a relative movement of the obstacle 30 is then determined, although the obstacle 30 is not currently being detected by sensors.

Furthermore, in the exemplary embodiment, information about the determined relative movement of the obstacle 30 within the dead zone 26 is output by means of an output unit 34 of the motor vehicle 2 . This means that, for example, a screen displays where the detected obstacle 30 is currently located in the dead zone 26 and in particular where the obstacle 30 is located relative to the motor vehicle 2, i.e. for example also relative to the wheels 32 of the motor vehicle 2 In this way, a user or driver of the motor vehicle 2 is warned of the obstacle 30 even if this is not currently visible to the sensor device 22.

As an alternative or in addition to the above-described output of information on the determined relative movement of obstacle 30 within dead zone 26, in some cases data processing device 28 blocks a vehicle function of motor vehicle 2 as long as detected obstacle 30 is in dead zone 26, and in particular as long as the memorandum record is maintained.

In the embodiment according to 2 the motor vehicle 2 has, for example, a height-adjustable chassis. This chassis is indicated by four spring units 36, with each wheel 32 being assigned a spring unit 36. The spring units 36 are signal-connected to the data processing device 28 and the ground clearance B of the motor vehicle can be varied by controlling the spring units 36 . In addition, the current ground clearance B can be measured using the spring units 36 . If there is now a detected obstacle 30 in the dead zone 26, so the function of the chassis 2 is restricted in such a way that a reduction in the ground clearance B is prevented as long as the memorandum data set is kept.

reference list

2

motor vehicle

4

underbody

6

underground

8th

front bumper

10

rear bumper

12

ultrasonic sensor

14

first sensor unit

16

first sensor area

18

second sensor unit

20

second sensor area

22

sensor device

24

line of sight

26

dead zone

28

data processing facility

30

obstacle

32

wheel

34

output unit

36

spring unit

B

ground clearance

H

height of the obstacle

Claims (10)

Method for supporting a user of a motor vehicle (2), which has a sensor device (22) with at least one sensor unit (14,18) and a data processing device (28), wherein - at least one sensor area (16,20) in the vicinity of the motor vehicle (2) is monitored by means of the at least one sensor unit (14,18), - an obstacle (30) in the at least one sensor area (16, 20) is determined by means of the data processing device (28), - a dead area (26) is formed between the motor vehicle (2) and the at least one sensor area (16, 20), - Using the data processing device (28), a relative movement of the obstacle (30) is determined out of the at least one sensor area (16, 20) and into the dead area (26) and - By means of the data processing device (28) after the entry of the obstacle (30) into the dead zone (26), a memorandum data record is kept with information that the obstacle (30) is in the dead zone (26). procedure after claim 1 , the memorandum data set being retained until a relative movement of the obstacle (30) out of the dead zone (26) is determined by means of the data processing device (28). procedure after claim 1 or 2 , the memorandum data set being kept available when the sensor device (22) is deactivated. Procedure according to one of Claims 1 until 3 , a warning being issued by means of an output unit (34) of the motor vehicle (2) if the obstacle (30) in the at least one sensor area (16, 20) and an impending collision with the obstacle (30) is determined, and wherein the warning continues to be issued after a relative movement of the obstacle (30) has been determined out of the at least one sensor area (16,20) and into the dead area (26) as long as the memorandum data record is kept. Procedure according to one of Claims 1 until 4 , the data processing device (28) being used to intervene in the vehicle control of the motor vehicle (2) if the data processing device (28) detects the obstacle (30) in the at least one sensor area (16, 20) and an impending collision with the obstacle (30 ) is determined, and further intervention is made in the vehicle control of the motor vehicle (2) after a relative movement of the obstacle (30) has been determined out of the at least one sensor area (16, 20) and into the dead area (26), as long as the memorandum record is held. Procedure according to one of Claims 1 until 5 , a vehicle function of the motor vehicle (2) being blocked by means of the data processing device (28) if the obstacle (30) in the at least one sensor area (16, 20) and an imminent collision with the obstacle (30) are detected by means of the data processing device (28) is determined, and furthermore the vehicle function of the motor vehicle (2) is blocked after a relative movement of the obstacle (30) has been determined out of the at least one sensor area (16,20) and into the dead area (26) as long as the memorandum data set is kept. Procedure according to one of Claims 1 until 6 , wherein by means of the data processing device (28) a relative movement of the obstacle (30) is determined within the dead zone (26) based on the memorandum data set and based on a movement of the motor vehicle (2) relative to the environment. procedure after claim 7 , wherein an output unit (34) of the motor vehicle (2) is used to output information about the determined relative movement of the obstacle (30) within the dead zone (26). Motor vehicle (2) set up to carry out a method according to one of the preceding claims in at least one operating mode. Computer program product containing a program which can be executed on a data processing device (28) and which, after a start, automatically executes at least one method step of a method according to one of the preceding claims.

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