DE102022126741A1 - Method for checking an action performed by a driver assistance system of a motor vehicle - Google Patents

Abstract

The invention relates to a method for checking a measure carried out by a driver assistance system (3) of a motor vehicle (1). The method comprises: determining (S1) a triggering event (22) in which implementation of the measure of the driver assistance system (3) is provided; and implementing (S2) the intended measure by means of the driver assistance system (3). Reaction information (23) is determined (S3) by means of a detection device (4), and checking (S4) whether the measure was carried out due to a false report (24) of the driver assistance system (3) by evaluating the determined reaction information (23). If the measure was carried out due to the false report (24), false report information (25) describing at least this is provided (S5).

Description

The invention relates to a method for checking a measure carried out by a driver assistance system of a motor vehicle. The invention also relates to a motor vehicle and a computer program product for carrying out such a method.

A motor vehicle can have a driver assistance system that is designed, for example, to warn a driver of the motor vehicle of a predicted collision of the motor vehicle with an object in the vicinity of the motor vehicle and/or to automatically brake the motor vehicle to avoid the collision and/or to steer it away from the object. In such a driver assistance system, which relates to the longitudinal and/or lateral guidance of the motor vehicle, a false report from the driver assistance system, i.e. an erroneous triggering of a measure of the driver assistance system, is particularly disruptive for the driver and/or another occupant of the motor vehicle. Due to the false triggering, the driver can, for example, be given a warning that is inappropriate for a current situation and/or an automatic intervention in the longitudinal and/or lateral guidance of the motor vehicle that is unnecessary or at least not desired by the driver can occur. The false report from the driver assistance system can alternatively be referred to as a false positive event of the driver assistance system. In order to make the driver assistance system robust with regard to possible false alarms, as many false alarms from the driver assistance system as possible should be recorded and analyzed.

The CN 112829678 B shows a method for processing reports received from a vehicle. The reports are provided, for example, by a navigation system of the vehicle in response to a detection of a hazard in an environment of the vehicle.

The US 2017/0349127 A1 shows a pre-crash system designed to detect an unavoidable collision of a motor vehicle.

It is therefore the object of the invention to provide a solution by means of which a large number of false alarms relating to a driver assistance system of a motor vehicle can be provided.

The problem is solved by the subject matter of the independent patent claims.

A first aspect of the invention relates to a method for checking a measure carried out by a driver assistance system of a motor vehicle. The driver assistance system is designed, for example, to issue a warning message to a user of the motor vehicle as a measure and/or to carry out a partially automatic, in particular fully automatic, intervention in a longitudinal and/or transverse guidance of the motor vehicle. The user is preferably the driver of the motor vehicle. The intervention in the longitudinal and/or transverse guidance as a measure includes, for example, controlling and/or activating a braking system, a drive device and/or a steering system of the motor vehicle.

The method includes determining a triggering event for which the driver assistance system is to be carried out. The triggering event can occur, for example, if a distance between the motor vehicle and an object in the vicinity of the motor vehicle is smaller than a predetermined limit distance. If the motor vehicle is moved closer to the object than is permitted according to the distance limit value, this is recognized as an event for which the driver assistance system is automatically triggered. The measure can, for example, be preparing and/or activating a braking system of the motor vehicle, whereby when the braking system is activated, the motor vehicle can be braked to a standstill in particular. As a measure, at least one wheel of the motor vehicle can be subjected to a predetermined braking torque, whereby the braking torque can be dependent on the triggering event. The method also includes carrying out the intended measure using the driver assistance system. After the triggering event has been determined, the driver assistance system becomes active and carries out the measure specified for the case of the triggering event being determined. For example, a warning message is issued in the vehicle and/or the vehicle is at least partially braked.

The method includes determining reaction information using a detection device. The reaction information describes a reaction of a user of the motor vehicle to the measure carried out. The detection device is preferably a component of the motor vehicle. Alternatively or additionally, the detection device can be comprised of a mobile device, such as a smartphone and/or a tablet. The mobile device is arranged in the motor vehicle when the measure is carried out. The reaction information can, for example, describe how the user reacts to the action taken. The reaction information can therefore describe, for example, whether the user implements the action favorably, ignores it and/or is irritated and/or annoyed by it. For example, a distinction can be made at least between a positive or satisfied reaction and a negative or dissatisfied reaction of the user to the implementation of the action. The user's reaction therefore represents feedback on the action taken. The user's reaction can be rated with a number or a percentage, which is a measure of how satisfied or dissatisfied the user is with the action taken.

It is also checked whether the measure was carried out due to a false report from the driver assistance system. This is done by evaluating the reaction information determined. It is assumed that if the user, for example, reacts angrily to the measure carried out and is therefore dissatisfied with it, this at least indicates with a relatively high probability that the measure should not have been carried out, in particular because it was unnecessary and/or was carried out too early and/or too strongly. In this case, it is assumed that there is a false report from the driver assistance system and thus a false positive event. If the user, for example, does not react at all to the measure carried out or manually supports the measure, for example by pressing the brake pedal of the vehicle, he is satisfied with it. This then indicates with a relatively high probability at least that the measure was sensible to carry out, in particular because it was necessary and/or was carried out in time and/or with a sensible strength. This is then assessed, for example, as not a false report from the driver assistance system.

If the measure was carried out due to the false report, i.e. if it is determined during the check that the measure was carried out due to a false report from the driver assistance system, false report information is provided which at least describes this. The false report information therefore describes that the intended measure that was carried out is based on a false report. This ultimately checks the measure of the driver assistance system. Whether or not there is a false report from the driver assistance system is therefore determined depending on the user's reaction. This makes it possible to detect a false report particularly quickly, since no complex data analysis of, for example, sensor data on which the determination of the triggering event is based is required, but rather only the user is examined, in particular monitored, with regard to his reaction to the implementation of the measure. The reaction information can be determined for each measure of the driver assistance system, so that a large number of false reports relating to a driver assistance system of a motor vehicle can be provided, since a large number of data is determined. It also reliably determines how the driver assistance system performs in practice, so that, for example, information on the frequency with which false alarms occur in the driver assistance system can be collected, which can be helpful for further development of the driver assistance system.

An advantageous embodiment provides that the reaction information at least describes whether the user considers the implementation of the measure to be a false triggering of the driver assistance system. The false triggering can alternatively be referred to as an error in the driver assistance system. Ultimately, the reaction information can therefore at least be used to determine whether or not the user agrees with the driver assistance system's measure as the correct reaction to the triggering event. The reaction information is therefore particularly meaningful for checking whether or not the false message is present. This is because it directly reflects the user's satisfaction with the triggering of the implementation of the measure.

A further embodiment provides that the detection device comprises an operating unit. The operating unit is, for example, a key, a switch, a rotary push button, a button and/or an operating element on a touch-sensitive screen. Alternatively or additionally, the operating unit can comprise an interior camera and/or a microphone, so that the operating unit can be operated using a gesture or a voice input by the user. The reaction information is determined by detecting an operation of the operating unit in the motor vehicle. By operating the control unit, the user indicates whether he considers the implementation of the measure to be a false triggering and/or whether he reports the false triggering. When reporting the false triggering, the user agrees that information about the false triggering present and identified as such can be passed on. For the purpose of passing on, the false triggering can, for example, be stored and transmitted to an external computing device in the form of false report information. It can therefore be provided, for example, that the user can press a button in the vehicle after the Carrying out the driver assistance system measure can indicate that it considers the measure carried out to be correct and therefore not a false trigger, or vice versa. Ultimately, the reaction information can be based on a manual reaction of the user to the measure carried out by waiting to see how the user reacts to the measure carried out by the driver assistance system by operating the control unit. This means that the reaction information can be provided particularly reliably, since operating the control unit does not require any interpretation of the user's behavior, for example. This makes it easier to determine and evaluate the reaction information and thus to check whether the false alarm is present or not.

According to a further embodiment, it is provided that the user is given a request to operate the control unit. This can be done by means of an output device in the motor vehicle. The output device is, for example, a loudspeaker device that includes at least one loudspeaker and/or a screen, in particular the touch-sensitive screen and/or a head-up display. The request is therefore an acoustic and/or visual message to the user of the motor vehicle. Preferably, the request only includes a question as to whether the user considers the measure taken to be a false activation and/or whether he would like to report the measure taken as a false activation of the driver assistance system, i.e. whether he would like to pass on this assessment of the measure. For example, the question "Would you like to report a false activation of the driver assistance system?" can be displayed in text form on the screen in the motor vehicle. The operation of the control unit can then be provided, for example, as a surface to be touched in an area surrounding the question displayed on the touch-sensitive screen and/or reference can be made to a specific other control element in the motor vehicle. Alternatively or additionally, the request can be responded to by means of a voice input and/or a gesture. The corresponding control unit is then operated verbally and/or physically with the gesture.

In particular, the request is only issued for a specified period of time after the measure has been carried out. The time period for this can be, for example, 1 second, 2 seconds, 3 seconds, 5 seconds, 8 seconds, 10 seconds, 15 seconds, 20 seconds, 30 seconds, 45 seconds, 1 minute, 2 minutes, 3 minutes or, in particular, 5 minutes. Time periods between the values mentioned are possible. The time period can be specified generally or user-specifically by the user of the motor vehicle. Alternatively or additionally, it can depend on the driver assistance system triggered, the triggering event and/or the measure.

It is possible to carry out a targeted query about the possible false activation of the driver assistance system in the vehicle, to which the user can respond or which he can ignore. It can be assumed that the user was previously asked whether he would like to participate in checking the driver assistance system. He can, for example, express his consent by operating the control unit accordingly. He can then receive benefits such as a commission and/or another bonus to compensate him for taking the trouble to provide the respective reaction information after the respective measures of the driver assistance system. It is also possible for the user to deactivate the request to operate the control unit at any time after the driver assistance system has carried out the measure, for example if he feels disturbed or annoyed by it. The request to operate the control unit is then deactivated. Deactivation may require appropriate operation of the control unit. By specifying the time period, it is prevented that the request is issued for more than 5 minutes after the action has been carried out, for example, which can irritate the user because he or she can no longer identify exactly which action is meant. A reliable response to the action may then no longer be possible because too much time has passed for such a response.

Furthermore, an embodiment provides that the reaction information is determined by evaluating at least one of the following information: a facial expression of the user; a body movement of the user, a manual actuation of an actuating device of the motor vehicle associated with a braking system of the motor vehicle and/or at least one spoken word and/or at least one pronounced, in particular uttered, sound of the user. To capture the facial expression and/or the body movement, image data describing the user from an interior camera of the motor vehicle can be used, which are evaluated accordingly. The image data can be static and/or moving. The manual actuation of the actuating device is, for example, a manual actuation of the brake pedal of the motor vehicle. The word and/or sound of the user can be captured, for example, by means of a microphone in the interior of the motor vehicle. The Microphone can be part of a microphone system consisting of several microphones. In other words, it is checked whether the user looks annoyed, for example, which can be interpreted as a reaction that indicates a false activation of the driver assistance system. If, however, the user nods in agreement, for example, it can be concluded that the measure was actually sensible. If the user reacts to a pure warning as a measure in the event of a predicted collision as a trigger event by manually actuating the actuating device, it can be concluded that braking of the vehicle was actually necessary, so that the warning was justified, for example. It is therefore not only possible to wait for feedback from the user assessing the false activation, but the user's behavior can be evaluated in such a way that at least information can be obtained as to whether carrying out the measure was a false activation of the driver assistance system and was therefore due to a false message from the driver assistance system or not.

It is possible to evaluate alternative or additional information. For example, a radar device in the interior and/or another distance measuring device in the interior of the vehicle can be used to monitor the breathing rate and/or heart rate of the occupant. If, for example, a sudden increase in the respective frequency is detected, this can be evaluated to determine the reaction information. Ultimately, there are many different ways to reliably determine the reaction information. The different options and thus the different information for evaluation can be combined with one another.

In addition, according to one embodiment, it is provided that the recorded reaction information is transmitted to an external computing device. The external computing device is, for example, a backend, a server and/or a cloud server. The external computing device can be provided for checking and/or optimizing the driver assistance system. The external computing device is, for example, assigned to a manufacturer and/or provider of the driver assistance system. The external computing unit checks whether the measure was carried out due to the false report from the driver assistance system by evaluating the received reaction information. The false report information then provided is provided at least to the external computing device. It can also be provided by the external computing device, for example the motor vehicle and/or another external computing device. External in connection with the computing device means that the computing device is arranged at least outside the motor vehicle in which the user's reaction information is determined. Alternatively, it is possible for the method steps described to be carried out in a control device of the motor vehicle itself and thus inside the vehicle. A control device and/or a computer can be provided in the motor vehicle for this purpose.

One embodiment includes checking and taking into account sensor information that describes the environment of the motor vehicle and whose evaluation was used to determine the triggering event. Not only is the reaction information that was determined evaluated, but also the sensor information that was recorded on the basis of which the triggering event was determined is taken into account. The sensor information can be described using sensor data. The sensor information can, for example, be referred to as raw information that is described using raw data. The false alarm information can therefore be provided particularly reliably, since, for example, an analysis of the false alarm that has occurred is possible on the basis of the sensor information. Furthermore, it can be specifically determined what type of triggering event led to the false alarm and thus the false alarm. This makes the result of the check even more precise.

An additional embodiment provides that at least one individual image of the surroundings of the motor vehicle is taken into account as sensor information. The individual image is captured by an environment detection device of the motor vehicle. The individual image can be referred to as a frame that was captured by the environment detection device. The environment detection device is, for example, a camera device that comprises at least one camera, a radar device that comprises at least one radar device, and/or a lidar device that comprises at least one lidar device. The respective camera is arranged, for example, in a front area, for example on a rear side of a holder of an interior mirror of the motor vehicle and thus in an area of the windshield arranged at the top in the vertical direction, a rear area and/or in side mirrors of the motor vehicle. The respective radar and/or lidar device is arranged, for example, in a shock absorber in the front and/or rear area of the motor vehicle.

Preferably, the at least one individual image has been captured at the time of capturing the trigger event, i.e. it describes the Trigger event, in particular at the time at which it was identified as the trigger event. It is also possible for at least one further individual image, which was captured before the trigger event or after the trigger event, to be provided. Preferably, three to five individual images are provided. These can all have been captured by a single environment detection device or by several different environment detection devices. For example, only several individual images from the camera device can be provided and/or also several individual images and thus data records from the radar and/or lidar device. Further environment detection devices, which are designed, for example, to determine the distance between the motor vehicle and an object in the surroundings of the motor vehicle, are possible, such as at least one ultrasonic sensor. Ultimately, by taking into account the at least one individual image, a data volume of sensor information that is taken into account is reduced, so that, for example, if the checking takes place in the external computing device, a data volume of sensor information transmitted from the motor vehicle to the external computing device can be kept small compared to a procedure in which not individual images, but, for example, sensor information from several seconds and/or minutes is transmitted unfiltered.

The sensor information, in particular the at least one individual image, can be included in the false report information provided. The false report information then describes not only that the measure was carried out due to the false report, but also the sensor information or the individual image on the basis of which the trigger event was determined. The false report information can therefore include information that is useful, for example, in order to be able to determine and/or at least suspect a reason for the false report when the false report information is evaluated accordingly.

According to an additional embodiment, it is provided that trigger information is determined when the sensor information is evaluated. The trigger information describes at least one reason why the trigger event was determined. The determined trigger information is taken into account when checking. If the external computing device carries out the check, the determined trigger information is transmitted to the external computing device. The trigger information includes, for example, a fusion of sensor information from different sensors. The trigger information can include evaluated data from the sensors of the motor vehicle. Ultimately, the trigger information describes how the driver assistance system came to determine the trigger event based on the sensor information. For example, the trigger information can describe a distance of the motor vehicle from an object in the vicinity of the motor vehicle, a determined period of time until the motor vehicle collides with the object and/or a recognized object class membership of the object. The object class membership includes, for example, that the object is another motor vehicle, a pedestrian, a bicycle and/or an infrastructure element. This can further help to identify the false report as an actual false report, since the evaluated trigger information can also be taken into account. The trigger information can be evaluated in such a way that the false alarm information includes at least one additional piece of information in addition to the information that the measure was carried out due to the false alarm. The additional information can describe why the trigger event was detected, on the basis of which sensor information the trigger event was detected and/or in which situation the trigger event was detected. This makes the false alarm information provided particularly meaningful.

An additional embodiment includes that if several driver assistance systems carry out the respective measure one after the other and the respective triggering event relates to a common object in an environment of the motor vehicle, only a single piece of reaction information is determined for the several driver assistance systems. Thus, only a single piece of reaction information is determined jointly for the several driver assistance systems. This means that, for example, first a driver assistance system warning of a possible collision with the object is activated, i.e. carries out a measure such as warning the user, and then, for example, a driver assistance system preventing the collision is activated, which, for example, carries out emergency braking of the motor vehicle. In such a situation, both activated driver assistance systems carrying out their respective measures refer to exactly one object in the environment, which is recognized here as the obstacle with which the motor vehicle is likely to collide. In such a scenario, reaction information is not determined separately for both driver assistance systems, but rather reaction information that is valid for both driver assistance systems is determined.

Only a single response information is determined for the measures of the multiple driver assistance systems, in particular the two driver assistance systems. This prevents, for example, the user from being given multiple requests at short intervals to operate the control unit, as one common request is sufficient. This is particularly convenient for the user.

In one embodiment, it is provided that the measure carried out comprises an at least partially automatic control of a longitudinal and/or transverse guidance of the motor vehicle. The measure carried out therefore preferably relates to the braking system, the drive device, i.e. a unit designed to accelerate the motor vehicle, and/or the steering system of the motor vehicle. The measure carried out is preferably carried out by means of a control device of the motor vehicle. The driver assistance system can be stored in the control device. It can be provided that a fully automatic control of the longitudinal and/or transverse guidance of the motor vehicle is provided as a measure of the driver assistance system. The partially automatic control can comprise a fully automatic intervention or a purely supporting intervention in the longitudinal and/or transverse guidance. During the supporting intervention, for example, a braking force and/or a steering intervention that is manually specified by the user is increased and/or reduced. Checking the driver assistance system therefore preferably deals with driving-related and thus driving-relevant driver assistance systems of the motor vehicle. This has the advantage that the function of the vehicle is checked which the user notices most strongly when carrying out an action, since the longitudinal and/or lateral guidance of the vehicle is controlled at least partially automatically. Checking for possible false alarms is particularly useful for such actions.

Furthermore, a further embodiment provides that the driver assistance system is designed as a forward collision warning system and/or an autonomous emergency brake system. Alternatively or additionally, the driver assistance system can relate to the steering system and therefore be designed as an emergency steering system, for example. The driver assistance systems considered are therefore particularly relevant to driving and should therefore preferably be monitored for false alarms.

According to an additional embodiment, an error analysis of the driver assistance system is carried out taking into account the false report information provided. It can therefore be checked, for example, in particular by also taking into account the sensor information and/or the trigger information, why and in which situations the false report occurred, so that, for example, an error in a software of the driver assistance system that causes this false report can be recognized or at least estimated. Alternatively or additionally, it is provided that the driver assistance system is revised taking into account the false report information provided. For example, a new version of a software of the driver assistance system can be developed and/or provided, by means of which the false report is likely to no longer occur or only occur to a reduced extent. This is because the driver assistance system is optimized in a targeted manner by evaluating the false report information and in particular the sensor information and/or the trigger information. Ultimately, the driver assistance system can be checked and improved on the basis of numerous response information, for which numerous information from motor vehicles may be provided.

A communication connection between the motor vehicle and the external computing device for providing the reaction information, the sensor information, the trigger information and/or the false alarm information can be provided as a wireless connection, for example via a wireless local area network (WLAN), a Bluetooth connection and/or a mobile data network, for example based on the mobile radio standard Long Term Evolution (LTE), Long Term Evolution Advanced (LTE-A), Fifth Generation (5G) or Sixth Generation (6G).

A further aspect of the invention relates to a motor vehicle for carrying out the method described above. The motor vehicle is designed to carry out the method described above. The motor vehicle carries out the method. The motor vehicle is, for example, a passenger car, a truck, a bus, a motorcycle and/or a moped. The motor vehicle can have the control device for this purpose.

A further aspect of the invention relates to a control device for a motor vehicle and/or an external computing device. This is designed to carry out the described method or at least steps of the method provided for it. The control device or the computing device has a processor device. The processor device can have at least one microprocessor and/or at least one microcontroller and/or at least an FPGA (Field Programmable Gate Array) and/or at least one DSP (Digital Signal Processor). Furthermore, the processor device can have program code, which can alternatively be referred to as a computer program product. The program code can be stored in a data memory of the processor device.

A further aspect of the invention relates to a computer program product. The computer program product is a computer program. The computer program product comprises instructions which, when the program is executed by a computer, such as by the control device and/or the computing device, cause the computer to carry out the corresponding steps of the method according to the invention.

The embodiments described in connection with the method according to the invention, each individually and in combination with one another, apply accordingly, where applicable, to the motor vehicle according to the invention, the control device according to the invention, the computing device according to the invention and the computer program product according to the invention. The invention includes combinations of the described embodiments.

• 1 eine schematische Darstellung eines Kraftfahrzeugs mit einem Fahrerassistenzsystem; und
• 2 in schematischer Darstellung einen Signalflussgraphen eines Verfahrens zum Überprüfen eine Maßnahme eines Fahrerassistenzsystems eines Kraftfahrzeugs.

Showing:

• 1 a schematic representation of a motor vehicle with a driver assistance system; and
• 2 in schematic representation a signal flow graph of a method for checking a measure of a driver assistance system of a motor vehicle.

1 shows a motor vehicle 1 driving on a road. The motor vehicle 1 has a control device 2, which is, for example, an in-vehicle computing device or a computer. The control device 2 comprises a driver assistance system 3, which is designed, for example, to at least partially automatically control a longitudinal and/or transverse guidance of the motor vehicle 1. Alternatively or additionally, the driver assistance system 3 can be designed to warn a user of the motor vehicle 1, that is, for example, to output an acoustic and/or optical warning in the motor vehicle 1. The optical output is visually perceptible to the user. The driver assistance system 3 is, for example, a rear-end collision warning system, an emergency braking system, an emergency steering system and/or a steering assistance system, which, for example, informs about a necessary steering intervention.

The motor vehicle 1 has a detection device 4, which comprises, for example, an operating unit 5, an interior camera 6 and/or a microphone 7 in the interior of the motor vehicle 1. The operating unit 5 is designed to detect an operation of a button, switch, rotary push button, a key and/or an operating element on a touch-sensitive screen. The operating unit 5 particularly preferably comprises at least one touch-sensitive screen as the operating unit 5. Alternatively or additionally, the detection device 4 can detect a gesture of the user by means of the interior camera 6 and/or a voice input of the user by means of the microphone 7.

The motor vehicle 1 has an environment detection device 8, which comprises, for example, at least one radar device 9 and/or at least one camera 10. The camera 10 sketched here as an example is a front camera that is arranged in an area of a windshield of the motor vehicle 1 that is arranged at the top in the vertical direction of the motor vehicle 1. The radar device 9 is arranged here in the area of a shock absorber in the front area of the motor vehicle 1. Alternatively or additionally, the environment detection device 8 can monitor a rear area of the motor vehicle 1, i.e. can be arranged in a rear area of the motor vehicle 1. A further camera 10, a further radar device 9 and/or a lidar device can be arranged there. Furthermore, at least one side camera can be provided as the environment detection device 8, which is arranged in at least one side mirror of the motor vehicle 1. The respective side can also be monitored by means of the radar device 9 and/or a further radar device 9 and/or at least one ultrasonic sensor. Furthermore, the environment detection device 8 can be positioned in the area of a roof of the motor vehicle 1. The environment detection device 8 is designed to detect an environment of the motor vehicle 1. The environment is limited by a detection range of the respective environment detection device 8.

The motor vehicle 1 here has a communication interface 11 which is designed, for example, for wireless, in particular cable-free, communication.

The motor vehicle 1 here has an output device 12, by means of which, for example, a request to operate the operating unit 5 can be issued. The output device 12 is, for example, the touch-sensitive screen, a head-up display and/or a loudspeaker device in the motor vehicle, which comprises at least one loudspeaker. The detection device The device 4 and/or the output device 12 can be comprised, instead of the motor vehicle 1 or in addition, by a mobile terminal that is positioned in the motor vehicle 1. The mobile terminal is, for example, a smartphone and/or tablet that is assigned, for example, to the user of the motor vehicle 1.

An external computing device 14 can be provided, which also has a communication interface 11. The external computing device 14 is, for example, a server, a backend and/or a cloud server. A communication connection 13 can be set up between the communication interface 11 of the motor vehicle 1 and the communication interface 11 of the external computing device 14, via which at least one piece of information, which is present, for example, in the form of data, can be transmitted.

An object 15 can be arranged in the front area in front of the motor vehicle 1, i.e. in the x-direction outlined here. The object 15 here is purely an example of another motor vehicle 1. The object 15 can, for example, represent an obstacle for the motor vehicle 1, which the motor vehicle 1 is approaching at a current speed that is greater than a speed of the object 15. The motor vehicle 1 can then possibly collide with the object 15 in the future, unless, for example, the driver assistance system 3 takes action beforehand.

2 shows steps of a method for checking a measure of the driver assistance system 3 of the motor vehicle 1. In a method step S1, sensor information 20 is provided by means of the environment detection device 8, which describes the environment of the motor vehicle 1. The sensor information 20 can comprise at least one individual image that describes the environment. The sensor information 20 therefore comprises, for example, camera data, radar data and/or lidar data. The sensor information 20 can then be evaluated in order to determine trigger information 21. The trigger information 21 describes at least one reason why a trigger event 22 of the driver assistance system 3 was detected. The trigger information 21 is ultimately processed sensor information 20. The sensor information 20 comprises, for example, raw data and the trigger information 21 processed data, in particular the processed sensor information 20.

In method step S1, a trigger event 22 is determined. The trigger event 22 is an event for which the implementation of the measure of the driver assistance system 3 is provided. The trigger event 22 can occur when a distance between the motor vehicle 1 and the object 15 is smaller than a predetermined limit distance, upon reaching which the trigger event 22 is assumed. It can therefore be provided from a distance smaller than the limit distance that, for example, a warning message is issued by means of the output device 12 as a measure. It can also be provided that as a measure an at least partially automatic intervention in the longitudinal guidance and/or in the lateral guidance of the motor vehicle 1 takes place, for example in order to carry out an emergency stop or a steering intervention to avoid the object 15. The measure depends on the driver assistance system 3. To determine the trigger event 22, the sensor information 20 and/or the trigger information 21 can be evaluated.

In method step S2, the intended measure is carried out by means of the driver assistance system 3. The warning is therefore actually issued and/or, for example, the emergency braking and/or the steering intervention is carried out by the motor vehicle 1.

In a method step S3, reaction information 23 is determined which describes a reaction of the user of the motor vehicle 1 to the measure carried out. The determination is carried out by means of the detection device 4. The reaction information 23 describes at least whether the user assesses the implementation of the measure as a false activation and thus as an error of the driver assistance system 3. Alternatively or additionally, it can describe whether the user assesses the implementation of the measure as a correct activation of the driver assistance system 3, i.e. that he does not assess it as a false activation of the driver assistance system 3. The reaction information 23 can be determined by detecting an operation of the operating unit 5 as a component of the detection device 4. Through the detected operation, the user indicates whether he assesses the implementation of the measure as the false activation or not. Alternatively or additionally, he can indicate whether he would like to report the false activation, i.e. display and indicate it as such.

The user can receive a request to operate the operating unit 5 beforehand by being issued to him by means of the output device 12. The request can only be issued for a predetermined period of time after the measure has been carried out, for example for a period of 3 seconds to 10 seconds. The reaction information 23 can also be determined by evaluating at least one of the following information: A facial expression of the user, the facial expression is recorded by the interior camera 6; a body movement of the user, which can also be recorded, for example, by the interior camera 6 of the motor vehicle 1; a manual actuation of an actuating device of the motor vehicle 1 assigned to a braking system of the motor vehicle 1, such as a brake pedal; and/or at least a spoken word and/or sound of the user, which is recorded by the microphone 7. Numerous automatic ways are therefore conceivable to record, without or in addition to the manual operation of the operating unit 5, how the user reacts to the measure taken, i.e. whether he agrees with it or whether he sees it as a false trigger because he is upset about it, for example. Furthermore, it can be recognized from the facial expression, the body movement, the spoken word and/or sound and/or the manual actuation whether a possible collision with the object 15 was actually realistic, since this can be used to evaluate the user's reaction to the existing dangerous situation, i.e. the possible collision with the object 15. The actual occurrence of trigger event 22 can thus be verified.

In a method step S4, a check is made as to whether the measure was carried out due to a false report 24 from the driver assistance system 3. For this purpose, the determined reaction information 23 is evaluated. The sensor information 20 can also be taken into account in this check. Preferably, only the individual images are taken into account, for example three to five individual images of the surroundings that were recorded, for example, by the camera 10 and/or the radar device 9 when the trigger event 22 was detected. Alternatively or in addition to this, the trigger information 21 can be taken into account. If it cannot be determined during the check that the measure is due to the false report 24, the method can be terminated, which is outlined here with the reference number 26.

If the check is successful, i.e. if the measure was carried out due to the false report 24, false report information 25 describing at least this is provided in a method step S5. The false report information 25 therefore describes that the false report 24 of the driver assistance system 3 is present. The false report 24 can be referred to as a false positive event of the driver assistance system 3. If it is determined during the check that there is no false report 24, the check is discarded and no further method step can be carried out, for example.

It can also be provided that in a method step S6 the recorded reaction information 23 and possibly also the sensor information 20 and/or the trigger information 21 are transmitted to the external computing device 14. This then carries out the check in method step S4 and/or the subsequent method step S5 by evaluating the information received.

In a method step S7, it can be provided that, taking into account the false report information 25 provided, an error analysis of the driver assistance system 3 is carried out and/or the driver assistance system 3 is revised, i.e., for example, a software update is prepared for it. The false report information 25 preferably includes all the details as to why the false report 24 occurred or describes them. When creating the error analysis and/or revising the driver assistance system 3, the trigger information 21 and/or the sensor information 20 are preferably taken into account.

If several driver assistance systems 3 carry out their respective measures one after the other, that is to say if, for example, the rear-end collision warning system first warns of a possible rear-end collision using the output device 12 and then, for example because the user does not react or reacts inadequately, an emergency braking is carried out using the emergency braking system as the driver assistance system 3 and/or at least assisted in braking the motor vehicle 1, the trigger events 22 for these two driver assistance systems 3 can be traced back to the common object 15. The respective trigger event 22 of the respective measure of the driver assistance system 3 thus relates to a common object 15 in the surroundings of the motor vehicle 1. If this is the case, only a single and therefore only reaction information 23 is determined, which is assumed to be the reaction information 23 for the measures of both driver assistance systems 3. Instead of just two driver assistance systems 3, this can be transferred to several driver assistance systems 3.

• - Das Kraftfahrzeug 1 fragt den Benutzer über eine Mensch-Maschine-Schnittstelle (Human-Machine-Interface HMI), ob er einem Falschmeldungsberichtprogramm beitreten möchte. Entscheidet sich der Benutzer für die Teilnahme, wird der Mechanismus aktiviert.
• - Ein Automobilhersteller kann dem Benutzern, der sich an dem Programm/Mechanismus beteiligen und wertvolle Berichte (keine Schrottberichte) liefert, Vorteile bieten, zum Beispiel eine Ermäßigung einer monatlichen Prämie für abonnierte Funktionen, kostenlose und/oder ermäßigte Wartungsdienste an den Servicestellen oder ähnliches.
• - Der Benutzer kann jederzeit über das HMI aus dem Programm aussteigen und der Mechanismus wird deaktiviert.
• - Wenn der Mechanismus aktiviert ist, erscheint jedes Mal, wenn eine Warnung oder ein Eingriff in die Längs- und/oder Querführung ausgegeben wird, ein Fenster auf dem HMI, um den Benutzer daran zu erinnern, dass er, wenn er der Meinung ist, dass es sich um eine Falschmeldung 24 handelt, die Möglichkeit hat, diese zu melden.
• - Der Benutzer kann auf eine „Melden“-Schaltfläche klicken, einen Sprachbefehl oder eine Gestensteuerung verwenden, um das Ereignis zu melden.
• - Reagiert der Benutzer nicht, verschwindet das Fenster nach einer vom Kraftfahrzeughersteller festgelegten und/oder vom Benutzer gewählten Dauer.
• - Folgt auf eine Warnung ein Bremseingriff im selben Ereignis (das heißt am selben Ziel), muss nur eine Aufforderung erfolgen.
• - Parallel dazu zeichnet zum Beispiel die Steuereinrichtung 2 (Event Data Recorder) des Kraftfahrzeugs 1 oder eine ähnliche Funktion jedes Mal, wenn die Warnung oder der Eingriff ausgegeben wird, Informationen zu diesem Ereignis auf, zum Beispiel einige Bilder von Videoclips und/oder Punktwolken, die von den Sensoren (beispielsweise der Frontkamera oder dem Lidar-Gerät) aufgenommen wurden.
• - Entscheidet sich der Benutzer, das Ereignis zu melden, verarbeitet das Kraftfahrzeug 1 die aufgezeichneten Daten vor (zum Beispiel mittels einer Komprimierung) und sendet sie über ein drahtloses Netzwerk an eine Cloud, wo die Daten abgerufen und weiter analysiert werden. Die Cloud ist ein Beispiel für die externe Recheneinrichtung 14.
• - Reagiert der Benutzer nicht oder entscheidet er sich, das Ereignis nicht zu melden, werden die aufgezeichneten Daten gelöscht, sofern sie nicht von anderen Funktionen verwendet werden.

Overall, the examples show a mechanism for users of a motor vehicle 1 to report false alarms 24 from a driver assistance system 3. The idea works as follows:

• - The motor vehicle 1 asks the user via a human-machine interface (HMI) whether he would like to join a false alarm reporting program. If the user decides to participate, the mechanism is activated.
• - An automobile manufacturer may offer benefits to the user who participates in the program/mechanism and provides valuable reports (not junk reports), such as a reduction in a monthly premium for subscribed features, free and/or discounted maintenance services at the service points, or similar.
• - The user can exit the program at any time via the HMI and the mechanism will be deactivated.
• - When the mechanism is activated, each time a warning or intervention in longitudinal and/or lateral guidance is issued, a window appears on the HMI to remind the user that, if he considers it to be a false alarm 24, he has the possibility to report it.
• - The user can click a report button, use a voice command or gesture control to report the event.
• - If the user does not respond, the window disappears after a period of time specified by the vehicle manufacturer and/or selected by the user.
• - If a warning is followed by a braking intervention in the same event (i.e. at the same destination), only one request needs to be made.
• - In parallel, each time the warning or intervention is issued, for example the control device 2 (Event Data Recorder) of the motor vehicle 1 or a similar function records information relating to that event, for example some images from video clips and/or point clouds captured by the sensors (for example the front camera or the lidar device).
• - If the user decides to report the event, the motor vehicle 1 pre-processes the recorded data (for example by means of compression) and sends it via a wireless network to a cloud where the data is retrieved and further analyzed. The cloud is an example of the external computing device 14.
• - If the user does not respond or chooses not to report the event, the recorded data will be deleted unless used by other functions.

QUOTES INCLUDED IN THE DESCRIPTION

This list of documents listed by the applicant was generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions.

Cited patent literature

• CN 112829678 B [0003]
• US 20170349127 A1 [0004]

Claims (15)

Method for checking a measure carried out by a driver assistance system (3) of a motor vehicle (1), comprising: - determining (S1) a triggering event (22) in which implementation of the measure of the driver assistance system (3) is provided, and - implementing (S2) the intended measure by means of the driver assistance system (3); characterized by - determining (S3) reaction information (23) which describes a reaction of a user of the motor vehicle (1) to the implemented measure by means of a detection device (4); and - checking (S4) whether the measure was implemented due to a false report (24) of the driver assistance system (3) by evaluating the determined reaction information (23), wherein if the measure was implemented due to the false report (24), false report information (25) which at least describes this is provided (S5). Procedure according to Claim 1 , characterized in that the reaction information (23) at least describes whether the user evaluates the implementation of the measure as a false activation of the driver assistance system (3). Procedure according to Claim 2 , characterized in that the detection device (4) comprises an operating unit (5) and the reaction information (23) is determined by detecting an operation of the operating unit (5) in the motor vehicle (1), wherein the user indicates through the detected operation whether he assesses the implementation of the measure as the false activation and/or whether he reports the false activation. Procedure according to Claim 3 , characterized in that the user is given a request to operate the operating unit (5), wherein the request is issued in particular only for a predetermined period of time after the measure has been carried out. Method according to one of the preceding claims, characterized in that the reaction information (23) is determined by evaluating at least one of the following information: - a facial expression of the user; - a body movement of the user; - a manual actuation of an actuating device of the motor vehicle (1) associated with a braking system of the motor vehicle (1); and/or - at least one spoken word and/or sound of the user. Method according to one of the preceding claims, characterized in that the detected reaction information (23) is transmitted (S6) to an external computing device (14) which carries out the checking by evaluating the received reaction information (23). Method according to one of the preceding claims, characterized in that sensor information (20) which describes an environment of the motor vehicle (1) and by the evaluation of which the triggering event (22) was determined is taken into account during the checking. Procedure according to Claim 7 , characterized in that at least one individual image of the environment, which was detected by means of an environment detection device (8) of the motor vehicle (1), is taken into account as sensor information (20). Method according to one of the Claims 7 or 8th , characterized in that by evaluating the sensor information (20) a trigger information (21) is determined which describes at least one reason for which the trigger event (22) was detected, and the determined trigger information (21) is taken into account during the checking. Method according to one of the preceding claims, characterized in that, if several driver assistance systems (3) carry out the respective measure one after the other and the respective triggering event (22) relates to a common object (15) in an environment of the motor vehicle (1), only a single reaction information item (23) to the measures of the several driver assistance systems (3) is determined. Method according to one of the preceding claims, characterized in that the measure carried out comprises an at least partially automatic control of a longitudinal and/or transverse guidance of the motor vehicle (1). Method according to one of the preceding claims, characterized in that the driver assistance system (3) is designed as a rear-end collision warning system and/or an emergency braking system. Method according to one of the preceding claims, characterized in that, taking into account the false alarm information (25) provided, an error analysis of the driver assistance system (3) is carried out and/or the driver assistance system (3) is revised. Motor vehicle (1) which is designed to carry out a method according to one of the preceding claims. Computer program product comprising instructions which, when the program is executed by a computer, cause the computer to carry out a method according to one of the Claims 1 until 13 to carry out.

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