EP3718097A1 - Method for displaying the course of a safety zone in front of a vehicle or an object by means of a display unit, device for carrying out the method, and motor vehicle and computer program - Google Patents

Abstract

The invention relates to a method for displaying a safety zone in front of a vehicle (10) or object. The safety zone is shown on a display unit (20), in particular a head-up display (HUD) or augmented reality glasses. The method is characterized in that the safety zone is displayed in grid form, and the end of the grid (22) that is remote from the vehicle indicates the end of the safety zone at the measured speed, taking into consideration the determined driving situation.

Description

 description

Method for indicating the course of a safety zone in front of a vehicle or an object with a display unit, device for carrying out the method, and

 Motor vehicle and computer program

The proposal concerns the technical field of driver information systems, also known as infotainment systems. In particular, this involves a method for displaying a safety zone in front of a vehicle or an object on a display unit. Such systems are used primarily in vehicles. But there is also the possibility of using the invention in pedestrians, cyclists, etc. with data glasses. The proposal continues to cover a correspondingly designed one

Device for carrying out the method and a motor vehicle and a

Computer program.

At present, intensive work is being done on technologies that will later enable autonomous driving. A first approach is to not complete the driver of his

Tasks to relieve, but to ensure that the driver at any time the

Control of the vehicle can take over. The driver also takes

Monitoring functions true. Due to newer technologies in the field of

Driver information systems such as Head-Up Display (HUD), it is possible to better inform the driver about the happenings in the environment of his vehicle.

For the near future, it can therefore be assumed that system-wide information on objects (in particular vehicles) in the immediate vicinity of one's own vehicle becomes available through the use of newer technologies (vehicle-to-vehicle communication, use of databases, vehicle sensors, etc.) will be. In the area

Vehicle sensors are in particular called the following components that allow an environment observation: RADAR devices according to Radio Detection and Ranging, LIDAR devices, according to Light Detection and Ranging, mainly for distance detection / warning, and cameras with appropriate image processing for the field of object recognition. This data on the environment can thus be used as a basis for system-side driving recommendations, warnings, etc.

 For example, ads / warnings about this are conceivable in which direction

(possibly in your own trajectory) wants to turn another, surrounding vehicle. The vehicle-to-vehicle communication is now also possible by means of mobile communication with systems such as LTE according to Long Term Evolution. Here, a specification called LTE V2X was adopted by the 3GPP organization. Alternatively, systems based on WLAN technology for direct vehicle communication are available, in particular the system according to WLAN p.

The term "autonomous driving" is sometimes used differently in the literature.

To clarify this term, therefore, the following insert is presented here. Autonomous driving (sometimes also called automatic driving, automated driving or piloted driving) is the movement of vehicles, mobile robots and driverless transport systems to understand the largely autonomous behavior. There are different gradations of the term autonomous driving. It is spoken at certain stages even from autonomous driving, if there is still a driver in the vehicle, if necessary, only takes over the monitoring of the automatic driving. In Europe, the various ministries of transport (in Germany the Federal Highway Research Institute was involved) worked together and the following

Defined autonomy levels.

• Level 0: Driver only, the driver drives, steers, accelerates, brakes, etc.

 • Level 1: Certain assistance systems help with vehicle operation (including a cruise control system - Automatic Cruise Control ACC).

 • Level 2: partial automation. Et al automatic parking, lane keeping, general longitudinal guidance, acceleration, deceleration, etc. are of the

 Assistance systems taken over (including congestion assistant).

 • Level 3: high automation. The driver does not have to keep the system permanently

 monitor. The vehicle autonomously performs functions such as triggering the turn signal, lane change and lane keeping. The driver can turn to other things, but if necessary within a warning time of the system

 asked to take the lead. This form of autonomy is technically feasible on motorways. Legislators are working to allow Level 3 vehicles. The legal framework has already been created for this purpose.

• Level 4: full automation. The guidance of the vehicle is permanently taken over by the system. If the system no longer copes with the driving tasks, the driver can be asked to take the lead. • Level 5: No driver required. There is no human intervention beyond setting the goal and starting the system.

Automated driving functions as of level 3 relieve the driver of responsibility for controlling the vehicle.

Due to the current trend towards higher levels of autonomy, but where many vehicles are still controlled by the driver, it can be assumed that corresponding additional information can already be used in the medium term for manually-operated vehicles and not for long-term highly automated systems.

For the driver-vehicle interaction, this raises the question of how this information can be presented in such a way that real added value for the human driver is created and he can also locate the information provided quickly or intuitively. The following solutions in this area are already known from the prior art.

A future vision in the automotive industry is to be able to record the windscreen of one's own vehicle with virtual elements, in order to offer the driver some advantages. The so-called "augmented reality" technology (AR) is used. Less familiar is the corresponding German-language term of "augmented reality". The real environment is enriched with virtual elements. This has several advantages: The view down, on displays other than the windshield, is eliminated, since many relevant information is displayed on the windshield. So the driver does not have to avert his gaze from the road. In addition, due to the positionally exact sclerosing of the virtual elements in the real environment, a lesser cognitive effort on the part of the driver is likely because no interpretation of a graphic must be done on a separate display. With regard to automatic driving, an added value can also be generated.

Given that today's technological resources are limited, it can be assumed that in the medium term, fully windable windshields will not be found in vehicles. Currently, head-up displays are used in vehicles. These also have the advantage that the image of the HUD appears closer to the real environment. These displays are actually projection units that project an image onto the windshield. However, from the driver's point of view, this image is located a few meters to 15 meters in front of the vehicle, depending on the design of the module. The "BNd" is composed as follows: It is less a virtual display, but rather a kind of "keyhole" in the virtual world. The virtual environment is theoretically placed over the real world and contains the virtual objects that support and inform the driver while driving. The limited

Display area of the HUD has the consequence that a section of it can be seen.

So you look through the display area of the HUD on the section of the virtual world. Since this virtual environment complements the real environment, one speaks in this case of a "mixed reality".

From DE 10 2007 016 868 A1 a method for displaying a lane course in front of a vehicle is known, wherein a current speed of the vehicle is determined. In this case, points of a vehicle environment lying in front of the vehicle are determined so that an optical flow of these points is determined taking into account the current vehicle speed and that symbols for displaying the optical flow are displayed in the head-up display for a presentation of the course of the lane.

From WO 2005/053991 A1 is a method and system for supporting a

Path control method known. The method and system is used to support the path control, in particular a vehicle on a road or in a

Terrain environment or a ship or an aircraft. In doing so, the method consists of performing at least one of the following steps (a) and (b): (a) estimating an actual future path of the vehicle based on

Vehicle motion data and optical and / or audible and / or tactile indication of the estimated actual future path to the driver; (b) detecting the actual current path of the vehicle, estimating a current deviation of the detected actual current path from a desired current path and optical and / or or audible and / or tactile indication of the estimated present deviation to the driver.

From DE 10 2012 222 380 A1 a stereoscopic head-up display is known, in which a photometric parameters of the display unit, such as the brightness and background color from the environment of the vehicle, in particular only as a function of the position of the vehicle to a determined precipitation the position of the vehicle, a determined ambient temperature at the position of the vehicle, a time information and / or at least one value of an external data source is determined. From DE 10 2006 032 770 A1 a motor vehicle with head-up display is known in which a braking distance of the motor vehicle is displayed with the head-up display. In order to make the driver immediately aware of the length of the braking path, that fictitious point at which the motor vehicle would come to a standstill on the basis of the initiated braking process is visualized in the head-up display with a cross-beam projected in.

Preferably, the actual braking distance is not limited to an actual braking operation, i. when the brake pedal is pressed, displayed but constantly during the entire driving operation.

From DE 10 201 1 121 763 A1 a method for displaying a distance information on a display device of a vehicle is known. The method is characterized in that a real image of the lane ahead of the vehicle is recorded with the camera, and a safety distance to the vehicle in front is determined as a function of at least one vehicle-dynamic size of the vehicle. The real image is extended by a virtual image portion in the form of a crossbar, which indicates the safety distance in the correct position to the vehicle in front.

From GB 2 419 1 18 A there is known a head-up display system in which an illuminated horizontal line or band is projected onto a vehicle windshield to indicate to the driver a safety margin at his or her speed of a preceding vehicle should follow.

A major advantage of the so-called "augmented reality" (AR) displays is that they display the corresponding ads directly within or as part of the environment. Relatively obvious examples mostly relate to the field of navigation. While classic navigation displays (in conventional HUDs) typically display schematics (eg, a right-sided arrow indicating a right turn at the next opportunity, AR ads are much more effective.) Since the displays are considered "part of Environment "can be presented, very fast and intuitive interpretations for the user are possible., However, the previously known approaches also different

Problems for which there are no known solutions at the moment.

The known solutions are associated with various disadvantages. This was in the

Scope of the invention recognized. In the known solutions, the problem is that depending on the ambient conditions, in particular the driving situation, the representation of the Safety zone either poorly recognizable or just too conspicuous and distracts from the actual events on the road.

There is thus a need for further improvements in the display of one

Safety zone in front of the vehicle, which should be variably adapted to the ambient conditions so that it can not lead to distractions of the driver.

The invention sets itself the task of finding such an approach. Another object is that, conversely, it should be prevented that the direction of travel is displayed too weakly in certain environmental conditions, so that the driver can track the course poorly.

This object is achieved by a method for displaying a safety zone in front of a vehicle or an object with the aid of a display unit according to claim 1

Device for carrying out the method according to claim 12 and a motor vehicle according to claim 14 and a computer program according to claim 15 solved.

The dependent claims contain advantageous developments and improvements of the invention according to the following description of these measures.

The solution according to the invention is to dispense with masking surfaces and instead to make the representation of the security zone in a fragmented form. In this approach, a number of advantages are seen, in addition to the fulfillment of the

Requirements little occlusion of the environment and at the same time a sufficient

Fault tolerance consists in the fact that the human perceptive apparatus is easily able, the individual perceptible due to the evolution-biological conditions

To understand display elements as a coherent hint. Preferably, the representation of the safety zone is done in grid form, wherein the vehicle facing away from the end of the grid indicates the end of the safety zone at the measured speed and optionally taking into account the detected environmental conditions. Until the end of the safety zone, the driver could take into account the

Environmental conditions and the appropriate response time to bring the vehicle to a halt.

In one embodiment of the invention, the representation of the safety zone is calculated such that it illustrates the instantaneous braking distance or stopping distance of the vehicle. Change the speed of the vehicle and / or the environmental conditions, such as Precipitation situation, temperature, humidity, so also the braking distance changes and accordingly also the representation of the safety zone.

In a further embodiment of the invention is in a due to the

Environment detection as safely assessed driving situation represented a reduced form of the grid, in particular, only the corner points of the grid are displayed. This has the advantage that the representation of the safety zone takes a back seat and the driver, while consciously looking to recognize the dimensions of the safety zone, but otherwise is not disturbed by the insertion of the safety zone.

Conversely, in a driving situation that has been rated to be an increased one

Attention of the driver requires the grid completed and, in addition, depending on the situation, a virtual stop line is displayed at a location of the track in front of the displayed grid, where the driver's heightened attention is required. Whenever the security zone becomes visible in full raster form, this is an indication of increased attention to the driver. When the stop line is displayed, the driver can already adjust to a braking process and, for example, "take gas off".

Typical driving situations that are assessed to require increased driver attention correspond to driving on a non-urban road approaching a crossroads or intersection with a priority rule to follow, such as right-to-left, stop-road or right of way. Street. The complete

Grid insertion would also be considered in other driving situations. Other examples include: Sudden braking of the vehicle in front, occurrence of

 Road irregularities such as potholes, cobblestones, etc., and in other situations requiring action of the driver in terms of speed change or steering action, e.g., animals or people on the road or obstacles on the road.

As a further measure with which the driver's attention can be increased, the grid is additionally highlighted highlighted in a driving situation that predicts an intrusion of another road user in the safety zone in front of the vehicle.

In this case, the coloring can be carried out dynamically in a further embodiment, wherein the

Halftone dots are dyed radially out of the direction from which the other Road users in the safety zone in front of the vehicle presumably penetrates. This makes it intuitively visible to the driver from which direction the danger threatens.

In addition, when approaching the vehicle to the virtual stop line, the grid may be calculated to be displayed in a compressed form so that all

Grid points are positioned in front of the stop line when the position of the grid has been calculated so that the vehicle-remote end of the grid has reached the stop line. The grid does not push itself into the intersection or inflection. Due to the compression, the attention is directed to the stop line, which, in contrast to the "vehicle-fixed" grid at a certain point on the road (street-fixed) is located. Although the length of the grid can no longer visualize the braking distance due to the compression, the procedure provides the driver with the information that is essential in the situation, namely at which point of the road he must necessarily come to a stop. The crushing of the grid occurs whenever the stopping distance becomes greater than the distance to the obstacle. The obstacle may be the virtual stop line, but also e.g. the braking fore vehicle. The grid is then compressed so that it ends in front of the fore vehicle.

Increased attention can be achieved in the next escalation stage by additionally coloring the virtual stop line.

At the same time, or executed as a further escalation level, the danger situation can be pointed even more strongly by one or more action request symbols being displayed in addition to coloring the virtual stop line. So then the driver becomes very insistent on the need to initiate the braking process

pointed. As an action request symbol is preferably a

Brake request symbol used.

The action prompt icon is preferably displayed as hovering over the virtual stop line. This ensures that this symbol still remains visible due to its height above the road surface, even if the augmented stop line is so close to the vehicle that they are no longer displayed in the field of view of the head-up display (field of view) can.

For a device for carrying out the method, it is advantageous if it has a display unit with which additional virtual information can be superimposed into the field of vision of the driver or the operator of the object. This is the case with a head-up display as well as with data glasses. Furthermore, this device should be a Have arithmetic unit and detection means. With the detection means is the

Speed and the environment as well as optional other environmental conditions recorded. The arithmetic unit is designed, depending on the speed and / or of the detected environment / environmental conditions for the display of

Security zone to calculate a grid, with the vehicle-remote end of the grid indicates the end of the security zone. To detect other vehicles, road users, obstacles, etc., the environment is detected. Also important is the very accurate recording of your own position in the environment. This is beneficial to one

"Accurate" augmentation is possible. This also includes the detection of the future course of the road, as the display of the grid should be adapted to the course of the road and e.g. should not be in a bend next to the road. In this context should also be data about the control process of the vehicle, such as its own

Steering angle, setting the "turn signal" or a cross-shelf within the lane detected, and taken into account so that the grid, for example. when lane changes can be displayed correctly on the future trajectory of the vehicle.

 As an environmental condition, weather conditions such as rainfall, heavy rain, snow, hail or fog can be recorded. This can also be the

Viewing conditions are recorded. Prerequisite is the presence of a

corresponding sensors. Alternatively, a very accurate weather report

be used, e.g. is loaded via the Internet.

It is particularly advantageous if the display unit is designed as a head-up display. Instead of a head-up display, a data goggle or a monitor can be used in the device as a display unit, on which a camera image is displayed, in which the grid is displayed.

Advantageously, the device according to the invention can be used in a motor vehicle. In the vehicle, the invention is preferably realized so that the display unit is permanently installed in the vehicle, e.g. in the form of a head-up display.

Nevertheless, a possible form of realization would also be possible with the aid of data glasses, if the use of data glasses by the driver would be permitted in the future.

As mentioned, the invention can also be advantageously used if the display unit corresponds to data glasses. Then, the invention can be

Use procedures even for pedestrians, cyclists, bikers, etc. For a computer program that comes in the computing unit of the device for processing to perform the inventive method, the corresponding apply

Advantages as described for the method according to the invention.

Embodiments of the invention are illustrated in the drawings and are explained in more detail with reference to FIGS.

Show it:

 1 shows the principle of the superimposition of information in the field of vision of the driver of a vehicle while driving with the aid of a head-up display;

 Fig. 2 shows the typical cockpit of a vehicle;

 3 shows the block diagram of the infotainment system of the vehicle;

 Fig. 4 shows two representations of grid overlays for the display of

 Direction of travel, once on a straight line and once when driving through a curve;

 Figure 5 shows the principle of the insertion of a safety zone in the field of view of the driver of a vehicle in grid form according to the invention.

 Fig. 6 is an illustration of a reduced insertion of a security zone in the

 Field of vision of the driver of a vehicle in grid form according to a first

 Embodiment of the invention;

 Fig. 7 is an illustration of the complete insertion of a security zone in the

 Field of vision of the driver of a vehicle in grid form according to a second embodiment of the invention; and

 8 is an illustration of an insertion of a security zone in the field of view of

 Driver of a vehicle in raster form according to a third embodiment of the invention;

 9 is an illustration of an insertion of a security zone in the field of view of

 Driver of a vehicle in raster form according to a fourth embodiment of the invention;

 10 is an illustration of an insertion of a security zone in the field of view of

 Driver of a vehicle in raster form according to a fifth embodiment of the invention;

 Fig. 1 1 is a representation of an insertion of a security zone in the field of view of

 Driver of a vehicle in grid form according to a sixth

 Embodiment of the invention with insertion of a

 Brake prompt symbol;

12 shows the illustration of the insertion of a safety zone in the field of vision of the driver of a vehicle in grid form according to the fifth embodiment of the invention Invention, in which only the display of the brake request symbol is visible;

 13 shows the representation of the insertion of a safety zone in the field of vision of the driver of a vehicle according to the fifth exemplary embodiment of the invention in an escalation stage in which only the display of the

 Brake call icon is visible, and the other road users, which has penetrated into the safety zone, is also visible in the field of vision of the driver; and

 14 is a flowchart for a program for calculating the insertion of a

 Raster for displaying the security area according to an embodiment of the invention.

The present description illustrates the principles of the disclosure of the invention. It will thus be understood that those skilled in the art will be able to devise various arrangements which, while not explicitly described herein, are intended to embody principles of the invention and to be equally limited in scope.

Fig. 1 illustrates the basic operation of a head-up display. The head-up display 20 is in the vehicle 10 below / behind the instrument cluster in

Dashboard area attached. By projection onto the windshield, additional information is displayed in the driver's field of vision. This additional information appears as if it were projected onto a projection surface 21 at a distance of 7 - 15 m in front of the vehicle 10. Through this projection surface 21, however, the real world remains visible. The additional information displayed creates a kind of virtual environment. The virtual environment is theoretically placed over the real world and contains the virtual objects that support and inform the driver while driving. However, it is only projected onto a part of the windshield, so that the additional information can not be arbitrarily arranged in the field of vision of the driver.

Fig. 2 shows the cockpit of the vehicle 10. Shown is a passenger car. As vehicle 10, however, any other vehicles would also be considered. Examples of other vehicles are: buses, commercial vehicles, especially trucks trucks, agricultural machinery, construction machinery, rail vehicles, etc. The use of the invention would be generally in land vehicles, rail vehicles, watercraft and aircraft possible.

In the cockpit three display units of an infotainment system are shown. It is the head-up display 20 and a touch-sensitive screen 30, which is mounted in the center console. When driving, the center console is not in the driver's field of vision. Therefore, the additional information is not displayed on the display unit 30 while driving.

The touch-sensitive screen 30 serves in particular for the operation of functions of the vehicle 10. For example, about a radio, a

Navigation system, playback of stored music and / or air conditioning, other electronic devices or other comfort functions or applications of the vehicle 10 are controlled. In summary, there is often talk of an "infotainment system". An infotainment system refers to motor vehicles, especially passenger cars, the merger of car radio, navigation system,

Handsfree, driver assistance systems and other functions in a central control unit. The term infotainment is a boxword word composed of the words information and entertainment (entertainment). To operate the infotainment system mainly the touch-sensitive screen 30 ("touch screen") is used, this screen 30 can be well viewed and operated in particular by a driver of the vehicle 10, but also by a passenger of the vehicle 10. In addition, below the screen 30, mechanical operating elements, for example keys, rotary encoders or combinations thereof, such as, for example, a push-dial regulator, can be arranged in an input unit 50. Typically, steering wheel control of parts of the infotainment system is also possible. This unit is not shown separately, but is considered part of the input unit 50.

3 shows schematically a block diagram of the infotainment system 200 as well as by way of example some subsystems or applications of the infotainment system. The operation device includes the touch-sensitive display unit 30, a calculator 40, an input unit 50, and a memory 60. The display unit 30 includes both a display surface for displaying variable graphic information and a control surface (touch-sensitive layer) disposed above the display surface

Entering commands by a user.

The display unit 30 is connected to the computing device 40 via a data line 70

connected. The data line can be designed according to the LVDS standard, corresponding to Low Voltage Differential Signaling. Via the data line 70, the display unit 30 receives control data for driving the display surface of the touch screen 30 from the

Computing device 40. Via the data line 70 are also control data of

entered commands from the touch screen 30 to the computing device 40. Reference numeral 50 denotes the input unit. It is associated with the already mentioned control elements such as buttons, knobs, sliders, or rotary pushbuttons, with the help of which the operator can make inputs via the menu. Input is generally understood as selecting a selected menu item, as well as changing a parameter, turning a function on and off, and so on.

The memory device 60 is connected to the computing device 40 via a data line 80. In the memory 60, a pictogram directory and / or symbol directory is stored with the pictograms and / or symbols for the possible overlays of additional information. Here also the points / symbols can be stored, which serve as the basis for the calculation of the raster overlay.

The other parts of the infotainment system camera 150, radio 140, navigation device 130, telephone 120 and instrument cluster 110 are connected via the data bus 100 with the device for operating the infotainment system. The data bus 100 is the high-speed variant of the CAN bus according to ISO standard 11898-2. Alternatively, for example, The use of an Ethernet-based bus system such as BroadR-Reach in question. Bus systems in which the data is transmitted via optical fibers can also be used. Examples are the MOST Bus (Media Oriented System Transport) or the D2B Bus (Domestic Digital Bus). Here it is mentioned that the camera 150 can be designed as a conventional video camera. In this case, it will record 25 frames / s, which is equivalent to 50 fields / s in the interlace recording mode.

Alternatively, a special camera can be used that captures more images / sec to increase the accuracy of object detection on faster moving objects. Several cameras can be used for monitoring the environment. In addition, the already mentioned RADAR or LIDAR systems could be used in addition or alternatively to carry out or expand the field observation. For inbound and outbound wireless communication, the vehicle 10 is with a

Communication module 160 equipped. This module is often referred to as an on-board unit. It can be used for mobile communication, e.g. according to LTE standard,

according to Long Term Evolution, be designed. Likewise it can be designed for WLAN communication, according to wireless LAN, be it for the communication to devices of the occupants in the vehicle or for the vehicle-to-vehicle communication etc. The method according to the invention for displaying a safety zone in front of a vehicle or an object with the aid of a display unit will be explained below on the basis of several exemplary embodiments.

For the other figures, the same reference numerals denote the same fields and symbols as explained in the description of FIGS. 1 to 3.

As described above, the basis of the security zone display according to the invention is a virtual grid which is displayed at a distance above the actual real environment. The real environment corresponds to the real road course.

FIG. 4 shows the principle of how information is superimposed on the driver's field of vision by means of the head-up display 20. The reference number 21 again denotes the projection area of the head-up display 20. It is shown that a grid 22 is displayed along the roadway course.

In the following description of the invention it is assumed that the driver leads the vehicle 10 and the vehicle is thus not controlled fully automatically. An essential part of the driving task is that the driver controls the speed and direction of travel and thus the longitudinal guidance and lateral guidance of the vehicle on the basis of the pedals and the steering wheel. These actions, which take place at the so-called operational level, are essential for traffic safety and the prevention of collisions with other road users.

This control of the longitudinal and lateral guidance is accomplished by drivers continuously trying to maintain a safety zone around their vehicle while driving

Violation of this with braking or steering respond. This safety zone can be understood as an area or time within which the vehicle can move safely and without collision. The visualization of this safety zone using an augmented reality head-up display (AR-HUD) directly in the real environment therefore provides valuable support for the driver to master the driving task.

The invention relates to the logic and visualization of the safety zone in the AR-HUD using a point grid.

FIG. 5 shows the principle of the insertion of a safety area into the field of vision of the driver. The security area is displayed in the form of a dot matrix 22. The extent of the dot matrix 22 was calculated so that it corresponds approximately to the braking distance of the vehicle at the given driving speed under the given conditions, as indicated in Fig. 5 by the arrow. Striking is that

Dot matrix 22 does not extend to the front of the vehicle. One reason for this is that the display area of the HUD actually begins only a few meters in front of your own vehicle. One can not yet augment the road directly in front of the vehicle with the currently technically available HUD units. However, it makes sense anyway to choose the safety area more generously than the pure braking distance. The grid 22 is then displayed only for the braking distance 25. Until the initiation of the braking process can still pass time that is not covered by the grid 22. Of course, in an alternative embodiment of the invention, it is possible to represent the grid larger than the pure braking distance. Then the grid 22 would reflect the stopping distance.

In summary, the following applies to the calculation of the grid:

 Grid 22 visualizes the braking distance based on its dimensions. Increasing the speed therefore leads to an increasing number of dot lines of the grid due to the associated extension of the braking distance.

 The grid 22 is dependent on the vehicle behavior, is carried while driving and is therefore to be understood as vehicle-fixed and not road-firm (in contrast to navigation arrows in a navigation system, for example).

 The grid 22 follows the roadway and conforms e.g. in curves to the road.

 Depending on the traffic situation and danger potential, there are various

 Display states of the grid 22. In a higher escalation level, the driver is also warned acoustically.

FIG. 6 shows the first example of the fade-in of the security area in raster form, where the raster 22 can be seen in a reduced form. During the normal drive, only the 4 corner points of the raster 22 are displayed to indicate the activity of the system and at the same time to cover the street scene only slightly. In addition, some other information is displayed, which from left to right means current gear (D), "maximum speed" 60, "current vehicle speed" 33 km / h, set "target speed" of cruise control (GRA) 35 km / h, "remaining Range "220 km. The information applies to an electric vehicle.

Device the vehicle in a traffic situation, which is increased by the driver

Attention requires, for example, a traffic intersection, the grid 22 is completely with white grid points in transparent form. The extent of the grid 22 continues to indicate the length of the braking path in the longitudinal direction. This corresponds to the escalation level 1 and the driver is thus prepared for poorly predictable situations.

If the traffic situation requires in any case an action of the driver, this is clarified by means of a further augmentation in the environment. An example of how this can be done is shown in FIG. There, the driving situation is shown, where the vehicle approaches to a right-to-left intersection. There, in any case, the stop in front of the crossing lane is appropriate. To prepare the driver for it, one becomes

augmented, white stop line 23 at the intersection point appears. These

Augmentation can be road-resistant in contrast to the vehicle-fixed grid 22.

 By this measure, the driver receives a behavioral recommendation that does not exist in the real environment.

Upon detection of an impending collision, e.g. Due to the threat of another road user entering their own security zone, the grid 22 is colored reddish. This is shown in FIG. 9. The grid is calculated in such a way that the coloration starts radially from the direction from which the other road user should appear. The coloring of the grid is predictive, i. already when the other vehicle is still relatively far away from the intersection. Often, the situation will be such that the board's own environmental monitoring tools such as Camera 150 or Radar can not easily detect the other vehicle. However, the vehicles will in the future be networked via Car2Car communication so that they constantly exchange relevant information. At the same time their position data are exchanged. From the successive

Position data, the vehicle 10 can estimate the movement of approaching vehicles and determine those vehicles with collision / hazard potential. By coloring the grid 22 from the side of the imminent danger, the driver is warned and directed his attention in this direction. The coloring corresponds to a second escalation stage.

Another action on the side of the second escalation stage is made when the front raster page reaches the fade in stop line 23. This is shown in FIG. 10. Then, the grid 22 is compressed to end before the stop line 23. The compression can be done so that the distance of the grid transverse lines is reduced starting from the stop line 23 to the vehicle-facing side, as shown in Fig. 10. The grid 22 is therefore not pushed into the intersection. By the compression of the grid lines is emphasizes the stop line 23, which in contrast to the vehicle-fixed grid 22 is located at a certain point on the road (road-fixed). In addition, the stop line is also colored red.

A disadvantage is that the length of the grid 22 can no longer correctly visualize the braking distance due to the compression. However, this information is increasingly taking a back seat in this situation. This measure provides the driver with the essential information in the situation, namely at which point of the road he must necessarily come to a halt. The compression and the red color no longer indicate the actual braking distance, but the only way available.

Also on the second escalation level, s. 11, an action symbol 24 can be displayed as an additional measure simultaneously with the appearance of the augmented, red stop line 23, which is shown hovering above the stop line 23 in the street space. The advantage of this additional measure is that due to its elevated position above the road surface, this symbol remains visible even when the augmented stop line 23 is so close to the vehicle 10 that it is no longer in the field of view of the head-up display 20 (FIG. Field of View) can be displayed. The action icon 24 corresponds to a 2D brake symbol in the illustrated case.

In Fig. 12, the action icon 24 can still be seen, although the stop line 23 has already disappeared from the field of view of the head-up display 20.

In FIG. 13, the foreign vehicle is still shown as it enters the intersection area and thereby penetrates into the safety area of the vehicle 10. The action icon 24 remains faded in.

In FIG. 14, the course of a program is now shown, which is processed in the arithmetic unit 40 for carrying out the method according to the invention.

The program start is designated by the reference numeral 405. In program step 410, the surroundings information U1 for the vehicle 10 is recorded. This happens mainly with the help of the already mentioned data transmitted by Car2Car communication from surrounding vehicles. In addition, the image data recorded by camera 150 are also evaluated in order, for example, to detect obstacles on the roadside. Likewise, in program step 415, the weather conditions are detected. Here, for example, it depends very much on whether precipitation falls, and also what type of precipitation it is. This can with a rain sensor or via the measurement of the speed of the wiper motor or also by an image evaluation method and camera 150. The weather data include other measured values such as outside temperature and humidity. These data can be captured by on-board sensors. In an alternative

This type of data may also be loaded via the on-board unit 160, e.g. from a website that provides the local weather data WD very accurately. In the following step 420, the current driving speed and the data on the current control process SG are detected. This information is available in the instrument cluster 110 and is transmitted via the vehicle bus 100 in the arithmetic unit 40. In program step 425, the evaluation of the navigation route NR, which is carried out by the

Navigation system 130 is derived. Via the navigation route and the map data, the system is then aware of which road intersections or road turns follow on the planned route. Thereafter, in step 430, the calculation of the raster 22 takes place as a function of the acquired parameters U1, WD, SG and the

Navigation route NR for the insertion on the head-up display 20. Here is thus calculated, where in the field of view of the driver, the grid 22 is to be displayed and what dimensions the grid 22 should have and, for example. also, if a compression is necessary. Finally, the data for the display of the grid 22 in step 435 are transmitted to the head-up display 20. This then inserts the calculated grid 22 into the field of view of the driver. The program ends in program step 440.

All examples mentioned herein as well as conditional formulations are to be understood without limitation to such specifically mentioned examples. This is how it is done, for example

Those skilled in the art will recognize that the block diagram presented here represents a conceptual view of exemplary circuitry. Similarly, it will be appreciated that an illustrated flowchart, state transition diagram, pseudocode, and the like represent various variants for representing processes that are described in the

Essentially stored in computer-readable media and thus can be executed by a computer or processor. The object mentioned in the claims can expressly also be a person.

It should be understood that the proposed method and apparatus may be embodied in various forms of hardware, software, firmware,

Special processors or a combination thereof can be implemented.

Special purpose processors may include Application Specific Integrated Circuits (ASICs), Reduced Instruction Set Computer (RISC), and / or Field Programmable Gate Arrays (FPGAs). Preferably, the proposed method and apparatus implemented as a combination of hardware and software. The software is preferably installed as an application program on a program storage device. Typically it is a machine based on a

Computer platform that has hardware, such as one or more

Central processing units (CPU), random access memory (RAM) and one or more

Input / output (I / O) interface (s). The computer platform also typically installs an operating system. The various processes and functions described herein may be part of the application program or part that is executed via the operating system.

The disclosure is not limited to the embodiments described herein. There is room for various adjustments and modifications that would be considered by those skilled in the art, as well as to the disclosure.

The invention will be explained in more detail in the embodiments using the example of the use in vehicles. Here is also referred to the use of aircraft and helicopters, for example, in landing maneuvers or search missions, etc.

It should be noted, however, that the use is not limited to this. The invention can always be used when the field of view of a driver, an operator or even just a person with data glasses can be enriched with AR impressions.

Even with remote-controlled devices such as robots, in which the remote control via a monitor on which a camera image is played, AR displays can facilitate the operation. So there is also an application here.

LIST OF REFERENCE NUMBERS

10 vehicle

 20 Head-Up Display HUD

 21 virtual projection screen

 22 grid

 23 virtual stop line

 24 action icon

 25 braking distance

 30 touch-sensitive display unit

 40 arithmetic unit

 50 input unit

 60 storage unit

 70 data line to the display unit

 80 data line to the memory unit

 90 data line to the input unit

 100 data bus

 1 10 instrument cluster

 120 phone

 130 navigation device

 140 radio

 150 camera

 160 communication module

 200 infotainment system

 405 - different

440 program steps

 Ul data for environment information

 WD weather data

 SG control data, vehicle speed

NR navigation route

Claims

claims 1. A method for displaying a security zone in front of a vehicle (10) or an object with the aid of a display unit (20), in particular a head-up display (HUD) or data glasses, wherein the security zone is displayed in the field of vision of the driver or the object, characterized in that the safety zone is displayed in grid form, the vehicle-remote end of the grid (22) indicating the end of the safety zone at the measured speed and optionally taking into account the detected environment. 2. The method of claim 1, wherein the safety zone illustrates the braking distance (25) or the stopping distance of the vehicle (10). 3. The method according to claim 1 or 2, wherein in one due to  Environment detection as safely evaluated driving situation a reduced form of the grid (22) is shown in which in particular only the vertices of the grid (22) are displayed. 4. A method according to any of claims 1 to 3, wherein in a driving situation that has been assessed to require increased attention of the driver, the grid (22) is displayed completed and / or a virtual stop line (23) at one Location of the route is displayed in front of the displayed grid (22), where the increased attention of the driver is required. 5. The method of claim 4, wherein the driving situation, which has been assessed so that it requires an increased attention of the driver, the driving on a non-rightful road corresponds, with approaching a cross street or intersection with priority rule to be observed as right Left, stop or priority road or the sudden braking of the front vehicle, the occurrence of road irregularities such as potholes, cobblestones or the occurrence of an obstacle on the road. 6. The method of claim 4 or 5, wherein in a driving situation that predicts an intrusion of another road user in the safety zone in front of the vehicle (10), the grid (22) is also highlighted in color. 7. The method of claim 6, wherein the coloring is done dynamically, wherein the screen dots are dyed radially from the direction of the other  Road user in the safety zone in front of the vehicle (10) is supposed to penetrate. 8. The method according to any one of claims 4 to 7, wherein when approaching the vehicle (10) to the virtual stop line (23), the grid (22) is calculated so that it is displayed in a compressed form, so that all grid points before the stop line (23) are positioned when the position of the grid (22) has been calculated so that the vehicle-remote end of the grid (22) has reached the stop line. 9. The method of claim 8, wherein additionally the virtual stop line (23) is colored. 10. The method of claim 8 or 9, wherein in addition to coloring the virtual stop line (23) one or more action request symbols (24), in particular brake request symbols, are displayed. 1 1. The method of claim 10, wherein the action request symbol (24) so  is displayed as hovering over the virtual stop line (23). 12. Apparatus for carrying out the method according to one of the preceding  Claims, comprising a display unit (20), with the virtual  Additional information in the field of vision of the driver or the operator of the  Object can be displayed, and a computing unit (40), characterized in that the vehicle (10) detection means (1 10, 150) which detect the speed and the environment of the vehicle (10), wherein the computing unit (40) designed is to calculate a grid (22) in dependence on the speed and the detected environment for the display of the safety zone, wherein the vehicle-remote end of the grid (22) indicates the end of the safety zone. 13. The apparatus of claim 12, wherein the display unit (20) is a head-up display (HUD) or a data glasses. 14. Motor vehicle, characterized in that the motor vehicle (10) comprises a device according to one of claims 12 or 13. 15. Computer program, characterized in that the computer program  is designed to perform the steps of the method for displaying a security zone in front of a vehicle (10) or an object according to one of claims 1 to 10 when processing in a computing unit (40).