(19) United States
`(12) Patent Application Publication (10) Pub. No.: US 2014/0240114 A1
`WAELLER et al.
`(43) Pub. Date:
`Aug. 28, 2014
`
`US 20140240114A1
`
`(54) METHOD FOR OUTPUTTING ALERT
`MESSAGES OF A DRIVER ASSISTANCE
`SYSTEM AND ASSOCIATED DRIVER
`ASSISTANCE SYSTEM
`
`(71) Applicant: Volkswagen Aktiengesellschaft,
`Wolfsburg (DE)
`
`(72) Inventors: Christoph WAELLER, Braunschweig
`(DE); Johannes RHEDE, Berlin (DE);
`Ina PETERMANN, Wolfsburg (DE);
`Carsten SEMMLER, Cremlingen (DE);
`Andro KLEEN, Duisburg (DE);
`Markus NEUMANN, Vordorf (DE)
`
`(73) Assignee: Volkswagen Aktiengesellschaft,
`Wolfsburg (DE)
`
`(21) Appl.N0.: 14/267,384
`
`(22) Filed:
`
`May 1,2014
`
`Related US. Application Data
`(63) Continuation of application No. PCT/EP2012/
`004559, ?led on Nov. 1, 2012.
`
`(30)
`
`Foreign Application Priority Data
`
`Nov. 1, 2011
`
`(DE) .................... .. 10 2011 117 297.5
`
`Publication Classi?cation
`
`(51) Int- Cl
`B60Q 9/00
`B60W30/095
`G08G 1/16
`(52) US. Cl.
`CPC .............. .. B60Q 9/008 (2013.01); G08G 1/166
`(201301); B60W30/0956 (201301)
`USPC ........................................................ .. 340/435
`
`(2006-01)
`(2006.01)
`(2006.01)
`
`(57)
`
`ABSTRACT
`
`A method for outputting alert messages of a driver assistance
`system in a vehicle in Which data for moving the vehicle and
`data regarding accident risks in the surroundings of the
`vehicle are detected, the detected data is evaluated and attrib
`uted to a speci?c accident risk category and an alert message
`is output subject to the attributed accident risk category. The
`method according to the invention is characterized in that
`from the captured movement of the vehicle a planned move
`ment of the vehicle is derived and it is tested Whether Without
`modi?cation of the planned movement of the vehicle a colli
`sion of the vehicle With another object Will occur, and the
`manner of outputting the alert message is carried out in
`dependence on the result of said collision testing. The inven
`tion further relates to an associated driver assistance system
`and to a vehicle having such a driver assistance system.
`
`Velocity, Patent Owner - Exhibit 2007
`Volkswagen Group of America, Inc. v. Velocity Patent, LLC
`Case No. IPR2015-00276
`
`

`
`Patent Application Publication
`
`Aug. 28, 2014 Sheet 1 0f 7
`
`US 2014/0240114 A1
`
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`Patent Application Publication
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`Aug. 28, 2014 Sheet 2 0f 7
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`
`US 2014/0240114 A1
`
`Aug. 28, 2014
`
`METHOD FOR OUTPUTTING ALERT
`MESSAGES OF A DRIVER ASSISTANCE
`SYSTEM AND ASSOCIATED DRIVER
`ASSISTANCE SYSTEM
`
`[0001] This nonprovisional application is a continuation of
`International Application No. PCT/EP2012/004559, which
`was ?led on Nov. 1, 2012, and which claims priority to Ger
`man Patent Application No. 10 2011 117 297.5, which was
`?led in Germany on Nov. 1, 201 1, and which are both herein
`incorporated by reference.
`
`BACKGROUND OF THE INVENTION
`
`[0002] 1. Field of the Invention
`[0003] The present invention relates to a method for out
`putting alert messages of a driver assistance system in a
`vehicle. In the method, data on the movement of the vehicle
`and data on accident risks in the vehicle’s surroundings are
`acquired, the acquired data are evaluated and assigned a spe
`ci?c accident risk category, and an alert message is output
`depending on the assigned accident risk category. The inven
`tion further relates to an associated driver assistance system
`and to a vehicle with such a driver assistance system.
`[0004] 2. Description of the Background Art
`[0005] Driver assistance systems or modules for such sys
`tem, which support the driver of the vehicle during the task of
`driving, are being employed increasingly in vehicles. The
`driver assistance systems for this purpose comprise sensors in
`order to detect events in the vehicle’s environment, its inte
`rior, or events generated by in-vehicle devices. The data pro
`duced by the sensors are evaluated and converted into signals,
`which support the driver during driving of the vehicle. The
`generated signals can result in the outputting of information
`or warnings. Further, the signals can also intervene directly in
`the driving process, for example, by activating the vehicle’s
`brakes in a de?ned manner.
`[0006] Meanwhile, there are many driver assistance pro
`grams for accident risk detection, which are used in vehicles.
`These include, for example, a lane adherence assist or lane
`adherence support, adaptive cruise control (ACC), a collision
`radar, a device for automatic emergency braking, an anti-lock
`braking system, traction control, an electronic stability pro
`gram, and a parking assist system.
`[0007] If many driver assistance programs are used in a
`vehicle, the need arises for the most intuitively comprehen
`sible presentation of the system outputs. With the growing
`number of driver assistance modules, the handling and read
`ing or acquisition of program outputs are becoming increas
`ingly more dif?cult.
`[0008] DE 10 2007 029 033 A1 describes a method for
`outputting warnings for a motor vehicle with a plurality of
`driver assistance systems. To enable a simple information
`assimilation for the driver, the warnings are divided into at
`least two different time criticality categories and displayed as
`a function of these. The outputting of the warnings occurs via
`the display of protection circles, which show different pro
`tection zones formed aron a graphic representation of the
`vehicle. The individual protection circles correspond to the
`time criticality categories. Time-critical warnings are visual
`ized by a protection circle lying farther to the inside and
`preferably depending on the time criticality signaled not only
`visually, but in addition haptically and/or acoustically.
`[0009] DE 102 44 205 A1, which corresponds to US. Pat.
`No. 7,515,056 and to US. Pat. No. 7,145,441, describes a
`
`method and apparatus for preventing collision of vehicles, in
`which motion parameters of the vehicle are detected by
`means of sensors. A failure-to-yield criterion and a collision
`risk criterion are derived from these, from which a risk level
`is ascertained. At a low risk, the driver can be made aware of
`the risk situation by optical and/ or acoustic signals. In further
`escalation stages, in addition haptic signals can be output and
`the brakes and/ or the steering can be prepared or in fact
`in?uenced for their imminent use.
`[0010] US. Pat. No. 7,579,942 B2 describes an apparatus
`for supporting the safe operation of a vehicle. In this case, a
`collision prediction can be generated by means of a plurality
`of sensor signals and a model.An alarm is output if a collision
`risk above a speci?c risk threshold is determined.
`
`SUMMARY OF THE INVENTION
`
`[0011] It is the object of the present invention to provide a
`method for outputting alert messages of a driver assistance
`system and an associated driver assistance system, which
`enable simple information assimilation by the driver of the
`vehicle.
`[0012] In an embodiment, the method of the invention is
`characterized in that a planned movement of the vehicle is
`derived from the detected movement of the vehicle, and it is
`checked whether a collision of the vehicle with another object
`will occur without a change in the planned movement of the
`vehicle. The manner of outputting the alert message is then
`carried out depending on the result of said collision check.
`The differentiated outputting of the alert message has the
`advantage that the driver can be informed in a simple manner
`whether the alert to be output refers only to a general risk,
`which may not occur at all, or whether the alert refers to an
`acutely imminent collision that will occur without interven
`tion by the driver. The driver can be addressed even more
`selectively with the method of the invention, if his interven
`tion, particularly a speci?c intervention such as, e.g., a full
`stop or evasive action, is de?nitely necessary.
`[0013] The data on the vehicle’s movement can comprise
`the vehicle’s speed and direction. The movement can be
`assumed to be, for example, linearly constant depending on
`the situation. Further, longitudinal and lateral accelerations of
`the vehicle can also be considered. For example, immediately
`preceding changes in the speed magnitude and/or steering
`angle, e.g., a constant steering radius, are taken into account.
`[0014] The data on accident risks can comprise position
`data and/ or movement data of objects in the surroundings of
`the particular vehicle, which are compared with the data on
`the movement of the particular vehicle. From this conclusions
`can be drawn whether the vehicle is threatened with a colli
`sion with another object.
`[0015] According to an embodiment of the invention, two
`different types of accident risks can be differentiated, namely,
`imminent collisions and risk zones. Whereas in the case of
`imminent collisions, a collision is assumed on the part of the
`system if the planned movement of the vehicle is not changed;
`in the case of detected risk zones it is not assumed with
`certainty that a collision will occur.
`[0016] For this purpose, not only is the detected accident
`risk itself analyzed on the system side but in addition the
`planned vehicle operation is also considered. This comprises
`in particular the detection of a normal situation, which takes
`into account the driver’s reactions during the routine execu
`tion of the upcoming driving task. Thus, it can be derived
`from the determined course of the street and/or an entered
`
`

`
`US 2014/0240114 A1
`
`Aug. 28, 2014
`
`navigation route whether, for example, a vehicle is entering a
`curve. It should be evaluated in particular in the collision
`check whether the driver is performing this driving task
`according to the normal situation. In this case in particular a
`linear movement of the vehicle is not to be assumed. The
`process can be carried out on the system side in a similar way,
`for example, during parking or during already started braking
`before a traf?c light in that the planned driver reaction is
`considered according to a normal situation for the planned
`vehicle movement.
`[0017] Further, the data on accident risks also comprise
`conditions that usually promote an accident and thus repre
`sent a general risk. For example, a fog bank is regarded as a
`latent risk for a collision, whereby, because of the reduced
`visibility, a collision cannot be predicted with certainty. Other
`risks are, e. g., wet or slippery conditions due to which the risk
`of the vehicle skidding or overturning can exist even without
`a collision obstacle.
`[0018] In an embodiment of the method of the invention, it
`is provided that the manner of outputting the alert message is
`differentiated visually depending on the result of the collision
`check. A visual differentiation has the advantage that the alert
`message can be con?gured even in an early warning stage as
`a visual information output and the driver learns the differen
`tiation feature(s) in a relatively noncritical situation. On the
`one hand, in this warning stage he usually has a rather high
`comprehension in order to perceive and memorize the differ
`entiation depending on the collision check. On the other, it is
`also prevented that even in an early warning stage the driver is
`encumbered with rather obtrusive output modalities, e.g.,
`acoustic signals.
`[0019] In an embodiment of the method of the invention, it
`is provided that the alert message comprises a display of
`rings, particularly circular rings, and/or ring segments, par
`ticularly circular ring segments, which symbolize the vehicle
`surroundings. The manner of outputting the ring image is
`carried out here depending on the result of the collision check,
`whereby the number of rings and/or ring segments is inde
`pendent of the result of the collision check. A ring image has
`established itself as an especially intuitively graspable “pro
`tective shield” metaphor, as has already been described in the
`above-cited DE 10 2007 029 033 Al. The retention of the
`circular ring structure independent of the result of the colli
`sion check supports the standardization of a plurality of wam
`ing systems and a high recognition level for other warning
`parameters, particularly different escalation stages. It is
`advantageous further, if in addition the entire screen splitting,
`contours, and scale of the circular ring image do not depend
`on the result of the collision check in order to increase the
`recognition level.
`[0020] In an embodiment of the method of the invention, it
`is provided that the visual display of the alert message differs
`in color, brightness, degree of transparency, and/or its time
`pattern. Time patterns comprise, e.g., ?ashing, dimming, or a
`change in color. These features can be rapidly grasped, with
`out the driver having to concentrate his attention explicitly on
`the visual part of the alert message. Especially intuitive is a
`color selection of a yellow shade if the collision check is
`negative, and a red shade if the collision check is positive.
`[0021] In an embodiment of the method of the invention, it
`is provided that the length of time to reach a position of
`accident risk and/or to a point in time at which a change in
`vehicle movement is necessary to avoid a collision is deter
`mined and the accident risk is assigned a time criticality level
`
`depending on the determined length of time. The manner of
`outputting the alert message is then carried out depending on
`the assigned time criticality level. In particular, a ring image
`or circular ring image is selected for the visual part of the alert
`message and each time criticality level is assigned a corre
`sponding ring or circular ring. The alert message is advanta
`geously differentiated furthermore depending on the assigned
`time criticality level by haptic and/or acoustic features. The
`alert messages can be ?exibly con?gured in this way for the
`individual time criticality levels.
`[0022] In the assignment of the time criticality levels, in one
`embodiment of the method of the invention, in addition a
`normal reaction time is considered which is dependent on the
`particular driving situation and driving task. Said normal
`reaction time can be selected as relatively long, for example,
`for confusing or complex driving situations, e.g., in city traf
`?c. It can be set as relatively short for simple driving situa
`tions or in driving tasks in which the driver expects speci?c
`collision objects, such as, for example, during parking. The
`con?guration of the time criticality levels can be adjusted so
`that independent of the particular driving task averaged over
`many standard tra?ic situations a similar probability distri
`bution shows that a speci?c time criticality level has been
`reached. In this way, the driver can assign the alert messages
`better to the actually existing risk.
`[0023] In an embodiment of the method of the invention, it
`is provided that no acoustic and/or haptic differentiation of
`the outputting of the alert message occurs for a ?rst time
`criticality level independent of the result of the collision
`check and that there is an acoustic and/or haptic differentia
`tion of the output of the alert message for a second time
`criticality level depending on the result of the collision check.
`In particular, for the lowest time criticality level no haptic
`and/or acoustic signals are output, so that the alertness of the
`driver is not reduced in this regard over time. At higher time
`criticality levels, the alert messages for situations in which a
`collision is imminent without intervention by the driver, are
`differentiated from general risk situations without a de?nite
`collision by the provision of additional haptic and/ or acoustic
`signals. In this regard, according to one embodiment, acoustic
`and/or haptic signals, which are output in general risk situa
`tions, will be more intense in the case of an imminent colli
`sion.
`[0024] If the length of time until the position of the accident
`risk is reached falls below a critical threshold, optionally
`automatic vehicle control occurs, if it was determined by
`means of the collision check that without a change in the
`planned movement of the vehicle a collision of the vehicle
`with another object will occur and that the time interval for a
`driver’s reaction is too short. The beginning of the automatic
`vehicle control is reported to the driver, so that he understands
`the prevention of the corresponding driving task. After the
`automatic vehicle control ends, the driver is again given back
`the driving task, i.e., complete control over the vehicle, about
`which he is also informed. The informing during the preven
`tion and/ or return of the driving task occurs advantageously
`visually, optionally with acoustic support, e. g., in the form of
`a plain text message.
`[0025] In an embodiment of the method of the invention, a
`driving situation category is determined from the direction,
`speed, the steering, and/ or transmission setting of the vehicle.
`The perspective of the vehicle surroundings symbolized by
`the ring image is changed in the visual outputting of the alert
`message with a change between two driving situation catego
`
`

`
`US 2014/0240114 A1
`
`Aug. 28, 2014
`
`ries. The image is adjusted to the particular situation, without
`reducing the recognition level. Driving situation categories
`differ particularly between forward and reverse driving.
`[0026] In an embodiment of the method of the invention, a
`parking or maneuvering process is detected and the ring
`image is changed to a plan view with a change in the parking
`or maneuvering process. This adjustment for a parking or
`maneuvering process is expedient to sensitize the driver to
`risks in all possible angle ranges in the vehicle surroundings.
`[0027] Particularly for parking and maneuvering processes
`with great steering wheel angles, concealment of the display
`area used thus far can occur. Further, a driving situation can
`require the driver to change his view direction. He needs to
`look backwards or to the side, for example. Therefore, it is
`provided in another embodiment that with a change between
`two driving situation categories the ring image of the vehicle
`surroundings is shown alternatively or in addition at a
`changed display position, e.g., on a further display disposed
`in the vehicle.
`[0028] The driver assistance system of the invention com
`prises a plurality of sensors for acquiring data on the move
`ment of the vehicle and data on accident risks in the vehicle’ s
`surroundings. The driver assistance system of the invention
`comprises further an evaluation unit with the aid of which the
`acquired data can be evaluated and assigned to a speci?c
`accident risk category, and an output device for outputting
`alert messages, particularly one or more displays, a loud
`speaker, and haptic output output device. It comprises further
`a control unit which is connected to the evaluation unit and to
`the output device and which controls the output device in such
`a way that the alert messages can be output depending on the
`assigned accident risk category. The driver assistance system
`of the invention is characterized in that a planned movement
`of the vehicle can be derived by means of the evaluation unit
`from the detected movement of the vehicle and it is checked
`whether a collision of the vehicle with another object will
`occur without a change in the planned movement of the
`vehicle, and the output device can be controlled by the control
`unit in such a way that the manner of outputting the alert
`message is carried out depending on the result of said colli
`sion check. The driver assistance system of the invention is
`particularly suitable for carrying out the method of the inven
`tion. Therefore, it also has the advantages of the method of the
`invention.
`[0029] According to the invention, a vehicle is equipped
`with such a driver assistance system.
`[0030] Further scope of applicability of the present inven
`tion will become apparent from the detailed description given
`hereinafter. However, it should be understood that the
`detailed description and speci?c examples, while indicating
`preferred embodiments of the invention, are given by way of
`illustration only, since various changes and modi?cations
`within the spirit and scope of the invention will become
`apparent to those skilled in the art from this detailed descrip
`tion.
`
`BRIEF DESCRIPTION OF THE DRAWINGS
`
`[0031] The present invention will become more fully
`understood from the detailed description given hereinbelow
`and the accompanying drawings which are given by way of
`illustration only, and thus, are not limitive of the present
`invention, and wherein:
`
`[0032] FIG. 1 shows a view of the cockpit of a vehicle with
`a driver assistance system according to an exemplary embodi
`ment of the invention;
`[0033] FIG. 2 shows schematically the basic structure of
`the driver assistance system shown in FIG. 1;
`[0034] FIG. 3 shows a ?owchart of the method for operat
`ing a driver assistance system according to an exemplary
`embodiment of the method of the invention for outputting
`alert messages of a driver assistance system; and
`[0035] FIGS. 4-9 show visual displays of alert messages
`depending on the result of a collision check, the assigned time
`criticality level, and the driving situation category according
`to an exemplary embodiment of the method of the invention
`for outputting alert messages of a driver assistance system.
`
`DETAILED DESCRIPTION
`
`[0036] A view of the cockpit of a vehicle 1 with a driver
`assistance system according to an exemplary embodiment of
`the invention is shown in FIG. 1. The driver assistance system
`uses combination display 2 of vehicle 1 to display alert mes
`sages visually, e. g., in form of circular ring images 20, as will
`be explained in still greater detail in conjunction with the
`method of the invention. The alert messages in this case can
`be shown on a freely programmable display area between
`round instruments 3. Further, a multifunction display 4 is
`arranged in the upper area of the center console on which the
`alert messages can also be displayed.
`[0037] To differentiate the alert messages for the driver of
`vehicle 1 according to the risk situation and an associated
`accident risk category so that he is well informed or alerted as
`appropriate for the situation, without this being perceived as
`annoying, a number of other multimodal output device are
`provided in the cockpit of vehicle 1. A light rail 5 runs along
`the dashboard, e.g., at the point of contact with the front
`windshield; this is, for example, a light guide or a string of
`LED lights (LEDILight Emitting Diode), which can light up
`or ?ash in different colors and patterns according to the acci
`dent risk category. A loudspeaker or signal tone generator and
`different haptic device, e.g., a vibration motor in the steering
`wheel and on the foot pedals (not shown), are provided as
`further output device.
`[0038] The schematic basic structure of the driver assis
`tance system is shown in FIG. 2. The driver assistance system
`has a plurality of driver assistance devices. A control unit 7
`receives data on accident risks in the vehicle’s surroundings
`via distance sensors 9 and via a camera system 10. Distance
`sensors 9 are placed, for example, in a manner known per se
`in the front and rear bumpers of vehicle 1. Camera system 10
`comprises, for example, an attachable camera module, which
`is placed in the area between the roof liner and front wind
`shield. Data on the movement of vehicle 1 are received, on the
`one hand, via the engine control (not shown) and, on the other,
`are acquired from a GPS receiver 11 (GPSIGlobal Position
`ing System) and sent to control unit 7. General data on the
`surroundings of vehicle 1, e.g., in regard to bridges, tunnels,
`roadwork, or traf?c jams, can also be received via GPS
`receiver 11. These data can be sent alternatively or in addition
`from a navigation system with a digital geographic map.
`[0039] An evaluation unit 8 is integrated into control unit 7
`in which the data acquired via distance sensors 9, camera
`system 10, and GPS receiver 11 are combined and evaluated.
`In this regard, individual accident risks are identi?ed and
`assigned corresponding accident risk categories. In particu
`lar, the planned and probable movement of vehicle 1 is
`
`

`
`US 2014/0240114 A1
`
`Aug. 28, 2014
`
`derived proceeding from the detected movement of vehicle 1
`from the upcoming road section detected by sensors and by
`means of the stored navigation route. For this purpose, the
`spatial and time differences in the movement of vehicle 1
`from a normal movement according to the navigation route
`are determined. A driver can be warned early on about blind
`curves, when he deviates from the ideal route. Further, it is
`checked whether a collision of vehicle 1 with another object
`will occur without a change in the planned movement of
`vehicle 1.
`[0040] Control unit 7 then generates the associated alert
`messages and controls different output device connected to
`control unit 7 to output the alert message, as will be explained
`in still greater detail hereafter in conjunction with the method
`of the invention.
`[0041] The output device comprise combination display 2,
`multifunction display 4, and light rail 5 for the visual output
`ting of alert messages, which have already been described in
`regard to FIG. 1. Furthermore, a loudspeaker 6 or signal tone
`generator for the acoustic outputting of alert messages can be
`controlled via control unit 7.
`[0042] Further, different haptic outputs of the alert mes
`sages can be generated via control unit 7. For this purpose,
`control unit 7 is connected to steering wheel 12, gas pedal 13,
`and brake system 14, particularly the brake pedal and brake
`hydraulic system. Haptic signals can be controlled by means
`of control unit 7 at steering wheel 12, e.g., as a slight shaking
`or vibration, in order to reach the driver with the alert mes sage
`via this modality. The acceleration resistance of gas pedal 13
`can be controlled by means of the control unit so that it is
`changeable. In addition, the brake pressure in the brake
`hydraulics can be increased by means of control unit 7 or
`brake system 14 can be controlled to bring about a full emer
`gency stop.
`[0043] The generic process of the method of the invention
`according to an exemplary embodiment will now be
`described with the use of a ?owchart with respect to FIG. 3.
`The driver assistance system, for example, described with
`respect to FIGS. 1 and 2, can be used to carry out the method.
`The method is, for example, part of a permanently installed
`program of the driver assistance system. It is especially suit
`able to be used as an overall routine of an alert module for a
`number of different tra?ic alert programs and support pro
`grams for vehicle control.
`[0044] The driver assistance program is initialized in pro
`cess step 30. This occurs, for example, when the ignition key
`is inserted or the engine is started, so that the driver even at the
`start of driving pro?ts from the overall concept of the alert
`module.
`[0045] A driving situation category is determined ?rst in
`process step 31. For this purpose, evaluation unit 8 accesses
`different currently valid data for vehicle control. It evaluates
`in particular the speed, steering angle, and transmission set
`ting of vehicle 1 . Aparking or maneuvering process, e. g., with
`engaged reverse gear and/ or at low speed with an extreme and
`changing steering wheel angle, city driving, and highway
`driving, e.g., when a speci?c speed is exceeded, can be iden
`ti?ed in this way. The driving situation category is stored as a
`parameter for the further program sequence.
`[0046] The accident risk determination is carried out in
`process step 32. For this purpose, the received data on the
`surroundings of vehicle 1 are compared in evaluation unit 8
`with the data on the movement of vehicle 1. In this regard, the
`data from the different distance sensors 9 and from camera
`
`system 10 can also be checked for consistency among each
`other. In particular, stationary or moving objects in the vehicle
`surroundings are identi?ed in this way or the condition of the
`surroundings as a potential accident risk is determined. For
`example, fog, poor visibility, or a slippery road surface is
`determined in the direction in which vehicle 1 is traveling. It
`is determined in particular whether the view in an angle range
`is so poor that the road condition and/or objects in this direc
`tion can no longer be detected with suf?cient certainty; i.e., it
`also cannot be determined whether or not a collision is
`impending.
`[0047] In process steps 33 and 34, each identi?ed potential
`accident risk is assigned an accident risk category by evalu
`ation unit 8. In this regard, in process step 33 it is checked for
`each potential accident risk whether a collision of vehicle 1
`with another object would occur without a change in the
`planned movement of vehicle 1, i.e., without braking or steer
`ing being performed by the driver or automatically. The cat
`egory classi?cation of accident risks distinguishes especially
`two types of accident risks: those in which a collision is
`de?nite or very likely without intervention in the vehicle
`control, therefore an alert should be given of a speci?c colli
`sion risk, and those where a collision is not de?nite, only a
`general risk alert should be given.
`[0048] In process step 34, the length of time until the posi
`tion of the accident risk is reached is determined for each
`potential accident risk. In the case that the position cannot be
`reached with certainty (i.e., that a collision or entry into the
`risk zone is not necessarily given), the length of time can be
`considered that passes until the shortest distance to the posi
`tion of the accident risk is reached. Depending on the length
`of time thus determined, the accident risk is assigned one of
`three time criticality levels. In particular, it is also considered
`according to the accident risk whether vehicle 1 including the
`driver’s reaction time can still be brought to a stop before the
`position of the accident risk.
`[0049] The assignment of the time criticality levels can
`occur further as a function of the determined driving situation
`category. Thus, the driver will expect very speci?c accident
`risks, for example, during parking and possibly will react
`more quickly than in comparable situations in moving traf?c.
`The determination of the length of time, however, occ