The present invention relates to a method of monitoring activity of a driver assistance system embedded in a vehicle. It also relates to an assembly of electronic components to perform the method of the invention with respect to an adaptive cruise control (ACC) system. It also relates to a vehicle comprising the inventive assembly.

Vehicles are currently already equipped with a wide variety of driver assistance and safety systems. Apart from mere assistance systems such as, e.g., navigation systems, cruise control systems, distance warning systems and lane keeping systems, systems also exist which actively intervene in the driving process, such as driving dynamics control systems, electronic stability control systems, emergency braking control systems, turning assistance system, etc. Commonly known in this regard are, for instance adaptive cruise control (ACC) systems which, in a cooperation of the sensor system and software, identify the preceding vehicle, e.g., through a front radar system or a camera system and detect its speeds. The vehicle is then controlled by automatic action of brake and engine so that it always keeps a desired distance to the preceding vehicle.

In a line of advanced driver assistance systems (ADAS), a variety of further active and passive systems are combined in an overall architecture. These include a wide variety of sensor systems such as, for example, radar and lidar systems, computer systems including programs for the image processing of cameras, controllers, bus wiring systems for data transmissions and actuators for engine control, adjustment of suspension and brake interventions, to name only a few examples.

In addition, and with regard to the handling of large traffic flows and to automated driving, there is the idea in prior art that individual vehicles and their systems are connected to each other by a telematics system with the inclusion of further external data and information. Here, the basic functions of such a telematics system reside in enabling information and telecommunication between vehicles and higher-level control and communication systems as well as also among vehicles.

Such a telematics system contributes to the organisation, information and management of the traffic, leads to the responsible use of resources, and is, in particular, deployable in professional motor traffic, for instance, for trucks for the regular transport and distribution of necessary goods for the public.

US 8,315,775 B2 discloses a method in which signals and information from outside of the vehicle are integrated in a routine to control the vehicle. For example, data on the geological conditions on the intended travelling route of a vehicle which were obtained by GPS (Global Positioning System) are incorporated in the control of an adaptive cruise control (ACC) here.

The considerations underlying the present invention assume that an adaptive cruise control (ACC) is one of the essential on-vehicle safety systems within a line of advanced driver assistance system (ADAS).

Adaptive cruise control (ACC) demonstrates its advantages particularly where a decline in attentiveness due to the exhaustion of a driver is to be reduced, and also where reduced fuel consumption is of importance. Experiments and studies confirm that precisely the use of the adaptive cruise control (ACC) substantially contributes to vehicle safety. There are already regulations and standards describing and defining the features and use of such systems. It is to be expected that, in the European Union, more and more vehicles will be and will have to be equipped with such systems.

However, one problem is the acceptance and thus the frequency of utilisation of the adaptive cruise control (ACC). It was found that even in those vehicles in which ACC is already present but can be turned on and off by the driver, acceptance is not particularly high. In this connection, also psychological reasons play a role. It is known that driver assistance systems are not made use of by a number of drivers because they perceive these systems as an unwelcome interference with their own manual control of the vehicle.

However, when an ACC is deactivated, this will have a negative impact on the average fuel consumption and thus the CO2 emissions, particularly in fleet operation. First of all, however, the safety of the drivers is at the focus. A deactivated ACC increases the risk of accidents due to exhaustion or inattention.

The object of the invention is therefore to increase the operating frequency of an adaptive cruise control system available in a vehicle and to support the driver of the vehicle so that a deactivation of the ACC is indicated to him/her or activation is proposed in applicable situations.

This object is solved by the features of the main claim. Further embodiments are disclosed in the sub-claims.

The method according to the invention is operable through corresponding data processing equipment which includes algorithms to map, to collect and to process data of a vehicle's driver assistance system, said vehicle being integrated into a system of traffic telematics, and data of other traffic systems and services connected through said traffic telematics. The method comprises the steps as specified hereafter, whereby in a first step

- a first set of data is recorded, said first data set representing data of a traffic situation of each vehicle in a plurality of vehicles monitored, and representing the status of activity of said driver assistance system in the vehicles monitored,

- a second set of data is recorded, comprising geological data, representing the current geological position of each vehicle in said plurality of vehicles, in which said driver assistance system is active, - whereby said first and second set of data are related to each other by said algorithms, using artificial intelligence methods for structuring and clustering a) traffic situation data and b) geological position data in terms of modelling a density of said driver assistance system's activity in relation to geological position and traffic situation, thereby rating density of driver assistance system's activity and identifying clusters of geological areas/positions of different density of driver assistance system's activity, whereby in a second step

- thresholds are set for density of driver assistance system's activity, whereby the thresholds define switching points in relation to geological areas/positions, where according to traffic situations said driver assistance system customarily is active,

- at least one single vehicle being integrated in traffic telematics is monitored and checked to whether it approaches or enters one of said geological areas/positions, where said thresholds are set and switching points are defined, whereby in case that said driver assistance system of said single vehicle is not active when entering said clustered geological positions or passing the switching points/thresholds, a control command or an alert for the single vehicle's driver is transmitted to the single vehicle’s driver assistance system.

While currently the majority of vehicles is still equipped with individually operating driver assistance systems and they are neither connected among each other nor to comprehensive systems, an important feature of the method according to the invention is the integration of a plurality of vehicles within a telematics system, all of these vehicles being equipped with at least one safety-relevant “driver assistance system”, preferably an ACC - Adaptive Cruise Control which is part of a line of advanced driver assistance systems (ADAS). With the aid of the method according to the invention it is possible to determine in which areas, in which places, locations and positions an obvious density or frequency of the utilisation of a safety-relevant driver assistance system occurs.

To this end it is, according to the above-mentioned first step, first required to monitor a plurality of vehicles connected to each other in a telematics system in terms of in which places/locations, i.e. , at which specific geological coordinates, such a driver assistance system is activated and which traffic situation currently exists in the surroundings of the observed vehicles.

A learning algorithm in data processing equipment will now determine a frequency and density of the activity of the driver assistance systems present in the vehicles occurring at the observed location using the data characterising the traffic situation of the monitored vehicles and the geodata of the vehicles, i.e., the local positions of the vehicles monitored.

In this way, a relation between a location, the traffic situation prevailing there, and the operating frequency of the driver assistance systems is obtained.

In a second step, thresholds or switching points will then be determined depending on the respective location and the traffic situation usually prevailing there. These values or switching points allocated to the respective location coordinates will then roughly describe the local boundaries upon passing which the monitored driver assistance system is usually activated or should be activated.

Once such locations or location coordinates within which a plurality of vehicles typically make use of the monitored driver assistance system are defined and stored in accordance with the method according to the invention, arbitrary individual vehicles included in the telematics system are monitored in a further step. When, in the process of said monitoring, it is detected that the individual vehicle has not activated the on-board assistance system when it reaches or passes the boundaries of the locations characterised by the thresholds an alert to the driver or a warning in the driver’s cabin will be triggered.

In the process, the individual steps of the method according to the invention are continuously performed so that changes in the frequencies or density of ACC activity and their relation to local conditions can also be detected very quickly and made available to all traffic participants integrated in the telematics system.

An embodiment of the invention belongs to a method wherein said driver assistance system is an adaptive cruise control system (ACC) forming at least a part of a line of advanced driver assistance systems (ADAS).

As already indicated above, it is generally acknowledged that these systems are among the most important among the currently available driver assistance systems. An allocation of operating frequencies in the meaning of the invention and the notification and warning of other vehicles according to the method is therefore an important aspect for avoiding accidents and for reducing fuel consumption.

In another embodiment of the invention the first set of data represents a correlation of

- recorded speed data of said vehicle,

- recorded speed data of a vehicle in front of it and

- recorded distance data to the vehicle in front of it, said correlation requiring the use of at least one of said driver assistance systems.

The correlation of these data and measured parameters permits an exact determination of the traffic situation, particularly with regard to the potential frequency of collisions under the given conditions.

In another embodiment of the invention the data in said second set of data is collected from a global positioning system. Such GPS data are nowadays extremely precise and informative and available for all areas in which traffic is possible.

In another embodiment of the invention the first or the second set of data includes

- current ambient data,

- meteorological data,

- road condition data for each vehicle in said plurality of vehicles monitored.

By including such data in the evaluation of the traffic situation and at the local positions or locations, the accuracy in identifying a correlation between the operating frequency and the position is enhanced so that even more precise information on the thresholds can be obtained. For example, in those cases in which the detected position of the vehicle shows that it is on an expressway leading through higher mountain ranges, the detected data could be combined with the common weather data in this area. If these weather data show that frequent snow- and rainfall is to be expected in this region the determination of the thresholds and clusters could be improved in the direction towards a further increase of driving safety.

In another embodiment of the invention the data collection and the processing, modelling and clustering is continuously repeated and said thresholds are continuously adapted.

As already described above, changes in the frequency and their relation to local conditions can also be rapidly detected and made available to all traffic participants in this way.

Another embodiment of the invention belongs to a method wherein rating the density of driver assistance system activity is performed in at least three categories, i.e. low, medium and high. Such categorisation facilitates the classification of the vehicles into various clusters.

Another embodiment of the invention belongs to a method wherein data processing and /or data storage at least partly is executed by cloud-based means.

This facilitates access to the relevant data from different places, vehicles, and for users. Moreover, storage space or computing capacity does not have to be expanded at elevated levels in individual places.

Another embodiment of the invention belongs to a method wherein in case that said driver assistance systems of said single vehicle is not active when entering said clustered geological positions or passing the switching points, a fleet management system is notified or alerted or an alert in the driver’s cabin is generated.

In this way, various intensities and types of warnings can be generated which can be addressed depending on urgency. For instance, in areas with high accident rates, alerts directly to the driver or as an alarm in the cabin are conceivable while, when approaching traffic hubs or busy roads, a notification of a forwarding agency’s headquarters may become necessary which initiates an adaptation of the utilisation of specific driver assistance systems for fuel minimisation.

Another embodiment of the invention belongs to a method wherein in case that said driver assistance systems of said single vehicle is not active when entering said clustered geological positions or passing the switching points the driver is prompted to switch on an advanced driver assistance system (ADAS) such as the adaptive cruise control system (ACC).

The instruction to the driver to activate the driver assistance system may well take place in different intensities here. In any case, an increase in the attention of the driver is achieved in this way. Ultimately, even measures may be contemplated which cause such systems to be automatically activated if the driver does not activate them on his/her own initiative.

One mode of performing or enabling the performance of the inventive method is realized through an assembly of electronic components to monitor activity of an adaptive cruise control system (ACC) in a motor vehicle, said adaptive cruise control system forming at least a part of a line of advanced driver assistance systems in the vehicle. Said assembly at least comprises a number of control units and sensor units, at least one communication unit and at least one humanmachine interface (HMI), said control units, sensor units, communication unit and human-machine interface all being communicatively coupled.

At least one of said communication units is an onboard communication unit providing connectivity via the internet or other public communication networks to suitable external devices, commonly known as vehicle-to-everything communication, or providing connectivity to other vehicles, known as vehicle-to- vehicle communication. Internally, said communication unit may be communicatively coupled to a navigation system and to a system of traffic telematics. At least one gateway module is provided to connect and to arrange communication between at least one control unit, said at least one communication unit and said at least one human-machine interface (HMI).

In case that in performing the inventive method it is estimated that said adaptive cruise control system (ACC) of the motor vehicle is not active when entering said clustered geological positions or passing the switching points/thresholds, a control command or an alert for the vehicle's driver is communicated to said at least one communication unit and transmitted by the gateway module at least to a control unit of the advanced driver assistance system line .

One embodiment belongs to an assembly of electronic components wherein said human-machine interface (HMI) is an infotainment system (D1 ) which comprises a display, preferably a touch-screen display. The driver can use the touchscreen display to activate the adaptive cruise control system (ACC), e. g. when he is prompted to do so.

Another embodiment belongs to an assembly of electronic components wherein said sensor units are designed as at least a camera sensor and a radar sensor.

Still another embodiment belongs to an assembly of electronic components wherein at least one of the control units is a control unit of an electronic control system for the vehicle’s brake system and is provided with a connector socket to be connected to an driver assistance system of a trailer of a truck or tractor.

Yet another embodiment of the invention includes a vehicle, in particular utility vehicle such as a truck, light truck or trailer, with an assembly of electronic components, said vehicle being integrated in said traffic telematics system and provided with a data processing and telematic equipment to perform and execute the inventive method.

The invention will be explained in further detail on the basis of an embodiment.

Description of the drawings:

Fig. 1 is a diagram in which the steps of the method according to the invention are illustrated functionally,

Fig. 2 depicts the functional attribution of an assembly of electronic components to enable the performance of the inventive method in a vehicle for cargo transportation, the assembly shown with functional symbols,

Fig. 3 is an enlarged view of the functional symbols of the assembly shown in Fig.2. In this context, Fig. 1 shows a diagram in which the method according to the invention is illustrated with the aid of a functional and flow diagram which has been kept very simple for reasons of clarity. The function symbols used here only serve the explanation and constitute no limitations, neither with regard to the equipment of telematics systems, nor with regard to the process flow.

In the simplified functional diagram of Fig. 1 a data processing equipment 2 is functionally integrated in a system of traffic telematics 1.

Also integrated into this system of traffic telematics 1 is a plurality of n vehicles 3, all provided with a driver assistance system. The driver assistance system is an Adaptive Cruise Control System (ACC), integrated in a line of Advanced Driver Assistance Systems (ADAS). The data of said driver assistance systems in the vehicles 3 are transferred to the processing equipment 2 by suitable means of traffic telematics. For the sake of simplicity any data transfer or data connection is shown as a dash-dotted line. Data transfer may be done wirelessly or in any other suitable way.

Data processing equipment 2, which e.g. could be computer in a control center or a cloud server, includes algorithms to map, to collect and to process data of each vehicle's driver assistance system. Based on said data the data processing equipment 2 is able to monitor and to detect any state of activity of any of the driver assistance systems.

The processing of the data in the data processing unit 2 starts in the first step of the method according to the invention by the plurality of vehicles 3 connected to each other in the telematics system 1 being monitored in terms of at which places, i.e. , at which specific geological coordinates, such a driver assistance system is activated and which traffic situation currently prevails in the surroundings of the monitored vehicles. To this end, the telematics system 1 is also connected to a navigation system 4 through which the positions of the individual vehicles 3 can be detected and forwarded to the processing equipment 2, which can be a cloud. The transmission can take place directly through the navigation system or through the vehicles themselves.

A learning algorithm operating with artificial intelligence in the data processing equipment 2 will now determine a frequency and density of the activity of the driver assistance systems present in the vehicles occurring at the observed location, thereby using the data which identify, on the one hand, the traffic situation of the monitored vehicles and, on the other hand, the local positions (geodata) of the monitored vehicles 3 obtained with the aid of the navigation system 4. In the example illustrated here the respective activity of the adaptive cruise control system (ACC) is observed.

Thus, a relation between the location /local position and the operating frequency of the ACC is determined for the plurality of vehicles 3, respectively.

As already shown, thresholds or switching points are determined in the second step according to the invention depending on the local position obtained by the navigation system 4 integrated in the telematics and the traffic situation usually prevailing there - which is detected through the vehicles 3.

These values or switching points allocated to the respective location coordinates describe the local boundaries upon passing which the observed driver assistance system is usually activated or should be activated.

In a further step, arbitrary individual ones of the vehicles 5 integrated in a telematics system are monitored. Here as well, the respective position of the vehicles 5 is known, namely directly or indirectly through the navigation system 4 integrated in the telematics system. In addition, also the data characterising the activity of driver assistance systems provided in the vehicle 5 are known in the data processing equipment 2 belonging to the telematics system.

When, during the processing of these data, it is detected that the individual vehicle 5 has not activated the driver assistance system in the moment it reaches or passes the boundaries of the locations characterised by the operating frequency of the driver assistance system determined in advance an alert 6 will be issued to the driver.

Fig. 2 is a sketch that shows the principle of assigning an assembly 7 of electronic components to a vehicle 3, 5 for cargo transportation, e.g., a truck. With the help of said assembly 7 it is possible to perform or to enable the performance of the inventive method. The assembly 7 shown here is only one example of an assembly of electronic components to enable the performance of the inventive method. Other combinations are possible. For the sake of clearness assembly 7 of Fig. 2 is delineated again by an enlarged view of the relevant functional symbols in Fig.3.

Fig. 3 shows the structure of a vehicle electronic system of a utility vehicle 3, 5. In the embodiment shown here, inter alia, electronic control units of a powertrain PT and electronic control units of a driver assistance system line DA form an assembly of electronic components for implementing the method according to the invention. In addition, Fig. 3 shows a gateway PU1 including connected on-board communication devices Kill and KU2. In other embodiments, the on-board communication device KU1 may be integrated in the gateway PU1. The on-board communication device KU1 may be implemented as an LTE or 5G modem and/or as Wi-Fi module. It is used to handle the communication with devices connected to the Internet or another public communications network. Likewise, it is used to handle the data communication with other vehicles, also referred to as V2V (vehicle-to-vehicle) communication, or with infrastructure devices which are stationary, i.e. , the V2X (vehicle-to-everything) communication. For this purpose, the so-called “sidelink” communication capacity of the LTE modem or the so-called “PC5” communication capacity of the 5G modem can be used for the communication with other vehicles. The V2X communication can also be handled via a Wi-Fi module/WLAN module. Finally, the on-board communication device Kill also offers the functionality of receiving the satellite signals of a satellite navigation system GNNS which corresponds to a global navigation satellite system. The reference numeral A1 designates the antenna of the on-board communication device KU1. Alternatively, a plurality of antennas may be provided for the various communication systems.

The on-board communication device KU2 provides the vehicle 3, 5 with telematics data and can, in turn, send telematics data from the vehicle 3, 5 to a service provider. These include, e.g., the known applications from the logistics sector such as road charge recording, but also data serving to guide the traffic flow. The corresponding antenna of this communication device KU2 is designated by the reference numeral A2. For example, the communication device KU2 may be implemented as a telematics unit which communicates with telematics service servers via, e.g., the GSM mobile communication system (GSM = Global System Mobile Communication). To the central gateway PU1 , also an infotainment system D1 is connected via the connection IT5. The term “infotainment” is a portmanteau formed of the words information and entertainment. The infotainment system includes, for example, a display unit. This display unit is a display unit arranged in the cockpit of the vehicle 3, 5 which may be arranged, e.g., in the central console or above it in the dashboard. Typically, an LCD panel is used for this purpose. It is, advantageously, implemented as a touchscreen unit. It can be used to carry out various operations. To this end, operating menus are displayed on the display unit of the infotainment system D1 . The driver can select menu items, change parameter settings and enter inputs as known from, e.g., smartphones or tablets. The infotainment system further includes a navigation system, a telephone, a hands-free system, an audio unit typically including a radio, an operating unit, and a combined instrument. The operating unit may comprise an operating unit integrated in the steering wheel and/or a central console operating unit. A head-up display may also be integrated in the infotainment system. The infotainment system D1 is connected to the gateway PU1 via one or more bus connections B5 through which the various data are transmitted, and the operating instructions and inputs entered by the driver are transmitted from the display unit to the gateway PU1. As an example, Ethernet lines and CAN bus connections are mentioned which may be used for these purposes, here.

The powertrain PT includes various electronic control units. Block CU1 (control unit 1 ) designates an electronic engine controller. In utility vehicles, usually, combustion engines are still used. In the future, increasingly, electric motors will be used for them as well.

Block CU2 (control unit 2) designates an automatic transmission control unit. The reference numeral BS designates a brake system of the vehicle 3, 5. Block CU3 (control unit 3) designates an electronic brake control unit EBS, “electronic braking system”.

The reference numeral 8 respectively designates one main brake per wheel. Each main brake I driving brake 8 can be separately operated by the electronic brake control unit CU3. To this end, the corresponding brake lines 9 are connected to the electronic brake control unit EBS. In the utility vehicle sector, it is common in trucks to further connect an electronic control unit of a retarder unit to the communication bus B1 of the powertrain PT (retarder unit not shown here). A retarder unit serves to support a braking operation and can prevent the friction brakes/main brakes 8 on the wheels from overheating.

In Fig. 3 the reference numeral DA designates a driver assistance system line. The block CU4 designates an electronic control unit of a driver assistance system ADAS (advanced driver assistance system). This is an adaptive distance control system ACC (“adaptive cruise control”) automatically keeping the distance to the preceding vehicle as already described above. It receives the measured values relating to the distance and relative speed relative to a preceding vehicle from a radar sensor SU2 (sensor unit 2, “radio detection and ranging”) and transmits control commands to the control units CU1 , CU2, CU3 of the powertrain PT to brake the vehicle 3, 5 when the distance to the preceding vehicle decreases, or to accelerate the vehicle 3, 5 when the distance to the preceding vehicle increases. The camera SU1 (sensor unit 1 ) serves as another environment detection sensor in addition to the radar sensor SU2. It may help to more accurately identify the objects in the environment. This may also help to discern whether the measured distance values are reliable. If a stereo camera is used it can also be used for the distance determination. Then, there is also the possibility of an enhancement of the accuracy of the distance measurement. The electronic control unit CU4 (control unit 4) may, for this purpose, include a computing unit carrying out a sensor fusion with the distance values provided by the radar sensor SU2 and the distance values provided by the stereo camera SU1 .

Further environment detection sensors are possible, for example a lidar sensor (LIDAR = light detection and ranging), an IR camera (infrared camera) as well as a number of ultrasound sensors by which the distances to objects in the close range can be measured.

The electronic control units CU1 to CU3 and the gateway module PU1 are connected to each other via a bus system B1 . For this purpose, a bus system designed for the on-board communication of the vehicle can be used. Typically, serial bus systems are used for this purpose since they require the least cabling effort. As a serial bus system, for example, a CAN (controller area network) bus system is suitable. There are different variants of CAN bus systems such as CAN low speed and CAN high speed for different data rates of 125 Kbit/sec and 1000 Kbit/sec. In addition, there is an enhanced CAN bus specified under the designation CAN-FD bus, FD meaning “flexible data rate”. This specification defines an extended data frame with a higher transport capacity in which the user data field is enlarged. The bus architecture for the bus B1 is designed so that a common bus line is used. Each device connected to this bus B1 is provided with a communication interface IT1. For the CAN bus, accordingly, a communication interface IT1 for the CAN bus is used. Typically, the bus system B1 is implemented as a CAN bus and referred to as a vehicle bus. The vehicle bus is a special CAN bus which is then implemented in the variant according to the standard SAE J1939. The SAE standards are issued by the organisation SAE (Society of Automotive Engineers).

The gateway module PU1 is also provided with the communication interface IT1. For the communication with the on-board communication device Kill , the gateway device PU1 is provided with a communication interface IT4. For the communication with the display unit of the infotainment system D1 , the gateway device PU1 is provided with a communication interface IT5. For the communication with the telematics unit KU2, the gateway device PU1 is provided with a communication interface IT6.

The components CU4, SU1 and SU2 of the driver assistance system line DA are connected via the communication bus B2. This communication bus B2 may also be formed as, e.g., a CAN bus or a FlexRay bus. Alternatively, it may be implemented as a CAN-FD bus. For this purpose, the components CU4, SU1 and SU2 are provided with the communication interface IT2. If the bus B2 is also implemented as a CAN bus the communication interface IT2 is also configured as a CAN bus interface. Alternatively, there is the possibility to implement the connections to the devices as separate Ethernet links.

Yet another communication bus B3 is connected to the electronic control unit CU3. It is connected to a connector socket T2. It serves to receive the corresponding plug of the communication bus of a trailer vehicle when the trailer vehicle is attached. To this end, the electronic control unit CU3 is provided with the communication interface IT3. The bus B3 can also be realised as a CAN bus so that also the communication interface IT3 could be implemented as a CAN bus interface. Alternatively, a communication connection based on automotive Ethernet can be used. List of Reference Numerals and Alphanumeric Characters

(Part of the specification)

1 System of Traffic Telematics

2 Data processing equipment

3 Plurality of n vehicles

4 Navigation System I Global Positioning System

5 Vehicle integrated into System of Traffic Telematics

6 Driver Alert/Cabin Signal

7 assembly of electronic components in a vehicle

8 Main Brake I Driving Brake

9 Brake Line

A1 Antenna of on-board communication device Kill

A2 Antenna of on-board communication device KU2

B1 Bus connection - CAN bus/vehicle bus

B2 Bus connection - communication bus

B3 Bus connection - communication bus

B4 Bus connection

B5 Bus connection

B6 Bus connection

BS Brake System

CU1 Control Unit 1 I Control Block 1 = electronic engine controller

CU2 Control Unit 2 I Control Block 2 = automatic transmission control unit

CU3 Control Unit 31 Control Block 3 = electronic brake control unit EBS CU4 Control Unit 41 Control Block 4 = electronic control unit of a driver assistance system ADAS

D1 Infotainment System

DA Driver Assistance System line

IT1 Communication Interface

IT2 Communication Interface

IT4 Communication Interface

IT5 Communication Interface

IT6 Communication Interface

KU1 On-Board communication device

KU2 On-Board communication device

PU1 Gateway

PT Power Train

SU1 Camera

SU2 Radar Sensor

T2 Connector Socket