CTNF 19/112,331 CTNF 88278 Notice of Pre-AIA or AIA Status 07-03-aia AIA 15-10-aia The present application, filed on or after March 16, 2013, is being examined under the first inventor to file provisions of the AIA. 07-07-aia AIA 07-07 The following is a quotation of the appropriate paragraphs of 35 U.S.C. 102 that form the basis for the rejections under this section made in this Office action: A person shall be entitled to a patent unless – 07-12-aia AIA (a)(2) the claimed invention was described in a patent issued under section 151, or in an application for patent published or deemed published under section 122(b), in which the patent or application, as the case may be, names another inventor and was effectively filed before the effective filing date of the claimed invention. Claims 1-9 and 15 are rejected under 35 U.S.C. sec. 102(a)(2) as being anticipated by German Patent Pub. No.: DE 10 2021 104332 Al to Hamm assigned to BAYERISCHE MOTOREN WERKE. In regard to claim 1, Hamm discloses “....1. (Currently Amended) A controller (20) for a rider-assistance system (1) of a straddle-type vehicle (100), the controller configured to: execute a rider-assistance operation to assist a rider of an own vehicle (100) on the basis of positional relationship information between the own vehicle (100) and a target, and further comprising: acguire positional information of the own vehicle (100) in a group in the case where a group travel mode as a mode in which a group formed of plural straddle-type vehicles (300), including the own vehicle (100), travels in plural vehicle lines (Cl, C2) in a single lane (L) is determined to be valid, wherein when the group travel mode is valid, the execution section (22)controller executes the rider-assistance operation on the basis of the positional information acquired by the acquisition section (21 )” ( As explained at the outset, the present document deals with increasing the comfort and/or the safety of a journey by a number of vehicles, in particular by a number of single-track vehicles, in a group. In this context shows 1 exemplary components of a motorcycle 110 as an example for a two-wheeler or for a (single-track) vehicle. The motorcycle 110 comprises wheels 116, in particular a front wheel and a rear wheel, the front wheel 116 being able to be steered by means of a steering bracket 115. Furthermore, the motorcycle 110 includes a drive motor 112 (for example an Otto engine and/or an electric machine). Furthermore, the motorcycle 110 comprises an energy store 114 (eg a fuel tank) and a seat or a bench seat 113 for a user (in particular for a driver) 120 of the motorcycle 110. FIG 1 a control unit 111 of the motorcycle 110, which is set up to carry out the method described in this document. The user 120 of the motorcycle 110 may wear a helmet 121 to protect the user's 120 head. At the steering bracket 115 of the motorcycle 110, as in the 2a until 2 B shown, operating elements of a user interface 117 can be arranged via which one or more functions of the motorcycle 110 can be controlled by the user 120 . In particular, a brake lever 203 can be arranged on each of the handles 202 of the handlebar 115, with which the front wheel 116 or the rear wheel 116 of the motorcycle 110 can be braked. Furthermore, a screen 201 can be arranged on the steering bracket 115, on which, for example, an input and/or selection menu and/or a map for a roadway network can be displayed. Furthermore, an operating device 204 with one or more operating elements is arranged on at least one of the handles 202, which enable a user to navigate through an input and/or selection menu and, if necessary, to trigger actions. The operating device 204 can include, for example, a wheel 210 that can be rotated about the handle 202 (see FIG 2 B) . The rotary movement 212 of the wheel 210 can be used, for example, to scroll through a list of menu items or function items in a menu. On the other hand, for example, a tilting movement 211 of the wheel 210 can cause a menu or function item to be selected. A selection control element 223 can also be provided if necessary to confirm a selection. Motorbike riders 110 like to form groups for a ride together. A group of motorcycles 110 may have, for example, 3 or more, or 5 or more, or 10 or more members. 3 3 shows an exemplary group 300 of motorcycles 110, 310, 311, 312 (ie vehicles in general) traveling in a lane 301 of a roadway. The motorcycles 110, 310, 311, 312 often drive offset from one another on the lane 301 in order to be able to drive at a reduced distance from one another. The motorcycles 110, 310, 311, 312 can, for example, as in 3 shown, drive alternately in a row on the right and on the left edge of the lane. Driving in a group 300 can be associated with an increased need for concentration for the individual members of the group 300, since attention must be paid to the neighboring vehicles 310, 311, 312 of the group 300, which may be relatively close to the own vehicle 110, in Also referred to as ego vehicle 110 in this document. The ego vehicle 110 can have one or more vehicle functions that can support the user of the ego vehicle 110 when driving in a group 300 . In particular, the ego vehicle 110 may have a group driving mode that may be activated via the user interface 117 of the ego vehicle 110 . The one or more vehicle functions to support group travel may be (selectively) provided when the group travel mode is active. Alternatively or additionally, one or more vehicle functions, in particular one or more driver assistance functions, of the ego vehicle 110 can be operated in a special group mode for a group trip when the group driving mode is active. An exemplary driver assistance function is a distance and/or speed controller, in particular adaptive cruise control (ACC). The ego vehicle 110 can include one or more surroundings sensors 118, in particular a radar sensor, a lidar sensor, a camera and/or an ultrasonic sensor, which is set up to transmit sensor data (also referred to as surroundings data in this document) in relation to the surroundings of the ego -Vehicle 110 (in particular with regard to the environment in the direction of travel in front of the ego vehicle 110) to detect. The control unit 111 of the ego vehicle 110 can be set up, on the basis of the environmental data, to determine the driving speed of a front vehicle 311, 312 driving in front of the ego vehicle 110 and/or the distance 321, 322 between the ego vehicle 110 and the front Vehicle 311, 312 to determine. Furthermore, the control unit 111 can be set up to automatically intervene in the longitudinal guidance of the ego vehicle 110 in order to reduce the driving speed of the ego vehicle 110 depending on the determined speed of the vehicle in front 311, 312 and/or depending on the determined distance 321, 322 to the front vehicle 311, 312 to adapt. The speed of the ego vehicle 110 can be adjusted in particular in order to set the distance 321, 322 of the ego vehicle 110 to the vehicle 311, 312 in front to a specific target distance. The standard or normal mode of the distance and/or speed controller can be designed in such a way that only the vehicle in front 312 driving on the driving trajectory of the ego vehicle 110 directly in front of the ego vehicle 110 when adapting the vehicle speed and/or or the distance 322 is taken into account. In a group trip, in which the individual vehicles 310, 110, 311, 312 of the group 300 drive alternately at different lane edges, the front vehicle 312 driving directly in front of the ego vehicle 110 on the driving trajectory of the ego vehicle 110 is typical not the front vehicle 311, which has the smallest distance 311 to the ego vehicle 110. In particular, another vehicle 311 in front can be arranged between vehicle in front 312 on the driving trajectory of ego vehicle 110 and ego vehicle 110 , which is driving at a different lane edge than ego vehicle 110 and therefore not on the driving trajectory but next to the driving trajectory of the ego vehicle 110 driving. ) Hamm discloses “...2. (Original) The controller according to claim 1, wherein the positional information includes foremost corresponding information that is information on whether the own vehicle (100) is a foremost vehicle in the group”. (As explained at the outset, the present document deals with increasing the comfort and/or the safety of a journey by a number of vehicles, in particular by a number of single-track vehicles, in a group. In this context shows 1 exemplary components of a motorcycle 110 as an example for a two-wheeler or for a (single-track) vehicle. The motorcycle 110 comprises wheels 116, in particular a front wheel and a rear wheel, the front wheel 116 being able to be steered by means of a steering bracket 115. Furthermore, the motorcycle 110 includes a drive motor 112 (for example an Otto engine and/or an electric machine). Furthermore, the motorcycle 110 comprises an energy store 114 (eg a fuel tank) and a seat or a bench seat 113 for a user (in particular for a driver) 120 of the motorcycle 110. FIG 1 a control unit 111 of the motorcycle 110, which is set up to carry out the method described in this document. The user 120 of the motorcycle 110 may wear a helmet 121 to protect the user's 120 head. At the steering bracket 115 of the motorcycle 110, as in the 2a until 2 B shown, operating elements of a user interface 117 can be arranged via which one or more functions of the motorcycle 110 can be controlled by the user 120 . In particular, a brake lever 203 can be arranged on each of the handles 202 of the handlebar 115, with which the front wheel 116 or the rear wheel 116 of the motorcycle 110 can be braked. Furthermore, a screen 201 can be arranged on the steering bracket 115, on which, for example, an input and/or selection menu and/or a map for a roadway network can be displayed. Furthermore, an operating device 204 with one or more operating elements is arranged on at least one of the handles 202, which enable a user to navigate through an input and/or selection menu and, if necessary, to trigger actions. The operating device 204 can include, for example, a wheel 210 that can be rotated about the handle 202 (see FIG 2 B) . The rotary movement 212 of the wheel 210 can be used, for example, to scroll through a list of menu items or function items in a menu. On the other hand, for example, a tilting movement 211 of the wheel 210 can cause a menu or function item to be selected. A selection control element 223 can also be provided if necessary to confirm a selection. Motorbike riders 110 like to form groups for a ride together. A group of motorcycles 110 may have, for example, 3 or more, or 5 or more, or 10 or more members. 3 3 shows an exemplary group 300 of motorcycles 110, 310, 311, 312 (ie vehicles in general) traveling in a lane 301 of a roadway. The motorcycles 110, 310, 311, 312 often drive offset from one another on the lane 301 in order to be able to drive at a reduced distance from one another. The motorcycles 110, 310, 311, 312 can, for example, as in 3 shown, drive alternately in a row on the right and on the left edge of the lane. Driving in a group 300 can be associated with an increased need for concentration for the individual members of the group 300, since attention must be paid to the neighboring vehicles 310, 311, 312 of the group 300, which may be relatively close to the own vehicle 110, in Also referred to as ego vehicle 110 in this document. The ego vehicle 110 can have one or more vehicle functions that can support the user of the ego vehicle 110 when driving in a group 300 . In particular, the ego vehicle 110 may have a group driving mode that may be activated via the user interface 117 of the ego vehicle 110 . The one or more vehicle functions to support group travel may be (selectively) provided when the group travel mode is active. Alternatively or additionally, one or more vehicle functions, in particular one or more driver assistance functions, of the ego vehicle 110 can be operated in a special group mode for a group trip when the group driving mode is active. An exemplary driver assistance function is a distance and/or speed controller, in particular adaptive cruise control (ACC). The ego vehicle 110 can include one or more surroundings sensors 118, in particular a radar sensor, a lidar sensor, a camera and/or an ultrasonic sensor, which is set up to transmit sensor data (also referred to as surroundings data in this document) in relation to the surroundings of the ego -Vehicle 110 (in particular with regard to the environment in the direction of travel in front of the ego vehicle 110) to detect. The control unit 111 of the ego vehicle 110 can be set up, on the basis of the environmental data, to determine the driving speed of a front vehicle 311, 312 driving in front of the ego vehicle 110 and/or the distance 321, 322 between the ego vehicle 110 and the front Vehicle 311, 312 to determine. Furthermore, the control unit 111 can be set up to automatically intervene in the longitudinal guidance of the ego vehicle 110 in order to reduce the driving speed of the ego vehicle 110 depending on the determined speed of the vehicle in front 311, 312 and/or depending on the determined distance 321, 322 to the front vehicle 311, 312 to adapt. The speed of the ego vehicle 110 can be adjusted in particular in order to set the distance 321, 322 of the ego vehicle 110 to the vehicle 311, 312 in front to a specific target distance. The standard or normal mode of the distance and/or speed controller can be designed in such a way that only the vehicle in front 312 driving on the driving trajectory of the ego vehicle 110 directly in front of the ego vehicle 110 when adapting the vehicle speed and/or or the distance 322 is taken into account. In a group trip, in which the individual vehicles 310, 110, 311, 312 of the group 300 drive alternately at different lane edges, the front vehicle 312 driving directly in front of the ego vehicle 110 on the driving trajectory of the ego vehicle 110 is typical not the front vehicle 311, which has the smallest distance 311 to the ego vehicle 110. In particular, another vehicle 311 in front can be arranged between vehicle in front 312 on the driving trajectory of ego vehicle 110 and ego vehicle 110 , which is driving at a different lane edge than ego vehicle 110 and therefore not on the driving trajectory but next to the driving trajectory of the ego vehicle 110 driving.) Hamm discloses “...3. (Currently Amended) The controller according to claim 2, wherein in the case where the foremost corresponding information is the information indicating that the own vehicle (100) is the foremost vehicle in the group, the execution section ~controller executes the rider-assistance operation that is executed when it is determined that the group travel mode is not valid”. (If in the standard or normal mode of the distance and/or speed controller only the vehicle in front 312, which is driving on the driving trajectory of the ego vehicle 110, is taken into account, then this can lead to a situation in which the ego Vehicle 110 drives relatively close to the vehicle 311 in front that is not taken into account, which is driving on the other lane edge of the lane 301 of the ego vehicle 110 . Possibly it can even happen that the front vehicle 311 that is not taken into account is overtaken by the ego vehicle 110 within the scope of the distance and/or speed control. A user of the ego vehicle 110 may find this unpleasant, in particular because the desired arrangement of the vehicles 310 , 110 , 311 , 312 within the group 300 is impaired as a result. The distance and/or speed controller can be operated in a group mode when the group driving mode of the ego vehicle 110 is active. In the group mode, several vehicles in front 311, 312 in front of ego vehicle 110 can be taken into account, in particular several vehicles in front 311, 312 that are driving in lane 301 of ego vehicle 110. In particular, the control unit 111 can be set up to check whether another vehicle 311 in front is arranged next to the driving trajectory of the ego vehicle 110 and is at a smaller distance 311 from the ego vehicle 110 than the vehicle in front 311 the driving trajectory of the ego vehicle 110. If this is the case, then both vehicles 311, 312 in front can be taken into account in the distance and/or speed control will. The speed of the ego vehicle 110 can then be adjusted in such a way that the ego vehicle 110 has a target distance from the nearest vehicle in front 311, 312 (in the same lane 301) and/or that the ego vehicle has the driving speed of the nearest vehicle in front 311, 312 (in the same lane 301). By taking into account several vehicles in front 311, 312 in a group mode of the distance and/or speed controller, it can be ensured in a reliable and convenient manner that the arrangement of the vehicles 310, 110, 311, 312 within the group 300 is retained. A comfortable and safe group ride can thus be made possible. The ACC driver assistance function can thus be operated in a convoy or group mode. (All) motorcycles 311, 312 driving ahead can be identified as belonging to group 300. The distance 321, 322 of the ego vehicle 110 can then be adjusted to two (possibly a maximum of two) motorcycles 311, 312 driving ahead. In this way, the use of ACC in a motorcycle convoy 300 driving in a staggered manner can be made possible. In preparation for a group ride, the user of a vehicle 110 may be enabled (e.g., via the vehicle 110 user interface 117) to specify a group 300 . In particular, the individual members, i.e. the individual vehicles 310, 110, 311, 312, of the group 300 can be specified. Thus, a user may be allowed to define a group 300 by enabling Group Riding Mode. The individual group members can then be invited to the group 300. For this purpose, an invitation message can be sent to the individual group members, in particular to the vehicles 310, 311, 312 of the individual group members, via a communication unit 119 of the ego vehicle 110. • die aktuelle Position des Fahrzeugs 310, 311, 312 des Gruppenmitglieds; • Fahrzeug- bzw. Zustandsdaten (z.B. Kraftstofffüllstand, Reifendruck, Warnungen, Unfallerkennung, etc.) des Fahrzeugs 310, 311, 312 des Gruppenmitglieds; • Nachrichten (senden und/oder empfangen) an das und/oder von dem Fahrzeug 310, 311, 312 des Gruppenmitglieds; dabei können Nachrichten ggf. generell oder nur für einen Notfall freigegeben werden; und/oder • eine Übertragung der Navigationsdaten des Fahrzeugs 310, 311, 312 des jeweiligen Gruppenmitglieds und/oder des Gruppenleiters. The individual group members can then decide whether or not to join the group 300. Furthermore, information within the group 300 can be released. Information that can be released, for example, • the current position of the vehicle 310, 311, 312 of the group member; • Vehicle or status data (eg fuel level, tire pressure, warnings, accident detection, etc.) of the vehicle 310, 311, 312 of the group member; • messages (send and/or receive) to and/or from the group member's vehicle 310, 311, 312; messages can be released generally or only for an emergency; and or • a transmission of the navigation data of the vehicle 310, 311, 312 of the respective group member and/or the group leader.) Hamm discloses “...4. (Original) The controller according to claim 1, wherein the positional information includes last corresponding information that is information on whether the own vehicle (100) is a last vehicle in the group”. ( It can thus be made possible for the vehicles 310, 110, 311, 312 of a vehicle group 300 to automatically exchange data with one another during a group journey. This can be done via wireless communication links (e.g. UMTS, 4G and/or 5G) between the vehicles 310, 110, 311, 312. For example, group members can navigate together. As an alternative or in addition, message communication between the group members can be made possible in this way. 4a shows an exemplary graphic representation on a screen 201 of a vehicle 310, 110, 311, 312 of the vehicle group 300. In a part 400 of the screen 201, for example, the roadway network 410 in the vicinity of the group 300 can be displayed, the roadway network 410 lanes or roads 413 and junctions 414 between the lanes or roads 413. For example, a starting point 411 and/or an end point 412 can be defined for the group trip. Furthermore, a common travel route from the starting point 411 to the end point 412 may have been determined and defined. Symbols 420 for the individual vehicles 310, 110, 311, 312 in the group 300 can be displayed in the pictorial representation. The individual symbols 420 can display the positions of the individual vehicles 310 , 110 , 311 , 312 within the roadway network 410 . This allows the members of the group 300 to get an overview of the whereabouts of the individual group members in a convenient manner. In a part 430 of the screen 201 an exchange of text messages 431 between the members of the group 300 can be enabled. A text message 431 can be entered via the user interface 117 of a vehicle 110 and can then be sent to all other vehicles 310, 311, 312 in group 300 and displayed on the respective screens 201 of the other vehicles 310, 311, 312. In order to increase the security of the communication between group members, a list 440 of predefined text messages 441 can be provided via the user interface 117 of a vehicle 110 , in particular displayed on the screen 201 . The predefined text Messages 441 may relate to frequently occurring situations (such as the need to refuel; the desire to change the travel speed of the group 300; the desire for a break; the occurrence of a technical problem with the vehicle 110, etc.). The driver of vehicle 110 may be enabled (e.g., using wheel 210 of user interface 117) to scroll 442 through the list of predefined messages 441 and send a message 441 to the other vehicles 310, 311, 312 of group 300 to select. A particularly convenient and secure communication between the members of the group 300 can thus be made possible. In a group of vehicles 300, it often happens that a joint decision has to be made with regard to the group journey, for example whether a break should be taken or which route should be taken. The user of a vehicle 110 can be enabled to send a request to the other vehicles 310 , 311 , 312 in the group 300 via the user interface 117 of the vehicle 110 . The query can include a list 450 of possible responses 451 to the query. For example, different options 451 for a common travel route can be provided as part of the request (see 4c ). The list 450 of possible feedback 451, in particular the list 450 of possible choices or options, can be displayed on the screens 201 of the individual vehicles 310, 311, 312. The users of the individual vehicles 310, 311, 312 can then (e.g. by using the wheel 210 of the respective user interface 117) make a selection and send it back to the requesting vehicle 110. The feedback 451 from the individual vehicles 310, 311, 312 can then be evaluated in the requesting vehicle 110, e.g. to identify the most frequent feedback 451. It can thus be enabled in an efficient manner for the group members to make joint decisions (e.g. majority decisions) during a group trip. In this way, the comfort for a group trip can be increased. The control unit 111 of a vehicle 110 can thus enable joint navigation of the vehicles 310, 110, 311, 312 of a vehicle group 300 as part of the group driving mode. For example, a member (e.g. the leader) of group 300 can be enabled to transmit a navigation destination 412 and/or a specified driving route specified on a navigation unit of his vehicle 110 to the other vehicles 310, 311, 312, in particular to the navigation units of the other vehicles 310 , 311, 312, of the other group members. It can thus be ensured in an efficient and reliable manner that all members of the group 300 use the same navigation destination 312 and/or the same course of the route. ) Hamm discloses “...5. (Currently Amended) The controller according to claim 4, wherein the positional information further includes foremost corresponding information as information on whether the own vehicle (100) is a foremost vehicle in the group, and in the case where the foremost corresponding information is the information indicating that the own vehicle (100) is the foremost vehicle in the group, and the last corresponding information is the information indicating that the own vehicle (100) is the last vehicle in the group, the execution section (22)controller executes the rider-assistance operation that is executed when it is determined that the group travel mode is not valid. ( It can thus be made possible for the vehicles 310, 110, 311, 312 of a vehicle group 300 to automatically exchange data with one another during a group journey. This can be done via wireless communication links (e.g. UMTS, 4G and/or 5G) between the vehicles 310, 110, 311, 312. For example, group members can navigate together. As an alternative or in addition, message communication between the group members can be made possible in this way. 4a shows an exemplary graphic representation on a screen 201 of a vehicle 310, 110, 311, 312 of the vehicle group 300. In a part 400 of the screen 201, for example, the roadway network 410 in the vicinity of the group 300 can be displayed, the roadway network 410 lanes or roads 413 and junctions 414 between the lanes or roads 413. For example, a starting point 411 and/or an end point 412 can be defined for the group trip. Furthermore, a common travel route from the starting point 411 to the end point 412 may have been determined and defined. Symbols 420 for the individual vehicles 310, 110, 311, 312 in the group 300 can be displayed in the pictorial representation. The individual symbols 420 can display the positions of the individual vehicles 310 , 110 , 311 , 312 within the roadway network 410 . This allows the members of the group 300 to get an overview of the whereabouts of the individual group members in a convenient manner. In a part 430 of the screen 201 an exchange of text messages 431 between the members of the group 300 can be enabled. A text message 431 can be entered via the user interface 117 of a vehicle 110 and can then be sent to all other vehicles 310, 311, 312 in group 300 and displayed on the respective screens 201 of the other vehicles 310, 311, 312. In order to increase the security of the communication between group members, a list 440 of predefined text messages 441 can be provided via the user interface 117 of a vehicle 110 , in particular displayed on the screen 201 . The predefined text Messages 441 may relate to frequently occurring situations (such as the need to refuel; the desire to change the travel speed of the group 300; the desire for a break; the occurrence of a technical problem with the vehicle 110, etc.). The driver of vehicle 110 may be enabled (e.g., using wheel 210 of user interface 117) to scroll 442 through the list of predefined messages 441 and send a message 441 to the other vehicles 310, 311, 312 of group 300 to select. A particularly convenient and secure communication between the members of the group 300 can thus be made possible. In a group of vehicles 300, it often happens that a joint decision has to be made with regard to the group journey, for example whether a break should be taken or which route should be taken. The user of a vehicle 110 can be enabled to send a request to the other vehicles 310 , 311 , 312 in the group 300 via the user interface 117 of the vehicle 110 . The query can include a list 450 of possible responses 451 to the query. For example, different options 451 for a common travel route can be provided as part of the request (see 4c ). The list 450 of possible feedback 451, in particular the list 450 of possible choices or options, can be displayed on the screens 201 of the individual vehicles 310, 311, 312. The users of the individual vehicles 310, 311, 312 can then (e.g. by using the wheel 210 of the respective user interface 117) make a selection and send it back to the requesting vehicle 110. The feedback 451 from the individual vehicles 310, 311, 312 can then be evaluated in the requesting vehicle 110, e.g. to identify the most frequent feedback 451. It can thus be enabled in an efficient manner for the group members to make joint decisions (e.g. majority decisions) during a group trip. In this way, the comfort for a group trip can be increased. The control unit 111 of a vehicle 110 can thus enable joint navigation of the vehicles 310, 110, 311, 312 of a vehicle group 300 as part of the group driving mode. For example, a member (e.g. the leader) of group 300 can be enabled to transmit a navigation destination 412 and/or a specified driving route specified on a navigation unit of his vehicle 110 to the other vehicles 310, 311, 312, in particular to the navigation units of the other vehicles 310 , 311, 312, of the other group members. It can thus be ensured in an efficient and reliable manner that all members of the group 300 use the same navigation destination 312 and/or the same course of the route. ) Hamm discloses “..6. (Original) The controller according to claim 1, wherein the positional information includes intermediate corresponding information that is informa tion on whether the own vehicle (100) is an intermediate vehicle in the group”. (see FIG 3 and detailed description where the vehicle can be a leader or follower and the leader may take a break and the one other vehicle can now be from an intermediation position to the leader or at the end and can stop and take a break; Furthermore, the vehicles 310, 110, 311, 312 of the group 300 can be designed to automatically exchange data relating to the respective position, so that an overview of the positioning of the group members is provided on the individual vehicles 310, 110, 311, 312 can. The control unit 111 of a vehicle 310, 110, 311, 312 of the group 300 can be designed to recognize that one or more vehicles 310 of the group 300 are moving away from the group 300 and/or from the vehicle 110 of the leader of the group 300. In response to this, a notice or warning can be output via the user interfaces 117 of the individual (e.g. all) vehicles 310, 110, 311, 312 of the group 300 or (selectively) via the user interface 117 of the vehicle 110 of the group leader 300 done. A suggested route for a route to the one or more remote group vehicles 310 may also be generated (e.g., at the group leader's 300 vehicle 110 ). Alternatively or additionally, a suggested route for a route back to the group 300 can be created for the one or more remote group vehicles 310 . Correspondingly, if a group vehicle 310 has an accident or breaks down, a message and/or possibly a suggested route can be output to the other vehicles 110, 311, 312 in group 300. Furthermore, an emergency call can be made automatically if necessary. When operating the group driving mode, the filling levels of the energy stores, in particular the fuel tanks, of the individual vehicles 310, 110, 311, 312 of the group 300 can be monitored in at least one vehicle 110, e.g. in the vehicle 110 of the group leader. If it is detected that the energy storage device of a vehicle 310, 110, 311, 312 has a fill level that falls below a certain minimum fill level (where the minimum fill level depends, for example, on the required remaining range to the navigation destination 412), a warning can be issued are output and a route to a gas station can be planned and suggested if necessary. The updated route and/or the updated destination can then be communicated to the other vehicles 310, 311, 312 in group 300. If necessary, it can be made possible to form two or more subgroups within a group 300, for example in order to enable the different subgroups to travel along different travel routes. The functions described in this document can then be provided selectively within the individual subgroups and/or for the entire group 300. The navigation unit of a vehicle 110 can be set up to determine a route depending on the weather conditions. A weather map for the roadway network 410 relevant to the group journey can be displayed (e.g. overlaid with the roadway network 410). As already explained above, it can be made possible for the members of a group 300 to exchange messages with one another. For this purpose it can be made possible, for example, to send a message to the leader of the group 300 or to the whole group 300 (e.g. as a request for a vote). For example, a request for a driving break can be sent. If the request is accepted, a (common) route plan for a suitable break location can be created and displayed by the navigation units of the individual vehicles 310, 110, 311, 312. A dedicated user interface for the user interfaces 117 of the individual vehicles 310, 110, 311, 312 of a group 300 can be provided for the group driving mode. As related to 4c As set forth above, a menu selection for voting in the group 300 (eg, with the options 451 "agree"/"disagree"/"don't care") may be provided. The voting result can then be made available (in particular to the leader of group 300). The leader of the group 300 can then confirm the voting result. A split screen can appear on the screen 201 of a vehicle 110, e.g. with a part for the navigation and with a part for options for a specific destination (e.g. to a lost participant of group 300, to an accident site, to a gas station, to a break area, etc.). 5 shows a flowchart of an exemplary (possibly computer-implemented) method 500 for supporting a driver of a vehicle 110 when driving within a group 300 that includes a number of different vehicles 310 , 110 , 311 , 312 . The vehicles 310, 110, 311, 312 can in particular be single-track vehicles and/or motorcycles. The method 500 includes determining 501 whether a group driving mode of the vehicle 110 for driving the vehicle 110 within a group 300 is active or not. For example, the vehicle 110 may include a user interface 117 that allows a user of the vehicle 110 to enable or disable group ride mode. The group driving mode may be associated with a group operating mode (group mode for short) of one or more driving functions of the vehicle 110 . When operating the vehicle function in the group mode, it can be taken into account that the vehicle 110 is driving in a group 300 together with one or more other vehicles 310, 311, 312. Activating the group driving mode can thus cause the fact that the vehicle 110 is driving in a group 30 to be taken into account as part of the operation of one or more vehicle functions of the vehicle 110 . The group mode of the one or more vehicle functions can differ from a standard mode of the one or more vehicle functions that is used when the group driving mode is not active. ) Hamm discloses “...7. (Currently Amended) The controller according to claim 6, wherein the acquisition section (2l)controller acquires the intermediate corresponding information on the basis of: foremost corresponding information as information on whether the own vehicle (100) is a foremost vehicle in the group; and last corresponding information as information on whether the own vehicle (100) is a last vehicle in the group”. (see FIG 3 and detailed description where the vehicle can be a leader or follower and the leader may take a break and the one other vehicle can now be from an intermediation position to the leader or at the end and can stop and take a break; Furthermore, the vehicles 310, 110, 311, 312 of the group 300 can be designed to automatically exchange data relating to the respective position, so that an overview of the positioning of the group members is provided on the individual vehicles 310, 110, 311, 312 can. The control unit 111 of a vehicle 310, 110, 311, 312 of the group 300 can be designed to recognize that one or more vehicles 310 of the group 300 are moving away from the group 300 and/or from the vehicle 110 of the leader of the group 300. In response to this, a notice or warning can be output via the user interfaces 117 of the individual (e.g. all) vehicles 310, 110, 311, 312 of the group 300 or (selectively) via the user interface 117 of the vehicle 110 of the group leader 300 done. A suggested route for a route to the one or more remote group vehicles 310 may also be generated (e.g., at the group leader's 300 vehicle 110 ). Alternatively or additionally, a suggested route for a route back to the group 300 can be created for the one or more remote group vehicles 310 . Correspondingly, if a group vehicle 310 has an accident or breaks down, a message and/or possibly a suggested route can be output to the other vehicles 110, 311, 312 in group 300. Furthermore, an emergency call can be made automatically if necessary. When operating the group driving mode, the filling levels of the energy stores, in particular the fuel tanks, of the individual vehicles 310, 110, 311, 312 of the group 300 can be monitored in at least one vehicle 110, e.g. in the vehicle 110 of the group leader. If it is detected that the energy storage device of a vehicle 310, 110, 311, 312 has a fill level that falls below a certain minimum fill level (where the minimum fill level depends, for example, on the required remaining range to the navigation destination 412), a warning can be issued are output and a route to a gas station can be planned and suggested if necessary. The updated route and/or the updated destination can then be communicated to the other vehicles 310, 311, 312 in group 300. If necessary, it can be made possible to form two or more subgroups within a group 300, for example in order to enable the different subgroups to travel along different travel routes. The functions described in this document can then be provided selectively within the individual subgroups and/or for the entire group 300. The navigation unit of a vehicle 110 can be set up to determine a route depending on the weather conditions. A weather map for the roadway network 410 relevant to the group journey can be displayed (e.g. overlaid with the roadway network 410). As already explained above, it can be made possible for the members of a group 300 to exchange messages with one another. For this purpose it can be made possible, for example, to send a message to the leader of the group 300 or to the whole group 300 (e.g. as a request for a vote). For example, a request for a driving break can be sent. If the request is accepted, a (common) route plan for a suitable break location can be created and displayed by the navigation units of the individual vehicles 310, 110, 311, 312. A dedicated user interface for the user interfaces 117 of the individual vehicles 310, 110, 311, 312 of a group 300 can be provided for the group driving mode. As related to 4c As set forth above, a menu selection for voting in the group 300 (eg, with the options 451 "agree"/"disagree"/"don't care") may be provided. The voting result can then be made available (in particular to the leader of group 300). The leader of the group 300 can then confirm the voting result. A split screen can appear on the screen 201 of a vehicle 110, e.g. with a part for the navigation and with a part for options for a specific destination (e.g. to a lost participant of group 300, to an accident site, to a gas station, to a break area, etc.). 5 shows a flowchart of an exemplary (possibly computer-implemented) method 500 for supporting a driver of a vehicle 110 when driving within a group 300 that includes a number of different vehicles 310 , 110 , 311 , 312 . The vehicles 310, 110, 311, 312 can in particular be single-track vehicles and/or motorcycles. The method 500 includes determining 501 whether a group driving mode of the vehicle 110 for driving the vehicle 110 within a group 300 is active or not. For example, the vehicle 110 may include a user interface 117 that allows a user of the vehicle 110 to enable or disable group ride mode. The group driving mode may be associated with a group operating mode (group mode for short) of one or more driving functions of the vehicle 110 . When operating the vehicle function in the group mode, it can be taken into account that the vehicle 110 is driving in a group 300 together with one or more other vehicles 310, 311, 312. Activating the group driving mode can thus cause the fact that the vehicle 110 is driving in a group 30 to be taken into account as part of the operation of one or more vehicle functions of the vehicle 110 . The group mode of the one or more vehicle functions can differ from a standard mode of the one or more vehicle functions that is used when the group driving mode is not active. ) Hamm discloses “...8. (Currently Amended) The controller (20) according to claim 2 wherein the acquisition section (2l)controller acquires the foremost corresponding information on the basis of information on presence or absence of another vehicle (200) that travels in front of the own vehicle (100). (see FIG 3 and detailed description where the vehicle can be a leader or follower and the leader may take a break and the one other vehicle can now be from an intermediation position to the leader or at the end and can stop and take a break; Furthermore, the vehicles 310, 110, 311, 312 of the group 300 can be designed to automatically exchange data relating to the respective position, so that an overview of the positioning of the group members is provided on the individual vehicles 310, 110, 311, 312 can. The control unit 111 of a vehicle 310, 110, 311, 312 of the group 300 can be designed to recognize that one or more vehicles 310 of the group 300 are moving away from the group 300 and/or from the vehicle 110 of the leader of the group 300. In response to this, a notice or warning can be output via the user interfaces 117 of the individual (e.g. all) vehicles 310, 110, 311, 312 of the group 300 or (selectively) via the user interface 117 of the vehicle 110 of the group leader 300 done. A suggested route for a route to the one or more remote group vehicles 310 may also be generated (e.g., at the group leader's 300 vehicle 110 ). Alternatively or additionally, a suggested route for a route back to the group 300 can be created for the one or more remote group vehicles 310 . Correspondingly, if a group vehicle 310 has an accident or breaks down, a message and/or possibly a suggested route can be output to the other vehicles 110, 311, 312 in group 300. Furthermore, an emergency call can be made automatically if necessary. When operating the group driving mode, the filling levels of the energy stores, in particular the fuel tanks, of the individual vehicles 310, 110, 311, 312 of the group 300 can be monitored in at least one vehicle 110, e.g. in the vehicle 110 of the group leader. If it is detected that the energy storage device of a vehicle 310, 110, 311, 312 has a fill level that falls below a certain minimum fill level (where the minimum fill level depends, for example, on the required remaining range to the navigation destination 412), a warning can be issued are output and a route to a gas station can be planned and suggested if necessary. The updated route and/or the updated destination can then be communicated to the other vehicles 310, 311, 312 in group 300. If necessary, it can be made possible to form two or more subgroups within a group 300, for example in order to enable the different subgroups to travel along different travel routes. The functions described in this document can then be provided selectively within the individual subgroups and/or for the entire group 300. The navigation unit of a vehicle 110 can be set up to determine a route depending on the weather conditions. A weather map for the roadway network 410 relevant to the group journey can be displayed (e.g. overlaid with the roadway network 410). As already explained above, it can be made possible for the members of a group 300 to exchange messages with one another. For this purpose it can be made possible, for example, to send a message to the leader of the group 300 or to the whole group 300 (e.g. as a request for a vote). For example, a request for a driving break can be sent. If the request is accepted, a (common) route plan for a suitable break location can be created and displayed by the navigation units of the individual vehicles 310, 110, 311, 312. A dedicated user interface for the user interfaces 117 of the individual vehicles 310, 110, 311, 312 of a group 300 can be provided for the group driving mode. As related to 4c As set forth above, a menu selection for voting in the group 300 (eg, with the options 451 "agree"/"disagree"/"don't care") may be provided. The voting result can then be made available (in particular to the leader of group 300). The leader of the group 300 can then confirm the voting result. A split screen can appear on the screen 201 of a vehicle 110, e.g. with a part for the navigation and with a part for options for a specific destination (e.g. to a lost participant of group 300, to an accident site, to a gas station, to a break area, etc.). 5 shows a flowchart of an exemplary (possibly computer-implemented) method 500 for supporting a driver of a vehicle 110 when driving within a group 300 that includes a number of different vehicles 310 , 110 , 311 , 312 . The vehicles 310, 110, 311, 312 can in particular be single-track vehicles and/or motorcycles. The method 500 includes determining 501 whether a group driving mode of the vehicle 110 for driving the vehicle 110 within a group 300 is active or not. For example, the vehicle 110 may include a user interface 117 that allows a user of the vehicle 110 to enable or disable group ride mode. The group driving mode may be associated with a group operating mode (group mode for short) of one or more driving functions of the vehicle 110 . When operating the vehicle function in the group mode, it can be taken into account that the vehicle 110 is driving in a group 300 together with one or more other vehicles 310, 311, 312. Activating the group driving mode can thus cause the fact that the vehicle 110 is driving in a group 30 to be taken into account as part of the operation of one or more vehicle functions of the vehicle 110 . The group mode of the one or more vehicle functions can differ from a standard mode of the one or more vehicle functions that is used when the group driving mode is not active. ) Hamm discloses “...9. (Currently Amended) The controller (20) according to claim 2any one of claims 2, wherein the acquisition section (2l)controller acquires the foremost corresponding information on the basis of positional relationship information between the own vehicle (100) and another vehicle (200) that travels in front of the own vehicle (100)”. (see FIG 3 and detailed description where the vehicle can be a leader or follower and the leader may take a break and the one other vehicle can now be from an intermediation position to the leader or at the end and can stop and take a break; Furthermore, the vehicles 310, 110, 311, 312 of the group 300 can be designed to automatically exchange data relating to the respective position, so that an overview of the positioning of the group members is provided on the individual vehicles 310, 110, 311, 312 can. The control unit 111 of a vehicle 310, 110, 311, 312 of the group 300 can be designed to recognize that one or more vehicles 310 of the group 300 are moving away from the group 300 and/or from the vehicle 110 of the leader of the group 300. In response to this, a notice or warning can be output via the user interfaces 117 of the individual (e.g. all) vehicles 310, 110, 311, 312 of the group 300 or (selectively) via the user interface 117 of the vehicle 110 of the group leader 300 done. A suggested route for a route to the one or more remote group vehicles 310 may also be generated (e.g., at the group leader's 300 vehicle 110 ). Alternatively or additionally, a suggested route for a route back to the group 300 can be created for the one or more remote group vehicles 310 . Correspondingly, if a group vehicle 310 has an accident or breaks down, a message and/or possibly a suggested route can be output to the other vehicles 110, 311, 312 in group 300. Furthermore, an emergency call can be made automatically if necessary. When operating the group driving mode, the filling levels of the energy stores, in particular the fuel tanks, of the individual vehicles 310, 110, 311, 312 of the group 300 can be monitored in at least one vehicle 110, e.g. in the vehicle 110 of the group leader. If it is detected that the energy storage device of a vehicle 310, 110, 311, 312 has a fill level that falls below a certain minimum fill level (where the minimum fill level depends, for example, on the required remaining range to the navigation destination 412), a warning can be issued are output and a route to a gas station can be planned and suggested if necessary. The updated route and/or the updated destination can then be communicated to the other vehicles 310, 311, 312 in group 300. If necessary, it can be made possible to form two or more subgroups within a group 300, for example in order to enable the different subgroups to travel along different travel routes. The functions described in this document can then be provided selectively within the individual subgroups and/or for the entire group 300. The navigation unit of a vehicle 110 can be set up to determine a route depending on the weather conditions. A weather map for the roadway network 410 relevant to the group journey can be displayed (e.g. overlaid with the roadway network 410). As already explained above, it can be made possible for the members of a group 300 to exchange messages with one another. For this purpose it can be made possible, for example, to send a message to the leader of the group 300 or to the whole group 300 (e.g. as a request for a vote). For example, a request for a driving break can be sent. If the request is accepted, a (common) route plan for a suitable break location can be created and displayed by the navigation units of the individual vehicles 310, 110, 311, 312. A dedicated user interface for the user interfaces 117 of the individual vehicles 310, 110, 311, 312 of a group 300 can be provided for the group driving mode. As related to 4c As set forth above, a menu selection for voting in the group 300 (eg, with the options 451 "agree"/"disagree"/"don't care") may be provided. The voting result can then be made available (in particular to the leader of group 300). The leader of the group 300 can then confirm the voting result. A split screen can appear on the screen 201 of a vehicle 110, e.g. with a part for the navigation and with a part for options for a specific destination (e.g. to a lost participant of group 300, to an accident site, to a gas station, to a break area, etc.). 5 shows a flowchart of an exemplary (possibly computer-implemented) method 500 for supporting a driver of a vehicle 110 when driving within a group 300 that includes a number of different vehicles 310 , 110 , 311 , 312 . The vehicles 310, 110, 311, 312 can in particular be single-track vehicles and/or motorcycles. The method 500 includes determining 501 whether a group driving mode of the vehicle 110 for driving the vehicle 110 within a group 300 is active or not. For example, the vehicle 110 may include a user interface 117 that allows a user of the vehicle 110 to enable or disable group ride mode. The group driving mode may be associated with a group operating mode (group mode for short) of one or more driving functions of the vehicle 110 . When operating the vehicle function in the group mode, it can be taken into account that the vehicle 110 is driving in a group 300 together with one or more other vehicles 310, 311, 312. Activating the group driving mode can thus cause the fact that the vehicle 110 is driving in a group 30 to be taken into account as part of the operation of one or more vehicle functions of the vehicle 110 . The group mode of the one or more vehicle functions can differ from a standard mode of the one or more vehicle functions that is used when the group driving mode is not active. ) 35 USC 103 07-20-aia AIA The following is a quotation of 35 U.S.C. 103 which forms the basis for all obviousness rejections set forth in this Office action: A patent for a claimed invention may not be obtained, notwithstanding that the claimed invention is not identically disclosed as set forth in section 102, if the differences between the claimed invention and the prior art are such that the claimed invention as a whole would have been obvious before the effective filing date of the claimed invention to a person having ordinary skill in the art to which the claimed invention pertains. Patentability shall not be negated by the manner in which the invention was made. Claims 10-14 are rejected under 35 U.S.C. sec. 103 as being unpatentable as obvious in view of German Patent Pub. No.: DE 10 2021 104332 Al to Hamm assigned to BAYERISCHE MOTOREN WERKE and in view of Japanese Patent Pub. No.: JP 2022 122301A to Igari assigned to BOSCH GMBH ROBERT. Hamm is silent but IGARI teaches “..10. (Currently Amended) The controller (20) according to claim 2 wherein the aequisitioH seetioH (2l)controller acquires the foremost corresponding information on the basis of model information of another vehicle (200) that travels in front of the own vehicle”. ( FIG. 5 is a diagram showing an example of the input screen IM1 displayed on the display device 13. As shown in FIG. As shown in FIG. 5, multiple objects OJ1, OJ2, OJ3, OJ4, OJ5, and OJ6 are displayed in multiple columns on the input screen IM1. Although each object has a rectangular shape in FIG. 5, the shape of each object is not limited to this example. For example, the shape of each object may be a shape imitating the shape of a motorcycle. Specifically, the vertical direction in FIG. 5 is the row direction along the row. A plurality of objects OJ1, OJ2, OJ3, OJ4, OJ5, OJ6 are displayed in two columns. In the example of FIG. 5, objects OJ1, OJ2 and OJ3 make up the left column. Objects OJ1, OJ2, and OJ3 are arranged in this order from the top of the input screen IM1. On the other hand, objects OJ4, OJ5 and OJ6 form the right column. Objects OJ4, OJ5, and OJ6 are arranged in this order from the top of the input screen IM1. In addition, the plurality of objects OJ1, OJ2, OJ3, OJ4, OJ5, and OJ6 are arranged in the column direction along the column (that is, the vertical direction in FIG. 5) and in the row direction that is orthogonal to the column direction (that is, in FIG. 5). They are arranged in a matrix so that they line up in the left-to-right direction inside. In the example of FIG. 5, objects OJ1 and OJ4 make up the top row, objects OJ2 and OJ5 make up the middle row, and objects OJ3 and OJ6 make up the bottom row. The rider selects one object from among the plurality of objects OJ1, OJ2, OJ3, OJ4, OJ5, and OJ6 displayed on the input screen IM1 in a setting operation that is an operation for setting intra-group position information. . For example, the display device 13 is provided with a touch panel, and the rider can select an object using the touch panel. Note that the selection of the object by the rider may be performed using the input device 15 . The obtaining unit 21 obtains, as in-group position information, information indicating positions corresponding to the display positions of the objects selected by the rider within the plurality of objects OJ1, OJ2, OJ3, OJ4, OJ5, and OJ6. The left column composed of objects OJ1, OJ2 and OJ3 corresponds to the left column of cars. Therefore, when any one of the objects OJ1, OJ2, and OJ3 is selected by the rider, the acquisition unit 21 acquires the train information indicating that the own train is the left train as the in-group position information. . The right column composed of objects OJ4, OJ5 and OJ6 corresponds to the right column. Therefore, when any one of the objects OJ4, OJ5, and OJ6 is selected by the rider, the acquisition unit 21 acquires the train information indicating that the own train is the right train as the in-group position information. . The upper row composed of objects OJ1 and OJ4 corresponds to the leading vehicle in each convoy. Therefore, when either of the objects OJ1 and OJ4 is selected by the rider, the acquisition unit 21 indicates that the own vehicle 1 is the leading vehicle in the convoy in which the own vehicle 1 is positioned within the group. Acquire the forward and backward position information as intra-group position information. The middle row composed of objects OJ2 and OJ5 corresponds to vehicles positioned between the leading vehicle and the last vehicle in each convoy. Therefore, when either of the objects OJ2 and OJ5 is selected by the rider, the acquisition unit 21 determines whether the vehicle 1 is the leading vehicle or the last vehicle in the row in which the vehicle 1 is positioned in the group. As in-group position information, the front-rear position information indicating that the vehicle is located between the two is acquired. The bottom row composed of objects OJ3 and OJ6 corresponds to the last vehicle in each train. Therefore, when either of the objects OJ3 and OJ6 is selected by the rider, the acquiring unit 21 indicates that the own vehicle 1 is the last vehicle in the train in which the own vehicle 1 is positioned in the group. The forward and backward position information shown is acquired as in-group position information. The rider selects an object corresponding to the position of the own vehicle 1 within the group in the setting operation using the input screen IM1. For example, when the own vehicle 1 is positioned at the front in the left lane, the rider selects the object OJ1. As a result, the acquisition unit 21 can determine that the own vehicle line is the left side vehicle line and that the own vehicle 1 is the leading vehicle. Note that in the example of FIG. 5, only the plurality of objects OJ1, OJ2, OJ3, OJ4, OJ5, and OJ6 are displayed on the input screen IM1. However, the input screen IM1 may display an object other than the object for receiving the setting operation by the rider (for example, an object indicating the vehicle speed, etc.). Also, in the example of FIG. 5, the number of objects forming each column is three, but the number of objects forming each column may be other than three. In the above example, the acquisition unit 21 can acquire both the train information indicating the own vehicle train and the front-rear position information indicating the front-rear position of the own vehicle 1 as the in-group position information. However, in the process of acquiring the intra-group position information, the acquiring unit 21 uses only one of the row information indicating the own vehicle row and the front-rear position information indicating the front-rear position of the own vehicle 1 as the intra-group position information. may be obtained. An example has been described above in which the input screen IM1 for receiving the setting operation by the rider is displayed on the display device 13, and the setting operation is performed by the rider using the input screen IM1. However, the setting operation by the rider may be performed without using the display device 13 . For example, the setting operation by the rider may be performed in a state in which the input screen IM1 is not displayed on the display device 13 and may be an operation using only the input device 15 ) It would have been obvious for one of ordinary skill in the art before the effective filing date of the present disclosure to combing the disclosure of HAMM with the teachings of IGARI with a reasonable expectation of success since IGARI teaches that a motorcycle can include a display that is a touch screen where the display can include a number of columns with different vehicles and objects including other motorcycles and other vehicles. The own vehicle can then select which other motorcycles to follow in the column. The rider selects one object from among the plurality of objects OJ1, OJ2, OJ3, OJ4, OJ5, and OJ6 displayed on the input screen IM1 in a setting operation that is an operation for setting intra-group position information. . For example, the display device 13 is provided with a touch panel, and the rider can select an object using the touch panel. Note that the selection of the object by the rider may be performed using the input device 15 . The obtaining unit 21 obtains, as in-group position information, information indicating positions corresponding to the display positions of the objects selected by the rider within the plurality of objects OJ1, OJ2, OJ3, OJ4, OJ5, and OJ6. Then the vehicle can autonomously follow the ahead vehicle and will not collide with the vehicle so the motorcycle driver can rest and not pay too close attention ahead. See FIG. 5, abstract and claims 1-5. Igarni teaches “...11. (Currently Amended) The controller (20) according to claim 4 wherein the aequisitioH seetioH (2l)controller acquires the last corresponding information on the basis of information on presence or absence of another vehicle (200) that travels behind the own vehicle (100). ( FIG. 5 is a diagram showing an example of the input screen IM1 displayed on the display device 13. As shown in FIG. As shown in FIG. 5, multiple objects OJ1, OJ2, OJ3, OJ4, OJ5, and OJ6 are displayed in multiple columns on the input screen IM1. Although each object has a rectangular shape in FIG. 5, the shape of each object is not limited to this example. For example, the shape of each object may be a shape imitating the shape of a motorcycle. Specifically, the vertical direction in FIG. 5 is the row direction along the row. A plurality of objects OJ1, OJ2, OJ3, OJ4, OJ5, OJ6 are displayed in two columns. In the example of FIG. 5, objects OJ1, OJ2 and OJ3 make up the left column. Objects OJ1, OJ2, and OJ3 are arranged in this order from the top of the input screen IM1. On the other hand, objects OJ4, OJ5 and OJ6 form the right column. Objects OJ4, OJ5, and OJ6 are arranged in this order from the top of the input screen IM1. In addition, the plurality of objects OJ1, OJ2, OJ3, OJ4, OJ5, and OJ6 are arranged in the column direction along the column (that is, the vertical direction in FIG. 5) and in the row direction that is orthogonal to the column direction (that is, in FIG. 5). They are arranged in a matrix so that they line up in the left-to-right direction inside. In the example of FIG. 5, objects OJ1 and OJ4 make up the top row, objects OJ2 and OJ5 make up the middle row, and objects OJ3 and OJ6 make up the bottom row. The rider selects one object from among the plurality of objects OJ1, OJ2, OJ3, OJ4, OJ5, and OJ6 displayed on the input screen IM1 in a setting operation that is an operation for setting intra-group position information. . For example, the display device 13 is provided with a touch panel, and the rider can select an object using the touch panel. Note that the selection of the object by the rider may be performed using the input device 15 . The obtaining unit 21 obtains, as in-group position information, information indicating positions corresponding to the display positions of the objects selected by the rider within the plurality of objects OJ1, OJ2, OJ3, OJ4, OJ5, and OJ6. The left column composed of objects OJ1, OJ2 and OJ3 corresponds to the left column of cars. Therefore, when any one of the objects OJ1, OJ2, and OJ3 is selected by the rider, the acquisition unit 21 acquires the train information indicating that the own train is the left train as the in-group position information. . The right column composed of objects OJ4, OJ5 and OJ6 corresponds to the right column. Therefore, when any one of the objects OJ4, OJ5, and OJ6 is selected by the rider, the acquisition unit 21 acquires the train information indicating that the own train is the right train as the in-group position information. . The upper row composed of objects OJ1 and OJ4 corresponds to the leading vehicle in each convoy. Therefore, when either of the objects OJ1 and OJ4 is selected by the rider, the acquisition unit 21 indicates that the own vehicle 1 is the leading vehicle in the convoy in which the own vehicle 1 is positioned within the group. Acquire the forward and backward position information as intra-group position information. The middle row composed of objects OJ2 and OJ5 corresponds to vehicles positioned between the leading vehicle and the last vehicle in each convoy. Therefore, when either of the objects OJ2 and OJ5 is selected by the rider, the acquisition unit 21 determines whether the vehicle 1 is the leading vehicle or the last vehicle in the row in which the vehicle 1 is positioned in the group. As in-group position information, the front-rear position information indicating that the vehicle is located between the two is acquired. The bottom row composed of objects OJ3 and OJ6 corresponds to the last vehicle in each train. Therefore, when either of the objects OJ3 and OJ6 is selected by the rider, the acquiring unit 21 indicates that the own vehicle 1 is the last vehicle in the train in which the own vehicle 1 is positioned in the group. The forward and backward position information shown is acquired as in-group position information. The rider selects an object corresponding to the position of the own vehicle 1 within the group in the setting operation using the input screen IM1. For example, when the own vehicle 1 is positioned at the front in the left lane, the rider selects the object OJ1. As a result, the acquisition unit 21 can determine that the own vehicle line is the left side vehicle line and that the own vehicle 1 is the leading vehicle. Note that in the example of FIG. 5, only the plurality of objects OJ1, OJ2, OJ3, OJ4, OJ5, and OJ6 are displayed on the input screen IM1. However, the input screen IM1 may display an object other than the object for receiving the setting operation by the rider (for example, an object indicating the vehicle speed, etc.). Also, in the example of FIG. 5, the number of objects forming each column is three, but the number of objects forming each column may be other than three. In the above example, the acquisition unit 21 can acquire both the train information indicating the own vehicle train and the front-rear position information indicating the front-rear position of the own vehicle 1 as the in-group position information. However, in the process of acquiring the intra-group position information, the acquiring unit 21 uses only one of the row information indicating the own vehicle row and the front-rear position information indicating the front-rear position of the own vehicle 1 as the intra-group position information. may be obtained. An example has been described above in which the input screen IM1 for receiving the setting operation by the rider is displayed on the display device 13, and the setting operation is performed by the rider using the input screen IM1. However, the setting operation by the rider may be performed without using the display device 13 . For example, the setting operation by the rider may be performed in a state in which the input screen IM1 is not displayed on the display device 13 and may be an operation using only the input device 15 ) It would have been obvious for one of ordinary skill in the art before the effective filing date of the present disclosure to combing the disclosure of HAMM with the teachings of IGARI with a reasonable expectation of success since IGARI teaches that a motorcycle can include a display that is a touch screen where the display can include a number of columns with different vehicles and objects including other motorcycles and other vehicles. The own vehicle can then select which other motorcycles to follow in the column. The rider selects one object from among the plurality of objects OJ1, OJ2, OJ3, OJ4, OJ5, and OJ6 displayed on the input screen IM1 in a setting operation that is an operation for setting intra-group position information. . For example, the display device 13 is provided with a touch panel, and the rider can select an object using the touch panel. Note that the selection of the object by the rider may be performed using the input device 15 . The obtaining unit 21 obtains, as in-group position information, information indicating positions corresponding to the display positions of the objects selected by the rider within the plurality of objects OJ1, OJ2, OJ3, OJ4, OJ5, and OJ6. Then the vehicle can autonomously follow the ahead vehicle and will not collide with the vehicle so the motorcycle driver can rest and not pay too close attention ahead. See FIG. 5, abstract and claims 1-5. Igari teaches “..12. (Currently Amended) The controller (20) according to claim 4aHy oHe of claims 1 wherein the aequisitioH seetioH (2l)controller acquires the last corresponding information on the basis of positional relationship information between the own vehicle (100) and another vehicle (200) that travels behind the own vehicle (100).” (FIG. 5 is a diagram showing an example of the input screen IM1 displayed on the display device 13. As shown in FIG. As shown in FIG. 5, multiple objects OJ1, OJ2, OJ3, OJ4, OJ5, and OJ6 are displayed in multiple columns on the input screen IM1. Although each object has a rectangular shape in FIG. 5, the shape of each object is not limited to this example. For example, the shape of each object may be a shape imitating the shape of a motorcycle. Specifically, the vertical direction in FIG. 5 is the row direction along the row. A plurality of objects OJ1, OJ2, OJ3, OJ4, OJ5, OJ6 are displayed in two columns. In the example of FIG. 5, objects OJ1, OJ2 and OJ3 make up the left column. Objects OJ1, OJ2, and OJ3 are arranged in this order from the top of the input screen IM1. On the other hand, objects OJ4, OJ5 and OJ6 form the right column. Objects OJ4, OJ5, and OJ6 are arranged in this order from the top of the input screen IM1. In addition, the plurality of objects OJ1, OJ2, OJ3, OJ4, OJ5, and OJ6 are arranged in the column direction along the column (that is, the vertical direction in FIG. 5) and in the row direction that is orthogonal to the column direction (that is, in FIG. 5). They are arranged in a matrix so that they line up in the left-to-right direction inside. In the example of FIG. 5, objects OJ1 and OJ4 make up the top row, objects OJ2 and OJ5 make up the middle row, and objects OJ3 and OJ6 make up the bottom row. The rider selects one object from among the plurality of objects OJ1, OJ2, OJ3, OJ4, OJ5, and OJ6 displayed on the input screen IM1 in a setting operation that is an operation for setting intra-group position information. . For example, the display device 13 is provided with a touch panel, and the rider can select an object using the touch panel. Note that the selection of the object by the rider may be performed using the input device 15 . The obtaining unit 21 obtains, as in-group position information, information indicating positions corresponding to the display positions of the objects selected by the rider within the plurality of objects OJ1, OJ2, OJ3, OJ4, OJ5, and OJ6. The left column composed of objects OJ1, OJ2 and OJ3 corresponds to the left column of cars. Therefore, when any one of the objects OJ1, OJ2, and OJ3 is selected by the rider, the acquisition unit 21 acquires the train information indicating that the own train is the left train as the in-group position information. . The right column composed of objects OJ4, OJ5 and OJ6 corresponds to the right column. Therefore, when any one of the objects OJ4, OJ5, and OJ6 is selected by the rider, the acquisition unit 21 acquires the train information indicating that the own train is the right train as the in-group position information. . The upper row composed of objects OJ1 and OJ4 corresponds to the leading vehicle in each convoy. Therefore, when either of the objects OJ1 and OJ4 is selected by the rider, the acquisition unit 21 indicates that the own vehicle 1 is the leading vehicle in the convoy in which the own vehicle 1 is positioned within the group. Acquire the forward and backward position information as intra-group position information. The middle row composed of objects OJ2 and OJ5 corresponds to vehicles positioned between the leading vehicle and the last vehicle in each convoy. Therefore, when either of the objects OJ2 and OJ5 is selected by the rider, the acquisition unit 21 determines whether the vehicle 1 is the leading vehicle or the last vehicle in the row in which the vehicle 1 is positioned in the group. As in-group position information, the front-rear position information indicating that the vehicle is located between the two is acquired. The bottom row composed of objects OJ3 and OJ6 corresponds to the last vehicle in each train. Therefore, when either of the objects OJ3 and OJ6 is selected by the rider, the acquiring unit 21 indicates that the own vehicle 1 is the last vehicle in the train in which the own vehicle 1 is positioned in the group. The forward and backward position information shown is acquired as in-group position information. The rider selects an object corresponding to the position of the own vehicle 1 within the group in the setting operation using the input screen IM1. For example, when the own vehicle 1 is positioned at the front in the left lane, the rider selects the object OJ1. As a result, the acquisition unit 21 can determine that the own vehicle line is the left side vehicle line and that the own vehicle 1 is the leading vehicle. Note that in the example of FIG. 5, only the plurality of objects OJ1, OJ2, OJ3, OJ4, OJ5, and OJ6 are displayed on the input screen IM1. However, the input screen IM1 may display an object other than the object for receiving the setting operation by the rider (for example, an object indicating the vehicle speed, etc.). Also, in the example of FIG. 5, the number of objects forming each column is three, but the number of objects forming each column may be other than three. In the above example, the acquisition unit 21 can acquire both the train information indicating the own vehicle train and the front-rear position information indicating the front-rear position of the own vehicle 1 as the in-group position information. However, in the process of acquiring the intra-group position information, the acquiring unit 21 uses only one of the row information indicating the own vehicle row and the front-rear position information indicating the front-rear position of the own vehicle 1 as the intra-group position information. may be obtained. An example has been described above in which the input screen IM1 for receiving the setting operation by the rider is displayed on the display device 13, and the setting operation is performed by the rider using the input screen IM1. However, the setting operation by the rider may be performed without using the display device 13 . For example, the setting operation by the rider may be performed in a state in which the input screen IM1 is not displayed on the display device 13 and may be an operation using only the input device 15) It would have been obvious for one of ordinary skill in the art before the effective filing date of the present disclosure to combing the disclosure of HAMM with the teachings of IGARI with a reasonable expectation of success since IGARI teaches that a motorcycle can include a display that is a touch screen where the display can include a number of columns with different vehicles and objects including other motorcycles and other vehicles. The own vehicle can then select which other motorcycles to follow in the column. The rider selects one object from among the plurality of objects OJ1, OJ2, OJ3, OJ4, OJ5, and OJ6 displayed on the input screen IM1 in a setting operation that is an operation for setting intra-group position information. . For example, the display device 13 is provided with a touch panel, and the rider can select an object using the touch panel. Note that the selection of the object by the rider may be performed using the input device 15 . The obtaining unit 21 obtains, as in-group position information, information indicating positions corresponding to the display positions of the objects selected by the rider within the plurality of objects OJ1, OJ2, OJ3, OJ4, OJ5, and OJ6. Then the vehicle can autonomously follow the ahead vehicle and will not collide with the vehicle so the motorcycle driver can rest and not pay too close attention ahead. See FIG. 5, abstract and claims 1-5. Igan teaches “...13. (Currently Amended) The controller (20) according to claim 4aHy oHe of claims 1 wherein the aequisitioH seetioH (2l)controller acquires the last corresponding information on the basis of model information of another vehicle (200) that travels behind the own vehicle (100)”. ((FIG. 5 is a diagram showing an example of the input screen IM1 displayed on the display device 13. As shown in FIG. As shown in FIG. 5, multiple objects OJ1, OJ2, OJ3, OJ4, OJ5, and OJ6 are displayed in multiple columns on the input screen IM1. Although each object has a rectangular shape in FIG. 5, the shape of each object is not limited to this example. For example, the shape of each object may be a shape imitating the shape of a motorcycle. Specifically, the vertical direction in FIG. 5 is the row direction along the row. A plurality of objects OJ1, OJ2, OJ3, OJ4, OJ5, OJ6 are displayed in two columns. In the example of FIG. 5, objects OJ1, OJ2 and OJ3 make up the left column. Objects OJ1, OJ2, and OJ3 are arranged in this order from the top of the input screen IM1. On the other hand, objects OJ4, OJ5 and OJ6 form the right column. Objects OJ4, OJ5, and OJ6 are arranged in this order from the top of the input screen IM1. In addition, the plurality of objects OJ1, OJ2, OJ3, OJ4, OJ5, and OJ6 are arranged in the column direction along the column (that is, the vertical direction in FIG. 5) and in the row direction that is orthogonal to the column direction (that is, in FIG. 5). They are arranged in a matrix so that they line up in the left-to-right direction inside. In the example of FIG. 5, objects OJ1 and OJ4 make up the top row, objects OJ2 and OJ5 make up the middle row, and objects OJ3 and OJ6 make up the bottom row. The rider selects one object from among the plurality of objects OJ1, OJ2, OJ3, OJ4, OJ5, and OJ6 displayed on the input screen IM1 in a setting operation that is an operation for setting intra-group position information. . For example, the display device 13 is provided with a touch panel, and the rider can select an object using the touch panel. Note that the selection of the object by the rider may be performed using the input device 15 . The obtaining unit 21 obtains, as in-group position information, information indicating positions corresponding to the display positions of the objects selected by the rider within the plurality of objects OJ1, OJ2, OJ3, OJ4, OJ5, and OJ6. The left column composed of objects OJ1, OJ2 and OJ3 corresponds to the left column of cars. Therefore, when any one of the objects OJ1, OJ2, and OJ3 is selected by the rider, the acquisition unit 21 acquires the train information indicating that the own train is the left train as the in-group position information. . The right column composed of objects OJ4, OJ5 and OJ6 corresponds to the right column. Therefore, when any one of the objects OJ4, OJ5, and OJ6 is selected by the rider, the acquisition unit 21 acquires the train information indicating that the own train is the right train as the in-group position information. . The upper row composed of objects OJ1 and OJ4 corresponds to the leading vehicle in each convoy. Therefore, when either of the objects OJ1 and OJ4 is selected by the rider, the acquisition unit 21 indicates that the own vehicle 1 is the leading vehicle in the convoy in which the own vehicle 1 is positioned within the group. Acquire the forward and backward position information as intra-group position information. The middle row composed of objects OJ2 and OJ5 corresponds to vehicles positioned between the leading vehicle and the last vehicle in each convoy. Therefore, when either of the objects OJ2 and OJ5 is selected by the rider, the acquisition unit 21 determines whether the vehicle 1 is the leading vehicle or the last vehicle in the row in which the vehicle 1 is positioned in the group. As in-group position information, the front-rear position information indicating that the vehicle is located between the two is acquired. The bottom row composed of objects OJ3 and OJ6 corresponds to the last vehicle in each train. Therefore, when either of the objects OJ3 and OJ6 is selected by the rider, the acquiring unit 21 indicates that the own vehicle 1 is the last vehicle in the train in which the own vehicle 1 is positioned in the group. The forward and backward position information shown is acquired as in-group position information. The rider selects an object corresponding to the position of the own vehicle 1 within the group in the setting operation using the input screen IM1. For example, when the own vehicle 1 is positioned at the front in the left lane, the rider selects the object OJ1. As a result, the acquisition unit 21 can determine that the own vehicle line is the left side vehicle line and that the own vehicle 1 is the leading vehicle. Note that in the example of FIG. 5, only the plurality of objects OJ1, OJ2, OJ3, OJ4, OJ5, and OJ6 are displayed on the input screen IM1. However, the input screen IM1 may display an object other than the object for receiving the setting operation by the rider (for example, an object indicating the vehicle speed, etc.). Also, in the example of FIG. 5, the number of objects forming each column is three, but the number of objects forming each column may be other than three. In the above example, the acquisition unit 21 can acquire both the train information indicating the own vehicle train and the front-rear position information indicating the front-rear position of the own vehicle 1 as the in-group position information. However, in the process of acquiring the intra-group position information, the acquiring unit 21 uses only one of the row information indicating the own vehicle row and the front-rear position information indicating the front-rear position of the own vehicle 1 as the intra-group position information. may be obtained. An example has been described above in which the input screen IM1 for receiving the setting operation by the rider is displayed on the display device 13, and the setting operation is performed by the rider using the input screen IM1. However, the setting operation by the rider may be performed without using the display device 13 . For example, the setting operation by the rider may be performed in a state in which the input screen IM1 is not displayed on the display device 13 and may be an operation using only the input device 15) ) It would have been obvious for one of ordinary skill in the art before the effective filing date of the present disclosure to combing the disclosure of HAMM with the teachings of IGARI with a reasonable expectation of success since IGARI teaches that a motorcycle can include a display that is a touch screen where the display can include a number of columns with different vehicles and objects including other motorcycles and other vehicles. The own vehicle can then select which other motorcycles to follow in the column. The rider selects one object from among the plurality of objects OJ1, OJ2, OJ3, OJ4, OJ5, and OJ6 displayed on the input screen IM1 in a setting operation that is an operation for setting intra-group position information. . For example, the display device 13 is provided with a touch panel, and the rider can select an object using the touch panel. Note that the selection of the object by the rider may be performed using the input device 15 . The obtaining unit 21 obtains, as in-group position information, information indicating positions corresponding to the display positions of the objects selected by the rider within the plurality of objects OJ1, OJ2, OJ3, OJ4, OJ5, and OJ6. Then the vehicle can autonomously follow the ahead vehicle and will not collide with the vehicle so the motorcycle driver can rest and not pay too close attention ahead. See FIG. 5, abstract and claims 1-5. IGARI teaches “...14. (Currently Amended) The controller according to claim 1 wherein the acquisition seetioH (2l)controller acquires travel road information, and in the case where the travel road information acquired by the acquisition section (21) is information indicating a curved road, the e~ceeutioH seetioH (22)controller executes the riderassistance operation not on the basis of the positional information that is acquired at a time point of acquiring the travel road information.” ( The ambient environment sensor 14 detects ambient environment information about the environment around the motorcycle 1 . Specifically, the ambient environment sensor 14 is provided in the front portion of the body of the motorcycle 1 and detects ambient environment information ahead of the own vehicle 1 . The surrounding environment sensor 14 receives information about the relationship between the position of the target existing around the motorcycle 1 and the position of the motorcycle 1 (for example, the relative distance, direction, speed, acceleration or acceleration of the motorcycle 1 with respect to the target). acceleration, etc.) as ambient environment information. Further, the ambient environment information may be, for example, state information of targets existing around the motorcycle 1 . In addition to vehicles, the above targets may include various obstacles other than vehicles (for example, road facilities, falling objects, people, animals, etc.). As the ambient environment sensor 14, for example, a camera that captures images of the surroundings of the motorcycle 1 and a radar capable of detecting the distance from the motorcycle 1 to the target are used. For example, the target is detected using an image captured by a camera, and the radar detection results are used to detect the relative distance, direction, speed, acceleration, or jerk of the motorcycle 1 with respect to the target. can be done. Note that the configuration of the ambient environment sensor 14 is not limited to the above example. For example, in the ambient environment sensor 14, radar may be replaced with a LIDAR (Laser Imaging Detection and Ranging) or an ultrasonic sensor. Also, for example, the ambient environment sensor 14 may be a stereo camera. The input device 15 receives various operations by the rider. The input device 15 includes, for example, a push button or the like that is provided on the steering wheel and used for operation by the rider. Information about the rider's operation using the input device 15 is output to the control device 20 . The front wheel speed sensor 16 is a wheel speed sensor that detects the wheel speed of the front wheels (for example, the number of revolutions per unit time [rpm] of the front wheels or the distance traveled per unit time [km/h], etc.). to output The front wheel speed sensor 16 may detect other physical quantities substantially convertible to the wheel speed of the front wheels. The front wheel speed sensor 16 is provided on the front wheel. The rear wheel speed sensor 17 is a wheel speed sensor that detects the wheel speed of the rear wheels (for example, the number of revolutions per unit time [rpm] of the rear wheels or the distance traveled per unit time [km/h], etc.). , output the detection result. The rear wheel speed sensor 17 may detect another physical quantity that can be substantially converted to the wheel speed of the rear wheels. The rear wheel speed sensor 17 is provided on the rear wheel. The controller 20 controls the rider assistance system 10 . For example, part or all of the control device 20 is composed of a microcomputer, a microprocessor unit, or the like. Further, for example, part or all of the control device 20 may be composed of an updatable device such as firmware, or may be a program module or the like that is executed by a command from a CPU or the like. For example, one control device 20 may be provided, or a plurality of control devices may be provided. FIG. 2 is a block diagram showing an example of the functional configuration of the control device 20. As shown in FIG. As shown in FIG. 2, the control device 20 includes an acquisition unit 21, an execution unit 22, and a control unit 23, for example. Also, the control device 20 communicates with each device of the rider support system 10 . The acquisition unit 21 acquires information from each device of the rider support system 10 and outputs the information to the execution unit 22 and the control unit 23 . For example, the acquisition unit 21 acquires information from the ambient environment sensor 14 , the input device 15 , the front wheel speed sensor 16 and the rear wheel speed sensor 17 . In this specification, the acquisition of information may include extraction or generation of information. ) It would have been obvious for one of ordinary skill in the art before the effective filing date of the present disclosure to combing the disclosure of HAMM with the teachings of IGARI with a reasonable expectation of success since IGARI teaches that a motorcycle can include a display that is a touch screen where the display can include a number of columns with different vehicles and objects including other motorcycles and other vehicles. The own vehicle can then select which other motorcycles to follow in the column. The rider selects one object from among the plurality of objects OJ1, OJ2, OJ3, OJ4, OJ5, and OJ6 displayed on the input screen IM1 in a setting operation that is an operation for setting intra-group position information. . For example, the display device 13 is provided with a touch panel, and the rider can select an object using the touch panel. Note that the selection of the object by the rider may be performed using the input device 15 . The obtaining unit 21 obtains, as in-group position information, information indicating positions corresponding to the display positions of the objects selected by the rider within the plurality of objects OJ1, OJ2, OJ3, OJ4, OJ5, and OJ6. Then the vehicle can autonomously follow the ahead vehicle and will not collide with the vehicle so the motorcycle driver can rest and not pay too close attention ahead. See FIG. 5, abstract and claims 1-5. Hamm discloses “...15. (Currently Amended) A control method for a rider-assistance system (1) of a straddletype vehicle (100), the control method comprising: an execution step (S 102) in which an execution section (22) of a controller (20) executes rider-assistance operation to assist a rider of the own vehicle (100) on the basis of based on positional relationship information between the own vehicle (100) and a target, and further comprising: an acquisition step (Sl0l) in which an acquisition section (21) of the controller (20) acquires positional information of the own vehicle (100) in a group in the case where a group travel mode as a mode in which a group formed of plural straddle-type vehicles (300), including the own vehicle (100), travels in plural vehicle lines (Cl, C2) in a single lane (L) is determined to be valid, wherein in the execution step (S 102), in the case where it is determined that the group travel mode is valid, the e~rncution section (22)controller executes the rider-assistance operation on the basis of the positional information acquired in the acquisition step (S 101 ). ( As explained at the outset, the present document deals with increasing the comfort and/or the safety of a journey by a number of vehicles, in particular by a number of single-track vehicles, in a group. In this context shows 1 exemplary components of a motorcycle 110 as an example for a two-wheeler or for a (single-track) vehicle. The motorcycle 110 comprises wheels 116, in particular a front wheel and a rear wheel, the front wheel 116 being able to be steered by means of a steering bracket 115. Furthermore, the motorcycle 110 includes a drive motor 112 (for example an Otto engine and/or an electric machine). Furthermore, the motorcycle 110 comprises an energy store 114 (eg a fuel tank) and a seat or a bench seat 113 for a user (in particular for a driver) 120 of the motorcycle 110. FIG 1 a control unit 111 of the motorcycle 110, which is set up to carry out the method described in this document. The user 120 of the motorcycle 110 may wear a helmet 121 to protect the user's 120 head. At the steering bracket 115 of the motorcycle 110, as in the 2a until 2 B shown, operating elements of a user interface 117 can be arranged via which one or more functions of the motorcycle 110 can be controlled by the user 120 . In particular, a brake lever 203 can be arranged on each of the handles 202 of the handlebar 115, with which the front wheel 116 or the rear wheel 116 of the motorcycle 110 can be braked. Furthermore, a screen 201 can be arranged on the steering bracket 115, on which, for example, an input and/or selection menu and/or a map for a roadway network can be displayed. Furthermore, an operating device 204 with one or more operating elements is arranged on at least one of the handles 202, which enable a user to navigate through an input and/or selection menu and, if necessary, to trigger actions. The operating device 204 can include, for example, a wheel 210 that can be rotated about the handle 202 (see FIG 2 B) . The rotary movement 212 of the wheel 210 can be used, for example, to scroll through a list of menu items or function items in a menu. On the other hand, for example, a tilting movement 211 of the wheel 210 can cause a menu or function item to be selected. A selection control element 223 can also be provided if necessary to confirm a selection. Motorbike riders 110 like to form groups for a ride together. A group of motorcycles 110 may have, for example, 3 or more, or 5 or more, or 10 or more members. 3 3 shows an exemplary group 300 of motorcycles 110, 310, 311, 312 (ie vehicles in general) traveling in a lane 301 of a roadway. The motorcycles 110, 310, 311, 312 often drive offset from one another on the lane 301 in order to be able to drive at a reduced distance from one another. The motorcycles 110, 310, 311, 312 can, for example, as in 3 shown, drive alternately in a row on the right and on the left edge of the lane. Driving in a group 300 can be associated with an increased need for concentration for the individual members of the group 300, since attention must be paid to the neighboring vehicles 310, 311, 312 of the group 300, which may be relatively close to the own vehicle 110, in Also referred to as ego vehicle 110 in this document. The ego vehicle 110 can have one or more vehicle functions that can support the user of the ego vehicle 110 when driving in a group 300 . In particular, the ego vehicle 110 may have a group driving mode that may be activated via the user interface 117 of the ego vehicle 110 . The one or more vehicle functions to support group travel may be (selectively) provided when the group travel mode is active. Alternatively or additionally, one or more vehicle functions, in particular one or more driver assistance functions, of the ego vehicle 110 can be operated in a special group mode for a group trip when the group driving mode is active. An exemplary driver assistance function is a distance and/or speed controller, in particular adaptive cruise control (ACC). The ego vehicle 110 can include one or more surroundings sensors 118, in particular a radar sensor, a lidar sensor, a camera and/or an ultrasonic sensor, which is set up to transmit sensor data (also referred to as surroundings data in this document) in relation to the surroundings of the ego -Vehicle 110 (in particular with regard to the environment in the direction of travel in front of the ego vehicle 110) to detect. The control unit 111 of the ego vehicle 110 can be set up, on the basis of the environmental data, to determine the driving speed of a front vehicle 311, 312 driving in front of the ego vehicle 110 and/or the distance 321, 322 between the ego vehicle 110 and the front Vehicle 311, 312 to determine. Furthermore, the control unit 111 can be set up to automatically intervene in the longitudinal guidance of the ego vehicle 110 in order to reduce the driving speed of the ego vehicle 110 depending on the determined speed of the vehicle in front 311, 312 and/or depending on the determined distance 321, 322 to the front vehicle 311, 312 to adapt. The speed of the ego vehicle 110 can be adjusted in particular in order to set the distance 321, 322 of the ego vehicle 110 to the vehicle 311, 312 in front to a specific target distance. The standard or normal mode of the distance and/or speed controller can be designed in such a way that only the vehicle in front 312 driving on the driving trajectory of the ego vehicle 110 directly in front of the ego vehicle 110 when adapting the vehicle speed and/or or the distance 322 is taken into account. In a group trip, in which the individual vehicles 310, 110, 311, 312 of the group 300 drive alternately at different lane edges, the front vehicle 312 driving directly in front of the ego vehicle 110 on the driving trajectory of the ego vehicle 110 is typical not the front vehicle 311, which has the smallest distance 311 to the ego vehicle 110. In particular, another vehicle 311 in front can be arranged between vehicle in front 312 on the driving trajectory of ego vehicle 110 and ego vehicle 110 , which is driving at a different lane edge than ego vehicle 110 and therefore not on the driving trajectory but next to the driving trajectory of the ego vehicle 110 driving. ) It would have been obvious for one of ordinary skill in the art before the effective filing date of the present disclosure to combing the disclosure of HAMM with the teachings of IGARI with a reasonable expectation of success since IGARI teaches that a motorcycle can include a display that is a touch screen where the display can include a number of columns with different vehicles and objects including other motorcycles and other vehicles. The own vehicle can then select which other motorcycles to follow in the column. The rider selects one object from among the plurality of objects OJ1, OJ2, OJ3, OJ4, OJ5, and OJ6 displayed on the input screen IM1 in a setting operation that is an operation for setting intra-group position information. . For example, the display device 13 is provided with a touch panel, and the rider can select an object using the touch panel. Note that the selection of the object by the rider may be performed using the input device 15 . The obtaining unit 21 obtains, as in-group position information, information indicating positions corresponding to the display positions of the objects selected by the rider within the plurality of objects OJ1, OJ2, OJ3, OJ4, OJ5, and OJ6. Then the vehicle can autonomously follow the ahead vehicle and will not collide with the vehicle so the motorcycle driver can rest and not pay too close attention ahead. See FIG. 5, abstract and claims 1-5. Any inquiry concerning this communication or earlier communications from the examiner should be directed to JEAN PAUL CASS whose telephone number is (571)270-1934. The examiner can normally be reached Monday to Friday 7 am to 7 pm; Saturday 10 am to 12 noon. Examiner interviews are available via telephone, in-person, and video conferencing using a USPTO supplied web-based collaboration tool. To schedule an interview, applicant is encouraged to use the USPTO Automated Interview Request (AIR) at http://www.uspto.gov/interviewpractice. If attempts to reach the examiner by telephone are unsuccessful, the examiner’s supervisor, Scott A. Browne can be reached at 571-270-0151. The fax phone number for the organization where this application or proceeding is assigned is 571-273-8300. Information regarding the status of published or unpublished applications may be obtained from Patent Center. Unpublished application information in Patent Center is available to registered users. To file and manage patent submissions in Patent Center, visit: https://patentcenter.uspto.gov. Visit https://www.uspto.gov/patents/apply/patent-center for more information about Patent Center and https://www.uspto.gov/patents/docx for information about filing in DOCX format. For additional questions, contact the Electronic Business Center (EBC) at 866-217-9197 (toll-free). If you would like assistance from a USPTO Customer Service Representative, call 800-786-9199 (IN USA OR CANADA) or 571-272-1000. /JEAN PAUL CASS/Primary Examiner, Art Unit 3666 Application/Control Number: 19/112,331 Page 2 Art Unit: 3666
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