Vehicle driver assistance system and driver assistance method

Abstract

The present disclosure relates to a driver assistance system (100, 300) for a vehicle (10). The driver assistance system (100, 300) includes at least a driving module (310) designed for automated longitudinal guidance of the vehicle (10). The driving module (310) is also designed to resume automated longitudinal guidance depending on the driver's attention and / or the free space of the vehicle (10).

Description

Technology Field

[0001] The present disclosure relates to a driver assistance system for a vehicle, a vehicle equipped with such a driver assistance system, a driver assistance method for a vehicle, and a storage medium for implementing the driver assistance method. The present disclosure is particularly related to interrupting automated longitudinal guidance depending on the situation, such as in a driver assistance situation, where the automated longitudinal guidance cannot be permanently disabled by a simple braking intervention, but rather resumes following a simple braking intervention. Background Technology

[0002] Adaptive Cruise Control (ACC) is frequently used in vehicles today. This type of speed control not only automatically adjusts the driving speed but also takes into account the distance to the vehicle ahead by incorporating it into the control as an additional control and feedback variable. The ACC system collects the position and speed of the vehicle ahead with the help of sensors such as radar, lidar, or cameras. Based on this data, the ACC system controls the vehicle's speed through adaptive engine and brake operations to correspondingly adjust the distance.

[0003] Such intelligent longitudinal control enables dynamic adjustments tailored to various traffic situations, such as automatic acceleration and deceleration based on the movement patterns of the vehicle ahead or other traffic conditions. In this case, the system aims to optimize driving flow while maintaining a safe and comfortable distance. However, in certain situations, the system may automatically resume longitudinal control after the driver intervenes with braking. In such resumption scenarios, unexpected acceleration maneuvers may occur, which can disorient the user or leave them unprepared. This can not only lead to dangerous situations but also cause the user to permanently disable the driver assistance system. Not using driver assistance systems can have a negative impact on safety in road traffic, as these systems often provide significantly more safety than manual driving.

[0004] The object of the present disclosure is to provide a driver assistance system for a vehicle that can maximize the lifespan of the driver assistance system and increase safety in road traffic, a vehicle equipped with such a driver assistance system, a driver assistance method for a vehicle, and a storage medium for implementing the driver assistance method. In particular, the object of the present disclosure is to ensure that no reason is provided to the user to disable the driver assistance system.

[0005] The above problem is solved by the subject of the independent claims. Preferred embodiments are specified in the dependent claims.

[0006] According to an independent embodiment of the present disclosure, a driver assistance system for a vehicle, particularly an automobile, is specified. The driver assistance system comprises at least a driving module designed for automated longitudinal guidance of the vehicle, wherein the driving module is designed to operate in two or more operating modes, wherein in the first operating mode among the two or more operating modes, one or more automated speed control is performed, and in the second operating mode among the two or more operating modes, no automated speed control is performed; comprises an operation identification module designed to identify operation of the brake pedal by the driver; and comprises a situation determination module designed to determine one or more situation parameters related to driver behavior and / or driving situation and / or vehicle. The driving module is also designed to switch from the first operating mode to the second operating mode when brake pedal operation is identified, and in the second operating mode, to automatically switch to the first operating mode or maintain the second operating mode based on one or more situation parameters.

[0007] The driving module may include software components / algorithms designed to be executed on one or more processors and thereby implement the functions of the driving module.

[0008] According to the present invention, the selection of an operating mode of a driver assistance system is made by considering one or more situational parameters related to driver behavior and / or driving conditions and / or the vehicle. In particular, automated longitudinal guidance is resumed or not resumed based on a judgment of the current situation. For example, if the operation of the brake pedal satisfies specific conditions, such as the brake being applied multiple times within a defined period, and / or if a specific braking force is exceeded, automated longitudinal guidance may not resume after the driver operates the brake pedal. By considering such situational parameters, acceleration operations resulting from the automatic resumption of automated longitudinal guidance can be avoided, thereby preventing situations where the driver becomes flustered or unable to respond. Consequently, safety in road traffic can be improved.

[0009] The term "automated longitudinal guidance" relates to technology that enables a vehicle to control its own speed and, optionally, the distance to the vehicle ahead. This is mostly realized by adaptive speed control systems (Adaptive Cruise Control, ACC) and other driver assistance systems. Such driver assistance systems utilize various sensors, such as radar, lidar, ultrasound, and / or cameras, to collect information about the vehicle's surrounding environment. Based on this data, the vehicle can then autonomously accelerate and decelerate without the need for driver intervention.

[0010] In this case, automated longitudinal guidance is achieved using specific longitudinal dynamics. The term "longitudinal dynamics" as used in the context of this disclosure relates to the acceleration behavior of a vehicle occurring along the longitudinal axis of the vehicle or in the direction of travel. In this case, the acceleration behavior may include not only positive acceleration (i.e., increase in speed) but also negative acceleration (i.e., decrease in speed / deceleration due to, for example, braking).

[0011] The driving module is designed to operate in two or more operating modes. In the first of the two or more operating modes, one or more automated speed control (or automated longitudinal guidance) is performed, and in the second of the two or more operating modes, automated speed control (or automated longitudinal guidance) is not performed. In other words, in the second operating mode, automated speed control is (at least) disabled.

[0012] In the first mode, the driver assistance system actively controls the vehicle's speed to correspond, for example, to a preset speed or a preset maximum speed by the driver. In other words, in the first operating mode, as long as conditions remain within the system limits, the driver assistance system continuously intervenes to regulate the speed without the need for driver intervention. In the case of the ACC system, the driver assistance system also maintains a distance from the vehicle ahead within a range set by the driver. At this time, the driver assistance system uses sensors such as radar, lidar, ultrasound, and / or cameras to measure the distance to the vehicle ahead and automatically adjusts the speed to maintain this distance. If the vehicle ahead slows down, the driver assistance system reduces the vehicle's speed by reducing engine output or through active braking, etc. If the vehicle ahead accelerates, the driver assistance system likewise accelerates the vehicle to the preset speed or maximum speed set by the driver.

[0013] In the second operating mode, when the driver operates the brake pedal, control by the driver assistance system is temporarily deactivated or suspended. The logic behind this situation is that manual operation of the brake pedal by the driver signals a desire for conscious intervention and direct control of the vehicle. When the driver operates the brake pedal, the driver assistance system determines that the driver has perceived a situation requiring immediate manual intervention, either due to the detection of subjective or objective danger, or for other reasons such as a lack of trust in the system. At this moment, the driver assistance system suspends automated longitudinal control to return control of at least the longitudinal guidance to the driver. After the brake pedal is released, the driver assistance system automatically switches back to the first operating mode to resume automated longitudinal guidance.

[0014] Therefore, one difference between the first and second operating modes lies in vehicle control. In the first operating mode, the driver assistance system is responsible for controlling speed and (optional) distance based on sensor data and the driver's preset parameters. In the second operating mode, as soon as the brake pedal is applied, the driver assistance system returns control of at least longitudinal guidance to the driver, and this situation is interpreted as driver intervention in vehicle control.

[0015] In a desirable manner, two or more operating modes further include a third operating mode, wherein the third operating mode is a deactivated mode in which the driver assistance system is switched off, specifically a completely switched-off deactivated mode. For this reason, in the third operating mode, automated resumption of automated longitudinal guidance cannot occur, for example, even if the brake pedal is released.

[0016] Accordingly, in some embodiments, the second operating mode represents an intermediate mode between a fully active or activated mode (first operating mode) and a fully inactive or deactivated mode (third operating mode).

[0017] The transition between the first operating mode and the second operating mode is made by the operation of the brake pedal. The term "brake pedal operation" relates to the process in which the driver presses the brake pedal with their foot or operates it otherwise to activate the vehicle's braking system and thereby decelerate the vehicle. In this process, the operation of the brake pedal activates a series of mechanical, hydraulic, electrical, and / or electronic systems according to the vehicle's specific brake system.

[0018] Identification of brake pedal operation is generally achieved by one or more sensors. The sensors may be connected to the brake pedal and monitor the position and / or movement of the pedal, in which case an operation signal is generated as soon as the brake pedal is actuated. There are various types of sensors that can be used for this task, such as switch-based sensors, potentiometers, Hall effect sensors, and piezoelectric sensors. However, embodiments of the present disclosure are not limited thereto, and brake pedal operation may also be identified indirectly through the driver's movements. A non-limiting example of this is an interior camera that collects the movement of the driver's right foot and / or leg, from which brake pedal operation can be inferred.

[0019] When brake pedal operation is detected, the driver assistance system switches from the first operating mode to the second operating mode. This switch may substantially occur immediately at the time the brake pedal operation is detected. Alternatively, this switch may occur after a predetermined time offset following the detection of the brake pedal operation.

[0020] The transition from one operating mode to another operating mode can be displayed to the driver through one or more driver notifications.

[0021] In a preferred manner, a vehicle, particularly a driver assistance system, includes a user interface module designed to output one or more driver notifications to the driver visually and / or audibly and / or tactilely.

[0022] The user interface module may include one or more first output devices for outputting visual driver notifications. In some embodiments, the one or more first output devices may include one or more display devices for outputting visual driver notifications. The one or more display devices may include displays, in particular LCD displays, plasma displays, or OLED displays. Complementarily or alternatively, the one or more display devices may include projection devices designed to project information directly into the driver's field of vision, in particular directly onto the vehicle windshield.

[0023] The user interface module may include one or more second output devices for outputting auditory driver information. In some embodiments, the one or more second output devices may include one or more speakers for outputting auditory driver information, in particular one or more vehicle interior speakers.

[0024] The user interface module may include one or more third output devices for outputting tactile driver alerts or may be connected to one or more third output devices, and may control the third output devices to output tactile driver alerts. The one or more third output devices may include, for example, a vibration mechanism of a steering wheel and / or a belt tensioner of a driver's seat.

[0025] In some embodiments, the user interface module may include a central information output and information input device, such as a head unit, a pillar-to-pillar display, or a head-up display, or the device itself. In a preferred manner, the user interface module is rigidly installed within the vehicle.

[0026] The decision to resume the transition from the second operating mode to the first operating mode after the brake pedal is applied is made by considering one or more situational parameters related to driver behavior and / or driving conditions and / or the vehicle.

[0027] Below, individual situational parameters for the decision to resume are described in detail.

[0028] Situational parameters related to driver behavior

[0029] In a preferred manner, one or more situational parameters related to driver behavior include or are associated with one or more characteristics of the identified brake pedal operation. In a preferred manner, one or more characteristics of the identified brake pedal operation include or are associated with the actuation force with which the driver operates the brake pedal. The actuation force may be, for example, brake pedal force and / or brake pedal pressure. Brake pedal force and brake pedal pressure describe the physical force or pressure that the driver applies to the brake pedal to actuate the brake. This force (measured, for example, in Newtons or kilogram-force) or this pressure (measured, for example, in Pascals or Bars) may be collected by a sensor that measures the force of the actuation and provides a corresponding signal. In this case, the actuation force also affects the deceleration force, that is, how strongly the brake is applied.

[0030] The decision to resume automated longitudinal guidance can be made based on the operating intensity. For example, if the operating intensity is greater than the threshold value, automated longitudinal guidance cannot be resumed. In this case, it can be assumed, for instance, that the operation of the brake pedal constitutes emergency braking, and the driver is not made anxious by the acceleration following the emergency braking resulting from the automated resumption of automated longitudinal guidance. Conversely, if the operating intensity is less than the threshold value, automated longitudinal guidance can be resumed.

[0031] Complementarily or alternatively, one or more characteristics of the identified brake pedal operation include or are related to the temporal variation of the brake pedal operation. The temporal variation of the brake pedal operation may, in particular, be the slope of the brake pedal operation over a predetermined time interval (e.g., x seconds) following the identification of the brake pedal operation, or over the entire time following the identification of the brake pedal operation.

[0032] The decision to resume automated longitudinal guidance can be made based on the time-dependent variation of brake pedal operation. For example, if the slope is greater than the threshold value, automated longitudinal guidance cannot be resumed. In this case, it can be assumed, for instance, that the brake pedal operation is emergency braking, and the driver is not made anxious by the acceleration following the emergency braking resulting from the automated resumption of automated longitudinal guidance. Conversely, if the slope is less than the threshold value—that is, flat—automated longitudinal guidance can be resumed.

[0033] Complementarily or alternatively, one or more characteristics of the identified brake pedal operation include or are related to the duration of the brake pedal operation. The duration of the brake pedal operation may be defined between the point in time when the brake pedal operation is identified and the point in time when the brake pedal operation ends.

[0034] The decision to resume automated longitudinal guidance may be based on the duration of brake pedal operation. For example, if the duration of brake pedal operation is greater than the threshold value, automated longitudinal guidance cannot be resumed. In this case, it can be assumed, for instance, that the driver desires a longer or permanent deceleration, and the driver is not anxious about acceleration following braking resulting from the automated resumption of automated longitudinal guidance. Conversely, if the duration of brake pedal operation is less than the threshold value, automated longitudinal guidance can be resumed.

[0035] In a desirable manner, one or more situational parameters related to driver behavior include or are related to the number of brake pedal operations. The number of brake pedal operations can be collected, for example, within a predetermined time interval (e.g., x seconds).

[0036] The decision to resume automated longitudinal guidance may be based on the number of brake pedal operations. For example, if the number of brake pedal operations within a predetermined time interval is greater than or equal to a threshold, automated longitudinal guidance cannot be resumed. In this case, it may be assumed, for instance, that the driver desires a longer or permanent deceleration. Conversely, if the number of brake pedal operations within a predetermined time interval is less than or equal to the threshold, automated longitudinal guidance can be resumed.

[0037] In this case, it can be understood that the automated longitudinal guidance may be resumed once or several times (e.g., once, twice, or three times) during an intermediate time after the release of the first brake pedal operation, and in this case, even a positive acceleration may occur for a short period. If the resumption of the automated longitudinal guidance is repeatedly withdrawn by a certain number of brake pedal operations within a specific time interval, the driving module may maintain a second operating mode in which longitudinal control is inactive for a longer period, particularly permanently, for example, until the driver reactivates longitudinal control by a specific driver action (e.g., operation of a specific operating element).

[0038] In a preferred manner, one or more situational parameters related to driver behavior include or are associated with a type of brake pedal operation. The type of brake pedal operation may be selected from a group including normal braking, emergency braking, and panic braking, or consists of these braking.

[0039] The decision to resume automated longitudinal guidance may be based on the type of brake pedal operation. For example, if the type of brake pedal operation is a predetermined first type, such as emergency braking or panic braking, automated longitudinal guidance cannot be resumed. In this case, the driver is not disturbed by acceleration following emergency braking or panic braking due to the automated resumption of automated longitudinal guidance. Conversely, if the type of brake pedal operation is a second type, such as normal braking, automated longitudinal guidance can be resumed.

[0040] Normal braking is the routine braking process in which a driver operates the brake pedal to decelerate or stop a vehicle in a controlled manner. In this case, the braking force is measured to decelerate the vehicle safely and comfortably without causing unnecessary harm to occupants or cargo. Normal braking is part of daily driving behavior and is generally performed without haste or stress.

[0041] Emergency braking is an intensive braking process required in situations where the rapid stopping of a vehicle is essential, for example, to avoid a collision or accident. In the case of emergency braking, the brake pedal is operated quickly and with the maximum possible force to achieve the shortest possible braking distance.

[0042] Panic braking is similar to emergency braking, which involves the intention to stop the vehicle as quickly as possible. However, the difference lies in the psychological element: panic braking is triggered by a driver's sudden and often irrational fear response. In such cases, the driver may operate the brake pedal with excessive force while failing to maintain control over the situation or the vehicle. Unlike controlled emergency braking, where the driver acts consciously and intentionally, panic braking is a reflexive response triggered by fear. The distinction between emergency braking and panic braking can be made, for example, by collecting driver behavior using interior sensors and analyzing it with appropriate software.

[0043] Situation parameters related to driving situations

[0044] In a preferred manner, one or more situational variables related to the driving situation include or are related to the vehicle position. The vehicle position can be inferred, for example, from GPS position, digital map data and / or ambient environment data from ambient environment sensors such as radar, lidar, ultrasound and / or cameras.

[0045] The decision to resume for automated longitudinal guidance may be based on the vehicle's location. In some embodiments, the decision to resume may be based on whether the vehicle is inside a building (e.g., a parking lot or an underground parking lot) or outside. For example, resume may not be possible inside a building, but may be possible outside. In another embodiment, the decision to resume may be based on the type of surrounding environment. For example, resume may not be possible on a supermarket parking lot, but may be possible on a road. In yet another embodiment, the decision to resume may be based on a mapped surrounding environment. For example, resume may not be possible in a non-mapped surrounding environment (e.g., a private driveway or an underground parking lot), but may be possible in a mapped surrounding environment (e.g., a public parking lot).

[0046] In a desirable manner, one or more situational parameters related to the driving situation include or are related to the vehicle's free space.

[0047] The term "free space" relates to the space surrounding a vehicle where the vehicle can maneuver without collision. This free space can be defined by the distance between the vehicle and other objects or traffic participants immediately surrounding it. This distance includes distances from the front, rear, and sides of the vehicle. In particular, generally, no other objects or traffic participants exist within this free space.

[0048] In a desirable manner, the driver assistance system includes an environment monitoring module designed to determine the vehicle's free space. For example, the environment monitoring module can determine whether there are no other objects or traffic participants within a certain distance or radius around the vehicle.

[0049] In a preferred manner, a vehicle, particularly an ambient environment monitoring module, includes an ambient environment sensor system designed to collect the vehicle's surrounding environment and provide corresponding ambient environment data. In a preferred manner, the ambient environment sensor system includes one or more lidar systems and / or one or more radar systems and / or one or more cameras and / or one or more ultrasonic systems. The ambient environment sensor system may provide ambient environment data (also referred to as "ambient data") that maps the vehicle's surrounding environment area, and free space may be derived from this ambient environment data.

[0050] The decision to resume automated longitudinal guidance may be based on free space. For example, if free space infringement exists, automated longitudinal guidance cannot be resumed. In a preferred manner, the driving module is designed to switch to a first operating mode if the free space is greater than (or equal to) the free space threshold, and to maintain a second operating mode if the free space is less than (or equal to) the free space threshold. The free space threshold can be appropriately defined, for example, as a distance or radius (e.g., x meters) around the vehicle within which no other object or traffic participant must exist.

[0051] In a desirable manner, one or more situation parameters related to the driving situation include or are related to the vehicle speed for a speed threshold.

[0052] A decision to resume for automated longitudinal guidance may be made based on whether the vehicle speed drops below a speed threshold due to the operation of the brake pedal. For example, the driving module may be designed to switch to a first operating mode if the vehicle speed does not drop below the speed threshold due to the operation of the brake pedal, and to maintain a second operating mode if the vehicle speed drops below the speed threshold due to the operation of the brake pedal.

[0053] In some embodiments, the vehicle speed may be compared to a (first) speed threshold during the entire process of brake pedal operation, and if the vehicle speed falls below the (first) speed threshold at any point, resumption does not occur. Additionally, it may be conceivable that the relevant point for comparison be placed at the end of the brake pedal operation, because at that point the speed will be at its lowest.

[0054] Complementarily or alternatively, when the vehicle speed is initiated to operate the brake pedal, it may be compared to a (second) speed threshold that deviates from the (first) speed threshold previously described in some embodiments, and a resumption is made based on this comparison. The profile of the vehicle speed during the operation of the brake pedal may not be important in this case.

[0055] Vehicle-related situation parameters

[0056] In a preferred manner, one or more situational parameters related to the vehicle include or are associated with the open state of one or more vehicle openings. The vehicle openings may include, for example, the driver's door, passenger door, rear door and / or trunk door, or may be these doors themselves. The open state may be "open" or "closed".

[0057] A decision to resume for automated longitudinal guidance may be made based on the open state of one or more vehicle openings. For example, the driving module may be designed to switch to a first operating mode when all vehicle openings are closed, and to maintain a second operating mode when one or more vehicle openings are open.

[0058] In a preferred manner, one or more situational parameters related to the vehicle include or are associated with one or more operational characteristics of the vehicle system. The vehicle system may include, for example, an assistance system such as a Park Distance Control (PDC) system, or may be such an assistance system itself, but is not limited thereto. The operational characteristics may be associated with, but are not limited to, the performance of the vehicle system, the activation / deactivation of the vehicle system, and / or a specific mode of operation of the vehicle system.

[0059] The decision to resume for automated longitudinal guidance may be based on the operating characteristics of one or more vehicle systems. For example, the driving module may be designed to switch to a first operating mode when the parking assist system is inactive, the ambient environment sensor system or ambient environment identification system is operating normally, or the gear lever is in the "D" position. Alternatively, the driving module may maintain a second operating mode when the parking assist system is active, the ambient environment sensor system is limited or degraded, the car wash mode is active, or the gear lever is in the "N" or "P" position.

[0060] In a preferred manner, one or more situational parameters related to the vehicle include or are associated with a combined state of the vehicle with one or more external objects. One or more external objects may be, for example, a trailer, a roof mount, or a bicycle carrier, but are not limited thereto.

[0061] The decision to resume for automated longitudinal guidance can be made based on the combined state. For example, the driving module may be designed to switch to a first operating mode when no trailer is present, and to maintain a second operating mode when a trailer is present.

[0062] In a desirable manner, one or more situational parameters related to the vehicle are associated with the state of one or more occupant safety systems. The occupant safety systems may be, for example, seatbelt systems, but are not limited thereto.

[0063] A decision to resume for automated longitudinal guidance may be made based on the state or situation of the occupant safety system. For example, the driving module may be designed to switch to a first operating mode if the driver is wearing the seatbelt, and to maintain a second operating mode if the driver is not wearing the seatbelt. This can be identified, for example, using a conventional seatbelt buckle-sensor system.

[0064] The situational parameters mentioned above may be used individually or in combination to make a decision to resume, and in particular, may also be used in conjunction with each other. Thus, for example, the number of brake pedal operations required for deactivation may vary depending on the location and / or speed.

[0065] In a desirable manner, the driving module is also designed for the vehicle's automated lateral guidance. The term "automated lateral guidance" relates to technology that enables a vehicle to automatically control and adjust its position within a single lane. Automated lateral guidance typically involves steering the vehicle to keep it centered in the lane, and adjusting the lane position as needed, for example, when changing lanes or driving through curves. Such driver assistance systems utilize various sensors, such as radar, lidar, ultrasound, and / or cameras, to collect information about the vehicle's surrounding environment, particularly regarding the lane. Based on this data, the vehicle can then steer autonomously without the need for driver intervention.

[0066] In a preferred manner, the automated lateral guidance remains active when switching from a first operating mode to a second operating mode in response to an identified brake pedal operation. Alternatively, the automated lateral guidance may be temporarily suspended at least temporarily when switching from a first operating mode to a second operating mode in response to an identified brake pedal operation.

[0067] According to another independent aspect of the present disclosure which may be combined with the previously described aspects, a driver assistance system for a vehicle, particularly an automobile, is specified. The driver assistance system comprises a driving module designed for at least automated longitudinal guidance of the vehicle. The driving module is also optionally designed to resume automated longitudinal guidance based on the current situation.

[0068] According to another independent aspect of the present disclosure, a vehicle, particularly an automobile, is specified. This vehicle includes a driver assistance system according to an embodiment of the present disclosure.

[0069] The term "vehicle" includes passenger cars, trucks, vans, buses, campervans, motorcycles, etc., used to transport people, cargo, etc. In particular, this term includes passenger transport vehicles.

[0070] Driver assistance systems are designed for the purpose of automated driving. In the context of this document, the term “automated driving” is understood to mean driving using automated longitudinal guidance and / or lateral guidance. Automated driving may include, for example, longer driving on highways or driving limited in time in the context of parking-in. The term “automated driving” includes automated driving having any level of automation. Exemplary levels of automation are assisted driving, partially automated driving, conditionally automated driving, highly automated driving, and fully automated driving (each as the level of automation increases). The five automation levels mentioned above correspond to SAE Levels 1 through 5 of the SAE J3016 standard (SAE - Society of Automotive Engineers) as of April 30, 2021.

[0071] In the case of assisted driving (SAE-Level 1), the system performs longitudinal or lateral guidance in specific driving situations. In the case of partially automated driving (SAE-Level 2), the system is responsible for longitudinal and lateral guidance in specific driving situations, and in this case, the driver must continuously monitor the system as in the case of assisted driving. In the case of conditionally automated driving (SAE-Level 3), the system is responsible for longitudinal and lateral guidance in specific driving situations without the driver needing to continuously monitor the system; however, the driver must be able to take over vehicle guidance at the request of the system after a set period of time. In the case of highly automated driving (SAE-Level 4), the system takes over vehicle guidance in specific driving situations even if the driver does not respond to an intervention request, so the driver consequently escapes the fallback state. In the case of fully automated driving (SAE-Level 5), all modes of dynamic driving tasks under all roadway and surrounding conditions that can also be controlled by a human driver can be executed by the system.

[0072] Furthermore, in the context of this document, the term “at least partially automated operation or maneuver” is also understood to mean partially automated operation, conditionally automated operation, highly automated operation, and fully automated operation. In other words, the term “at least partially automated operation” is understood to mean a level of automation including SAE Level 2 and above.

[0073] Ideally, driver assistance systems are designed for Adaptive Cruise Control (ACC). This adaptive cruise control is a speed control system that considers the distance to the vehicle ahead as an additional feedback and control variable during control. In the case of adaptive cruise control, the position and speed of the vehicle ahead are determined by sensors, and the speed and distance are adaptively adjusted through engine and brake intervention.

[0074] According to another independent aspect of the present disclosure, a driver assistance method for a vehicle, particularly an automobile, is disclosed. The driver assistance method comprises the step of executing one or more automated longitudinal guidance of the vehicle by a driving module, wherein the driving module is designed to operate in two or more operating modes, wherein one or more automated speed control is performed in a first operating mode among the two or more operating modes, and no automated speed control is performed in a second operating mode among the two or more operating modes; and the step of determining one or more situation parameters related to driver behavior and / or driving situation and / or vehicle by a situation determination module; the step of identifying a brake pedal operation by the driver by an operation identification module; the step of switching from the first operating mode to the second operating mode in response to the identified brake pedal operation by the driving module; and the step of automatically switching from the second operating mode to the first operating mode or maintaining the second operating mode based on one or more situation parameters.

[0075] The driver assistance method can implement the embodiments of the driver assistance system described in this document.

[0076] According to another independent aspect of the present disclosure, a software (SW) program is specified. This SW program may be designed to be executed on one or more processors and thereby implement the driver assistance method for a vehicle described in this document.

[0077] According to another independent embodiment of the present disclosure, a storage medium is specified. The storage medium may include a SW program designed to be executed on one or more processors and thereby to implement the driver assistance method for a vehicle described in this document.

[0078] According to another independent aspect of the present disclosure, software having program code is specified. This software is designed to execute a driver assistance method for a vehicle when executed on one or more software-controlled devices.

[0079] According to another independent aspect of the present disclosure, a system is specified. The system comprises one or more processors; and one or more memories connected to the one or more processors and containing instructions that can be executed by the one or more processors to implement a driver assistance method for a vehicle described in this document.

[0080] A processor or processor module is a programmable arithmetic unit; in other words, it is a machine or electronic circuit that executes an algorithm (process) while controlling other elements according to transmitted commands. Brief explanation of the drawing

[0081] Embodiments of the present disclosure are illustrated in their respective drawings and are described in more detail below. In the drawings, FIG. 1 schematically illustrates a vehicle equipped with a driver assistance system for automated driving according to an embodiment of the present disclosure. FIG. 2 schematically illustrates an adaptive speed control system according to an embodiment of the present disclosure. FIG. 3 schematically illustrates a driver assistance system for a vehicle according to an embodiment of the present disclosure. FIG. 4 illustrates a flowchart of a driver assistance method for a vehicle according to an embodiment of the present disclosure. Specific details for implementing the invention

[0082] Unless otherwise specified, the same reference numerals are used for elements that are identical or perform the same function below.

[0083] FIG. 1 schematically shows a vehicle (10) equipped with a driver assistance system (100) for automated driving according to an embodiment of the present disclosure.

[0084] In the context of the present disclosure, in the case of automated driving, longitudinal guidance and optionally lateral guidance of the vehicle (10) are performed automatically. In other words, the driver assistance system (100) is responsible for at least part of the vehicle guidance. For this purpose, the driver assistance system (100) controls the drive unit (20), (e.g. hydraulic) service brake (24), optional transmission (22), and optionally steering unit (26) through an intermediate unit not shown in the drawing.

[0085] For the planning and execution of automated driving, ambient environment information from an ambient environment sensor system (12) observing the surroundings of a vehicle is received by a driver assistance system (100). In particular, the vehicle (10) may include one or more ambient environment sensors designed to receive ambient environment data describing the surroundings of the vehicle. These one or more ambient environment sensors may include, for example, one or more lidar systems, one or more radar systems, one or more ultrasonic sensors and / or one or more cameras.

[0086] In some embodiments, the driver assistance system (100) is designed for adaptive cruise control (ACC).

[0087] FIG. 2 schematically shows an adaptive speed control system according to an embodiment of the present disclosure.

[0088] The adaptive speed control system is a speed control facility that considers the distance (d) to the vehicle (30) driving ahead as an additional feedback variable and control variable during control. In the adaptive speed control system, the position and speed of the vehicle (30) driving ahead are determined by a sensor, and this speed and distance are adaptively controlled by engine and brake intervention.

[0089] FIG. 3 schematically shows a vehicle driver assistance system (300) according to an embodiment of the present disclosure.

[0090] The driver assistance system (300) may include the driver assistance system for automated driving described with reference to FIG. 1 and FIG. 2, or the system itself.

[0091] The driver assistance system (300) includes a driving module (310) designed for automated longitudinal guidance of at least one vehicle, wherein the driving module (310) is designed to operate in two or more operating modes, wherein one or more automated speed controls are performed in the first operating mode among the two or more operating modes, and one or more automated speed controls are not performed in the second operating mode among the two or more operating modes; it includes an operation identification module (320) designed to identify brake pedal operation by the driver; and a situation determination module (330) designed to determine one or more situation parameters related to driver behavior and / or driving situation and / or vehicle. The driving module (310) is also designed to switch from the first operating mode to the second operating mode when brake pedal operation is identified, and in the second operating mode, automatically switch to the first operating mode or maintain the second operating mode based on one or more situation parameters.

[0092] In some embodiments, a third operating mode may be provided, in which case the third operating mode is a deactivated mode in which the driver assistance system (300) is switched off, specifically a completely switched-off deactivated mode. For this reason, in the third operating mode, automated resumption of automated longitudinal guidance cannot be achieved, for example, when the brake pedal is released. Accordingly, in some embodiments, the second operating mode represents an intermediate mode between a fully active or activated mode (first operating mode) and a completely inactive or deactivated mode (third operating mode).

[0093] The transition from the first operating mode to the second operating mode is made based on the operation of the brake pedal. The operation of the brake pedal is generally identified by one or more sensors. The sensors may be connected to the brake pedal and may monitor the position and / or movement of the brake pedal, in which case an operation signal is generated as soon as the brake pedal is actuated. However, embodiments of the present disclosure are not limited thereto, and the operation of the brake pedal may also be indirectly identified through the movement of the driver collected using an interior camera.

[0094] When brake pedal operation is identified, the driver assistance system (300) switches from the first operating mode to the second operating mode. At this time, such a switch may substantially occur immediately at the time of identification of brake pedal operation. Alternatively, such a switch may occur after a predetermined time offset following identification of brake pedal operation.

[0095] Following the operation of the brake pedal, the driver assistance system (300) switches to a first operating mode or maintains a second operating mode to optionally resume automated longitudinal guidance. At this time, the decision to resume is made by taking into account one or more situation parameters related to driver behavior and / or driving situation and / or vehicle.

[0096] One or more situational parameters related to driver behavior include or are related to one or more of the following modalities:

[0097] - One or more characteristics of brake pedal operation (e.g., the force with which the driver operates the brake pedal, the time-dependent change in brake pedal operation, the duration of brake pedal operation, etc.); and / or

[0098] - In particular, the number of brake pedal operations within a predetermined time interval (e.g., if the number of brake pedal operations within a predetermined time interval is greater than a threshold, automated longitudinal guidance cannot be resumed, and if the number of brake pedal operations within a predetermined time interval is less than a threshold, automated longitudinal guidance can be resumed); and / or

[0099] - Type of brake pedal operation (e.g., if emergency braking or panic braking is identified, automated longitudinal guidance cannot be resumed, and if normal braking is identified, automated longitudinal guidance can be resumed).

[0100] One or more situation parameters related to a driving situation include or are related to one or more of the following modes:

[0101] - Vehicle location {e.g., cannot be resumed in surrounding environments not marked on the map (e.g., private driveways, underground parking lots), and can be resumed in surrounding environments marked on the map (e.g., public parking lots)}; and / or

[0102] - Free space of the vehicle (e.g., if there is an infringement of free space, resumption cannot be made, and if sufficient free space exists, resumption can be made); and / or

[0103] - Vehicle speed relative to the speed threshold (e.g., if the vehicle speed does not fall below the speed threshold due to brake pedal operation, it may switch to the first operating mode, and if the vehicle speed falls below the speed threshold due to brake pedal operation, the second operating mode may be maintained).

[0104] One or more situation parameters related to a vehicle include or are related to one or more of the following modes:

[0105] - Open state of one or more vehicle openings (e.g., if all vehicle openings are closed, it may be switched to the first operating mode in reverse, and if one or more vehicle openings are open, the second operating mode may be maintained); and / or

[0106] - Operating characteristics of one or more vehicle systems (e.g., if the parking assist system is inactive, it may be switched to a first operating mode, and if the parking assist system is active, a second operating mode may be maintained); and / or

[0107] - A combined state of one or more external objects with the vehicle (e.g., if no trailer is present, it may switch to the first operating mode in reverse, and if a trailer is connected, the second operating mode may be maintained); and / or

[0108] - The state of one or more occupant safety systems (e.g., if the driver is wearing a seatbelt, it may be switched to a first operating mode, and if the driver is not wearing a seatbelt, a second operating mode may be maintained).

[0109] The situational parameters mentioned above may be used individually or in combination to make a decision to resume, and in particular, may also be used in conjunction with each other. Thus, for example, the number of brake pedal operations required for deactivation may vary depending on the location and / or speed.

[0110] In some embodiments, the driving module (310) may also be designed for automated lateral guidance of the vehicle. In a preferred manner, the automated lateral guidance remains active in response to identified brake pedal operation when switching from a first operating mode to a second operating mode. Alternatively, the automated lateral guidance may be suspended at least temporarily in response to identified brake pedal operation when switching from a first operating mode to a second operating mode.

[0111] FIG. 4 shows a flowchart of a driver assistance method (400) for a vehicle according to an embodiment of the present disclosure. The driver assistance method (400) may be implemented by corresponding software that can be executed by one or more processors (e.g., CPU).

[0112] The driver assistance method (400) includes the step of executing one or more automated longitudinal guidance of a vehicle by a driving module in block (410), wherein the driving module is designed to operate in two or more operating modes, wherein one or more automated speed control is performed in the first operating mode among the two or more operating modes and no automated speed control is performed in the second operating mode among the two or more operating modes; the step of determining one or more situation parameters related to driver behavior and / or driving situation and / or vehicle by a situation determination module in block (420); the step of identifying brake pedal operation by the driver by an operation identification module in block (430); the step of switching from the first operating mode to the second operating mode in response to the brake pedal operation identified by the driving module in block (440); and the step of automatically switching from the second operating mode to the first operating mode or maintaining the second operating mode based on one or more situation parameters in block (450).

[0113] In one example, when driving on a rural road at a preset speed of 100 km / h (set speed) and a current speed of 80 km / h (actual speed), the system attempts to accelerate to the set speed. However, the driver does not want to accelerate and brakes to block the system's request. After the brake is released, the system reactivates acceleration, and in response, the driver must intervene again. When a new activation is made by the system and the driver intervenes a third time against the system's request, the automated longitudinal guidance is temporarily deactivated.

[0114] In another example, while driving in a supermarket parking lot at a set speed of 30 km / h and an actual speed of 20 km / h, the system attempts to accelerate to the set speed. However, the driver does not prefer acceleration and instead reduces the speed to 10 km / h against the system's request. This deceleration drops below a previously established speed threshold. In conjunction with map-based identification of parking spaces, this situation causes the automated longitudinal guidance to be deactivated. At this point, this speed threshold enables the avoidance of erroneous activation, such as when the system is incorrectly deactivated on a rural road that is incorrectly marked as a parking space on the map.

[0115] According to the present invention, the selection of an operating mode of a driver assistance system is made by considering one or more situational parameters related to driver behavior and / or driving conditions and / or the vehicle. In particular, automated longitudinal guidance is resumed or not resumed based on a judgment of the current situation. For example, if the operation of the brake pedal satisfies specific conditions, such as the brake being applied multiple times within a defined period, and / or if a specific braking force is exceeded, automated longitudinal guidance may not resume after the driver operates the brake pedal. By considering such situational parameters, acceleration operations resulting from the automatic resumption of automated longitudinal guidance can be avoided, thereby preventing situations where the driver becomes flustered or unable to respond. Consequently, safety in road traffic can be improved.

[0116] Although the present disclosure has been illustrated and described in greater detail through preferred embodiments, the invention is not limited by the disclosed embodiments, and other variations may be derived by those skilled in the art without departing from the scope of protection of the invention. Therefore, it is clear that numerous variations exist. Likewise, it is clear that the exemplary embodiments mentioned are merely examples that should not actually be considered, for instance, as limiting the scope of protection, applicability, or configuration of the invention in any way. Rather, the prior described description and drawings enable those skilled in the art to specifically implement the exemplary embodiments, and in this case, those skilled in the art, while knowing the spirit of the disclosed invention, may make various changes regarding the function or arrangement of individual elements mentioned in an exemplary embodiment without departing from the scope of protection defined by the claims and their legal counterparts, for example, by the additional description in the detailed description.

Claims

Claim 1 A driver assistance system (100, 300) for a vehicle (10), comprising a driving module (310) designed for automated longitudinal guidance of at least the vehicle (10), wherein the driving module (310) is designed to operate in two or more operating modes, wherein one or more automated speed controls are performed in the first operating mode among the two or more operating modes, and in the second operating mode among the two or more operating modes, automated speed controls are not performed; and comprising an operation identification module (320) designed to identify brake pedal operation by the driver; A driver assistance system (100, 300) for a vehicle (10), comprising a situation determination module (330) designed to determine one or more situation parameters related to driver behavior and / or driving situation and / or vehicle (10), wherein the driving module (310) is designed to switch from a first operating mode to a second operating mode when brake pedal operation is identified, and to automatically switch to the first operating mode or maintain the second operating mode based on one or more situation parameters in the second operating mode. Claim 2 A driver assistance system (100, 300) according to claim 1, wherein one or more situation parameters related to the driver behavior include or are related to the following modes: namely, one or more characteristics of brake pedal operation; and / or, in particular, the number of brake pedal operations within a predetermined time interval; and / or, one or more modes of a type of brake pedal operation, particularly emergency braking or panic braking. Claim 3 A driver assistance system (100, 300), wherein, in claim 1 or 2, one or more characteristics of the brake pedal operation include: - an operating force with which the driver operates the brake pedal, in particular said operating force is related to brake pedal force and / or brake pedal pressure; and / or - a change in the brake pedal operation over time, in particular a slope of the brake pedal operation; and / or - a duration of the brake pedal operation or is related to these. Claim 4 A driver assistance system (100, 300) according to any one of claims 1 to 3, wherein one or more situation parameters related to the driving situation include or are related to one or more of the following aspects: - vehicle position; and / or - free space of the vehicle (10); and / or - vehicle speed for a speed threshold. Claim 5 A driver assistance system (100, 300) according to any one of claims 1 to 4, wherein one or more situation parameters associated with the vehicle (10) include or are associated with one or more of the following modes: - an open state of one or more vehicle openings; and / or - an operating characteristic of one or more vehicle systems; and / or - a combined state of one or more external objects and the vehicle (10); and / or - a state of one or more occupant safety systems. Claim 6 In any one of claims 1 to 5, the two or more operating modes further include a third operating mode, wherein the third operating mode is a deactivated mode in which the driver assistance system (100, 300) is switched off. Claim 7 In any one of claims 1 to 6, the driving module (310) is also designed for automated lateral guidance of the vehicle (10), wherein the automated lateral guidance remains active when switching from a first operating mode to a second operating mode in response to an identified brake pedal operation, or the automated lateral guidance is at least temporarily suspended when switching from a first operating mode to a second operating mode in response to an identified brake pedal operation, driver assistance system (100, 300). Claim 8 A vehicle (10), particularly an automobile, comprising a driver assistance system (100, 300) according to any one of claims 1 to 7. Claim 9 A driver assistance method (400) for a vehicle (10) comprises: - a step (410) of executing one or more automated longitudinal guidance of the vehicle (10) by a driving module (310); wherein, in this step, the driving module (310) is designed to operate in two or more operating modes, wherein one or more automated speed control is performed in the first operating mode among the two or more operating modes, and in the second operating mode among the two or more operating modes, automated speed control is not performed; - a step (420) of determining one or more situation parameters related to driver behavior and / or driving situation and / or vehicle by a situation determination module (330); - a step (430) of identifying brake pedal operation by the driver by an operation identification module (320); - a step (440) of switching from the first operating mode to the second operating mode in response to the identified brake pedal operation by the driving module (310); A driver assistance method (400) for a vehicle (10), comprising a step (450) of automatically switching from a second operating mode to a first operating mode based on one or more situational parameters or a step (450) of maintaining a second operating mode. Claim 10 A storage medium comprising a software program designed to be executed on one or more processors and thereby to implement the driver assistance method (400) according to claim 9.

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