Method and control unit for operating a driving function

Abstract

The present invention relates to a control unit for controlling a driving function of a vehicle, the driving function being designed for automatic longitudinal and / or lateral guidance of the vehicle. The control unit is configured to determine that the driver of the vehicle is activating and / or intends to activate or deactivate the driving function. In response to this, the control unit is further configured to cause manual control interventions in the longitudinal and / or lateral guidance of the vehicle, initiated by the driver, to be at least partially compensated for and / or suppressed before an activation or deactivation time, so as to adjust the driving behavior of the vehicle during the transition between manual longitudinal and / or lateral guidance and automatic longitudinal and / or lateral guidance.

Description

Technical Field

[0001] The present invention relates to a vehicle having at least one driving function for automatic longitudinal and / or transverse guidance of the vehicle. The present invention particularly relates to a method for operating a driving function of a vehicle and a corresponding control unit. Background Art

[0002] A vehicle may have one or more driving functions, in particular one or more driver assistance functions, designed to at least partially automatically guide the vehicle longitudinally and / or laterally. One example of a driving function is an adaptive distance and / or speed controller (Adaptive or Active Cruise Control, ACC), designed to adjust the vehicle's driving speed to a specific target speed. Another example is a lane keeping assistant, designed to automatically maintain the vehicle in a lateral target position within a lane, in particular the center of the lane. Summary of the Invention

[0003] When activating and / or deactivating a driving function, a transition occurs between manual and automatic longitudinal and / or lateral guidance of the vehicle, which can be uncomfortable for the vehicle user. The present application relates to the technical object of increasing comfort when activating and / or deactivating a driving function for automatic longitudinal and / or lateral guidance of a vehicle.

[0004] This object is achieved by each independent claim. Advantageous embodiments are described in particular in the dependent claims. It should be noted that the additional features of a claim dependent on an independent claim, without the features of the independent claim or in combination with only a subset of the features of the independent claim, may constitute a separate invention independent of all feature combinations of the independent claim, which may form the subject of an independent claim, a divisional application, or a subsequent application. The same applies to the technical concept described in the description, which may constitute an invention independent of the features of the independent claim.

[0005] According to one aspect, a control unit for controlling a driving function, in particular a driver assistance function, of a (motor vehicle) is described. The driving function is designed for automatically guiding the vehicle longitudinally and / or laterally. The driving function can be designed according to SAE Level 1 or higher. The driving function can include a speed controller, a distance controller, and / or a lane keeping assistant.

[0006] The control unit can be configured to determine that the driver of the vehicle is activating and / or intends to activate or deactivate a driving function. This activation or deactivation can be achieved, for example, by manipulating (particularly by touching or pressing) an operating element. Thus, the control unit can be configured to recognize that the driver intends to and / or is (or is about to) manipulate an operating element to activate or deactivate a driving function. This can be detected before the actual activation or deactivation of the driving function (particularly before the operating element is manipulated).

[0007] This allows for identification of the vehicle driver's current activation or deactivation of a driving function and the vehicle driver's (possibly) intention to activate or deactivate the driving function at a later activation or deactivation time point. This can be identified, for example, within a time period of one second or more, or two seconds or more, before the actual activation or deactivation time point.

[0008] If the vehicle driver is currently activating or deactivating a driving function, this can lead to a reduction in attention to the actual (manual) driving task or to a higher cognitive load, thereby reducing the cognitive resources available for the driving task. This can, in particular, lead to inadvertent manual control interventions in the longitudinal and / or lateral guidance.

[0009] The activation of the driving function can be designed to result in automatic longitudinal and / or lateral guidance of the vehicle by the driver based on a (possibly purely and / or completely) manual longitudinal and / or lateral guidance of the vehicle, starting from the time of the (subsequent) activation of the driving function. Correspondingly, the deactivation of the driving function can be designed to result in (possibly completely) manual longitudinal and / or lateral guidance of the vehicle starting from the time of the (subsequent) deactivation of the driving function.

[0010] The driving function can be designed to set at least one driving variable of the vehicle to a target value, in particular to regulate it. Exemplary driving variables are: the vehicle's speed (in particular in the case of the ACC driver assistance function); the distance between the vehicle and the vehicle ahead (in particular in the case of the ACC driver assistance function); and / or the vehicle's lateral position within its lane (in particular in the case of lane keeping assistance).

[0011] Activation of a driving function can be designed as a transition from a (possibly purely or completely) manual setting of the (actual) value of a driving variable by the driver to a (possibly completely) automatic setting of the value of the driving variable by the driving function. Correspondingly, deactivation of a driving function can be designed as a transition from a (possibly purely or completely) automatic setting of the value of the driving variable by the driving function to a (possibly completely) manual setting of the value of the driving variable by the driver.

[0012] Furthermore, the control unit may be configured to, in response to determining that a driving function (at an upcoming activation point in time or deactivation point in time) is to be activated or deactivated, cause manual control interventions by the vehicle driver in the longitudinal and / or lateral guidance of the vehicle to be at least partially compensated for and / or suppressed before the activation point in time or the deactivation point in time. In other words, the effects of manual control interventions by the driver performed while the driver is actively activating or deactivating the driving function may be caused to be at least partially compensated for and / or avoided.

[0013] In particular, the control unit can be designed to at least partially compensate for and / or suppress manual control interventions by the driver that would result in a change, in particular an unfavorable change, in the actual value of the driving variable, in particular a deviation of the actual value of the driving variable from a target value of the driving variable. This can be achieved in particular for one or more driving variables that are set, in particular regulated, by a driving function.

[0014] Thus, the control unit can be configured to adjust the vehicle's driving behavior during the transition between manual longitudinal and / or lateral guidance (performed by the driver) and automatic longitudinal and / or lateral guidance (performed by the driving function), in particular in such a way that one or more (particularly negative) effects of the driver's manual control intervention are reduced and / or avoided. This can improve vehicle comfort, safety, and efficiency when activating or deactivating the driving function.

[0015] The control unit can be configured to at least partially compensate for and / or suppress manual control interventions in the longitudinal and / or lateral guidance of the vehicle by the vehicle driver before the activation or deactivation time point, so that during the transition between manual longitudinal and / or lateral guidance and automatic longitudinal and / or lateral guidance, the (actual) value of at least one driving variable of the vehicle remains within a target range or target interval (around a target value of the corresponding driving variable). This can be achieved in particular for one or more driving variables that are set, in particular regulated, by the driving function.

[0016] Alternatively or additionally, the control unit can be configured such that, during the transition between manual longitudinal and / or lateral guidance and automatic longitudinal and / or lateral guidance, in particular at the activation or deactivation time, the (actual) value of the vehicle driving variable deviates less from the target value of the driving variable than would be the case if the manual control intervention was not at least partially compensated and / or suppressed. This can be achieved in particular for one or more driving variables set by the driving function, in particular adjusted to a corresponding target value.

[0017] Alternatively or additionally, the control unit can be configured to reduce overshoots or undershoots of the (actual) value of the driving variable (relative to the target value of the driving variable) caused by the manual control intervention during the transition between manual longitudinal and / or lateral guidance and automatic longitudinal and / or lateral guidance (in particular, compared to a situation where the manual control intervention is not at least partially compensated and / or suppressed). This can be achieved in particular for one or more driving variables set by the driving function, in particular adjusted to a corresponding target value.

[0018] By means of such compensation and / or suppression of manual control interventions, a particularly safe, effective and / or comfortable transition between manual longitudinal and / or lateral guidance (of the driver) and automatic longitudinal and / or lateral guidance (of the driving function) can be achieved.

[0019] The control unit can be configured to acquire sensor data from one or more sensors of the vehicle, wherein the sensor data includes information about the driver's activities related to activating or deactivating a driving function. The one or more sensors may, for example, include a proximity sensor to an operating element (e.g., a button or switch) for activating or deactivating a driving function. Alternatively or additionally, the one or more sensors may include one or more necessary upstream operating elements or operating steps (e.g., opening a software menu) for activating or deactivating a driving function. Alternatively or additionally, the one or more sensors may include a camera configured to capture image data related to the driver, in particular related to the driver's hands.

[0020] The control unit can be configured to determine in a particularly precise manner based on the sensor data that the vehicle driver is activating and / or intends to activate or deactivate a driving function. Thus, based on the sensor data of one or more sensors of the vehicle, it can be detected particularly early before the activation or deactivation time that the driver is attempting to activate or deactivate a driving function (and thus possibly causing an erroneous manual control intervention).

[0021] The control unit can be configured to detect manual control interventions in the longitudinal and / or lateral guidance of the vehicle at a control device of the vehicle. Exemplary control devices of the vehicle include: a steering device of the vehicle, in particular a steering wheel or handlebars; an accelerator pedal or accelerator grip of the vehicle; and / or a brake pedal or brake lever of the vehicle. Manual interventions in the longitudinal and / or lateral guidance can thereby be detected in a particularly reliable manner.

[0022] The control unit can be configured to operate one or more longitudinal and / or transverse control actuators of the vehicle to at least partially compensate for and / or suppress manual control interventions in the longitudinal and / or transverse control of the vehicle. Exemplary longitudinal and / or transverse control actuators include: the vehicle's (electric) steering system; the vehicle's drive motor; and / or the vehicle's braking system. Manual interventions by the vehicle driver can thereby be at least partially or completely compensated in a particularly reliable manner.

[0023] The control unit can be configured to acquire the actual value of at least one driving variable during (possibly the entire) preparation period. In particular, the actual values of one or more driving variables that are set, in particular adjusted, during the operation of a driving function to be activated or deactivated can be acquired. The preparation period can extend from the first time at which it is determined that the vehicle driver is activating or deactivating the driving function and / or intends to activate or deactivate the driving function to the activation time or the deactivation time. The actual values of the one or more driving variables can be acquired using sensor data from one or more vehicle sensors (e.g., a speed sensor) and / or environmental sensors.

[0024] Furthermore, the control unit can be configured to initiate one or more automatic interventions in the longitudinal and / or lateral guidance of the vehicle during the (entire) preparation period as a function of the actual value and the target value of at least one driving variable, in particular as a function of a deviation of the actual value from the target value. The one or more automatic interventions can ensure that the actual value of the driving variable remains within a specific target range around the target value during the (entire) preparation period. The target value and / or target range can optionally be specified by the vehicle driver.

[0025] One or more automated interventions can (at least partially) compensate for the driver's manual control interventions during the preparation period. In a preferred example, the one or more automated interventions can be implemented in such a way that the actual value of the driving variable remains within a specific target range around a target value during (the entire) preparation period. By incorporating one or more automated interventions, a particularly comfortable, safe, and efficient transition between manual and automated longitudinal and / or lateral guidance of the vehicle can be achieved.

[0026] The control unit can be configured to initiate one or more automatic interventions in the longitudinal and / or lateral guidance of the vehicle according to a controller function. The controller function can express the intensity and / or frequency of the one or more automatic interventions as a function of the actual value of the driving variable, in particular the deviation of the actual value from a target value.

[0027] In a preferred example, the regulator function is such that when the actual value is within a target range, the intensity and / or frequency of one or more automatic interventions represented by the regulator function is less than a threshold value, in particular, equal to zero. Alternatively or additionally, the regulator function can be such that when the actual value exceeds the target range, the intensity and / or frequency of one or more automatic interventions represented by the regulator function is greater than a threshold value (and in particular increases with increasing deviation from the target range). In this case, the intensity and / or frequency of one or more automatic interventions can, for example, increase exponentially as the difference between the actual value and the target range increases.

[0028] By taking the (pot-shaped) controller function into account when implementing one or more automatic interventions, it can be ensured in a particularly reliable manner (even in the presence of one or more manual control interventions) that the actual value of the driving variable remains within the target range during the entire preparation time period.

[0029] According to a further aspect, a (road) motor vehicle, in particular a passenger car or a truck or a bus or a motorcycle, is specified, which comprises a control unit as described in the present application.

[0030] According to another aspect, a method for controlling a driving function of a vehicle, which is designed to (at least partially) automatically guide the vehicle longitudinally and / or laterally, is described. The method includes determining that a driver of the vehicle is and / or intends to: activate the driving function to cause automatic longitudinal and / or lateral guidance of the vehicle by the driving function based on manual longitudinal and / or lateral guidance of the vehicle by the driver, starting from the time of activation of the driving function; or deactivate the driving function to cause manual longitudinal and / or lateral guidance of the vehicle starting from the time of deactivation of the driving function.

[0031] Furthermore, the method also includes, in response thereto, prompting at least partial compensation and / or suppression of manual control interventions in the longitudinal and / or lateral guidance of the vehicle caused by the vehicle driver before the activation time point or the deactivation time point, in particular so that the driving behavior of the vehicle is adjusted when transitioning between manual longitudinal and / or lateral guidance and automatic longitudinal and / or lateral guidance (for example in order to improve the continuity and / or smoothness of the driving behavior).

[0032] According to another aspect, a software (SW) program is described. The software program can be arranged to run on a processor (eg on a control unit of a vehicle) in order to perform the method described in the present application.

[0033] According to another aspect, a storage medium is described. The storage medium may include a software program configured to be run on a processor and thereby perform the method described in the present application.

[0034] In the context of this document, the term "autonomous driving" can be understood as driving with automatic longitudinal or lateral guidance, or with both. Autonomous driving can, for example, involve longer driving periods on highways or limited driving periods during parking or maneuvering. The term "autonomous driving" encompasses autonomous driving with any degree of automation. Exemplary degrees of automation include assisted driving, partially automated driving, highly automated driving, or fully automated driving. These degrees of automation are defined by the Federal Highway Research Institute (BASt) (see BASt publication "Research Report," version 11 / 2012) and / or in the specification SAE J3016R. In assisted driving, the driver continuously performs longitudinal or lateral guidance, while the system takes over the corresponding other functions within certain limits. In partially automated driving (TAF), the system takes over longitudinal and lateral guidance for certain periods of time and / or under certain circumstances, requiring the driver to continuously monitor the system, as in assisted driving. In highly automated driving (HAF), the system takes over longitudinal and lateral guidance for certain periods of time without requiring the driver to continuously monitor the system, but the driver must be able to take over vehicle control within certain periods of time. In fully automated driving (VAF), the system can automatically manage driving in all situations for a specific application; a driver is no longer required for this application. The four degrees of automation described above correspond to SAE Levels 1 to 4 of the SAE J3016 standard (SAE - Society of Automotive Engineers). For example, Highly Automated Driving (HAF) corresponds to Level 3 of the SAE J3016 standard. Furthermore, SAE J3016 specifies SAE Level 5 as the highest level of automation, which is not included in the definition of BASt. SAE Level 5 corresponds to SAE Level 4, but without the so-called operational driving domain restriction.

[0035] It should be noted that the methods, devices, and systems described herein can be used not only individually but also in combination with other methods, devices, and systems described herein. Furthermore, any aspect of the methods, devices, and systems described herein can be combined with one another in a variety of ways. In particular, features of the claims can be combined with one another in a variety of ways. BRIEF DESCRIPTION OF THE DRAWINGS

[0036] The present invention will be described in more detail below with reference to examples, wherein:

[0037] Figure 1 Exemplary components of a vehicle are shown;

[0038] Figure 2 An exemplary time curve of a driving variable or a controlled variable of a vehicle driving function is shown;

[0039] Figure 3A flow chart illustrating an exemplary method for operating a vehicle driving function; and

[0040] Figure 4 An exemplary regulator function is shown for compensating for manual control interventions during a preparation time period for activating or deactivating a driving function. DETAILED DESCRIPTION

[0041] As mentioned at the outset, the present invention relates to increasing comfort, efficiency and / or safety when activating and / or deactivating driving functions of vehicle 100. In this regard, Figure 1 Shown are exemplary components of a vehicle 100 that is designed to be manually longitudinally and / or laterally guided by the driver of the vehicle 100 and has a driving function for automatic longitudinal and / or lateral guidance of the vehicle 100 (eg according to SAE Level 1 or higher).

[0042] Vehicle 100 includes one or more control devices 106 that allow the driver of vehicle 100 to manually steer vehicle 100 longitudinally and / or laterally. Exemplary control devices 106 include a steering device, in particular a steering wheel or handlebars; an accelerator pedal or throttle grip; a brake pedal or brake lever; and / or a gear selector lever. This allows manual intervention in the longitudinal and / or lateral steering to be detected in a particularly reliable manner. One or more control devices 106 can be designed to influence the longitudinal and / or lateral steering of vehicle 100 directly (e.g., via a mechanical coupling) or indirectly (e.g., via control unit 101 of vehicle 100).

[0043] Furthermore, vehicle 100 includes one or more environmental sensors 102 designed to collect environmental data (i.e., sensor data) related to the surroundings of vehicle 100. Exemplary environmental sensors 102 include cameras, radar sensors, lidar sensors, ultrasonic sensors, and the like. Vehicle 100's control unit 101 can be designed to operate one or more longitudinal and / or lateral guidance actuators 103 of vehicle 100 based on the environmental data to provide driving functions for automatic longitudinal and / or lateral guidance of vehicle 100 (particularly driver assistance functions such as ACC or lane keeping assist). Exemplary longitudinal and / or lateral guidance actuators 103 include electric steering devices, drive motors, and / or braking systems.

[0044] The driving function can be designed such that the vehicle 100 is operated within the scope of the driving function according to target values of one or more driving variables. Exemplary driving variables are:

[0045] The (longitudinal) speed of the vehicle 100;

[0046] The distance between the vehicle 100 and a preceding vehicle traveling ahead of the vehicle 100; and / or

[0047] • The lateral position of the vehicle 100 within the lane in which the vehicle 100 is traveling.

[0048] The driving function can in particular comprise a regulator which is designed to regulate the actual value of at least one driving variable to a specific target value. Here, the target value of at least one driving variable can be specified and / or preset by the driver of the vehicle.

[0049] Vehicle 100 typically includes at least one operating element 104, such as a button, a touchscreen, and / or a switch, which allows the driver of vehicle 100 to activate a driving function for automatic longitudinal and / or lateral guidance based on a manual driving mode in which the driver manually guides vehicle 100 longitudinally and / or laterally. Furthermore, if necessary, the driver can terminate the driving function by actuating operating element 104 in order to transition vehicle 100 to the manual driving mode.

[0050] When operating control element 104, the driver of vehicle 100 may be distracted, at least briefly, from the task of manually guiding vehicle 100 longitudinally and / or laterally. During testing, it was observed that this temporarily increased cognitive load can sometimes lead to (particularly additional) deviations between the actual value of a driving variable and the target value of the driving variable, particularly when activating a driving function. For example, it can happen that the driver of vehicle 100 briefly lifts their foot from the accelerator pedal, particularly when activating a driving function, causing the actual speed of vehicle 100 to drop, resulting in a relatively significant deviation from the target speed of vehicle 100 during the operation of the driving function. In another example, operating control element 104 can cause the driver to drive vehicle 100 out of the center position within the current lane of travel.

[0051] Figure 2 An exemplary time curve 201 of a driving variable 200 (e.g., the driving speed or lateral position of vehicle 100) is shown when a driving function is activated. The driving function is activated at an activation time 212 when the driver of vehicle 100 actuates an operating element 104. The driving function can be designed to set, in particular regulate, driving variable 200 to a specific target value 205, in particular in such a way that the actual value of driving variable 200 substantially corresponds to target value 205 when the driving function is executed.

[0052] Before activation time 212, vehicle 100 is manually guided longitudinally and / or laterally by the driver of vehicle 100. The actual value of driving variable 200 can be set manually by the driver of vehicle 100 (via manual control intervention in one or more control devices 106). In particular, in relatively stable traffic situations, it can happen that the driver attempts to maintain the actual value of driving variable 200 near target value 205 (by acting on at least one control device 106).

[0053] After the driver of vehicle 100 decides to activate the driving function, the driver of vehicle 100 processes the actuation of operating element 201 within a specific preparation time period before activation time 212. Figure 2 In the example shown, the preparation time period extends from (preparation) time 211 to activation time 212. During the preparation time period, the driver of vehicle 100 briefly looks at the dashboard of vehicle 100, for example, to find operating element 104 for activating a driving function and / or directs his hand to operating element 104.

[0054] As a result, the driver must briefly divide his cognitive resources between the main driving task and the manipulation of the driving system during the preparation period, which may increase the cognitive load on the driver and may cause (due to one or more manual control interventions of the driver of the vehicle 100) the actual value of one or more driving variables 200 to deviate from the corresponding target value 205. Figure 2 This is shown by way of example in FIG. 2 by a time curve 201 .

[0055] The deviation of the actual value of driving variable 200 from target value 205 of driving variable 200 caused during the preparation period may cause the driving function to cause a significant change in the actual value of driving variable 200 at activation time 212 in order to set the actual value to target value 205. This may cause discomfort to the driver of vehicle 100.

[0056] The control unit 101 of the vehicle 100 can be configured to detect that the driver of the vehicle 100 intends to activate or will activate a driving function in the near future, even before the actual activation time 212 of the driving function. For this purpose, the vehicle 100 can include one or more sensors 105 configured to collect sensor data related to the impending actuation of the operating element 104 for activating or deactivating the driving function. Exemplary sensors 105 are:

[0057] a camera designed to capture image data relating to the driver of the vehicle 100 ; and / or

[0058] A proximity sensor, which is designed to detect the approach of the hand of the driver of vehicle 100 to operating element 104 .

[0059] Control unit 101 of vehicle 100 may be configured to determine, in particular based on sensor data from one or more sensors 105, at a first point in time (e.g., directly at preparation point in time 211 at which the driver of vehicle 100 begins preparing to actuate operating element 104) that the driver of vehicle 100 is about to activate (or deactivate) a driving function. The first point in time may precede the actual activation or deactivation point in time 212 of the driving function.

[0060] Furthermore, control unit 101 may be configured to cause, starting at a first point in time, at least partial compensation of a deviation between an actual value of driving variable 200 and a target value 205 of driving variable 200 caused by manual longitudinal and / or transverse guidance of vehicle 100 by the driver. For this purpose, control unit 101 may be configured to automatically intervene in one or more longitudinal and / or transverse guidance actuators 103. In particular, the amount of the deviation between the actual value of driving variable 200 and target value 205 at actual activation point in time 212 of the driving function may be smaller than if no automatic intervention of one or more longitudinal and / or transverse guidance actuators 103 had been initiated during the preparation period.

[0061] Figure 2 By way of example, a time curve 202 (shown as a dashed line) of the actual value of the driving variable 200 is shown, which results in a preparation time period before an activation or deactivation point in time 212 of the driving function if one or more manual control interventions of the driver of the vehicle 100 are at least partially compensated. Figure 2 As can be seen, one or more compensating interventions in the longitudinal and / or lateral guidance of the vehicle 100 can cause the deviation between the actual value and the target value 205 of the driving variable 200 to be reduced at the activation or deactivation time point 212 of the driving function, thereby improving the comfort of the driver of the vehicle 100 when the driving function is activated or deactivated.

[0062] Figure 4 An exemplary controller function 401 is shown for implementing one or more compensating interventions in the longitudinal and / or lateral guidance of vehicle 100 during a preparation period prior to an activation or deactivation time 212 of a driving function. Controller function 401 can be designed such that the actual value of at least one driving variable 200 remains within a specific band or interval 405 around a target value 205 of driving variable 200 during the preparation period. Controller function 401 can express the intensity of one or more compensating (controller) interventions in the longitudinal and / or lateral guidance of vehicle 100 as a function of the actual value of driving variable 200, in particular as a function of the deviation of the actual value of driving variable 200 from the target value 205 of driving variable 200.

[0063] like Figure 4 As shown by way of example in FIG, controller function 401 can have a tub-shaped profile. In particular, controller function 401 can ensure that only relatively weak interventions or no intervention at all are made in the longitudinal and / or lateral control of vehicle 100 (during the preparation period) as long as the actual value of driving variable 200 remains within target interval 405. On the other hand, if (and in particular as long as) the actual value of driving variable 200 lies outside target interval 405, one or more relatively strong interventions in the longitudinal and / or lateral control of vehicle 100 can be initiated. This reliably ensures that the actual value of driving variable 200 lies within target interval 405 at activation or deactivation time 212 of the driving function (even in the presence of manual control intervention by the driver). This allows for a particularly safe, comfortable, and efficient transition between manual and automatic longitudinal and / or lateral control of vehicle 100.

[0064] As previously mentioned, observing driver behavior when using driver assistance systems (particularly for drivers with little experience using driver assistance systems) reveals that when turning the assistance system on and off, a jerky transition can occur when transferring control of the longitudinal and / or lateral steering of vehicle 100 between the driver and the assistance system. For example, the driver may release the accelerator shortly before activating ACC, causing vehicle 100 to decelerate due to engine drag torque, and then accelerate again after ACC is activated to reach the same speed as before the ACC activation process began. Furthermore, it has been observed that when the driver activates the driver assistance system, the steering is often less smooth or precise, requiring vehicle 100 to return to the center of the lane after the driver assistance system is activated.

[0065] This can cause the driver of vehicle 100 to temporarily experience an additional cognitive burden (particularly cognitively) when activating or deactivating a driving function. Alternatively or additionally, it can occur that the driver of vehicle 100 over-relies on the automatic longitudinal and / or lateral guidance of the driving function. As a result, a relatively jarring transition between the manual driving mode and the driving function can occur.

[0066] Herein, a device, an apparatus, and / or a method are described, in which an intention of the driver of vehicle 100 to activate or deactivate a driver assistance system can be detected by a (vehicle-side) sensor system 105. In response thereto, one or more measures can be initiated to mitigate or completely prevent one or more undesirable side effects caused by an additional cognitive load on the driver and / or by unfavorable behavior of the driver and / or by negative interaction of the driver with vehicle 100.

[0067] For example, in the ACC system a (possibly basin-shaped) regulator (e.g. Figure 4 As shown in the example, the controller can always apply the ACC algorithm if the driver moves a finger or hand to or places it on an operating element 104 for activating the ACC system in preparation for activating the ACC system. This preparation for activating the ACC system can be detected by means of an active proximity sensor 105 of the operating element 104. The controller can be designed so that there is little or no intervention in the vehicle control near the "neutral position" or desired target state value 205 of one or more driving variables 200. Furthermore, the controller can be designed so that the greater the negative or positive deviation of the actual value of one or more driving variables 200 from the corresponding target value 205, the stronger the controller's control.

[0068] During the preparation period before the ACC system is actually activated (or deactivated), the driver's "lift-off" or excessive "tip-on" (which may be caused, in particular, when ACC is deactivated) can be at least partially or fully compensated by the vehicle 100 or the ACC algorithm via the electric accelerator pedal of the vehicle 100. As a result, the control transition between the driver and the driving function can be relatively smooth and with greater safety and efficiency.

[0069] A target value 205 or a target range can be specified for driving variable 200. If the condition "recognizing the driver's intention to activate or deactivate a driving function" is met, the overshoot or undershoot of the actual value of driving variable 200 (caused by one or more manual control inputs by the driver of vehicle 100) is adjusted within a certain range so that the transition to the target state of vehicle 100 (in particular, to the target value of one or more driving variables 200) is as smooth as possible.

[0070] Figure 3 A flow chart of an exemplary (computer-implemented) method 300 for controlling a driving function, in particular a driver assistance function, of a vehicle 100 is shown. The driving function is designed to automatically guide the vehicle 100 longitudinally and / or laterally. An exemplary driving function is ACC or lane keeping assist.

[0071] Method 300 includes determining 301 whether the driver of vehicle 100 is activating and / or intends to activate a driving function or deactivate a driving function. A driving function may, for example, be activated to cause automatic longitudinal and / or lateral steering of vehicle 100 by the driving function starting from activation time 212 of the driving function, based on manual longitudinal and / or lateral steering of vehicle 100 by the driver. Alternatively, a driving function may, for example, be deactivated to enable the driver of vehicle 100 to manually steer vehicle 100 longitudinally and / or laterally starting from deactivation time 212 of the driving function. The activation time or deactivation time 212 may correspond to the time at which the driver effectively activates or deactivates the driving function (e.g., the time at which the driver of vehicle 100 manipulates operating element 104 to activate or deactivate the driving function).

[0072] As a result, it is possible (for example based on sensor data from one or more sensors 105 of vehicle 100) to identify that a driving function should be activated or deactivated before the actual activation time or deactivation time 212 (and the driver of vehicle 100 may be inclined to cause erroneous manual control interventions in the control device 106 of vehicle 100 due to the activation or deactivation process).

[0073] Furthermore, method 300 includes, in response to determination 301 , causing 302 at least partial compensation and / or suppression of manual control interventions on the longitudinal and / or lateral guidance of vehicle 100 by the driver of vehicle 100 before activation time or deactivation time 212 . In other words, manual control interventions that occurred while the driver of vehicle 100 was activating or deactivating a driving function can be caused to be at least partially compensated for and / or suppressed. In particular, a reduction in the effect of the manual control interventions on the longitudinal and / or lateral guidance of vehicle 100 can be caused.

[0074] Method 300 can be designed to adjust the driving behavior of vehicle 100 during a transition between manual longitudinal and / or lateral guidance and automatic longitudinal and / or lateral guidance (this transition being caused by activation or deactivation of a driving function). In particular, the continuity and / or smoothness of the driving behavior of vehicle 100 during the transition can be improved.

[0075] The measures described herein enable a comfortable, efficient, and safe transition between manual longitudinal and / or lateral guidance by the driver and automatic longitudinal and / or lateral guidance of the driving functions of vehicle 100. This improves the comfort, efficiency, and safety of vehicle 100.

[0076] The present invention is not limited to the embodiments shown. It should be noted in particular that the description and drawings are only intended to illustrate the principles of the proposed methods, devices and systems.

Claims

1. A control unit (101) for controlling a driving function of a vehicle (100), the driving function being designed for automatically guiding the vehicle (100) longitudinally and / or laterally, characterized in that The control unit (101) is configured to: - determining that the driver of the vehicle (100) is about to and / or intends to perform a - activating the driving function so as to cause automatic longitudinal and / or lateral guidance by the driving function starting from the activation time (212) of the driving function, based on manual longitudinal and / or lateral guidance of the vehicle (100) by the driver, or - deactivating the driving function so that, starting from the deactivation time (212) of the driving function, the vehicle (100) can be manually guided longitudinally and / or laterally; and In response to determining that the driving function should be activated or deactivated at the upcoming activation time point or the deactivation time point, prompting at least partial compensation and / or suppression of manual control interventions in the longitudinal and / or lateral guidance of the vehicle (100) caused by the driver of the vehicle (100) before the activation time point or the deactivation time point (212) in order to adjust the driving behavior of the vehicle (100) when transitioning between the manual longitudinal and / or lateral guidance and the automatic longitudinal and / or lateral guidance.

2. The control unit (101) according to claim 1, characterized in that The control unit (101) is configured to at least partially compensate for and / or suppress manual control interventions on the longitudinal and / or transverse guidance of the vehicle (100) by the driver of the vehicle (100) before the activation time point or the deactivation time point (212), so as to - when transitioning between the manual longitudinal and / or transverse guidance and the automatic longitudinal and / or transverse guidance, maintaining the value of the driving variable (200) of the vehicle (100) within a target range (405); and / or - when transitioning between the manual longitudinal and / or transverse guidance and the automatic longitudinal and / or transverse guidance, causing the deviation of the value of the driving variable (200) of the vehicle (100) from the target value (205) to be smaller than would be the case if the manual control intervention had not been at least partially compensated and / or suppressed; and / or - during the transition between the manual longitudinal and / or transverse guidance and the automatic longitudinal and / or transverse guidance, reducing an overshoot or undershoot of the value of the driving variable (200) caused by the manual control intervention.

3. The control unit (101) according to claim 2, characterized in that The driving variables (200) include: - the driving speed of the vehicle (100); - the lateral position of the vehicle (100) within the lane in which the vehicle (100) is travelling; and / or - the distance between the vehicle (100) and a preceding vehicle (100) traveling in front of the vehicle (100).

4. The control unit (101) according to any one of claims 1 to 3, characterized in that The control unit (101) is configured to: acquire sensor data of one or more sensors (105) of the vehicle (100), wherein the sensor data comprises information about the driver's activity related to activation or deactivation of the driving function; and - based on the sensor data, determining that the driver of the vehicle (100) is about to and / or intends to activate or deactivate the driving function.

5. The control unit (101) according to claim 4, characterized in that - the one or more sensors (105) include a proximity sensor for an operating element (104) for activating or deactivating the driving function; and / or The one or more sensors (105) include a camera configured to capture image data related to the driver.

6. The control unit (101) according to any one of claims 1 to 3, characterized in that The control unit (101) is configured to detect, at a control device (106) of the vehicle (100), a manual control intervention in the longitudinal and / or transverse guidance of the vehicle (100); and - the control device (106) comprises: - a steering device of the vehicle (100); - an accelerator pedal or accelerator grip of the vehicle (100); and / or - a brake pedal or a brake lever of the vehicle (100).

7. The control unit (101) according to any one of claims 1 to 3, characterized in that - the control unit (101) is configured to operate one or more longitudinal and / or transverse guidance actuators (103) of the vehicle (100) in order to at least partially compensate for and / or suppress manual control interventions in the longitudinal and / or transverse guidance of the vehicle (100); - the one or more longitudinal and / or transverse guiding actuators (103) comprising: - a steering device of the vehicle (100); - a drive motor of the vehicle (100); and / or - a braking system of the vehicle (100).

8. The control unit (101) according to any one of claims 1 to 3, characterized in that - the driving function is designed to set a driving variable (200) of the vehicle (100) to a target value (205); and The control unit (101) is designed to at least partially compensate for and / or suppress manual control interventions of the driver, which would cause a change in the actual value of the driving variable (200).

9. The control unit (101) according to any one of claims 1 to 3, characterized in that The driving functions include: – speed regulator; – distance regulator; and / or – Lane Keeping Assist.

10. The control unit (101) according to any one of claims 1 to 3, characterized in that During a preparation time period, which extends from a first time point at which it is determined that the driver of the vehicle (100) is about to and / or intends to activate or deactivate the driving function to the activation time point or deactivation time point (212), the control unit (101) is designed to: – obtain the actual value of the driving variable (200); and - initiating one or more automatic interventions in the longitudinal and / or transverse guidance of the vehicle (100) as a function of the actual value of the driving variable (200) and the target value (205) so as to keep the actual value of the driving variable (200) within a target range (405) around the target value (205) during the preparation period.

11. The control unit (101) according to claim 10, characterized in that - the control unit (101) is configured to cause one or more automatic interventions in the longitudinal and / or transverse guidance of the vehicle (100) according to a regulator function (401); The controller function (401) expresses the intensity and / or frequency (400) of the one or more automatic interventions as a function of the actual value of the driving variable.

12. The control unit (101) according to claim 2, characterized in that The control unit (101) is configured to at least partially compensate and / or suppress a manual control intervention on the longitudinal and / or lateral guidance of the vehicle (100) caused by the driver of the vehicle (100) before the activation time point or the deactivation time point (212), so that at the activation time point or the deactivation time point (212), the deviation of the value of the driving variable (200) of the vehicle (100) from the target value (205) is smaller than if the manual control intervention had not been at least partially compensated and / or suppressed.

13. The control unit (101) according to claim 5, characterized in that The camera is configured to capture image data relating to the driver's hands.

14. The control unit (101) according to claim 6, characterized in that The steering device is a steering wheel or a handlebar.

15. The control unit (101) according to claim 8, characterized in that The driving function is designed to adjust a driving variable (200) of the vehicle (100) to a target value (205).

16. The control unit (101) according to claim 8, characterized in that The control unit (101) is designed to at least partially compensate for and / or suppress manual control interventions of the driver, which would cause the actual value of the driving variable (200) to move away from the target value (205).

17. The control unit (101) according to claim 10, characterized in that During the preparation period, the control unit (101) is designed to: according to the deviation of the actual value of the driving variable (200) from the target value (205), cause one or more automatic interventions in the longitudinal and / or transverse guidance of the vehicle (100) so that the actual value of the driving variable (200) remains within a target range (405) around the target value (205) during the preparation period.

18. The control unit (101) according to claim 11, characterized in that The regulator function (401) expresses the intensity and / or frequency (400) of the one or more automatic interventions as a function of the deviation of the actual value from the target value (205).

19. The control unit (101) according to claim 11, characterized in that The regulator function (401) makes - when the actual value is within the target range (405), the intensity and / or frequency of the one or more automatic interventions represented by the regulator function (401) is less than a threshold value; and / or - When the actual value is outside the target range (405), the intensity and / or frequency of the one or more automatic interventions represented by the regulator function (401) is greater than the threshold value.

20. The control unit (101) according to claim 19, characterized in that The threshold is zero.

21. A method (300) for controlling a driving function of a vehicle (100), the driving function being designed for automatically guiding the vehicle (100) longitudinally and / or laterally, characterized in that The method (300) comprises: - determining (301) that the driver of the vehicle (100) is about to and / or intends to perform a - activating the driving function so as to cause automatic longitudinal and / or lateral guidance by the driving function starting from the activation time (212) of the driving function, based on manual longitudinal and / or lateral guidance of the vehicle (100) by the driver, or - deactivating the driving function so that, starting from the deactivation time (212) of the driving function, the vehicle (100) can be manually guided longitudinally and / or laterally; and In response to determining that the driving function should be activated or deactivated at the upcoming activation time point or the deactivation time point, causing (302) at least partly compensating for and / or suppressing manual control interventions on the longitudinal and / or lateral guidance of the vehicle (100) caused by the driver of the vehicle (100) before the activation time point or the deactivation time point (212) so as to adjust the driving behavior of the vehicle (100) when transitioning between the manual longitudinal and / or lateral guidance and the automatic longitudinal and / or lateral guidance.

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