Driving assistance system and driving assistance method for supporting lateral guidance of a vehicle

Abstract

The present disclosure relates to a drive assist system for supporting lateral guidance of a vehicle. The drive assist system comprises a steering assist module configured to output a target steering adjustment, a detection module configured to detect an actual steering adjustment, and a determination module configured to correlate the target steering adjustment and the actual steering adjustment with each other in order to derive a degree of deviation between the target steering adjustment and the actual steering adjustment, wherein the steering assist module is further configured to adjust a steering torque based on the degree of deviation between the target steering adjustment and the actual steering adjustment.

Description

Technical Field

[0001] This disclosure relates to a driver assistance system for supporting lateral guidance of a vehicle, a vehicle having such a driver assistance system, a driver assistance method for supporting lateral guidance of a vehicle, and a storage medium for performing the driver assistance method. This disclosure particularly relates to the adaptation of controller dynamics during driver steering intervention when the driver assistance system is activated. Background Technology

[0002] The development of driver assistance systems (such as autonomous driving) is becoming increasingly important. An exemplary driver assistance system is lane keeping assist. Lane keeping assist uses cameras to examine lane markings and compare them to the vehicle's position within the lane. If there is a risk of the vehicle unintentionally leaving the lane, lane keeping assist warns the driver with visual, auditory, and / or tactile signals. However, if the driver uses the turn signal to change lanes or turn, lane keeping assist does not intervene in steering.

[0003] In addition to these warnings, there is also active lane keeping assist. Active lane keeping assist also uses camera images and compares them to the vehicle's own position. If the vehicle is less than the minimum distance from the lane boundary, lane keeping assist will guide the vehicle back to the center of the lane. Because the driver is also responsible even with active lane keeping assist, it continuously measures the torque applied to the driver's hands on the steering wheel and checks whether the driver's hands are still on the steering wheel. If not, it will warn the driver and deactivate lane keeping assist.

[0004] However, in active lane keeping assist, the driver's hand torque is only adequately suited to recognize driver interaction, because external disturbances (such as potholes, wind, etc.) and lane keeping assist itself affect the driver's steering torque. Therefore, lane keeping assist may respond to hypothetical driver intervention even when no actual driver intervention is present. Summary of the Invention

[0005] The purpose of this disclosure is to provide a driving assistance system for supporting lateral guidance of a vehicle, a vehicle having such a driving assistance system, a driving assistance method for supporting lateral guidance of a vehicle, and a storage medium for performing the driving assistance method, which can improve interaction with the driver. In particular, the purpose of this disclosure is to improve safety during the operation of the driving assistance system.

[0006] According to an independent aspect of this disclosure, a driver assistance system is provided for supporting lateral guidance of a vehicle, particularly a motor vehicle. The driver assistance system may be, for example, lane keeping assist.

[0007] The driving assistance system includes: a steering assist module configured to output a target steering adjustment; a detection module configured to detect an actual steering adjustment; and a determination module configured to correlate the target steering adjustment and the actual steering adjustment to determine the degree of deviation between the target steering adjustment and the actual steering adjustment, wherein the steering assist module is further configured to adjust the steering torque based on the degree of deviation between the target steering adjustment and the actual steering adjustment.

[0008] According to the invention, an evaluation is performed comparing the requested steering adjustment with the actual or intended steering adjustment. Based on this comparison, particularly according to the degree of deviation between the requested steering adjustment and the actual steering adjustment, the steering torque applied by the driver assistance system is selected.

[0009] For example, when lane recognition fails, the driver assistance system might steer more aggressively than needed on a curve. If the driver then steers in the opposite direction to keep the vehicle within the lane, there is a significant discrepancy between the steering adjustment requested by the driver assistance system and the actual steering adjustment caused by the driver. The driver assistance system can recognize this and reduce controller dynamics so that the driver does not have to fight against the driver assistance system or the applied steering torque.

[0010] This improves the response to driver input. Furthermore, it minimizes the impact of disturbances such as potholes. Additionally, because the driver and the driver assistance system do not conflict with each other, the safety of the driver assistance system is enhanced.

[0011] Preferably, the steering assist module determines the steering torque based on the degree of deviation between the target steering adjustment and the actual steering adjustment, and outputs the determined steering torque to the vehicle's steering system to support the driver during lateral guidance of the vehicle, for example, about the lane. The steering torque is a so-called feedback torque, which is introduced into the vehicle's steering system or a corresponding actuator to return the vehicle to the lane. At least one actuator may also be configured to provide support torque, which supports the driver when the desired (manual) steering torque is applied.

[0012] For example, steering torque can be adjusted by determining the strength of the steering torque via a steering assist module and outputting the strength of the steering torque as a command or instruction to the vehicle's steering system. Here, the term "strength of steering torque" refers, for example, to the magnitude (or amount or intensity) of the force corresponding to the steering torque provided by at least one actuator of the steering system. The strength of the steering torque or feedback torque specifically indicates the extent of the influence of the driver assistance system on the steering effect. The strength of the steering torque or feedback torque specifically indicates the intensity of the driver assistance system's intervention in the steering system or steering wheel.

[0013] Here, the feedback torque can be designed in a quantity such that the vehicle does not deviate from the driver's intention to remain in the lane, and the driver can take control of the driver assistance system. To this end, the driver applies a correspondingly large manual torque to the steering wheel, exceeding the limit, which causes the driver assistance system to deactivate.

[0014] Preferably, the driver assistance system includes at least one detection unit configured to detect at least one lane. Based on detection data from the at least one detection unit, the driver assistance system supports the driver when providing lateral guidance of the vehicle relative to the at least one lane.

[0015] Preferably, at least one detection unit includes / or at least one camera configured to detect at least one lane. The at least one camera may be, for example, a CMOS camera mounted behind the windshield. The driver assistance system identifies lane markings based on the detected image and determines the optimal steering angle to keep the vehicle centered in the lane. If there is a risk of the vehicle leaving the identified lane center, feedback torque is applied to the steering wheel.

[0016] Preferably, the target steering adjustment is a target steering angle or an indicated target steering angle. Alternatively, the actual steering adjustment can be an actual steering angle or an indicated actual steering angle. The target and actual steering angles can, for example, be related to the front axle of the vehicle and indicate the adjustment angle of steering relative to a zero position (i.e., straight-line driving).

[0017] Preferably, the detection module is configured to detect the actual steering angle. For example, the detection module may include or be connected to at least one sensor, configured to determine the steering angle at the front axle of the vehicle.

[0018] However, this disclosure is not limited to the steering angle, and other means of indicating steering adjustments may be used. For example, steering adjustments may be the position of the steering wheel.

[0019] The target steering adjustment (e.g., the target steering angle) is the steering angle determined by the driver assistance system and requested from the steering system. The actual steering adjustment (e.g., the actual steering angle) is the actual or true steering angle adjusted by the steering system. The target steering adjustment can deviate from the actual steering adjustment due to driver intervention or due to manual torque applied to the steering wheel by the driver. In other words, the driver can intervene in the driver assistance system.

[0020] Within the scope of this disclosure, situations are considered where driver intervention is not strong enough to disable the driver assistance system. In other words, embodiments of this disclosure relate to active driver assistance systems.

[0021] Preferably, the determining module is also configured to identify the steering situation based on the degree of deviation between the target steering adjustment and the actual steering adjustment. The term "steering situation" refers to the driver's steering in response to the effects of the driver assistance system. Therefore, the two variables, "target steering adjustment" and "actual steering adjustment," are correlated in such a relationship that it is possible to determine what the driver is currently doing or his steering intention.

[0022] For example, steering can be selected from the following groups: driver follow steering, driver oversteering, and driver counter-steering. Driver follow steering can represent a slight steering in the same direction as the driver assistance system. Oversteering can represent a strong steering in the same direction as the driver assistance system but with a larger steering angle than driver follow steering. Driver counter-steering can represent steering in the opposite direction to the driver assistance system.

[0023] Preferably, the determining module is further configured to identify driver following steering if the difference between the target steering adjustment and the actual steering adjustment is equal to or less than a first threshold. The first threshold can distinguish or differentiate between "following steering" and "oversteering". In particular, the determining module can also be configured to identify driver oversteering if the difference between the target steering adjustment and the actual steering adjustment is equal to or greater than the first threshold.

[0024] If the driver's following steering input is detected, the driver assistance system can take control without driver intervention; that is, the driver's manual torque will not cause a change in steering torque. Therefore, the adjustment of steering torque corresponds to the situation without driver intervention.

[0025] Preferably, the determining module can be configured to identify driver oversteer if the difference between the target steering adjustment and the actual steering adjustment is negative. In other words, driver oversteer is identified when the actual steering adjustment is greater than the target steering adjustment, i.e., when the driver steers more forcefully in the same direction as the driver assistance system.

[0026] Preferably, the determining module can be configured to identify oversteer if the actual steering adjustment (or the degree of deviation between the target steering adjustment and the actual steering adjustment) is outside a first tolerance range of the target steering adjustment. For example, the tolerance range can be defined as 20% of the target steering adjustment. If the target steering angle is 10°, the threshold used to identify oversteer can be 12° (10° × 0.2 = 2°). When the actual steering adjustment is 11°, it will not be determined as oversteer, but when the actual steering adjustment is 13°, oversteer will be determined.

[0027] In some implementations, oversteering by the driver can be determined if (i) the difference between the target steering adjustment and the actual steering adjustment is negative, (ii) the difference between the target steering adjustment and the actual steering adjustment is equal to or greater than a first threshold, and (iii) the actual steering adjustment is outside the first tolerance range of the target steering adjustment.

[0028] In one example, the difference between the target steering adjustment and the actual steering adjustment can be negative, and the actual steering adjustment can be outside the first tolerance range of the target steering adjustment. If the difference between the target steering adjustment and the actual steering adjustment is equal to or greater than a first threshold, oversteering can be determined. However, if the difference between the target steering adjustment and the actual steering adjustment is less than the first threshold, follow-through steering can be determined.

[0029] A first threshold is set to separate or differentiate between follow steering and oversteering. A first tolerance range and a second tolerance range are set to define at what deviation from the target steering adjustment the controller dynamics should be reduced. If the deviation from the target steering adjustment is within the tolerance range, the controller dynamics will not be reduced.

[0030] As used within the scope of this disclosure, the term "controller dynamics" describes the desired temporal behavior of the control. High dynamics corresponds to the requirement of rapidly reaching a threshold, or more precisely, using a large actuation value (in this case, a large steering torque). Low dynamics corresponds to the requirement of slowly reaching a threshold, or more precisely, using a small actuation value (in this case, a small steering torque).

[0031] The first threshold can be, for example, a fixed steering angle value, such as 2° or 5°. However, the first tolerance range can be defined as a percentage value of the target steering adjustment, such as 10% or 20%.

[0032] Preferably, the determining module can also be configured to: identify the driver's reverse steering if the difference between the target steering adjustment and the actual steering adjustment is positive. In other words, the driver's reverse steering is identified when the target steering adjustment is greater than the actual steering adjustment, i.e., when the driver is steering in the opposite direction to the driving assistance system.

[0033] Preferably, the determining module can be configured to identify driver reversal steering if the actual steering adjustment (or the degree of deviation between the target steering adjustment and the actual steering adjustment) is outside a second tolerance range of the target steering adjustment. For example, the tolerance range can be defined as 20% of the target steering adjustment. When the target steering angle is 30°, the threshold for identifying reversal steering can be 24° (30° × 0.2 = 6°). When the actual steering adjustment is 25°, driver reversal steering will not be determined, but when the actual steering adjustment is 23°, reversal steering will be determined.

[0034] In some implementations, the driver’s reverse steering can be determined if (i) the difference between the target steering adjustment and the actual steering adjustment is positive, and (ii) the actual steering adjustment is outside the second tolerance range of the target steering adjustment.

[0035] In some implementations, the first tolerance range and the second tolerance range may be the same (e.g., 20%). In other implementations, the first tolerance range and the second tolerance range may be different.

[0036] It should be understood that, for example, the steering angle can be appropriately defined to satisfy the above conditions according to its meaning or to indicate the steering situation accordingly. In particular, the sign of the steering angle for left and right adjustments can be appropriately chosen, and / or the amounts of the target steering angle and the actual steering angle can be used, and / or a suitable angle scale can be specified between the maximum left adjustment (e.g., +α) and the maximum right adjustment (e.g., also +α, where 0° represents a neutral steering adjustment or straight driving).

[0037] Preferably, the steering assist module is also configured to change the steering torque only when oversteer or reverse steering is detected. If follow steering is detected, it can be interpreted as "no driver intervention," and the control dynamics remain unchanged.

[0038] Preferably, when oversteer is identified, the degree of driver oversteer can be determined. The degree of oversteer can be determined, for example, as a percentage value. For example, 0% indicates no oversteer. For example, this means that the actual steering adjustment corresponds to the target steering adjustment, or is within the first tolerance range of the target steering adjustment. Conversely, 100% indicates maximum oversteer. For example, this means that the deviation between the actual steering adjustment and the target steering adjustment is the greatest. The maximum deviation can be specified, for example, as a numerical value. For example, maximum oversteer is reached when the deviation between the actual steering angle and the target steering angle is 10°.

[0039] Similarly, when counter-steering is identified, the intensity of the driver's counter-steering can be determined. The degree of counter-steering can be determined, for example, as a percentage value. For example, 0% indicates no counter-steering. This means, for example, that the actual steering adjustment corresponds to the target steering adjustment, or is within the second tolerance range of the target steering adjustment. Conversely, 100% indicates maximum counter-steering. This means, for example, that the deviation between the actual steering adjustment and the target steering adjustment is the greatest. The maximum deviation can be specified, for example, as a numerical value. For example, maximum counter-steering is achieved when the deviation between the actual steering angle and the target steering angle is 10°.

[0040] Preferably, the steering assist module is further configured to reduce steering torque based on the degree of deviation between the target steering adjustment and the actual steering adjustment. Specifically, when a high deviation exists, controller dynamics can be reduced, thus eliminating the need for the driver to counteract the driver assistance system or the applied steering torque. For example, the steering assist module can be configured to adjust the steering torque to be smaller as the deviation between the target steering adjustment and the actual steering adjustment increases.

[0041] According to another aspect of this disclosure, a vehicle, particularly a motor vehicle, is proposed. The vehicle includes a driver assistance system for supporting lateral guidance of the vehicle according to an embodiment of this disclosure.

[0042] The term "vehicle" includes passenger cars, trucks, buses, mobile homes, motorcycles, etc., used for transporting people, goods, etc. In particular, the term includes motor vehicles used for passenger transport.

[0043] According to another aspect of this disclosure, a driving assistance method for supporting lateral guidance of a vehicle, particularly a motor vehicle, is proposed. The driving assistance method includes: outputting a target steering adjustment; detecting an actual steering adjustment; determining the degree of deviation between the target steering adjustment and the actual steering adjustment; and adjusting the steering torque based on the degree of deviation between the target steering adjustment and the actual steering adjustment.

[0044] Driving assistance methods can achieve all aspects of the driving assistance system described in this paper.

[0045] According to another independent aspect of this disclosure, a software (SW) program is provided. The software program can be configured to run on one or more processors to perform the driving assistance methods described herein for supporting lateral guidance of a vehicle.

[0046] According to another independent aspect of this disclosure, a storage medium is provided. The storage medium may include a software program configured to run on one or more processors to perform the driving assistance methods described herein for supporting lateral guidance of a vehicle.

[0047] According to another independent aspect of this disclosure, when the software is running on one or more software-controlled devices, the software having program code executes a driving assistance method for supporting lateral guidance of the vehicle. Attached Figure Description

[0048] Embodiments of this disclosure are shown in the accompanying drawings and described in more detail below. Wherein:

[0049] Figure 1 A vehicle having a driver assistance system for supporting lateral guidance of the vehicle is schematically shown according to an embodiment of the present disclosure;

[0050] Figure 2 The illustration schematically depicts follow steering, oversteering, and reverse steering relative to a target steering adjustment according to embodiments of the present disclosure;

[0051] Figure 3 An oversteering relative to a target steering adjustment is schematically illustrated according to an embodiment of the present disclosure;

[0052] Figure 4 The diagram schematically illustrates the reverse steering relative to the target steering adjustment according to an embodiment of the present disclosure; and

[0053] Figure 5 A flowchart of a driving assistance method for supporting lateral guidance of a vehicle according to an embodiment of the present disclosure is shown. Detailed Implementation

[0054] In the following text, unless otherwise stated, the same reference numerals are used for the same elements that have the same effect.

[0055] Figure 1 A vehicle 10 having a driving assistance system 100 for supporting lateral guidance, according to an embodiment of the present disclosure, is illustrated schematically. The driving assistance system 100 may be, for example, lane keeping assist.

[0056] The driver assistance system 100 supports the driver during lateral guidance of the vehicle 10. For this purpose, the driver assistance system 100 controls the steering device 26 via an intermediate unit (not shown). Optionally, the driver assistance system 100 can also be configured for automatic longitudinal guidance of the vehicle 10. For this purpose, the driver assistance system 100 controls the drive unit 20, the transmission 22, and the hydraulic brakes 24 via an intermediate unit (not shown).

[0057] To plan and execute lateral guidance, the driver assistance system 100 receives environmental information from an environmental sensor system that monitors the environment around the vehicle. Specifically, the vehicle may include at least one environmental sensor 12 configured to record environmental data indicating the environment around the vehicle. The at least one environmental sensor 12 may include, for example, one or more LiDAR systems, one or more radar systems, and / or one or more cameras. In particular, the environmental sensor system may be used for lane recognition.

[0058] The driver assistance system 100 includes: a steering assist module 110 configured to output a target steering adjustment; a detection module 120 configured to detect an actual steering adjustment; and a determination module 130 configured to correlate the target steering adjustment and the actual steering adjustment to determine the degree of deviation between the target steering adjustment and the actual steering adjustment, wherein the steering assist module 110 is further configured to adjust the steering torque based on the degree of deviation between the target steering adjustment and the actual steering adjustment.

[0059] Therefore, an evaluation is performed comparing the requested steering adjustment with the actual or actual steering adjustment. Based on this comparison, in particular, the steering torque applied by the driver assistance system 100 is selected according to the degree of deviation between the requested steering adjustment and the actual steering adjustment. For example, when lane recognition fails, the driver assistance system 100 may steer more aggressively than needed on a curve. If the driver now steers in the opposite direction to keep the vehicle 10 within the lane, the deviation between the steering adjustment requested by the driver assistance system 100 and the actual steering adjustment caused by the driver is significant. The driver assistance system 100 can recognize this and reduce controller dynamics so that the driver does not have to resist the driver assistance system 100 or the applied steering torque.

[0060] Typically, the target steering adjustment is a target steering angle or an indicated target steering angle. Additionally, the actual steering adjustment can be an actual steering angle or an indicated actual steering angle. The target and actual steering angles can, for example, be related to the front axle of the vehicle 10 and indicate the adjustment angle of steering relative to a zero position (i.e., straight-ahead driving).

[0061] The degree of deviation between the target steering adjustment and the actual steering adjustment can be, for example, the difference between the target steering angle and the actual steering angle.

[0062] The detection module 120 can be configured to detect the actual steering angle. For example, the detection module can be connected to at least one sensor 14, which is configured to detect the steering angle at the front axle of the vehicle.

[0063] The steering assist module 110 and / or detection module 120 and / or determination module 130 may be implemented as a common software and / or hardware module. Alternatively, the steering assist module 110 and / or detection module 120 and / or determination module 130 may be implemented as separate software and / or hardware modules, respectively.

[0064] Figure 2 The illustration schematically depicts follow steering, oversteering, and reverse steering relative to a target steering adjustment according to embodiments of the present disclosure.

[0065] exist Figure 2 In this example, steering adjustment is illustrated using the steering angle. The angle scale is defined between the maximum leftward adjustment (+α) and the maximum rightward adjustment (also +α), where 0° represents a neutral steering adjustment or straight-ahead driving. Therefore, the entire angle scale covers an angle range of 2α. The exemplary target steering angle SOLL represents a left turn.

[0066] The first actual steering angle ML indicates a small deviation from the target steering angle SOLL in the same steering direction (i.e., to the left). In cases of this small deviation, follow steering can be determined based on the first actual steering angle ML. In this situation, controller dynamics are not reduced. In other words, steering torque can be adjusted as needed without driver intervention.

[0067] The second actual steering angle (UL) indicates a large deviation from the target steering angle (SOLL) in the same steering direction (i.e., to the left). In cases of such large deviation, oversteer can be determined based on the second actual steering angle (UL). In this situation, controller dynamics can be reduced so that the driver does not have to counteract the steering torque applied by the driver assistance system.

[0068] The third actual steering angle GL indicates the deviation from the target steering angle SOLL in the direction opposite to the steering direction (i.e., to the right). In the case of this deviation, reverse steering can be determined based on the third actual steering angle GL. In this case, controller dynamics can also be reduced so that the driver does not have to counteract the steering torque applied by the driver assistance system.

[0069] Figure 3 An oversteering relative to a target steering adjustment is schematically illustrated according to an embodiment of the present disclosure.

[0070] The driver assistance system can be configured to identify oversteer if the actual steering adjustment IST1 is outside a first tolerance range T1 of the target steering adjustment SOLL1. For example, the tolerance range can be defined as 20% of the target steering adjustment SOLL1. If the target steering angle SOLL1 is 10°, the threshold for identifying oversteer can be 12° (10° × 0.2 = 2°). Oversteer is not identified when the actual steering adjustment is 11°, but it is identified when the actual steering adjustment is 13°.

[0071] Figure 4 The reverse steering relative to the target steering adjustment is schematically illustrated according to an embodiment of the present disclosure.

[0072] The driver assistance system can be configured to identify reverse steering if the actual steering adjustment IST2 is outside the second tolerance range T2 of the target steering adjustment SOLL2. For example, the tolerance range can be defined as 20% of the target steering adjustment SOLL2. If the target steering angle SOLL2 is 30°, the threshold for identifying reverse steering can be 24° (30° × 0.2 = 6°). Reverse steering will not be identified when the actual steering adjustment is 25°, but it will be identified when the actual steering adjustment is 23°.

[0073] In one example, the driver enters a curve with lane keeping assist activated. If the camera misinterprets the lane markings, the lane keeping assist steering becomes too aggressive (e.g., a steering angle of 30°), and the driver will actively counter-steer (e.g., 10°) to prevent leaving the actual lane. In this situation, the controller dynamics are reduced to prevent unnecessarily hindering the driver from correcting vehicle movement.

[0074] In this case, the difference between the two steering angles is 30° - 10° = 20°. Assuming a 20% tolerance band relative to the target steering angle, the limit for reverse steering is 24° (0.2 × 30° = 6°). Since the 10° steering angle is less than the calculated limit of 24°, reverse steering occurs.

[0075] To determine the relative degree of reverse steering, the adjusted steering angle of 10° can be correlated with the limit of 24°, and a percentage value can be calculated. This value can be forwarded to the controller function so that the controller dynamically reduces the calculated percentage accordingly.

[0076] Figure 5A flowchart of a driving assistance method 500 for supporting lateral guidance of a vehicle according to an embodiment of the present disclosure is shown schematically. The driving assistance method 500 can be implemented by corresponding software executable by one or more processors (e.g., CPUs).

[0077] The driving assistance method 500 includes: in block 510, outputting a target steering adjustment; in block 520, detecting an actual steering adjustment; in block 530, determining the degree of deviation between the target steering adjustment and the actual steering adjustment; and in block 540, adjusting the steering torque based on the degree of deviation between the target steering adjustment and the actual steering adjustment.

[0078] According to the present invention, an evaluation is performed comparing the requested steering adjustment with the actual or unseen steering adjustment. Based on this comparison, particularly according to the degree of deviation between the requested steering adjustment and the actual steering adjustment, the steering torque applied by the driver assistance system is selected. This improves the response to driver input. Furthermore, the effects of disturbances such as potholes can be minimized. Moreover, because the driver and the driver assistance system do not conflict with each other, the safety of the driver assistance system can be improved.

[0079] Although the invention has been described and explained in detail with reference to preferred embodiments, the invention is not limited to the disclosed examples, and those skilled in the art can derive other variations without departing from the scope of the invention. Therefore, it is evident that numerous possible variations exist. It should also be understood that the exemplary embodiments mentioned are merely examples and should not be construed as limiting the scope of protection, possible applications, or configurations of the invention in any way. Rather, the foregoing description and accompanying drawings enable those skilled in the art to embodiedly implement the exemplary embodiments, wherein various changes can be made by those skilled in the art, such as with respect to the function or arrangement of the various elements mentioned in the exemplary embodiments, based on their understanding of the disclosed inventive concept, without departing from the scope of protection defined by the claims and their legal analogues, such as further explanations in the specification.

Claims

1. A driver assistance system (100) for supporting lateral guidance of a vehicle (10), comprising: The steering assist module (110) is configured to output target steering adjustment; The detection module (120) is configured to detect actual steering adjustments; and The determining module (130) is configured to correlate the target steering adjustment and the actual steering adjustment with each other in order to determine the degree of deviation between the target steering adjustment and the actual steering adjustment. The steering assist module (110) is further configured to adjust the steering torque based on the degree of deviation between the target steering adjustment and the actual steering adjustment. The determining module (130) is further configured to identify a steering condition based on the degree of deviation between the target steering adjustment and the actual steering adjustment, wherein the steering condition is selected from the group consisting of: driver follow steering, driver oversteering, and driver countersteering. The determining module (130) is further configured to identify the driver’s following steering if the difference between the target steering adjustment and the actual steering adjustment is equal to or less than a first threshold. If the difference between the target steering adjustment and the actual steering adjustment is negative, oversteering by the driver is identified; and if the difference between the target steering adjustment and the actual steering adjustment is positive, reverse steering by the driver is identified. The steering assist module (110) is also configured to change the steering torque only when the oversteering or the reverse steering is detected.

2. The driving assistance system (100) according to claim 1, wherein the target steering adjustment indicates a target steering angle, and wherein the actual steering adjustment indicates an actual steering angle.

3. The driving assistance system (100) according to claim 1 or 2, wherein the steering assist module (110) is further configured to reduce the steering torque based on the degree of deviation between the target steering adjustment and the actual steering adjustment.

4. The driving assistance system (100) according to claim 3, wherein the steering assist module (110) is further configured to adjust the steering torque to be smaller if the deviation between the target steering adjustment and the actual steering adjustment is greater.

5. A vehicle (10) comprising a driving assistance system (100) according to any one of claims 1 to 4.

6. The vehicle (10) according to claim 5, wherein the vehicle is a motor vehicle.

7. A driving assistance method (500) for supporting lateral guidance of a vehicle, comprising: Output (510) Target steering adjustment; Detect (520) actual steering adjustment; Determine (530) the degree of deviation between the target steering adjustment and the actual steering adjustment; and The steering torque (540) is adjusted based on the degree of deviation between the target steering adjustment and the actual steering adjustment. The steering situation is identified based on the degree of deviation between the target steering adjustment and the actual steering adjustment, wherein the steering situation is selected from the group consisting of: driver follow steering, driver oversteering, and driver countersteering. If the difference between the target steering adjustment and the actual steering adjustment is equal to or less than a first threshold, then the driver's following steering is identified. If the difference between the target steering adjustment and the actual steering adjustment is negative, oversteering by the driver is identified; and if the difference between the target steering adjustment and the actual steering adjustment is positive, reverse steering by the driver is identified. The steering torque is changed only when oversteering or reverse steering is detected.

8. A storage medium comprising a software program configured to run on one or more processors to perform a driving assistance method (500) for supporting lateral guidance of a vehicle as claimed in claim 7.

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