Driving assistance system and driving assistance method for autonomous vehicle

Abstract

The invention relates to a driving assistance system (100) for an autonomous vehicle (10), comprising a driving module (110) for autonomous driving, the driving module (110) being designed at least for automatic longitudinal guidance of the vehicle (10), the driving module (110) being further designed to operate in a first longitudinal guidance function mode (M1); switching to a second longitudinal guide function mode (M2) different from the first longitudinal guide function mode (M1) as a function of a brake pedal actuation by the driver; and-automatically switching back to the first longitudinal guide function mode (M1) as a function of releasing the brake pedal actuation by the driver.

Description

Technical Field

[0001] This invention relates to a driving assistance system for an autonomous vehicle, a vehicle having such a driving assistance system, a driving assistance method for an autonomous vehicle, and a storage medium for performing the driving assistance method. More particularly, this invention relates to enabling driver participation in autonomous driving to improve user comfort. Background Technology

[0002] Today, adaptive cruise control (ACC) is commonly used in vehicles. Adaptive cruise control is a speed adjustment device that takes the distance to the vehicle ahead as an additional feedback and adjustment parameter. In adaptive cruise control, sensors are used to determine the position and speed of the vehicle ahead, and engine and braking interventions are used to adaptively adjust speed and distance.

[0003] Adaptive cruise control is deactivated when the driver applies the brakes. Reactivating it requires specific driver action, such as pressing a button on the steering wheel. This may be perceived as time-consuming or cumbersome by some users, potentially leading them to disable or not use adaptive cruise control at all. However, not using adaptive cruise control can negatively impact traffic safety, as it typically offers greater safety, particularly in avoiding rear-end collisions, compared to manual driving. Summary of the Invention

[0004] The objective of this invention is to describe a driving assistance system for an autonomous vehicle, a vehicle having such a driving assistance system, a driving assistance method for an autonomous vehicle, and a storage medium for performing the driving assistance method, which can maximize the lifespan of the driving assistance system and thus improve safety in road traffic.

[0005] This task is addressed by the subject matter of the independent claims. Advantageous design solutions are described in the dependent claims.

[0006] According to an independent aspect of the present invention, a driving assistance system for autonomous vehicles, particularly motor vehicles, is described. The driving assistance system includes a driving module for autonomous driving, wherein the driving module is at least designed for automatic longitudinal guidance of the vehicle, and wherein the driving module is further designed for:

[0007] - Works in the first vertical guide function mode;

[0008] - Based on brake pedal operation performed by the driver, switch to a second longitudinal guidance function mode, different from the first longitudinal guidance function mode; and

[0009] - Automatically switches back to the first longitudinal guidance function mode based on the driver's release of the brake pedal.

[0010] According to the present invention, after the brake is released, the driving assistance system is automatically reset to its initial longitudinal guidance function mode. For example, adaptive cruise control can be deactivated or suspended by the driver's braking intervention, wherein, upon release of the brake, adaptive cruise control is automatically reactivated without any further action from the driver. Thus, the driver cooperatively participates in the operation of the driving assistance system. Furthermore, the driving assistance system can be reset or reactivated to its initial state after manual braking intervention without further driver input. Therefore, the lifespan and support potential of the driving assistance system can be maximized, and thus, safety in road traffic is improved.

[0011] For example, the term "longitudinal guidance function mode" as used within the scope of this invention refers to the automatic adjustment of vehicle speed by a driver assistance system using engine and / or braking intervention.

[0012] Driver assistance systems are designed to automatically accelerate a vehicle through engine and / or braking intervention. For example, the term "acceleration" as used within the scope of this invention includes both positive and negative acceleration. Positive acceleration corresponds to an increase in speed, and negative acceleration corresponds to a decrease in speed or deceleration.

[0013] Preferably, each longitudinal guidance function mode is defined by at least one operating parameter. For example, at least one operating parameter may be a maximum value of positive acceleration, a minimum value of positive acceleration, a set value of positive acceleration, a maximum value of negative acceleration, a minimum value of negative acceleration, a set value of negative acceleration, and / or at least one intervention parameter. At least one intervention parameter may, for example, specify when and / or how and / or whether and / or under what circumstances system intervention is performed (or not performed).

[0014] Preferably, the first longitudinal guidance function mode is the full mode, in which the vehicle achieves comprehensive automatic longitudinal guidance as defined by the system's capabilities.

[0015] Preferably, the second longitudinal guidance function mode is a partial mode with automatic longitudinal guidance and reduced performance compared to the full mode.

[0016] Alternatively, the second longitudinal guidance function mode can be a standby mode without automatic longitudinal guidance. It is understood here that the standby mode does not require the driver assistance system to be completely turned off. Alternatively, the standby mode can be a mode in which automatic longitudinal guidance can be immediately reactivated without further driver input (e.g., operating a switch).

[0017] Preferably, in the second longitudinal guidance function mode, at least the vehicle's automatic longitudinal guidance is disabled or inactive and is implemented manually by the driver. For example, the first longitudinal guidance function mode can be a full mode, and the second longitudinal guidance function mode can be a standby mode.

[0018] Preferably, in the second longitudinal guidance function mode, the vehicle's automatic longitudinal guidance is disabled or inactive and is implemented manually by the driver, while the automatic lateral guidance is activated or active and is implemented by the driver assistance system.

[0019] Preferably, the driving module is designed to not perform or allow positive acceleration of the vehicle in the second longitudinal guidance function mode. In other words, in the second longitudinal guidance function mode, speed cannot be increased during driver braking intervention. This prevents the driving assistance system from operating contrary to the driver's expectations, even when the driving situation theoretically allows for higher speeds. In other words, driver expectations can be prioritized over system expectations.

[0020] Preferably, the driving module is designed to enable negative acceleration of the vehicle in the second longitudinal guidance function mode. In the second longitudinal guidance function mode, deceleration can be achieved (e.g., additionally) particularly through a driving assistance system during driver braking intervention.

[0021] Preferably, the driving module is designed to perform negative acceleration of the vehicle in a second longitudinal guidance function mode based on the minimum of the driver's expectation and the system delay or system expectation. In other words, the faster of two decelerations can be selected and executed. This is particularly advantageous when the driver reacts to a hazard that the driving assistance system has not recognized or properly assessed, or when the driving assistance system reacts to a hazard that the driver has not recognized or properly assessed.

[0022] Preferably, the driving module is designed to accelerate to a set speed upon automatic switching back to the first longitudinal guidance function mode, and / or implement driving strategies. In particular, it can also execute related driving strategies (such as following, route adjustment, etc.).

[0023] Preferably, the set speed is a speed preset or set by the driver.

[0024] Preferably, the set speed is determined by the driving assistance system. For example, the driving assistance system can determine the set speed based on at least one route geometry characteristic. In some embodiments, the at least one route geometry characteristic may relate to the road or highway orientation, such as a straight line, a curve or bend, a slope, a bend, a roundabout, an exit, etc.

[0025] Preferably, the driving assistance system is designed to determine at least one route geometry based on digital map data and / or environmental data from the vehicle's environmental sensor system. For example, the environmental data can be used for trajectory recognition, thereby allowing at least one route geometry to be determined.

[0026] Preferably, the environmental sensor system includes at least one laser ranging (LiDAR) system and / or at least one radar system and / or at least one camera and / or at least one ultrasonic system. The environmental sensor system can provide environmental data (also referred to as "surrounding data") that depicts the vehicle's surrounding environment.

[0027] Preferably, the driving module is designed to maintain the current vehicle speed for a specific time period and / or until a specific vehicle location (e.g., a location related to traffic infrastructure, GPS location, etc.) upon automatic switching back to the first longitudinal guidance function mode, and then accelerate to the set speed. In other words, after resetting the driving assistance system, acceleration to the set speed cannot be performed immediately; instead, it can wait until certain conditions, such as safety-critical conditions, are met.

[0028] Preferably, the driving module is designed to determine a specific time period and / or a specific vehicle position based on at least one route geometry characteristic. For example, the at least one route geometry characteristic may include or be one of the route geometry characteristics described above. In some embodiments, the driving module may be designed to (i) begin accelerating to a set speed upon reaching the end of a curve or (ii) at a predetermined time or distance prior to reaching the end of a curve. For example, after releasing the brakes, the driving module may again fully adjust and maintain the current speed until passing through the geometry (e.g., curves, turns, roundabouts, exits, etc.). Optionally, the driving assistance system may also accelerate into the geometry.

[0029] According to another independent aspect of the invention, a vehicle, particularly a motor vehicle, is described. The vehicle includes a driving assistance system for autonomous driving according to embodiments of the invention.

[0030] Terminology: Vehicles include passenger cars, trucks, transport vehicles, buses, RVs, motorcycles, etc., used for transporting people, goods, etc. This term especially includes motor vehicles used for transporting people.

[0031] Within the scope of this document, the term "autonomous driving" is understood as driving with automatic longitudinal and / or lateral guidance. Automated driving can be, for example, longer periods of driving on highways or limited time driving within a parking area. The term "autonomous driving" includes autonomous driving with any level of automation. Exemplary levels of automation include driver assistance, semi-autonomous driving, conditional autonomous driving, highly automated driving, and fully automated driving (each with progressively increasing levels of automation). These five levels of automation correspond to SAE Levels 1 through 5 according to the SAE J3016 standard (SAE, Society of Automotive Engineers) as of April 30, 2021.

[0032] In Driver Assistance (SAE Level 1), the system provides longitudinal or lateral guidance in specific driving situations. In Semi-Autonomous Driving (SAE Level 2), the system provides both longitudinal and lateral guidance in specific driving situations, where, as in Driver Assistance, the driver must continuously monitor the system. In Conditional Automated Driving (SAE Level 3), the system can provide both longitudinal and lateral guidance in specific driving situations without requiring continuous driver monitoring; however, the driver must be able to guide the vehicle for a certain period as required by the system. In Highly Automated Driving (SAE Level 4), the system provides vehicle guidance in specific driving situations even when the driver does not respond to intervention requests, thus eliminating the need for a driver as a backup. In Fully Automated Driving (SAE Level 5), the system can perform all aspects of dynamic driving tasks that are still under human driver control, regardless of road and environmental conditions.

[0033] Furthermore, within the scope of this document, the term "at least semi-autonomous driving or operation" is also understood to mean semi-autonomous driving, conditional autonomous driving, highly autonomous driving, and fully autonomous driving. In other words, the term "at least semi-autonomous driving" is understood to refer to the level of automation starting from SAE Level 2 (inclusive).

[0034] Preferably, the driving assistance system is designed for automated driving according to SAE Level 2.

[0035] Preferably, the driver assistance system is designed for adaptive cruise control (ACC). Adaptive cruise control is a speed adjustment device that takes the distance to the vehicle ahead as an additional feedback and adjustment parameter during adjustment. In adaptive cruise control, the position and speed of the vehicle ahead are determined using sensors, and speed and distance are adaptively adjusted using engine and braking interventions.

[0036] Preferably, the driver assistance system is designed for adaptive cruise control with route alignment adjustment. In particular, the driver assistance system may be designed to select a fixed speed (e.g., a set speed) based on at least one route geometry characteristic, and use that as the set speed. The at least one route geometry characteristic may relate to road or highway alignment, such as straight alignment or curved or zigzag alignment, but is not limited to this.

[0037] Preferably, the driving assistance system is designed to determine at least one route geometry based on digital map data and / or environmental data from the vehicle's environmental sensor system. For example, the environmental data can be used for trajectory recognition, thereby allowing at least one route geometry to be determined.

[0038] Preferably, the environmental sensor system includes at least one laser ranging system and / or at least one radar system and / or at least one camera and / or at least one ultrasonic system. The environmental sensor system can provide environmental data (also referred to as "surrounding data") that depicts the vehicle's surrounding environment.

[0039] According to another independent aspect of the present invention, a driving assistance method for an autonomous vehicle, particularly a motor vehicle, is described. The driving assistance method includes performing autonomous driving in a first longitudinal guidance function mode; recognizing brake pedal manipulation performed by the driver in the first longitudinal guidance function mode; switching to a second longitudinal guidance function mode different from the first longitudinal guidance function mode when brake pedal manipulation is recognized; recognizing release of brake pedal manipulation performed by the driver in the second longitudinal guidance function mode; and automatically switching back to the first longitudinal guidance function mode when release of brake pedal manipulation is recognized.

[0040] Driving assistance methods can implement aspects of the driving assistance systems for autonomous vehicles described in this document.

[0041] According to another independent aspect of the invention, a software (SW) program is described. The software program may be designed to execute on one or more processors, and thereby perform the driving assistance methods for autonomous vehicles described herein.

[0042] According to another independent aspect of the invention, a storage medium is described. The storage medium may include a software program designed to execute on one or more processors, and thereby perform the driving assistance methods for autonomous vehicles described herein.

[0043] According to another independent aspect of the invention, software having program code is described. This software is designed to execute driving assistance methods for autonomous vehicles when running on one or more software-controlled devices.

[0044] According to another independent aspect of the invention, a driving assistance system for an autonomous vehicle is described. The driving assistance system includes one or more processors; and at least one memory connected to the one or more processors and containing instructions executable by the one or more processors to perform the driving assistance methods for an autonomous vehicle described herein.

[0045] A processor or processor module is a programmable computing unit, i.e. a machine or electronic circuit, that controls other components according to given commands and drives algorithms (processes). Attached Figure Description

[0046] Embodiments of the present invention are shown in the accompanying drawings and will subsequently be described in detail. Wherein:

[0047] Figure 1 A vehicle having a driving assistance system for autonomous driving according to an embodiment of the present invention is illustrated schematically; and

[0048] Figure 2 A flowchart of a driving assistance method for an autonomous vehicle according to an embodiment of the present invention is shown. Detailed Implementation

[0049] Subsequently, unless otherwise stated, the same reference numerals are used for elements that are the same and have the same function.

[0050] Figure 1 The illustration schematically shows a vehicle 10 having a driving assistance system 100 for autonomous driving according to an embodiment of the present invention.

[0051] In autonomous driving according to an embodiment of the present invention, longitudinal guidance and optional lateral guidance of the vehicle 10 are performed automatically. Therefore, the driving assistance system 100 undertakes vehicle guidance. For this purpose, the driving assistance system 100 controls the drive 20, the transmission 22, the (e.g., hydraulic) operating brake 24, and / or the steering device 26 via an intermediate unit (not shown).

[0052] To plan and execute autonomous driving, the driver assistance system 100 receives environmental information from an environmental sensor system that observes the vehicle's environment. Specifically, the vehicle may include at least one environmental sensor 12 designed to record environmental data describing the vehicle's surroundings. The at least one environmental sensor 12 may, for example, include one or more laser ranging systems, one or more radar systems, one or more ultrasonic sensors, and / or one or more cameras.

[0053] In some implementations, the driver assistance system 100 may be designed for adaptive cruise control (ACC), particularly adaptive cruise control with route direction adjustment.

[0054] The driver assistance system 100 includes a driving module 110 for autonomous driving, wherein the driving module 110 is designed at least for automatic longitudinal guidance (and optionally automatic lateral guidance) of the vehicle 10. The driving module 110 is further designed for:

[0055] - Works in the first longitudinal guidance function mode Ml;

[0056] - Based on brake pedal operation performed by the driver, switch to a second longitudinal guidance function mode M2, which is different from the first longitudinal guidance function mode M1; and

[0057] - Automatically switches back to the first longitudinal guidance function mode Ml based on the release of the brake pedal operated by the driver.

[0058] The term "longitudinal guidance function mode" refers to the automatic adjustment of vehicle speed by the driver assistance system 100 using engine and / or braking intervention. Preferably, each longitudinal guidance function mode M1, M2 is defined by at least one operating parameter. At least one operating parameter may, for example, include a maximum positive acceleration value, a minimum positive acceleration value, a set value for positive acceleration, a maximum negative acceleration value, a minimum negative acceleration value, a set value for negative acceleration, and / or at least one intervention parameter. At least one intervention parameter may, for example, specify when and / or how and / or whether and / or under what circumstances system intervention is performed (or not performed).

[0059] The first longitudinal guidance function mode M1 can be the full mode, in which the vehicle 10 achieves comprehensive automatic longitudinal guidance as defined by the system capability. The second longitudinal guidance function mode M2 ​​can be a partial mode with reduced performance compared to the full mode, or it can be an inactive mode or a standby mode without automatic longitudinal guidance.

[0060] Preferably, in the second longitudinal guidance function mode M2, at least the automatic longitudinal guidance of the vehicle 10 is disabled or inactive and is implemented manually by the driver. For example, the first longitudinal guidance function mode M1 can be a full mode, and the second longitudinal guidance function mode M2 ​​can be a standby mode.

[0061] In other embodiments, the driving module 110 may be designed to not perform or allow positive acceleration of the vehicle 10 in the second longitudinal guidance function mode M2, and to perform or allow negative acceleration of the vehicle 10. In other words, in the second longitudinal guidance function mode M2, speed cannot be increased during driver braking intervention. This prevents the driving assistance system 100 from operating contrary to the driver's expectations, even when the driving situation theoretically allows for higher speeds. In other words, driver expectations can be prioritized over system expectations.

[0062] In some implementations, the driving module 110 may be designed to perform negative acceleration of the vehicle 10 in a second longitudinal guidance function mode M2, based on the minimum of the driver's expectation and the system delay or system expectation. In other words, the faster of two decelerations can be selected and executed. This is particularly advantageous when the driver reacts to a hazard that the driving assistance system 100 has not recognized or properly assessed, or when the driving assistance system 100 reacts to a hazard that the driver has not recognized or properly assessed.

[0063] Preferably, the driving module 110 is designed to accelerate to a set speed upon automatic switching back to the first longitudinal guidance function mode M1. The set speed can be a speed preset or set by the driver, or it can be a set speed determined by the driving assistance system 100. For example, the driving assistance system 100 can be designed to determine the set speed based on at least one route geometry characteristic. In some embodiments, at least one route geometry characteristic can be determined based on environmental data from the vehicle 10's environmental sensor system and / or digital map data, and may, for example, relate to road or highway orientation, such as straight lines, curves or bends, slopes, turns, roundabouts, exits, etc.

[0064] Preferably, the driving module 110 is designed to maintain the current vehicle speed for a specific time period and / or until a specific vehicle location (e.g., a location related to traffic infrastructure, GPS location, etc.) according to an automatic switch back to the first longitudinal guidance function mode M1, and then accelerate to the set speed. In other words, after resetting the driving assistance system 100, acceleration to the set speed cannot be performed immediately, but can wait until certain conditions, such as safety-critical conditions, are met.

[0065] The driving module 110 can be designed to determine a specific time period and / or a specific vehicle position based on at least one route geometry characteristic. If the speed is subjectively or objectively chosen to be too high, the driver can, for example, apply the brakes, wherein the driving assistance system 100 is not completely deactivated. During brake pedal operation, the driver controls deceleration. After releasing the brakes, the driving assistance system 100 can again fully adjust to maintain the current speed until passing through the geometry (e.g., curves, turns, roundabouts, exits, etc.). Optionally, the driving assistance system 100 can also accelerate into the geometry.

[0066] Figure 2 A flowchart illustrating a driving assistance method 200 for an autonomous vehicle according to an embodiment of the present invention is shown schematically. The driving assistance method 200 can be implemented by corresponding software, which can be executed by one or more processors (e.g., CPU).

[0067] The driving assistance method 200 includes, in block 210, performing automatic driving in a first longitudinal guidance function mode; in block 220, recognizing brake pedal manipulation performed by the driver in the first longitudinal guidance function mode; in block 230, switching to a second longitudinal guidance function mode different from the first longitudinal guidance function mode when brake pedal manipulation is recognized; in block 240, recognizing release of brake pedal manipulation performed by the driver in the second longitudinal guidance function mode; and in block 250, automatically switching back to the first longitudinal guidance function mode when release of brake pedal manipulation is recognized.

[0068] In the first example, adaptive cruise control can be activated and set at a speed of 108 km / h. If an object is now on the road that is not considered or recognized by the driver or the vehicle, the driver can mitigate the situation by operating the brake pedal. Once the dangerous situation has passed, the driver can release the brake, and then the adaptive cruise control is automatically reactivated, and the vehicle slowly accelerates to the set speed of 108 km / h.

[0069] In the second example, adaptive cruise control can be activated and set at a speed of 108 km / h. If a curve is detected ahead of the vehicle, the system can select a speed of 80 km / h and begin decelerating. If the driver feels uncomfortable in this driving situation, for example because the curve is not visible and / or the road is wet, the driver can apply the brakes to decelerate to 65 km / h and release the brakes again. Adaptive cruise control resumes adjustment and initially maintains the current speed of 65 km / h. If the turn ends, adaptive cruise control accelerates back to the set speed of 108 km / h.

[0070] According to the present invention, after the brake is released, the driving assistance system is automatically reset to its initial longitudinal guidance function mode. For example, adaptive cruise control can be deactivated or suspended by the driver's braking intervention, wherein, upon release of the brake, adaptive cruise control is automatically reactivated without any further action from the driver. Thus, the driver cooperatively participates in the operation of the driving assistance system. Furthermore, the driving assistance system can be reset or reactivated to its initial state after manual braking intervention without further driver input. Therefore, the lifespan and support potential of the driving assistance system can be maximized, and thus, safety in road traffic is improved.

[0071] While the invention has been explained and illustrated in detail with reference to preferred embodiments, it is not limited to the disclosed examples, and other variations can 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 are possible. It is also clear that the exemplary embodiments mentioned are merely examples and are not to be construed in any way as limiting the scope of protection, applicability, or configuration of the invention. 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, given an understanding of the disclosed inventive concept, such as changes to the function or arrangement of the various elements mentioned in the exemplary embodiments, without departing from the scope of protection defined by the claims and their legal equivalents, such as the further exposition in the specification.

Claims

1. A driver assistance system (100) for an autonomous vehicle (10), comprising: A driving module (110) for autonomous driving, wherein the driving module (110) is at least designed for the automatic longitudinal guidance of the vehicle (10), wherein the driving module (110) is further designed for, - Operates in the first longitudinal guidance function mode (M1); - Based on the brake pedal operation performed by the driver, switch to a second longitudinal guidance function mode (M2) that is different from the first longitudinal guidance function mode (M1); and - Based on the brake pedal operation performed by the driver, the system automatically switches back to the first longitudinal guidance function mode (M1).

2. The driving assistance system (100) according to claim 1, wherein, - In the second longitudinal guidance function mode (M2), at least the automatic longitudinal guidance of the vehicle (10) is deactivated, either manually by the driver or - In the second longitudinal guidance function mode, the automatic longitudinal guidance of the vehicle is deactivated and the automatic lateral guidance is activated.

3. The driving assistance system (100) according to claim 1, wherein, - The driving module (110) is designed to not perform positive acceleration of the vehicle (10) in the second longitudinal guidance function mode (M2); and - The driving module (110) is designed to enable negative acceleration of the vehicle (10) in the second longitudinal guidance function mode (M2).

4. The driving assistance system (100) according to claim 3, wherein, The driving module (110) is designed to perform negative acceleration of the vehicle in the second longitudinal guidance function mode (M2) based on the minimum value of driver expectation and system delay.

5. The driving assistance system (100) according to any one of claims 1 to 4, wherein, The driving module (110) is designed to accelerate to a set speed and / or implement driving strategies based on automatic switching back to the first longitudinal guidance function mode (M1).

6. The driving assistance system (100) according to claim 5, wherein, The driving module (110) is designed to maintain the current vehicle speed for a specific time period and / or until a specific vehicle position is reached, based on automatic switching back to the first longitudinal guidance function mode (M1), and then accelerate to the set speed.

7. The driving assistance system (100) according to claim 6, wherein, The driving module (110) is designed to determine the specific time period and / or the specific vehicle position based on at least one route geometry characteristic, and in particular, the driving module (110) is designed to (i) begin accelerating to the set speed when reaching the end of a curve or (ii) at a predetermined time or distance before reaching the end of the curve.

8. A vehicle (10), particularly a motor vehicle, comprising a driving assistance system (100) according to any one of claims 1 to 7.

9. A driving assistance method (200) for an autonomous vehicle (10), comprising: The automated driving described in (210) is performed in the first longitudinal guidance function mode (M1); In the first longitudinal guidance function mode (M1), brake pedal operation performed by the driver is identified (220); When the brake pedal operation is detected, switch to (230) a second longitudinal guidance function mode (M2) that is different from the first longitudinal guidance function mode (M1). In the second longitudinal guidance function mode (M2), the release of the brake pedal operation performed by the driver is recognized (240); and When the release of the brake pedal operation is detected, the system automatically switches back to the first longitudinal guidance function mode (M1) (250).

10. A storage medium comprising a software program designed to execute on one or more processors and thereby perform the driving assistance method (200) according to claim 9.

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