Driving assistance system for a vehicle, method for operating a driving assistance system, storage medium, vehicle

Abstract

The invention relates to a driving assistance system for a vehicle, wherein the driving assistance system is at least provided for automated longitudinal guidance of the vehicle and comprises at least two operating modes. In an activated longitudinal guidance mode, a regulation of the vehicle's speed to a set speed takes place. In an at least partially deactivated longitudinal guidance mode, no regulation to the set speed takes place. The driving assistance system is further provided for detecting a brake pedal operation and switching to the at least partially deactivated longitudinal guidance mode as a result thereof. The driving assistance system is further provided for characterizing a traffic and / or operating situation during the brake pedal operation, wherein the traffic and / or operating situation is characteristic for a change of the current set speed by a vehicle driver. Finally, the driving assistance system is provided for determining a desired speed depending on the traffic situation and / or the brake pedal operation and adopting the desired speed as a new set speed.

Description

Technical Field

[0001] This invention relates to a driver assistance system for a vehicle, the system being configured at least for automated longitudinal guidance of the vehicle. Furthermore, this invention relates to a method for operating the driver assistance system and a computer-readable storage medium. Finally, this invention also relates to a vehicle. Background Technology

[0002] Today, vehicles typically feature adaptive speed control systems. These systems not only adjust the vehicle's speed to a predetermined target speed (also known as the set speed) but also consider the distance to the vehicle ahead, ensuring a sufficient safe following distance. This is achieved using environmental sensors, such as cameras, radar, lidar, and / or ultrasonic sensors, to determine the distance to the vehicle ahead. Furthermore, additional aspects of the vehicle's environment, such as red lights, can be detected by environmental sensors and taken into account when adjusting the vehicle's speed.

[0003] Today, adaptive speed control systems are typically designed to deactivate once the driver applies the brake pedal. However, there are also considerations for reactivating the adaptive speed control system after brake pedal operation, or for adjusting to continue until a predetermined target speed is reached.

[0004] For example, document DE 102014 208 185 A1 describes an ACC system and a method for adjusting vehicle speed, wherein if the proximity recognition unit of the ACC system detects that the vehicle is in critical proximity to another object in front, the system remains active even when the driver operates the vehicle brakes.

[0005] Furthermore, document DE 10 2019 207 327 B3 describes a driver assistance system for a motor vehicle, comprising: a controller configured to maintain the motor vehicle at a predetermined target speed in automatic mode; and at least one input converter coupled to the controller in a signal transmission technology. The controller is configured to adopt the current value of the driving speed as a new target value when the input converter is operated, and to terminate the automatic mode when a vehicle occupant operates the vehicle brakes. Furthermore, the controller is configured to: maintain the automatic mode for a predetermined time period as long as at least one additional condition is met when the brakes are operated, and to adopt the current value of the driving speed as the new target value if the input converter is operated within the predetermined time period. Summary of the Invention

[0006] The objective of this invention is to provide a solution illustrating how to improve a driver assistance system for a vehicle and its user operation scheme, the driver assistance system being configured at least for the automated longitudinal guidance of the vehicle.

[0007] This task is accomplished through the features of the independent claim. Other advantageous embodiments of the invention are given in the dependent claims.

[0008] One aspect of the invention relates to a driving assistance system for a vehicle, wherein the driving assistance system is at least configured for automated longitudinal guidance of the vehicle and includes at least two operating modes. In an active longitudinal guidance mode, adjustment of the vehicle's speed to a set speed is performed. In a at least partially inactive longitudinal guidance mode, no adjustment to the set speed occurs. The driving assistance system is also configured to detect brake pedal operation and thereby switch to the at least partially inactive longitudinal guidance mode. The driving assistance system is further configured to characterize traffic and / or operating conditions during brake pedal operation, wherein the traffic and / or operating conditions are characteristic of the change of the current set speed by the vehicle driver. Finally, the driving assistance system is configured to determine a desired speed based on traffic conditions and / or brake pedal operation, and adopt the desired speed as the new set speed.

[0009] Driving assistance systems can be particularly used for systems requiring at least partial automated driving. Therefore, they can be systems based on SAE Level 2 or higher. The term "automated driving" is understood within the scope of this document as driving with automated longitudinal and / or lateral guidance. Automated driving can be, for example, long-distance driving on a highway or time-limited driving during parking. The term "automated driving" includes automated driving with any degree of automation. Exemplary levels of automation are Driver Assistance, Partial Automated Driving, Conditional Automated Driving, High Automated Driving, and Full Automated Driving (increasing in degree of automation). These five levels of automation correspond to SAE Levels 1 to 5 of the SAE J3016 standard (SAE - Society of Automotive Engineers), which came into effect on April 30, 2021. In Driver Assistance (SAE Level 1), the system performs longitudinal or lateral guidance in specific driving situations. In Partial Automated Driving (SAE Level 2), the system undertakes both longitudinal and lateral guidance in specific driving situations, but the driver must continuously monitor the system as with Driver Assistance. In conditional automated driving (SAE Level 3), the system provides longitudinal and lateral guidance in specific driving situations without requiring continuous driver monitoring; however, the driver must be able to take over vehicle guidance within a specified timeframe as requested by the system. In highly automated driving (SAE Level 4), the system provides vehicle guidance in specific driving situations even if 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 performs all aspects of dynamic driving tasks under all road and environmental conditions that a human driver can handle.

[0010] The driver assistance system allows the use of the brake pedal without completely deactivating the longitudinal guidance mode. In other words, the driver can operate the brake pedal while the longitudinal guidance mode is active, causing the driver assistance system to subsequently switch to at least a partially inactive longitudinal guidance mode. In the at least partially inactive longitudinal guidance mode, the regulator used to adjust the vehicle speed based on a set speed and / or the distance to the vehicle ahead can be inactive, but object recognition, trajectory planning, etc., can still be active. This ensures a seamless switch back to active longitudinal guidance mode after brake pedal operation.

[0011] Driver assistance systems may include computing devices. To detect brake pedal operation, the computing device may receive signals from the brake pedal switch (or brake light switch). Alternatively, it is conceivable that such signals be provided within the driver's footwell area by proximity sensors, cameras, or the like. Likewise, it is conceivable that such signals be provided by brake pressure sensors or similar devices.

[0012] In certain situations, a new set speed may be desired. Examples include narrow roads, construction zones, high traffic volume, high pedestrian traffic, illuminated system warnings, and insufficient range or low battery. Other scenarios are also conceivable. In such cases, the driver may reduce the set speed. Therefore, it is stipulated that the driver assistance system is configured to identify and characterize such traffic and / or operating conditions during brake pedal operation. Thus, brake pedal operation can be interpreted as the driver confirming that a new set speed is indeed desired in this situation.

[0013] Therefore, in an equivalent configuration, the driver assistance system is configured to identify and characterize traffic and / or operating conditions prior to brake pedal operation. Depending on the characterized traffic and / or operating conditions, brake pedal operation is a confirmation that the vehicle driver indeed wishes to adopt a newly set speed.

[0014] Traffic and / or operational conditions can be based on fleet data. Here, a large number of drivers' changes to a set speed depending on traffic and / or operational conditions can be analyzed and clustered. This clustered traffic and / or operational condition can be used as predetermined traffic and / or operational conditions for driver assistance systems. Furthermore, traffic and / or operational conditions can be based on personalized analysis of drivers, allowing the driver assistance system to be highly personalized. Additionally, the desired speed for predetermined traffic and / or operational conditions can also be predetermined, or at least determined based on the predetermined traffic and / or operational conditions.

[0015] Traffic and / or operational conditions can be determined based on condition data. In the case of traffic conditions, condition data can be environmental data from vehicle environmental sensors (cameras, radar, lidar, and / or ultrasonic sensors), map data, and / or so-called Car-to-X data. It can also be a combination of the above data, as well as environmental data provided by multiple vehicle environmental sensors and processed, such as data fused and / or further processed into an environmental model within a sensor fusion framework.

[0016] In traffic conditions, condition data can be, for example, data from vehicle sensors that detect or estimate operating status, charging status, temperature, etc. It can also be data provided by (other) control devices. Driver assistance systems can receive and / or process this data, for example, using the aforementioned computing devices.

[0017] Subsequently, the driver assistance system can determine the desired speed, for example, using a computing device, depending on traffic and / or operating conditions. The desired speed could also be the vehicle's current speed or the speed during brake pedal operation. Alternatively, the desired speed could be determined as the vehicle's average speed over a predetermined time period during brake pedal operation. The desired speed could also be determined based on the braking trajectory (an acceleration curve or a deceleration curve over time).

[0018] Finally, the desired speed can be adopted as the new set speed. Once the driver assistance system is activated again in longitudinal guidance mode, the vehicle speed can be adjusted to the new set speed.

[0019] Another implementation of the driver assistance system proposes that the system is also configured to switch to an active longitudinal guidance mode and adjust the vehicle speed to a newly set speed after brake pedal operation. In other words, the driver assistance system automatically switches back to active longitudinal guidance mode once the driver stops operating the brake pedal. This provides an intuitive driver assistance system that is not deactivated with every brake pedal operation. Here, the driver's desire to reduce the set speed under specific traffic and / or operating conditions can be anticipated. By adopting the desired speed as the new set speed, a driver assistance system designed for at least automated longitudinal guidance of the vehicle can be customized and constructed more intuitively. Furthermore, its user operation scheme can be improved.

[0020] Another implementation of the driver assistance system proposes that the system is also configured to adapt to the vehicle's longitudinal dynamics to re-reach a newly set speed. If the driver assistance system re-activates longitudinal guidance mode after brake pedal operation, unexpectedly strong acceleration may sometimes occur for the driver. Such system behavior may be met with driver resistance, leading to a reduction in the usability of the driver assistance system itself. Therefore, it is advantageous to adapt to the vehicle's longitudinal dynamics to re-reach a new set speed. The following two scenarios will illustrate the adaptation to longitudinal dynamics compared to existing driver assistance systems that include adaptive speed regulation systems (“classic ACC systems”).

[0021] A) The driver travels at 80 km / h and activates the ACC system by selecting a set speed of 130 km / h. The vehicle then accelerates to reach the set speed.

[0022] B) When the set speed is 130 km / h, the driver manually reduces the vehicle speed to 80 km / h.

[0023] Unlike the dynamic characteristics when accelerating to the set speed of 130 km / h in Situation A, the vehicle's performance in Situation B may differ: after the driver manually decelerates (and during brake pedal operation, traffic and / or operating conditions are detected and characterized—characteristics of the vehicle driver changing the current set speed—and 80 km / h is determined as the desired speed), the vehicle can now accelerate in a different manner than in Situation A. This allows for particularly intuitive system behavior.

[0024] The vehicle's longitudinal dynamics can be adapted in several ways. For example, the longitudinal dynamics can be adapted to limit acceleration preset by the regulator or system. This limitation on acceleration can also be preset using a time profile. Overall, this achieves the aforementioned system behavior, where the vehicle accelerates differently than in case A after the driver manually decelerates due to brake pedal operation.

[0025] Another implementation of the driver assistance system proposes that the system is also configured to adapt longitudinal dynamic characteristics based on predetermined environmental and / or predetermined operating parameters. If the longitudinal dynamic characteristics are adapted based on the predetermined environmental and / or operating parameters, specific situations and driver desires can be addressed. Overall, this further improves the ACC system—a driver assistance system at least configured for automated longitudinal guidance of the vehicle—and its user operation scheme.

[0026] The predetermined environmental parameters may be, for example, parameters derived from sensor data of vehicle environmental sensors (cameras, radar, lidar, and / or ultrasonic sensors). They may also be parameters derived from map data and / or fused sensor data. Furthermore, it is conceivable that the predetermined environmental parameters are provided via vehicle-to-vehicle communication or similar methods (e.g., Car-to-X). The predetermined environmental parameters may be received by a computing device. The computing device may then, for example, preset a (maximum) permissible acceleration curve that depends on the predetermined environmental parameters.

[0027] Predefined environmental parameters can describe, for example, narrow lanes, residential areas, traffic participants merging in front of the vehicle, industrial park parking lots, etc. In all of the aforementioned situations, different acceleration behaviors can be specified / desired for re-reaching a new set speed. For example, when driving in a residential area with narrow lanes, particularly slow acceleration may be advantageous and desirable. In other situations, however, more dynamic acceleration to re-reach a new set speed may be more in line with the driver's wishes.

[0028] The situation is similar for predetermined operating parameters. These predetermined operating parameters could include, for example, characteristics of brake pedal operation, brake pedal operation intensity, vehicle speed, lateral acceleration, yaw rate, engine temperature, engine fluid level, battery capacity, and battery charge. Furthermore, driver behavior can also be considered.

[0029] The predetermined environmental parameters and traffic conditions can be the same. The predetermined operating parameters and operating conditions can be the same.

[0030] In another implementation of the driver assistance system, traffic conditions are described as follows: driving in narrow lanes, driving in residential areas, driving in geofenced areas, and traffic and / or pedestrian density above / below a threshold. Traffic conditions can also describe combinations of these situations. In such cases, particularly in urban environments, current ACC systems often have limited usability because drivers are frequently forced to slow down or brake, after which the current ACC system is deactivated. Even if the ACC system continues to adjust after brake pedal operation, the driver may be repeatedly forced to slow down or brake again because the current set speed is inappropriate for the traffic conditions. This can lead to lag.

[0031] Therefore, advantageously, if the traffic condition is described, for example, as driving in a narrow lane, the desired speed can be determined accordingly for that traffic condition, such as driving in a narrow lane, and then adopted as the new set speed. This particularly improves a driving assistance system and its user operation scheme, which is at least configured for automated longitudinal guidance of the vehicle and is not completely deactivated or turned off when the brake pedal is operated. This prevents the driver from having to repeatedly operate the brake pedal. Lag can be avoided.

[0032] In another implementation of the driver assistance system, it is proposed that the system is also configured to determine traffic conditions based on environmental data from environmental sensors and / or map data. Environmental sensors, such as cameras, radar, lidar, and / or ultrasonic sensors, can detect and characterize various objects. For example, if more than 3, 5, 10, 15, or 20 pedestrians are detected, traffic conditions can be inferred based on an appropriate threshold describing pedestrian density above / below that threshold. Similarly, for example, driving in residential areas, gated towns, etc., can be inferred from map data combined with Global Navigation Satellite System (GNSS) or other location-based services, provided these are stored in the map data, for example, in the form of geofencing. Alternatively or additionally, such driving can also be achieved by receiving data from location-based services.

[0033] In another implementation of the driver assistance system, it is proposed that the system is further configured to allow the operating conditions to describe the operating patterns of repeated brake pedal operations and / or the speed patterns of vehicle speed. As previously mentioned, current ACC systems, especially in urban environments, are typically only usable to a limited extent because drivers are frequently forced to slow down or brake, after which the current ACC system is deactivated. Furthermore, even if the ACC system continues to adjust after brake pedal operation, the driver may be repeatedly forced to slow down or brake again because the current set speed is inappropriate for the traffic conditions. This can lead to lag. If the operating conditions describe the operating patterns of repeated brake pedal operations and / or the speed patterns of vehicle speed, this can be identified, and the desired speed can then be determined, particularly based on the operating patterns and / or speed patterns, and subsequently adopted as the new set speed. The driver assistance system can thus anticipate the driver's desires and be comprehensively improved. Overall, this extends the usability of the driver assistance system.

[0034] In another implementation of the driver assistance system, it is proposed that the brake pedal operation has a predetermined characteristic of vehicle deceleration. This is advantageous because the driver assistance system can be deactivated by braking as before. The latter is particularly applicable in emergency braking situations. The predetermined characteristic could be, for example, a threshold value for braking pressure or braking force. It could also be the maximum deceleration or acceleration value of the vehicle. Similarly, it is conceivable that the predetermined characteristic describes a range within a threshold / limit value.

[0035] In some cases, it is advantageous to define a predetermined feature to describe a speed difference such that the desired speed is adopted as the new set speed only when the vehicle speed decreases by at least 3, 5, 10, 15, or 20 km / h due to brake pedal operation. It is also possible that it is advantageous to define a predetermined feature to describe a maximum speed difference such that the desired speed is adopted as the new set speed only when the vehicle speed decreases by a maximum of 20, 30, 50, or 80 km / h due to brake pedal operation. The foregoing values ​​are merely examples. In principle, all speeds within the range of 0-250 km / h can be considered.

[0036] Another aspect of the invention relates to a method for operating a vehicle driving assistance system, wherein the driving assistance system is at least configured for automated longitudinal guidance of the vehicle and includes at least two operating modes. In an active longitudinal guidance mode, adjustment of the vehicle's speed to a set speed is performed. In an at least partially inactive longitudinal guidance mode, no adjustment to the set speed occurs. The method includes the step of receiving brake pedal operation data, the brake pedal operation data describing brake pedal operation. Furthermore, the method includes outputting an inactive signal based on the brake pedal operation data, wherein the driving assistance system switches to at least a partially inactive longitudinal guidance mode due to the inactive signal. The method also includes receiving condition data characterizing traffic and / or operating conditions during brake pedal operation, wherein the traffic and / or operating conditions are characteristic of a change in the currently set speed by the driver. The method further includes determining a desired speed based on the condition data and / or brake pedal operation data. Finally, the method includes outputting a speed signal, wherein the speed signal describes the desired speed, and the driving assistance system adopts the desired speed as a new set speed.

[0037] The method can be executed, for example, using a computing device. The computing device can be designed as at least one electronic control device for a vehicle, including one or more programmable processors. Furthermore, the computing device can have a computer-readable storage medium on which a computer program is stored. To perform corresponding method steps, such as outputting an inactive signal based on brake pedal operation data, the computer program can be executed on the computing device.

[0038] For this purpose, the computing device can be electrically connected to the brake pedal or to the vehicle's environmental sensors and / or additional control equipment configured to detect / provide brake pedal operation or status data. The computing device can also be connected to the vehicle's control equipment configured to plan and execute driving tasks (or at least for the vehicle's automated longitudinal guidance).

[0039] Another aspect of the invention relates to a computing device for a vehicle, configured to perform the method of the present invention for operating a vehicle driving assistance system, and its advantageous configuration. The computing device may, for example, be designed as an electronic control device including one or more programmable processors.

[0040] Another aspect of the invention relates to a computer-readable storage medium including instructions that, when executed by a computing device, cause the computing device to perform the method for operating a vehicle driving assistance system and its advantageous configuration.

[0041] The present invention also relates to a computer program including instructions that, when executed by a computing device, cause the computing device to perform the method and advantageous configuration of the present invention for operating a vehicle driving assistance system.

[0042] Finally, the invention also relates to a vehicle including the driving assistance system of the invention, which is at least configured for automated longitudinal guidance of the vehicle and includes at least two operating modes. The vehicle may be specifically designed as a passenger car.

[0043] The preferred embodiments and advantages proposed according to the driving assistance system of the present invention are correspondingly applicable to the method of the present invention, the computer-readable storage medium of the present invention, and the vehicle of the present invention. Furthermore, the preferred embodiments and advantages proposed according to the method of the present invention are also applicable to the computer program of the present invention and the computing device of the present invention.

[0044] Other features of the invention are derived from the claims, drawings, and accompanying drawings. The features and combinations thereof mentioned above in the specification, and the features and combinations thereof mentioned below in the description of the drawings and / or shown separately in the drawings, may be used not only in their respective specified combinations, but also in other combinations or alone, without departing from the scope of the invention. Attached Figure Description

[0045] The invention will now be described in more detail based on preferred embodiments and with reference to the accompanying drawings. Wherein:

[0046] Figure 1 A schematic diagram of a vehicle including the driving assistance system of the present invention is shown; and

[0047] Figure 2An acceleration-time graph of a vehicle including the driving assistance system of the present invention during brake pedal operation is shown.

[0048] In the accompanying drawings, elements that are identical or have the same function have the same reference numerals. Detailed Implementation

[0049] Figure 1 A vehicle 1 is shown, which includes a driver assistance system 2, wherein the driver assistance system 2 is configured at least for automated longitudinal guidance of the vehicle 1, and includes at least two operating modes. In an active longitudinal guidance mode, adjustment of the speed of the vehicle 1 to a set speed is performed. In an at least partially inactive longitudinal guidance mode, no adjustment to the set speed occurs.

[0050] Vehicle 1 includes an environmental sensor 3. The environmental sensor 3 can be designed as, for example, a camera, radar, lidar, and / or ultrasonic sensor, to detect the environment 4 of vehicle 1. In particular, the environmental sensor 3 can be used to determine the distance to the vehicle in front. Furthermore, the environmental sensor 3 can also detect additional aspects of the environment 4 of vehicle 1, such as red lights. These quantities can be taken into account when adjusting the speed of vehicle 1.

[0051] Vehicle 1 includes a brake pedal 5, which is configured to detect brake pedal operation (e.g., via a brake light switch). If brake pedal operation is detected, an electrical signal can be transmitted to driver assistance system 2. Therefore, driver assistance system 2 is configured to detect brake pedal operation. Consequently, driver assistance system 2 can switch to at least a partially inactive longitudinal guidance mode.

[0052] Vehicle 1 also includes a map module 6, which may be designed, for example, as a Global Navigation Satellite System (GNSS). Map module 6 can also typically be configured to provide location-based services.

[0053] Location-based services can be a type of mobile service that uses location-related data to provide condition data to driver assistance systems 2, which describes traffic conditions, such as entering a geofenced area.

[0054] The driver assistance system 2 can connect to the environmental sensor 3, the brake pedal 5, and the map module 6 to receive relevant signals, such as brake pedal operation signals, environmental signals, and condition data signals. The driver assistance system 2 is configured to detect / characterize traffic and / or operational conditions described by condition data during brake pedal operation.

[0055] The driving assistance system 2 may include a central control unit 7, which enables automated longitudinal guidance of the vehicle 1. The signals described above may be received by a computing device 8. The computing device 8 may include a computer-readable storage medium containing instructions that, when executed by the computing device 8, cause the computing device to perform method steps according to the method for operating the driving assistance system 2. The computing device 8 may, in particular, characterize traffic and / or operating conditions during brake pedal operation. A newly set speed may then be transmitted from the computing device 8 to the central control unit 7. Subsequently, the driving assistance system 2 may, with the aid of the central control unit 7, switch to an activated longitudinal guidance mode after brake pedal operation and adjust the speed of the vehicle 1 to the newly set speed. The central control unit 7 and the computing device 8 may also be implemented in a single computing device or control device.

[0056] Figure 2 An acceleration-time graph of a vehicle 1, including the driving assistance system 2 of the present invention, is shown during brake pedal operation. The vehicle 1 moves at a constant speed, for example, 130 km / h, before time point t1. The driving assistance system 2 operates in an activated longitudinal guidance mode, thereby adjusting the speed of the vehicle 1 to a set speed (130 km / h in this example).

[0057] A brake pedal operation is performed at time t2, and this operation continues until time t3. Driver assistance system 2 detects the brake pedal operation. Consequently, driver assistance system 2 switches to at least a partially inactive longitudinal guidance mode. Therefore, within interval I, i.e., between time points t1 and t3, no adjustment to the set speed occurs.

[0058] Vehicle 1 decelerates according to acceleration curve K1. Traffic and / or operational conditions are characterized at time point t2. For example, at time point t2, vehicle 1 is traveling at 100 km / h.

[0059] From time point t2 to time point t3, brake pedal 5 remains engaged. Therefore, vehicle 1 continues to decelerate. At time point t3, the vehicle has, for example, a speed of 70 km / h. From time point t3 onwards, brake pedal 5 is no longer engaged. Subsequently, driver assistance system 2 switches back to active longitudinal guidance mode. The system adjusts the speed of vehicle 1 to the newly set speed.

[0060] The desired speed adopted as the new set speed could be, for example, the speed of vehicle 1 at time t2, which in this case is 100 km / h. However, it could also be a speed determined based on the characterized traffic and / or operating conditions. Relevant information can be extracted, in particular, from fleet data. Common data analysis algorithms or AI methods can be employed here.

[0061] In this embodiment, the driver assistance system 2 is also configured to adapt the longitudinal dynamics of vehicle 1 to reach a newly set speed. For example, the maximum permissible acceleration can be limited by a time (threshold) curve for adaptation. Acceleration curve K2 describes the normal acceleration of vehicle 1 from 70 km / h to 100 km / h, where the longitudinal dynamics of vehicle 1 are not adapted. Acceleration curve K3 describes the acceleration of vehicle 1 from 70 km / h to 100 km / h, where the longitudinal dynamics of vehicle 1 have been adapted. Vehicle 1 accelerates more smoothly after brake pedal operation, thus achieving a particularly intuitive overall system behavior. List of reference numerals 1 vehicle 2. Driving assistance systems 3. Environmental Sensors 4 Environment 5. Brake pedal 6. Map Module 7. Central control equipment 8. Computing device t1 time point t1 t2 time point t2 t3 time point t3 K1 acceleration curve K1 K2 acceleration curve K2 K3 acceleration curve K3 I interval

Claims

1. A driving assistance system (2) for a vehicle (1), wherein The driving assistance system (2) is at least configured for automated longitudinal guidance of the vehicle (1) and includes at least two operating modes, wherein: In an activated longitudinal guidance mode, the speed of the vehicle (1) is adjusted to a set speed; and In a at least partially inactive longitudinal guidance mode, no adjustment to the set speed occurs; The characteristic is that the driving assistance system (2) is configured to: Detect brake pedal operation and thereby switch to the at least partially inactive longitudinal guidance mode. The traffic and / or operating conditions are characterized during the operation of the brake pedal, wherein the traffic and / or operating conditions are characteristic of the change of the current set speed by the driver of the vehicle (1). The desired speed is determined based on the traffic conditions and / or the brake pedal operation. The desired speed is adopted as the new set speed.

2. The driving assistance system (2) according to claim 1, characterized in that, The driving assistance system (2) is also configured to switch to the activated longitudinal guidance mode after the brake pedal operation and adjust the speed of the vehicle (1) to the newly set speed.

3. The driving assistance system (2) according to claim 2, characterized in that, The driving assistance system (2) is also configured to adapt to the longitudinal dynamic characteristics of the vehicle (1) to re-achieve the new set speed.

4. The driving assistance system (2) according to claim 3, characterized in that, The driving assistance system (2) is also configured to adapt to the longitudinal dynamic characteristics depending on predetermined environmental parameters and / or predetermined operating parameters.

5. The driving assistance system (2) according to any one of the preceding claims, characterized in that, The traffic conditions described are: entering narrow lanes, entering residential areas, entering geofenced areas, and traffic and / or pedestrian density being higher or lower than the threshold.

6. The driving assistance system (2) according to any one of the preceding claims, characterized in that, The driving assistance system (2) is also configured to determine the traffic conditions based on environmental data from environmental sensors (3) and / or based on map data.

7. The driving assistance system (2) according to any one of the preceding claims, characterized in that, The operating condition description is: the operating mode of repeated brake pedal operation and / or the speed mode of the vehicle (1) at the speed.

8. The driving assistance system (2) according to any one of the preceding claims, characterized in that, The operation of the brake pedal has a predetermined characteristic of vehicle deceleration.

9. A method for operating a driver assistance system (2) of a vehicle (1), wherein The driving assistance system (2) is at least configured for automated longitudinal guidance of the vehicle (1) and includes at least two operating modes, wherein: In an activated longitudinal guidance mode, the speed of the vehicle (1) is adjusted to a set speed; and In a at least partially inactive longitudinal guidance mode, no adjustment to the set speed occurs; The method includes the following steps: Receive brake pedal operation data, which describes the brake pedal operation. Depending on the brake pedal operation data output inactive signal, the driving assistance system (2) switches to the at least partially inactive longitudinal guidance mode due to the inactive signal; Receive condition data, which characterizes traffic and / or operating conditions during the operation of the brake pedal, wherein the traffic and / or operating conditions are characteristic of the current set speed being changed by the driver of the vehicle (1); The desired speed is determined based on the condition data and / or the brake pedal operation data. Output a speed signal, wherein the speed signal describes the desired speed, and the driving assistance system (2) adopts the desired speed as a new set speed.

10. A computer-readable storage medium comprising instructions that, when executed by a computing device (8), cause the computing device to perform the method according to claim 9.

11. A vehicle (1), particularly a passenger car, comprising a driving assistance system (2) according to any one of claims 1 to 9.

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