Method for providing a driving corridor for a vehicle and driver assistance system

Abstract

Method for providing a driving corridor (50) for a vehicle (21), wherein a driving corridor with speed-dependent limits (55, 56, 57) is determined using environment detection data, and wherein a driving corridor (50) with speed-independent limits (45, 46, 51) for the vehicle (21) is determined from the driving corridor (50) with speed-dependent limits (55, 56, 57).

Description

State of the art

[0001] The invention relates to a method for providing a driving corridor for a vehicle. The invention also relates to a computer program and a driver assistance system, which are particularly configured to implement the method.

[0002] There are various systems that actively assist the driver in lateral guidance of a vehicle. Lane Keeping Systems (LKS) and Lane Departure Warning (LDW) are particularly well-known. These systems typically react to lines detected, for example, by a camera system.

[0003] DE 10 2010 051 492 A1 discloses a lane keeping system which, to avoid collisions with other vehicles, also includes a device for detecting neighboring vehicle information for a neighboring vehicle in a lane adjacent to the lane. Depending on the neighboring vehicle information, a lane is provided for the so-called ego vehicle and, if necessary, the lateral position is regulated. Such neighboring vehicle information includes, for example, the distance between a scanned neighboring vehicle and the ego vehicle, the lateral position, and the speed of the scanned neighboring vehicle.

[0004] DE 10 2005 039 895 A1 shows a system for lane departure warning and / or with lane keeping function in a motor vehicle, wherein a sensor unit aligned in the direction of travel detects lanes.

[0005] DE 10 2007 027 494 A1 discloses a method for assisting a driver of a vehicle in steering along a lane. A video-based environment detection system, supplemented by a radar system, is used to detect objects located to the side. The driver can set a target time interval to detected objects located to the side, a so-called time-to-lateral collision. Disclosure of the invention

[0006] In the method for providing a driving corridor for a vehicle with the features of claim 1, it is provided that a driving corridor with a speed-dependent limit is determined on the basis of environmental detection data and that a driving corridor with a speed-independent limit for the vehicle is determined from the driving corridor with a speed-dependent limit.

[0007] Advantageously, information is obtained about both moving and stationary objects, for example, dynamic objects being overtaken. The method is particularly advantageous for use in highway construction zones, where vehicles are not driving exactly in their lane, but are, for example, intentionally diverted. Lane markings are explicitly not required, as these can be incorrect in construction zones.

[0008] The driving corridor can be characterized, for example, by the absence of detected objects or boundary elements or as an area that the vehicle can probably cover without collision.

[0009] Preferred embodiments of the invention are characterized by the features of the subclaims.

[0010] Preferably, moving objects located in front of the vehicle and / or to the side of the vehicle are detected. Object detection identifies objects based on environment detection data and determines whether the detected object is moving or static.

[0011] Preferably, further movement variables of the detected moving objects are determined, namely their absolute speed, lateral speed, and longitudinal speed. These data can be used to determine the corresponding relative speeds to the ego vehicle. From the relative speed and the determined distance to the moving object, it is possible to determine at what point in time the object is at the same height as the vehicle. The term "at the same height" can refer to any reference line perpendicular to the vehicle's direction of travel, such as the front axle, the front bumper, or a line through a defined environment detection device, such as a front camera.

[0012] The vehicle whose driving corridor is determined is also referred to as a so-called ego vehicle within the scope of the invention. Preferably, the vehicle's movement characteristics are taken into account when determining the driving corridor with speed-independent limitations. Such movement characteristics can include, for example, a direction of movement, speed, lateral speed relative to the vehicle's own lane, yaw rate, or even restrictions on the vehicle's movement, such as a maximum yaw rate or a maximum adjustable steering angle. Advantageously, when determining the movement characteristics of objects located to the side of the vehicle and / or in front of the vehicle, compensation for the movement of the ego vehicle is performed. In particular, a yaw rate of the ego vehicle can be taken into account, which indicates a lateral approach to or distance from detected objects.

[0013] Advantageously, a target trajectory for the vehicle is determined based on the driving corridor with speed-independent limits. This target trajectory can be provided to other driver assistance systems that provide lateral guidance, in particular, for example, a lane departure warning system or a lane keeping system.

[0014] Advantageously, a free area is first determined using a disparity map from a camera system. When determining the motion characteristics of objects based on camera data, particularly objects located to the side of the vehicle and / or in front of the vehicle, Kalman filters, for example, are used. In particular, it can be provided that an object detection device and an object tracking device are connected downstream of the camera system, so that the information provided by these devices can be accessed.

[0015] Alternatively or additionally, the free area is determined based on distance signals from the ultrasonic sensors. When determining the movement characteristics of objects located to the side of the vehicle and / or in front of the vehicle, the ultrasonic signals are preferably filtered appropriately, preferably using minimum filtering.

[0016] According to the invention, a computer program is further proposed, according to which one of the methods described herein is carried out when the computer program is executed on a programmable computer device. The computer program can be, for example, a module for implementing a driver assistance system or a subsystem thereof in a vehicle, or an application for driver assistance functions that can be executed on a portable device, such as a smartphone or a tablet computer. The computer program can be stored on a machine-readable storage medium, for example on a permanent or rewritable storage medium, or in association with a computer device, or on a portable unit, for example on a removable CD-ROM, DVD, memory card, or USB stick.Additionally or alternatively, the computer program may be made available for download on a computer device such as a server, e.g. via a data network such as the Internet or a communications connection such as a telephone line or a wireless connection.

[0017] According to a further aspect, a driver assistance system, which is particularly configured to carry out one of the methods described herein, comprises a camera system for providing environmental data of a vehicle, a unit for determining a driving corridor with speed-dependent limitation and a unit for determining a driving corridor with speed-independent limitation.

[0018] The driver assistance system may include additional environment detection devices, such as a radar system, lidar system, or infrared sensors. The driver assistance system particularly preferably includes an ultrasound system for providing data about the vehicle's environment. Advantages of the invention

[0019] The invention provides a lateral guidance assistant that can be used advantageously, particularly when overtaking vehicles in construction zones. The method and system according to the invention supports the driver in lateral guidance in overtaking scenarios, particularly in highway construction zones. Lane markings are explicitly not used, as these can be incorrect in construction zones. The system also reacts appropriately in situations where the overtaken vehicle is not traveling in a lane-keeping manner, as, for example, a truck can occasionally leave a very narrow lane, particularly in construction zones. Short description of the drawings

[0020] Embodiments of the invention are illustrated in the drawings and explained in more detail in the following description.

[0021] They show: Fig. 1 a schematic representation of components of the method according to the invention, Fig. 2 a plan view of a situation with an overtaking vehicle, Fig. 3 a plan view of a situation with a vehicle approaching at an offset, Fig. 4 a plan view of a situation with an overtaking vehicle, Fig. 5 a digital implementation of the top view of the situation with the offset approaching vehicle from Fig. 3, Fig. 6 a picture of a front camera of the Fig. 2 situation, Fig. 7 a picture of a front camera of the Fig. 2 situation at a later date, Fig. 8 a picture of a front camera of the Fig. 3 situation, Fig. 9 a picture of a front camera of the Fig. 4 situation and Fig. 10 an ultrasonic signal when overtaking a truck. Embodiments of the invention

[0022] Fig. Figure 1 shows a schematic representation of components of the method according to the invention. In first steps 11 and 12, information about the vehicle's surroundings is provided by the vehicle's surroundings detection devices.

[0023] A first environment detection device comprises one or more image sensors, in particular front cameras, rear cameras, BSD (blind spot detection) cameras, SVA (side view assistant) cameras, and / or SVS (surround view system) cameras, which can be used, for example, by other driver assistance systems for other purposes. The cameras can be monocular cameras or cameras of a stereo camera system. Image processing software is known to be used to evaluate the camera data.

[0024] In optical systems, one video sensor is preferably arranged in the front area, preferably in the center, one video sensor in the rear area, also preferably in the center, and one video sensor on each side of the motor vehicle. The video sensors in the front and rear areas can be positioned, for example, in the area of ​​the windshield, for example, in the mount of the interior mirror, and in the area of ​​the rear window. Preferably, additional video sensors are arranged in the area of ​​the bumper. This makes it possible to capture the entire area around the motor vehicle.

[0025] A second environment detection device comprises an ultrasound system, a radar system, an infrared system, and / or a lidar system. An ultrasound system can comprise a group of ultrasound sensors that jointly detect a partial environment of the vehicle. For example, the ultrasound sensors in the front area for detecting the environment to the front of the vehicle, and / or the ultrasound sensors in the side area for detecting the area to the side of the vehicle, and / or the ultrasound sensors in the rear area for detecting the environment to the rear of the vehicle can each be assigned to an ultrasound system. For example, four to six sensors can be installed in a bumper, although generally only a maximum of four sensors are mounted with approximately the same viewing direction. In particular, in order to also detect the area next to the motor vehicle, sensors are positioned in the front bumper with their detection range to the left and right.Additionally or alternatively, sensors can also be positioned in the rear bumper such that they cover an area to the left and right of the vehicle. The ultrasonic system can also include a control device assigned to the respective group or a common control device and a signal processing device.

[0026] Data and / or measured values ​​from the environment detection devices are fed to a processing unit, which, in a further step 13, determines a time-dependent free area with speed information. If a stereo camera system is configured, in particular, to detect an area in front of the host vehicle and an ultrasound system is configured to detect an area adjacent to the host vehicle, a free area is calculated based on the disparity map of the stereo camera and the distance signals from the ultrasound sensors, which includes time as a parameter.

[0027] The time-dependent free space is represented as a polygon. The nodes of the free space, i.e., the vertices of the polygon, have a velocity as an attribute in addition to their position. If the free space ends at a static obstacle, such as a wall, this velocity is zero. However, if the free space ends at a moving obstacle, such as a truck, the velocity corresponds to that of the moving object.

[0028] From this free space, a driving corridor is estimated in a further step 14. This driving corridor is represented by two polygons that define the right and left boundaries of the driving corridor. To do this, the free space is traversed step by step from the ego vehicle, and all possible paths through the free space are determined. Paths that cannot be traversed are then excluded, for example because the passage width exceeds the width of the ego vehicle, or because the necessary curvature of the trajectory would be too great (i.e. the curve would be too tight) to reach this path at the current speed. The right boundary of the rightmost, non-excluded path then forms the right boundary of the driving corridor, and the left boundary of the leftmost path analogously forms the left boundary of the driving corridor.In addition, a third polygon can be determined to connect the right and left polygons and indicate the end of the camera's field of view. The third polygon forms the rear boundary of the driving corridor. The nodes of this driving corridor continue to have speeds as an attribute; therefore, in the context of the invention, the driving corridor is also referred to as a speed-dependent corridor.

[0029] In a further step 15, a driving corridor with speed-independent boundaries is determined from the driving corridor with speed-dependent boundaries. This means that the speed dependence of the driving corridor is removed by predicting the driving corridor. Driving corridor boundaries that contain nodes with speeds that are not equal to zero are recalculated. The corridor resulting in step 15 corresponds to a corridor of a static scene. For example, the predicted corridor of a scene in which a vehicle is driving straight ahead to the right of the ego vehicle corresponds to that of a scene in which a straight wall runs to the right of the ego vehicle.

[0030] In a further step 16, a collision-free target trajectory is planned based on the corridor with speed-independent limitations. In a further step 17, this trajectory is used for lateral guidance and / or made available to another driver assistance system, which uses it, for example, for lateral guidance. For example, it can be provided that the calculated target trajectory is automatically followed using a steering torque calculated by a controller. This steers the vehicle away from static obstacles as well as moving vehicles. Furthermore, it can be provided that the driver feels a counter-torque on the steering wheel when steering towards moving and static obstacles, which increases the subjective feeling of safety in tight situations. The trajectory planning itself does not differentiate between dynamic and static obstacles.

[0031] In Fig. Figures 2 to 9 show situations in which the method according to the invention is advantageously applied.

[0032] Fig. Figure 2 shows the case in which an ego vehicle 21 overtakes another vehicle 24. The driver assistance system is intended to keep the ego vehicle 21 away from the overtaken vehicle 24 through appropriate steering interventions, or to build up a noticeable counter-torque when the driver steers in the direction of the vehicle 24 to be overtaken. A predicted driving corridor 50 that achieves this is shown in Fig. 6 to in Fig. 2 shown time and in Fig. 7 shown at a later stage of the overtaking manoeuvre.

[0033] The ego vehicle 21 has a direction of movement 22 on its lane 23 during the overtaking maneuver. The vehicle 24 to be overtaken is, as shown, in the right lane 26 of the road and has a direction of movement that is schematically indicated by the arrow 25. The road 23 is bordered on the left side by a fixed lane boundary 27, which, as shown in Fig. 6, for example, can consist of a row of pylons 27a. On the right-hand side, the road 23 is also delimited by a lane boundary 28. A camera system 30 arranged on the ego vehicle 21 also detects lane markings 29 of the road 23, which separate the left and right lanes from one another. A detection range of the camera system 30 is shown here as an example with the reference number 32. The ego vehicle 21 also has ultrasonic sensors 31, which have detection ranges 33 with a typical club shape. In order to detect the area next to the ego vehicle 21, the ultrasonic sensors 31 are positioned in the front bumper with a detection range to the left and right. The sensors in the rear bumper are also positioned so that they detect an area to the left and right of the ego vehicle 21.The vehicle 24 to be overtaken lies partially within the detection range 32 of the camera system 30 and is also detected by the front right ultrasonic sensor 31. Based on the detected data, the distance 34 of the ego vehicle 21 from the overtaken vehicle 24 can be determined.

[0034] Fig. Figure 3 shows a further situation with the ego vehicle 21 and the vehicle 24 to be overtaken, wherein in the present case a so-called offset approach is shown, ie a case in which the ego vehicle 21 approaches the vehicle 24 to be overtaken with a slight offset 34. The function guides the driver to the left of the vehicle 24 to be overtaken by means of a defined steering moment. If there is an obstacle to the left of the lane, such as the wall 27, the vehicle is aligned between the wall 27 and the vehicle 24 to be overtaken. The driving corridor predicted by the method according to the invention is in Fig. shown.

[0035] Based on the evaluation of the signals from the camera system 30 and the ultrasound system 31, information about the lateral distance 34 is again available in the illustrated case, which in this case assumes a negative value and is referred to as the offset. When overtaking on the left, the lateral distance 34 is preferably calculated by relating the right side front 36 of the ego vehicle 21 to the left side front 39 of the vehicle 24 to be overtaken. Furthermore, information is available about a longitudinal distance 35, which in the illustrated case is the distance between the rear front 38 of the vehicle 24 to be overtaken and the front 37 of the ego vehicle 21.

[0036] Fig. Figure 4 shows a further situation with the ego vehicle 21 and the vehicle 24 to be overtaken, where the vehicle 24 to be overtaken drifts into the lane 23 of the ego vehicle 21. Once a correspondingly close distance 40 is reached, the ego vehicle 21 is to be steered to the left away from the vehicle 24 approaching the ego vehicle 21 by a steering intervention in order to avoid a lateral collision. The driving corridor predicted by applying the method according to the invention is shown in Fig. 9. The direction of movement 25 of the overtaken vehicle 24 is not parallel to the direction of movement 22 of the ego vehicle 21.

[0037] Fig. 5 shows a further illustration of the Fig. 2 depicted situation of offset approach. The surroundings of the ego vehicle 21 are recorded by the surroundings detection units 30, 31, and the objects detected therein, here the left lane boundary 27, the right lane boundary 28, and the vehicle 24 to be overtaken, are converted into polygons 55, 56, 57. A first polygon 55 represents the left-hand lane boundary 27 and includes support points 41. A second polygon 56 represents the right-hand lane boundary 28 and includes support points 42, which correspond to the right-hand lane boundary 28, as well as support points 43, 44, which are assigned to the vehicle 24 to be overtaken.

[0038] The driving corridor can be calculated as follows: The interpolation points 41, 42, 43, and 44 of the polygons 55 and 56 are assigned a location and a speed value. First, all interpolation points with a speed other than zero are searched for. If the number of these interpolation points exceeds a defined threshold, a dynamic object is detected, and the corridor must be adjusted accordingly. Fig. In the exemplary embodiment shown in Figure 5, the reference points 43, 44 assigned to the vehicle 24 to be overtaken have speed values ​​other than zero. The driving corridor for the dynamic obstacle is converted to the driving corridor for a corresponding static obstacle. For this purpose, speed-independent reference points 43a, 44a are calculated from the speed-dependent reference points 43, 44 based on the determined absolute speed or based on the determined relative speed to the ego vehicle 21. For the speed-dependent reference points 43, 44, the time at which they will pass the front edge 37 of the vehicle 21 is determined. The reference point 44 with the smallest time calculated in this way is used as the reference point 44 for the subsequent calculation of the speed-independent reference points 43a, 44a. First, the position of the reference point is shifted in the longitudinal and transverse directions.The magnitude of the shift corresponds to the calculated time at which the reference point 44 passes the leading edge 37 of the vehicle 21, multiplied by the longitudinal or lateral speed of the speed-dependent reference point. All other speed-independent reference points 43a, 44a of the speed-independent driving corridor lie on a straight line segment that starts at the shifted reference point and ends at a maximum value in the longitudinal direction, which corresponds, for example, to the sensor visibility. The gradient of the straight line segment corresponds to the ratio of the lateral speed to the longitudinal speed of the reference points of the speed-dependent driving corridor.

[0039] The determined speed-independent support points 41a, 42a, 43a, 44a finally form speed-independent polygons 55a, 56a, 57a, which delimit an area for the vehicle that can be covered without collision, in other words, the speed-independent driving corridor.

[0040] According to a preferred embodiment, it is provided that the driver is allowed to merge into the vehicle 24 in front without disrupting the steering intervention. First, the dynamic reference points 43, 44 are searched for, which has the minimum Euclidean distance to the front edge 37 of the ego vehicle 21, in the illustrated embodiment, the reference point with reference number 44. For the reference point 44 thus found, the time at which the front edge 37 of the vehicle 21 passes this point is determined. If the ego vehicle 21 is already driving next to the other vehicle 24, as in the Fig. 7, this time is zero. If this time exceeds a specified value, for example, a defined time between 0.5 and 5 seconds, preferably between 1 and 3 seconds, particularly preferably 1.5 or 2 seconds, the corresponding reference point 44, 43 is completely removed. This allows the driver to merge into the lane just behind the preceding vehicle 24 without disruptive steering intervention. If the calculated time difference to the selected dynamic reference point is smaller than the specified threshold, a new speed-independent reference point 44a is calculated.

[0041] Using the speed-independent reference point 44a, a half-line is calculated, starting at the newly calculated reference point 44a, and its gradient is determined based on an evaluation of the object's lateral velocity. The lateral velocity can be estimated, for example, using a Kalman filter from the change in lateral position. In the prediction step, the ego-vehicle's motion can be applied as a control variable to more quickly track changes in the relative lateral velocity caused by the movement of the ego-vehicle.

[0042] Fig. 6 shows the Fig. 2 depicts the situation from the perspective of a front camera of the ego vehicle. On the left side, the lane boundary 27 is shown as a row of pylons 27a, and on the right side, the vehicle 24 to be overtaken is shown, which is within the detection range of the front camera of the ego vehicle. As with reference to Fig. 5, polygonal lines 55a, 56a, 57a were determined for the situation shown, which were converted into straight line segments 45, 46, 51 that delimit a driving corridor 50 of the ego vehicle 21.

[0043] The straight line segments 45, 46 each pass through a selected corridor point, for example, the one with the minimum Euclidean distance to the leading edge of the ego vehicle. Since the vehicle 24 to be overtaken is already partially adjacent to the ego vehicle 21 in the illustrated situation, the half-line 46 begins at the level of the leading edge of the ego vehicle.

[0044] In Fig. 7 is the same situation as in Fig. 6 is shown at a later point in time, in which the overtaken vehicle 24 is located completely next to the ego vehicle 21. The vehicle 24 to be overtaken is no longer visible by the video system alone, but is still detected by the ultrasonic sensors. Based on the evaluation of the distance information from the ultrasonic system, the straight line segment 46 is determined, which delimits the driving corridor 50 of the ego vehicle 21 on the right side. The straight line segments 45, 51 are calculated as described and delimit the driving corridor 50 of the ego vehicle 21 on the left side and to the front.

[0045] To account for the movement of the ego vehicle 21, a so-called ego compensation is performed during the filtering of the ultrasonic signals and, according to some embodiments, also during the filtering of the camera signals. For this purpose, the N past distance values ​​are stored in a vector dk = [d k , d k-1 , ..., dk-N-1 ] T where k denotes the index of the current time step. A Δy is added to this distance vector, namely dk=dk+Δy with Δy=[Δy1,Δy2,…,ΔyN]T, where Δyi=υxΔt sin ∑j=1iωjΔt Here, υ x the ego velocity, Δt the sampling time of the system and ω jthe yaw rate at the sampling time j time steps ago. Thus, the lateral change in the distance to the overtaken vehicle 24 caused by the ego vehicle 21 is compensated. Then, by forming a minimum across the vector, a distance estimate of the USS signal that is robust against outliers can be obtained without causing an undesirable "lag" of the signal when the ego vehicle 21 moves away from the overtaken vehicle in a lateral direction. This would result in a steering intervention remaining active for too long, resulting in the ego vehicle 21 bouncing heavily off the overtaken vehicle 24. The described ego compensation prevents this.

[0046] In Fig. 8 is the Fig. 5 is shown. By converting to speed-independent coordinates, the starting point 47 of the straight line 46 bordering the driving corridor 50 on the right side begins, as shown by reference number 44a in Fig. 5, based on the detected speed conditions, the vehicle 24 to be overtaken is still behind it, for example. The straight-line segments 45, 51 are calculated as described and limit the driving corridor 50 of the ego vehicle 21 to the left and to the front. The driving corridor 50, which is provided for planning the target trajectory of the vehicle, thus also includes the location where the vehicle 24 to be overtaken is located at the time shown.

[0047] For vehicles 24 that steer into the lane 23 of the ego vehicle 21 and thus have a corresponding lateral speed, the predicted driving corridor boundary 46 will extend into the lane 23 of the ego vehicle 21, as shown in Fig. 9. The straight line segments 45, 51 are calculated as described and delimit the driving corridor 50 of the ego vehicle 21 to the left and to the front. Overtaken vehicles that move laterally away from the ego vehicle 21 lead analogously to a predicted driving corridor 50 pointing outward. The driving corridor is finally delimited by a vehicle 24 traveling directly next to the ego vehicle, analogously to a wall running along the lane of the overtaken vehicle.

[0048] Fig.Figure 10 shows an example of an ultrasonic signal when overtaking a truck. Since reflections within the truck's undercarriage occasionally reach the ultrasonic sensor, the lateral distance at the marked points 53, 54 is overestimated. The signal jumps sharply. In the example shown, the actual distance of the truck is defined by the first peak value 52, which can be filtered out by applying a minimum operation while taking into account the movement of the ego vehicle. The further procedure corresponds to the procedure previously explained under the heading "ego compensation," i.e., the values ​​are stored in a vector, corrected using ego movement, and then the minimum from this vector is used.

[0049] The invention is not limited to the embodiments described here and the aspects highlighted therein. Rather, numerous modifications are possible within the scope of the claims, which are within the scope of expert practice.

Claims

[1] Method for providing a driving corridor (50) for a vehicle (21), wherein a driving corridor with speed-dependent limitation (55, 56, 57) is determined on the basis of environmental detection data, wherein a driving corridor (50) with speed-independent limitation (45, 46, 51) for the vehicle (21) is determined from the driving corridor (50) with speed-dependent limitation (55, 56, 57). [2] Method according to claim 1, characterized by that moving objects (24) located in front of the vehicle (21) and / or to the side of the vehicle (21) are detected. [3] Method according to claim 2, characterized by that it is determined at what point in time the moving object (24) is at the same height as the vehicle (21). [4] Method according to one of the preceding claims 2 or 3, characterized by that lateral and longitudinal velocities of the moving objects (24) are determined. [5] Method according to one of the preceding claims, characterized by that when determining the driving corridor (50) with speed-independent limitation (45, 46, 51), movement characteristics of the vehicle (21) are taken into account. [6] Method according to one of the preceding claims, characterized by that a target trajectory for the vehicle (21) is determined on the basis of the determined driving corridor (50) with speed-independent limitation (45, 46, 51). [7] Method according to one of the preceding claims, characterized by that at least some environment detection data are provided by ultrasonic sensors (31) and the ultrasonic signals are subjected to minimum filtering. [8] A computer program for carrying out one of the methods according to any one of the preceding claims, when the computer program is executed on a programmed computer device. [9] Driver assistance system, in particular for carrying out one of the methods according to one of claims 1 to 7, with a camera system (11, 30) for providing environmental data of a vehicle (21), a unit for determining a driving corridor with speed-dependent limitation (55, 56, 57) and a unit for determining a driving corridor (50) with speed-independent limitation (45, 46, 51). [10] Driver assistance system according to claim 9, further comprising an ultrasound system (12, 31) for providing environmental data of the vehicle (21).

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