Driver assistance subsystem for a motor vehicle for determining a control parameter for a driver assistance system

Abstract

Driver assistance subsystem (1) for a motor vehicle (EGO) for determining a control parameter (s) for the driver assistance system, wherein - the road users in the vicinity of the motor vehicle (rDVT) are observed, whereby - the relevance of the road users as target objects (POs) for the driver assistance system is determined from the observed road users, whereby - if a road user is relevant as a target object (PO) for the driver assistance system, property characteristics are assigned to the target object (PO), whereby - the characteristic features are assigned in the form of driver behavior parameters (KG1, KG2, KG3), whereby - the driver behavior parameters (KG1, KG2, KG3) are determined depending on predefined parameters (vZO, dZOvO, qZO, sit1ZO) recorded for the target object (ZO), - wherein an evaluation index (BInd) is determined from the identified driver behavior parameters (KG1, KG2, KG3), and wherein - the valuation index (BInd) is taken into account when determining the tax amount (s).

Description

[0001] The invention relates to a driver assistance subsystem for a motor vehicle for determining a control parameter for a driver assistance system.

[0002] The increasing volume of traffic in German metropolitan areas places ever greater demands on drivers. This, in turn, increases the risk of accidents. One approach to preventing collisions is the development of driver assistance systems that provide warnings and / or intervene with deceleration.

[0003] A collision avoidance system in a motor vehicle typically attempts to determine the intention of the driver of that vehicle (ego vehicle). For example, reference is made to patent application DE 10 2006 040 537 A1, according to which the intention of the driver of an ego vehicle to change lanes is inferred based on steering movements in conjunction with the turn signal signal and a constant speed of the ego vehicle.

[0004] In addition to driver assistance systems that ensure driver safety, a variety of other driver assistance systems are available that are designed to support the driver in their normal driving tasks. Examples of such comfort-enhancing driver assistance systems include cruise control systems with and without a distance-maintaining function to the vehicle in front, and lane-keeping systems.

[0005] In principle, for example, in adaptive cruise control systems with distance control, the data of the object ahead, classified as the target object, is only considered to a very limited extent during following maneuvers. For instance, during following maneuvers where a target object is traveling slower than the set target speed, the distance and speed of the vehicle are regulated based on the specified target speed and the specified distance to the target object.

[0006] DE 10 2008 057 367 A1 discloses a speed control system with distance control, in which, in addition to the data (distance) of the target object, relevant data of a preceding object located in front of the target object are determined and evaluated in order to represent different dynamic characteristics of the speed control system. DE 10 2006 056 631 A1 discloses taking the current traffic situation into account when determining a target acceleration and / or deceleration value by calculating a traffic jam probability from the data used to determine the traffic situation and considering this probability when determining the target acceleration and / or deceleration value.

[0007] These systems already enable the driver assistance system to react to the traffic situation based on the data collected about the traffic environment.

[0008] Furthermore, a driver assistance subsystem is known from the still unpublished DE 102013213006 A1, which already identifies possible courses of action of at least one other road user and takes them into account within the framework of the control or regulation of the driver assistance system. Based on defined parameters recorded from the past, characteristics can also be assigned to the recorded road users, which can be considered when estimating the probability of occurrence of the course of action.

[0009] Further technological background is revealed in DE 10 2007 029 483 A1, DE 10 2008 046 695 A1, DE 10 2009 006 747 A1, DE 10 2009 007 885 A1, DE 10 2012 220 146 A1 and DE 10 2013 217 430 A1.

[0010] The object of the invention is to further improve a driver assistance system of the type mentioned above with regard to vehicle control adapted to the natural behavior of a driver.

[0011] This problem is solved according to the invention by the subject matter of claim 1. The dependent claims are advantageous embodiments of the invention.

[0012] The invention is based on the following considerations, insights and ideas: Current driver assistance systems react to sensor readings from relevant road users in the immediate vicinity, as detected by the driver's self-contained vehicle (the "ego vehicle"). The system generally assumes that these road users will continue moving as before, or that their movements will be adjusted according to the observed current behavior of other road users. This assumption does not always correspond to reality, which can result in unexpected driving behavior from the assistance systems for the driver of the self-contained vehicle (the "ego vehicle").

[0013] In contrast, when driving completely independently (without the support of driver assistance systems), the driver typically observes the relevant road users over a longer period and can therefore assess their general driving behavior. The driver takes this knowledge into account – sometimes even completely unconsciously – when performing their driving task.

[0014] The present application now includes a concept for taking driver behavior into account when determining a control parameter for a driver assistance system that supports the driver in his driving task.

[0015] According to the invention, a driver assistance subsystem for a motor vehicle is provided for determining a control parameter for the driver assistance system, wherein - the road users in the vicinity of the motor vehicle and, if applicable, the relevant traffic environment information are observed, whereby - the relevance of the road users as target objects for the driver assistance system is determined from the observed road users, whereby - if a road user is relevant as a target object for the driver assistance system, predefined property characteristics are assigned to the target object, whereby - these characteristics are assigned in the form of driver behavior parameters, whereby - the driver behavior parameters are determined depending on predefined parameters recorded for the target object, - wherein an evaluation index is determined from the identified driver behavior parameters, and wherein - the valuation index is taken into account when determining the tax amount.

[0016] In other words, the relevant road users for the driver assistance system are first identified from the available data on other road users. Then, by observing and evaluating the relevant data of these road users over a specific, extended period, driver behavior parameters are determined for one or more characteristics. These parameters indicate the degree to which a particular characteristic is pronounced in the driver of the relevant target vehicle. For example, the driver behavior parameter can include information about non-measurable characteristics of the driver, such as aggressiveness. The goal is not a quantitative estimate, but a qualitative estimate of the driver's characteristics. Aggressive driving can be understood as antisocial driving behavior that reaches or even exceeds the tolerance threshold of other road users.Furthermore, the driver behavior parameters can, for example, provide qualitative information about the driver's attention, driving experience, and / or safety needs in road traffic. A suitable evaluation logic is used to derive a single rating index from the determined driver behavior parameters. This index is then considered when determining at least one control parameter of the driver assistance system, thus appropriately taking driver behavior into account.

[0017] Advantageously, for predefined situation groups, which can include one or more predefined situations, a driver behavior parameter is determined based on predefined parameters recorded for the target object, in particular on parameter profiles determined during the respective situation. For example, a driver behavior parameter can be determined for a deceleration situation when a speed reduction is required due to a traffic sign. Ideally, the corresponding parameter is determined by evaluating the vehicle deceleration during this situation, i.e., from a certain distance before the speed limit sign until reaching (or a certain distance after reaching) the speed limit sign. To obtain a qualified statement or...To obtain a driver behavior parameter, the driver behavior parameter is determined not only by a single observation of the parameter during such a situation, but by considering and evaluating the parameter in every such situation.

[0018] In a further advantageous embodiment of the invention, a driver behavior parameter is determined based on the deviation of the predefined parameters recorded for the target object—in particular, the determined parameter profiles—during the corresponding situation from standard parameters stored for that situation—in particular, stored standard parameter profiles. Following the example mentioned above, for instance, a standard (deceleration) parameter profile can be stored for a comfort-oriented driver, an aggressive driver, and / or an energy-efficiency-conscious driver for a corresponding speed limit situation. By comparing the determined deceleration profile of the relevant target object with the stored parameter profiles, an assessment of the driver's behavior and thus a corresponding driver behavior parameter can be determined for such speed limit situations.The driver behavior parameter can, for example, be designed in such a way that it can assume a value between 0 and 1, thereby weighting the characteristic associated with the driver behavior parameter.

[0019] As explained above, one or more driver behavior parameters can be determined. Advantageously, a driver behavior parameter is, for example, a characteristic that reflects aggressive behavior in road traffic, and / or a characteristic that reflects attentiveness, and / or a characteristic that reflects driving skill / experience, and / or a characteristic that reflects the driver's need for safety. At least one of these driver behavior parameters can be determined by evaluating relevant data in one of the following defined situations: - During an acceleration situation demonstrating the acceleration behavior, in particular an acceleration situation demonstrating the acceleration behavior when the maximum permissible speed is increased, depending on the speed profile and / or the acceleration of the target object, - during a deceleration situation demonstrating the deceleration behavior, in particular a deceleration situation demonstrating the deceleration behavior at a given reduction of the permitted maximum speed depending on the speed profile and / or the deceleration of the target object, - during a free-riding situation demonstrating compliance with the rules, depending on whether the permitted maximum speed is exceeded or not, and / or - during an overtaking maneuver demonstrating compliance with the rules of the road when overtaking is prohibited according to lane markings (solid road markings), signage or the German Road Traffic Regulations (e.g., prohibition of overtaking on the right), and / or - during a distance situation that demonstrates the distance behavior to a preceding object, depending on the determined distance between the target object and the preceding object, - during a lateral guidance situation that demonstrates the lateral guidance behavior within the lane, in particular with regard to the lane center and / or with regard to the lane markings, depending on a lateral guidance parameter that demonstrates the lateral guidance of the target object, - during a test drive demonstrating lateral control behavior in curved lanes / curves, where the lateral acceleration selected or accepted by the driver and, if applicable, the cutting or skidding of curves is observed, and / or - during a traffic light situation demonstrating behavior at traffic lights, especially during a signal change, and / or - during a hazardous situation (e.g., in the area of ​​a construction site or an accident, or during a police, fire brigade, or emergency medical operation) demonstrating the behavior in dangerous situations depending on the speed and / or the acceleration and / or the deceleration and / or a parameter of the target object indicating the lateral guidance, and / or - during a following run of the target vehicle demonstrating the distance behavior depending on the distance, relative speed or time gap of the target vehicle to its own target vehicle, and / or - during a lane change situation that demonstrates the distance behavior depending on the accepted traffic clearances between vehicles on the target lane of the lane change, and / or - during a traffic management situation that demonstrates distance behavior depending on the remaining lane length of an ending lane, and / or - during an observation of the relative lane-changing frequency of the target object, revealing its lane-changing behavior.

[0020] Analogous to the device according to the invention, a corresponding method for determining a control parameter for a driver assistance system can comprise the following method steps: - Observing road users in the vicinity of the motor vehicle, - Determine the relevance of road users as target objects for the driver assistance system from the observed road users, - Assigning characteristic features to the identified relevant target objects in the form of driver behavior parameters, - where the driver behavior parameters are determined depending on predefined parameters recorded for the target object, - Determining an evaluation index from the determined driver behavior parameters and - Consideration of the rating index when determining the tax rate for the driver assistance system.

[0021] Both the driver assistance subsystem according to the invention and a correspondingly designed method can preferably be used to determine a control parameter for a cruise control system with distance function. Thus, if aggressive driving behavior is detected before speed limits and / or lateral control behavior that suggests an inattentive driver, the target distance can be increased and / or the target acceleration can be reduced to achieve or maintain the specified target distance to the target object. As a further measure, if an aggressive driver is detected behind the relevant vehicle, and the aggressive driving behavior is attributed to the driver's tailgating, an automatic lane change can be initiated, or a prompt to initiate a lane change can be issued.

[0022] Further details and advantages of the invention are explained in more detail with reference to the following description in conjunction with the drawing. This shows Fig. 1 a schematic representation of the general overall concept of the invention, Fig. 2. An example of a first situation that can provide information about a driver characteristic, Fig. 3. An example of a second situation that can provide information about a driver characteristic, and Fig. 4a - g seven different traffic scenarios, from which the driving behavior parameters are derived as examples, followed by the determination of a control variable for a speed control system with distance function.

[0023] In Fig. Figure 1 is a driver assistance subsystem according to the invention, in particular in the form of an electronic control unit for a motor vehicle for determining a control parameter s for a cruise control system. The driver assistance subsystem 1 receives all relevant data rDVT of the road users in the vicinity of the motor vehicle from an environment detection unit (RADAR, LIDAR, video) not shown here. In conjunction with the relevant data rDEGO of the motor vehicle itself, all road users are first assessed with regard to their relevance for the speed control of the motor vehicle by means of a first evaluation unit E1, and thus relevant target objects ZO are classified.

[0024] For road users classified as target objects ZO, a subsequent evaluation unit E2 uses relevant data from the traffic environment rDVU to analyze predefined data (e.g., speed vZO, lateral movement qZO, and / or the distance of the target object to an object ahead dZOvO). This analysis assigns characteristic features in the form of driver behavior parameters KG1, KG2, and KG3 to the target objects ZO based on relevant data considered over a longer period (especially in specific situations). For example, a driver behavior parameter can represent or evaluate a characteristic that reflects aggressive behavior in road traffic, the attentiveness of the target object driver, and / or the driving skills / experience of the target object driver.The driver behavior parameters KG1, KG2, and KG3 can take a value between 0 and 1, thus weighting the corresponding characteristic. For example, if the driver behavior parameter qualitatively describes aggressive behavior has a value of 0.1, this means that the driver exhibits very little aggressive behavior in road traffic. However, if the value of the driver behavior parameter is 0.9, this indicates a very aggressive driver.

[0025] The assignment of driver behavior parameters KG1, KG2, and KG3 is carried out by determining, when predefined situations Sit1 to Sit6 occur, the relevant parameter profiles vZO, dZOvO, or qZO for each situation are determined using the relevant traffic environment data rDVU and compared with standard parameter profiles stored for that situation. For example, to determine a driver behavior parameter KG1 that qualitatively characterizes the driver's aggressive behavior, the driver's or vehicle's deceleration behavior is analyzed from the determined speed data of the target object vZO at a starting speed limit, and the corresponding driver behavior parameter KG1 is derived from this analysis.The more frequently such a deceleration situation occurs at a starting speed limit and the corresponding deceleration behavior can be evaluated, the more accurately the driver behavior parameter reflects the fundamental driver behavior. Analogous to the qualitative analysis of the acceleration (characteristic curve) at starting speed limits, a qualitative analysis of the target object's driving trajectory with regard to...the lane center or other lane boundary markings and / or a qualitative consideration of the distance behavior of the target object to objects ahead of the target object and / or a qualitative consideration of the accepted traffic clearances on the target lane of a lane change and / or a qualitative consideration of the lane change behavior with regard to the utilization of the remaining lane length at the end of lanes and / or a qualitative consideration of the compliance with applicable speed limits or overtaking prohibitions, and corresponding driver behavior parameters KG1, KG2 and KG3 are derived from this.

[0026] It goes without saying that when determining driver behavior parameters, one or more situations can be considered, and the situations considered can also be taken into account when determining one or more driver behavior parameters.

[0027] From these determined driver behavior parameters KG1, KG2, and KG3, a single evaluation index BInd is subsequently calculated using a further evaluation unit E3 and a suitable evaluation logic. This evaluation index BInd can, for example, be a correction factor for a control variable of the driver assistance system. The evaluation logic can, for example, take into account a predefined prioritization of the parameters according to general criteria when determining the evaluation index BInd. Likewise, the evaluation logic can be structured such that the evaluation index BInd is always calculated based on the parameter KG1, KG2, or KG3 that indicates the greatest potential hazard.

[0028] After the assessment index BInd has been determined, it is fed to the determination unit E4 and taken into account accordingly when determining the control variable s for the speed control system.

[0029] Based on the Fig. 2 and Fig. Section 3 now addresses the determination of a driver behavior parameter based on driver behavior in specific situations.

[0030] This shows Fig. Figure 2 shows a speed curve illustrating the deceleration behavior at a speed limit sign starting at 50 km / h, where the speed vx is plotted against the distance dx. This example shows three different standard parameter curves: ECO, SPORT, and COM, for the speed reduction in the area of ​​the starting speed limit sign. The standard parameter curve ECO indicates how the speed curve (or the negative acceleration curve) would look for an average driver with a fuel-efficient driving style. A fuel-efficient driver would release the accelerator well before the speed limit sign and approach it using engine braking. Upon reaching the speed limit sign, they would then continue driving at approximately a constant speed.

[0031] In contrast, the standard parameter profile SPORT reflects the driving behavior of a driver with a sporty or aggressive driving style. A sporty driver would generally only reduce speed with strong braking (i.e., with high deceleration) shortly before or upon reaching the speed limit sign. Finally, the third standard parameter profile, COM, shows the deceleration behavior of a comfort-oriented driver. This driver would also reduce speed relatively late, but with significantly less deceleration than the sporty driver.

[0032] As part of determining driver behavior parameters, the speed profile sit1ZO of the target vehicle can now be compared with the stored standard parameter profiles ECO, SPORT, and COM. This comparison reveals that the deceleration behavior of the target vehicle driver is almost identical to that of a comfort-oriented driver, although the deceleration occurs later. Because the deceleration of the target vehicle driver is nearly identical to that of an average comfort-oriented driver derived from the COM characteristic curve, the value of this driver behavior parameter, which is intended to provide information about the target vehicle driver's fundamental driving behavior in routine situations, can be selected according to that of a comfort-oriented driver.

[0033] A time delay in the start of the vehicle's deceleration compared to a comfort-oriented driver could indicate an inattentive driver and should therefore be taken into account when determining the driver behavior parameter, which is intended to provide information about the attention of the target object driver.

[0034] The Fig. Figure 3 shows a qualitative analysis of driving trajectories jF, eF, and mF of possible "average drivers" with specific driving characteristics. For example, the standard parameter curve eF could show a possible average driving trajectory with respect to the lane center dSM of an attentive driver. The standard parameter curve jF could show an average driving trajectory with respect to the lane center dSM of a less experienced driver or a driver with poor lateral control skills. This standard parameter curve jF indicates that the driver has difficulty keeping their vehicle consistently in the lane center. Finally, the standard parameter curve mF shows the possible driving trajectory of, for example, a tired driver. Here, it is evident that the driver continuously approaches the lane center (or the lane boundary).As soon as he notices this, he corrects his trajectory with a quick steering movement, so that the vehicle returns to the center of the lane. By comparing a trajectory detected by the target object with the stored standard trajectories, conclusions can be drawn about the driver's attention and / or driving experience, and these can be taken into account when determining driver behavior parameters that are intended to provide information about the driver's attention and / or driving experience (so-called driver skills).

[0035] The Fig. Figure 4 shows a total of seven different additional traffic situations. Fig. 4a - Fig. 4g, in which a motor vehicle EGO, due to active cruise control, follows a vehicle identified as a target object ZO, which is traveling slower than the set target speed, at a predetermined distance. During the observation period of the target vehicle ZO, driving behavior parameters are derived.

[0036] In the Fig. 4a assumes that the driver of the target object ZO behaves inconspicuously, i.e., their constant driving style suggests an experienced and attentive driver. Adjusting the target speed, target distance, and / or other control parameters to regulate the vehicle speed does not appear necessary.

[0037] In the Fig. 4b. A sensor mounted on the vehicle EGO detects that the target object ZO is oscillating significantly within its lane. This may indicate an inexperienced or inattentive driver. By considering this finding when determining the driver behavior parameters and the resulting evaluation index, the control parameter determined without this information (e.g., the target distance) can be corrected to specify a larger target distance to the target object ZO.

[0038] In the Fig. 4c is detected by the sensors attached to the motor vehicle EGO, indicating that the target object ZO is maintaining a very small distance dZOvO to its target vehicle vO. This suggests, for example, a driver with an aggressive driving style (or with socially unacceptable driving behavior that reaches or even exceeds the tolerance limits of other road users).

[0039] In the Fig. 4d. The sensors on the vehicle EGO detect that the target vehicle ZO is merging into a gap dEGOZO or dZOvO in the lane of vehicle EGO, where there is very little space to the vehicle ahead vO and the following vehicle EGO. The lane change by the target vehicle ZO may even force EGO to decelerate sharply in order to re-establish a necessary safety distance. This strongly suggests an aggressive driving style.

[0040] In the Fig. 4e is detected by the sensors on the vehicle EGO, indicating that the target vehicle ZO is making extensive use of the remaining lane length dZOSE up to the lane end SE when a lane ends. This suggests, for example, an experienced driver.

[0041] In the Fig. 4f is detected by the sensors on the vehicle EGO that the target vehicle ZO is violating applicable traffic regulations by overtaking on the right-hand lane in the presence of sign 276 (no overtaking for all motor vehicles) and changing lanes across a solid center line. This strongly suggests an aggressive driving style.

[0042] In the Fig. At 4g, the sensors on the vehicle EGO detect that the target vehicle ZO is cutting the corner in a curved lane. Furthermore, based on the known lane curvature, as well as the current speed and position of the target vehicle ZO, its maximum lateral acceleration aquer_max is calculated. A strong tendency to cut corners and a high acceptable lateral acceleration suggests an aggressive driving style.

[0043] By taking these findings into account when determining the driver behavior parameters and the resulting evaluation index, the control parameter determined without this information (e.g., the target distance or acceleration to reach and maintain the target distance) can be corrected in such a way that, for example, a larger target distance to the target object ZO and / or only a lower acceleration is specified.

Claims

[1] Driver assistance subsystem (1) for a motor vehicle (EGO) for determining a control parameter (s) for the driver assistance system, wherein - the road users in the vicinity of the motor vehicle (rDVT) are observed, whereby - the relevance of the road users as target objects (POs) for the driver assistance system is determined from the observed road users, whereby - if a road user is relevant as a target object (PO) for the driver assistance system, property characteristics are assigned to the target object (PO), whereby - the characteristic features are assigned in the form of driver behavior parameters (KG1, KG2, KG3), whereby - the driver behavior parameters (KG1, KG2, KG3) are determined depending on predefined parameters (vZO, dZOvO, qZO, sit1ZO) recorded for the target object (ZO), - wherein an evaluation index (BInd) is determined from the identified driver behavior parameters (KG1, KG2, KG3), and wherein - the valuation index (BInd) is taken into account when determining the tax amount (s). [2] Driver assistance subsystem (1) according to claim 1, characterized by , that for predefined situation groups, which may include one or more predefined situations (Sit1 to Sit6), a driver behavior parameter (KG1, KG2, KG3) is determined depending on predefined parameters recorded for the target object (ZO) (vZO, dZOvO, qZO, sit1ZO), in particular on determined parameter profiles (sit1ZO) during the corresponding situation (Sit1 to Sit6). [3] Driver assistance subsystem according to any of the preceding claims, characterized by, that a driver behavior parameter (KG1, KG2, KG3) is determined depending on the deviation of the specified parameters recorded for the target object (ZO) (vZO, dZOvO, qZO, sit1ZO), in particular of parameter profiles determined (sit1ZO) during the corresponding situation (Sit1 to Sit6) to the standard parameters (ECO, SPORT, COM, jF, eF, mF) stored in this situation (Sit1 to Sit6), in particular stored standard parameter profiles. [4] Driver assistance subsystem according to any of the preceding claims, characterized by , that the driver behavior parameter (KG1, KG2, KG3) can assume a value between 0 and 1, thereby weighting the characteristic associated with the driver behavior parameter (KG1, KG2, KG3). [5] Driver assistance subsystem according to any of the preceding claims, characterized by, that as a driver behavior parameter (KG1, KG2, KG3) a characteristic that characterizes aggression behavior in road traffic and / or a characteristic that characterizes attention and / or a characteristic that characterizes driving experience and / or a characteristic that characterizes the safety needs of the driver of the target object is determined. [6] Driver assistance subsystem according to any of the preceding claims, characterized by, that a driver behavior parameter (KG1, KG2, KG3) is determined during an acceleration situation demonstrating acceleration behavior, in particular an acceleration situation demonstrating acceleration behavior when increasing the permitted maximum speed as a function of the speed profile and / or the acceleration of the target object (ZO), and / or during a deceleration situation demonstrating deceleration behavior, in particular a deceleration situation demonstrating deceleration behavior when reducing the permitted maximum speed as a function of the speed profile (sit1ZO) and / or the deceleration of the target object (ZO), and / or during a distance situation demonstrating distance behavior to a preceding object as a function of the determined distance (dZOvO) between the target object (ZO) and the preceding object. [7] Driver assistance subsystem according to any of the preceding claims, characterized by , that a driver behavior parameter (KG1, KG2, KG3) is determined during a lateral guidance situation that demonstrates the lateral guidance behavior (dSB) within the lane, in particular with regard to the lane center and / or with regard to the lane markings, depending on a lateral guidance parameter (dSB) that demonstrates the lateral guidance of the target object and / or during a traffic light situation that demonstrates the behavior at traffic lights, in particular during a signal change and / or during a hazardous situation that demonstrates the behavior in hazardous situations, depending on the speed and / or the acceleration and / or the deceleration and / or a parameter of the target object (ZO) that demonstrates the lateral guidance. [8] Driver assistance subsystem for a motor vehicle for determining a control parameter (s) for a speed control system with distance function according to one of the preceding claims, characterized by , that if aggressive driver behavior is detected before speed limits and / or lateral steering behavior that suggests an inattentive driver, the target distance is increased and / or the target acceleration is reduced to achieve or maintain the specified target distance to the target object. [9] Method for determining a control parameter for a driver assistance system, comprising the following steps: - Observing road users in the vicinity of the motor vehicle (rDVT), - Determining the relevance of road users as target objects (POs) for the driver assistance system from the observed road users, - Assigning characteristic features to the identified relevant target objects (TO) in the form of driver behavior parameters (KG1, KG2, KG3), - where the driver behavior parameters (KG1, KG2, KG3) are determined depending on predefined parameters (vZO, dZOvO, qZO, sit1ZO) recorded for the target object (ZO), - Determining an evaluation index from the determined driver behavior parameters (KG1, KG2, KG3) and - Consideration of the rating index (Bind) when determining the control variable (s) for the driver assistance system.

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