Activation and deactivation of a driving function for automated driving with longitudinal and lateral guidance

Abstract

A driving system for a motor vehicle, comprising a first driving function for automated driving with automated longitudinal and lateral guidance and a second driving function for automated driving - with at least automated longitudinal guidance or - with at least automated lateral guidance and a lower degree of automation than the first driving function, wherein the first driving function is available in a first permissible range (11, 11') for a driving parameter defined by a lower and / or upper limit, and a target specification for the driving parameter can be specified by the driver at least for the second driving function, wherein the driving system has a user interface comprising: - a first input component (4) for the driver-side specification of the target specification for the driving parameter, and the driving system is configured - starting from a driving state with an active second driving function and a value of the driving parameter outside the first permissible range (11, 11'),to accept a target specification for the driving parameter specified by means of the first input component, which lies within the first permissible range (11, 11'), - to change the value of the driving parameter in the direction of the target specification by means of automated longitudinal guidance or by means of automated lateral guidance when the second driving function is active, - to determine that the driving parameter fulfills a first criterion with respect to the first permissible range, and - to activate the first driving function after the driving parameter fulfills the first criterion with respect to the first permissible range.

Description

The invention relates to a driving system which supports a first driving function for automated driving with automated longitudinal and transverse guidance. The invention further relates to methods for activating or deactivating the first driving function.The term "automated driving" can be understood within the context of the document to mean driving with automated longitudinal or transverse guidance or autonomous driving with automated longitudinal and transverse guidance. Automated driving is, for example, driving on the freeway. The term "automated driving" includes automated driving with an arbitrary degree of automation. Exemplary degrees of automation are assisted, semi-automated, highly automated or fully automated driving. These degrees of automation have been defined by the Federal In Street Industry (BASt) (see BASt publication "Research Compact", Edition 11 / 2012). During assisted driving, the driver continuously performs the longitudinal or transverse guidance, while the system assumes the respective other function within certain limits. This includes, for example, a so-called distance template, also referred to as ACC (adaptive cruise control). In partially automated driving (TAF), the system assumes the longitudinal and lateral guidance for a certain period of time and / or in specific situations, wherein the driver has to monitor the system permanently, as in assisted driving. In highly automated driving (HAF), the system assumes the longitudinal and transverse guidance for a certain period of time without the driver having to monitor the system permanently; however, the driver must be able to assume the vehicle guidance within a certain period of time. In fully automated driving (VAF), the system can automatically handle driving in all situations for a specific application; no driver is required for this application. The above-mentioned four degrees of automation correspond to SAE levels 1 to 4 of the SAE J3016 (SAE-Society of Automotive Engineering). For example, the highly automated driving (HAF) level 3 corresponds to the standard SAE J3016. Furthermore, the SAE level 5 is also provided in the SAE J3016 as the highest degree of automation, which is not included in the definition of the BASt. The SAE level 5 corresponds to a non-driver driving, in which the system can automatically handle all situations such as a human driver throughout the trip; a driver is generally no longer required.In a driving system having a driving function for highly automated driving (HAF), the driving function for highly automated driving is generally not available for activation at all times. Instead, the availability is linked to the fulfilment of a respective condition for one or more driving parameters, for example it may be required thatthe driving speed for activating HAF is in a specific speed range,the distance from the front vehicle is large enough, i.e. greater than or equal to a specific lower distance threshold value, and / orthe lateral position of the vehicle in the driving lane lies in a specific range, so that the lateral position is somewhat central.The activation of highly automated driving is normally limited to a specific speed range for the current driving speed. The cause of this is, for example, technical restrictions (e.g. a limit of up to 60 km / h in an HAF driving function for the essential application of traffic jams or a limit of up to 130 km / h in a freeway pilot) or legal speed limits (e.g. a permissible maximum speed on a specific route section) or environmental restrictions such as poor visibility. The activation of driving functions for assisted or semi-automated driving is frequently also limited to a specific speed range for the current vehicle speed, e.g. ACC cannot be activated at a vehicle speed greater than 210 km / h.The driver may not know the speed limits of such driving functions. If the driver, for example, attempts to activate a driving function for highly automated driving at a higher speed greater than an upper limit speed by means of a corresponding operating action (e.g. actuation of a button in the vehicle cockpit), the driver receives the feedback, for example via a screen in the vehicle cockpit, that he can do so only at a lower speed. After the driver has decreased the vehicle speed, the driver must again attempt to activate the HAF driving function by operating action. If the vehicle speed has not been sufficiently decreased, the vehicle speed may have to be further decreased until the vehicle speed is ultimately sufficiently low so that the HAF function may be activated by the driver. This results in one or more superfluous, unsuccessful operating actions by the driver for activating the HAF driving function, wherein the failures can cause a frustration in the driver.Such unsuccessful operating actions can also result if another driving parameter relevant for activating, e.g. the distance from the front vehicle, is outside a permissibility range for activating the driving function.It is therefore the object of the invention to specify, on the one hand, an operating concept for a driving system in which the driver comfort when activating a driving function for automated driving is improved; this operating concept could also be transferred, on the other hand, to a comfortable deactivation of the driving function for automated driving.The object is achieved by the features of the independent claims. Advantageous embodiments are described in the dependent claims. It is pointed out that additional features of a claim dependent on an independent claim can form a separate invention which is independent of the combination of all features of the independent claim without the features of the independent claim or only in combination with a subset of the features of the independent claim and which can be made the subject matter of an independent claim, a divisional application or a subsequent application. This applies in the same way to technical teachings described in the description, which may form an invention independent of the features of the independent claims.A first aspect of the invention relates to a driving system for a motor vehicle, having a first driving function (e.g. SAE level 3= HA or higher) for automated driving with automated longitudinal and lateral guidance and a second driving function for automated driving with at least automated longitudinal guidance (e.g. ACC or TAF) or with at least automated lateral guidance (e.g. lane guidance assistant or TAF). The second driving function has a lower degree of automation than the first driving function. The first driving function is preferably a so-called HAF freeway pilot. The first driving function is available for activation in a first permissibility range for a driving parameter defined by a lower and / or upper limit, for example if the driving speed is in a speed range from 60 km / h to 130 km / h. The driving function can preferably be activated exclusively in this permissibility range. The activation of the first driving function can of course also be linked to the fact that a driving parameter (e.g. the time-related or length-related distance from the vehicle in front) other than the aforementioned driving parameter (e.g. the vehicle speed) is in a corresponding permissibility range (e.g. less than 3 s).The permissibility range may have a lower and an upper limit or only a lower or only an upper limit. The upper and / or lower limit can be part of the permissibility range (e.g. a speed range less than or equal to 130 km / h) or just no longer part of the permissibility range (e.g. a speed range less than 130 km / h).The driving system has a user interface with at least one first input component, via which the driver can specify a setpoint specification for the driving parameter, for example a set speed (i.e. setpoint speed) for the speed regulation. These are, for example, one or more (preferably manually actuatable) operating elements, for example physical buttons or a rocker, or one or more virtual operating elements, for example buttons, on a touch-sensitive screen. Instead, the input component can also be an input component that can be operated by speech or by gesture.In the case of the vehicle speed as driving parameters, these are, for example, operator control means which can be operated manually or by speech or by gesture for (in particular incrementally) increasing and decreasing the setting speed, which, for example, increase or decrease the setting speed incrementally by a specific value (for example 10 km / h) with each individual operator control input and / or with continuous operation. In the case of the vehicle speed as driving parameter, the first input component can be operating means, in particular an operating element that can be operated by hand, for assuming the (legally) permissible maximum speed on the route section.The target specification for the driving parameter can be input via the first input component at least for the second driving function; for example, the set speed can be specified for a TAF or ACC driving function. Preferably, a setpoint specification for the driving parameter can also be input for the first driving function, for example an HAF driving function; for example, a set speed can also be specified for the HAF driving function, to which set speed the speed control of the HAF driving function controls the speed. A set setting speed preferably applies here both to the first and to the second driving function.The driving system is configured to perform various operations described below. This is typically done by means of an electronic control unit, which can also be distributed over a plurality of control units. The control unit may comprise one or more processors which operate in a manner controlled by one or more software programs in accordance with the invention.Based on a driving state with an active second driving function (e.g. active TAF driving function or active ACC driving function) and a value of the driving parameter outside the first permissibility range (e.g. a current vehicle speed greater than the maximum permissible vehicle speed for activating an HAF driving function), the driver specifies a driver-side setpoint specification for the driving parameter, which is in the first permissibility range, e.g. a set speed of 120 km / h at a maximum permissible vehicle speed of 130 km / h for activating the HAF driving function, via the first input component. In response to the setpoint specification, the current driving behavior of the active second driving function is adapted (e.g. the vehicle speed is reduced or the distance from the front vehicle is increased). In the context of the adaptation of the driving behavior, when the second driving function is active, the value of the driving parameter is changed, in particular regulated, in the direction of the setpoint specification by means of automated longitudinal guidance (for example in the case of a set speed or a specification with respect to the distance from the front vehicle) or by means of automated transverse guidance (for example in the case of a specification of the transverse position in the driving lane). A cruise control of the second driving function attempts, for example, to reduce or increase the vehicle speed to the set speed (depending on the starting speed).The driving system then determines at some point that the driving parameter (e.g., the vehicle speed or the distance to the front vehicle) satisfies a first criterion with respect to the first permissibility range. The first criterion requires, for example, that the driving parameter lies in the first permissibility. Theoretically, it would also be conceivable that the first criterion is already considered to be fulfilled before the first permissibility range is reached (e.g. above 5 km / h below the upper speed limit of the permissibility range). Preferably, however, the first criterion will only be fulfilled if the driving parameter lies in the first permissibility range.The first driving function (e.g. HAF) is activated on the system side after the driving parameter meets the first criterion with respect to the first permissibility range, for example after the driving parameter has reached the first permissibility range, in particular in response to the first permissibility range being reached. The activation of the first driving function can be subject to the proviso that one or more other driving parameters (e.g. the time interval from the front vehicle, the lateral position in the lane) meet a respective criterion with respect to the respective permissibility range, e.g. the time interval from the front vehicle is sufficiently large and / or the lateral position in the lane is sufficiently central. The adaptation of the one or more other driving parameters can be effected automatically via the second driving function, for example. Preferably, the first driving function is activated on the system side as soon as all driving parameters relevant for the activation of the first driving function meet the respective criterion.It is advantageous if no further operating action is necessary by the driver for the activation of the first driving function after the input of the setpoint specification for the driving parameter; however, it would be conceivable for the driver to have to confirm the activation of the first driving function by an operating action before the activation thereof, for example by actuating an operating element or by releasing a steering wheel (which preferably comprises a hands-on sensor system).The concept according to the invention offers the advantage that a misrecognizable non-activation of the first driving function by a driver-side activation attempt at the time of a value of the driving parameter that is unsuitable for activation (e.g. an excessively high vehicle speed) is avoided, since the driving parameter is transferred into the first permissibility range in accordance with the setpoint specification via the second driving function, so that the first driving function is activated.The driver can thus comfortably activate the first driving mode via the setpoint specification for the driving parameter, for example by setting the setting speed.In the case of a substantially seamless transition from the second driving function (e.g. TAF) to the first driving function (e.g. HAF) upon reaching the first permissibility range (e.g. reaching the limit speed for HAF), the vehicle can also prepare itself optimally for assuming the responsibility (e.g. setting the correct distance from the front vehicle, optionally also from the rear vehicle, correct adjustment in the transverse direction in the lane). Superfluous operating actions and frustration due to failures are dispensed with.It is advantageous if the user interface further comprises a second input component for driver-side signaling of the driver-side desire for automated driving.This can be an input component which serves for signaling on the driver side the wish to activate the first driving function; for example, an actuatable operating element (in particular an operating button) for activating the first driving function.However, it is advantageous if the second input component is not an input component directed only to the activation of the first driving function, but rather an input component common to a plurality of driving functions, in particular a common operating element (e.g. a button). The plurality of driving functions comprises the first driving function (e.g. HAF) and the second driving function (e.g. TAF), preferably one or more further driving functions (e.g. ACC and / or a lane keeping assistant without longitudinal guidance) are additionally provided. In the case of an input component common to a plurality of driving functions, an operating action via the input component signals the system the general driver's wish for automated driving without direct reference to the first driving function. The driving system is then configured, after establishing the desire for automated driving signaled via the second input component, to activate that available driving function from the plurality of driving functions which has the highest possible degree of automation. An operating concept of this kind with a common operating element is described in German patent application DE 10 2017 208 506 A1 with the title "Driving system with various driving functions for automated driving and a common operating element and methods for activating a driving function via the common operating element", which was filed on 19.05.2017. This operating concept with a common operating element is hereby incorporated by reference into the disclosure content of this application.The common input component can also be a voice input device (instead of an actuatable operating element), via which the driver signals the system the desire for automated driving. The operator control action is then a driver-side voice input which generally signals the desire for automated driving without the voice input being directed at a specific driving function from the plurality of driving functions. The voice input device receives a voice signal, in particular a voice command, from the driver and evaluates the latter by means of voice recognition. For example, the driver gives the voice command "Drive automated" or "Please drive automated". This is interpreted by the voice input device in such a way that the driver desires automated driving.Instead of via an operating element or a voice input, an input by gesture could be provided in order to signal the desire for automated driving to the system.If the driver signals the general desire for automated driving to the driving system via the common input component during manual driving operation, that available driving function which has the highest possible degree of automation is activated from the plurality of driving functions. For example, in a driving state without an active first driving function and without an active second driving function, a check is made on the basis of the system to determine whether the first driving function is available after receiving the desire for automated driving. Here, it is checked whether the running parameter is in the first allowable range (e.g., the vehicle speed in the allowable speed range). In the event that the driving parameter is in the first permissibility range, the first driving function is activated. This can be done directly without further driver input. Depending on the implementation, however, for the activation of the first driving function, a previous confirmation of the activation on the driver side may instead be necessary, for example by actuating a button after signaling that the first driving function is available.In the event that the driving parameter is not in the first permissibility range, the second driving function is activated with a lower degree of automation (if this is available). This can be done directly without further driver input. Depending on the implementation, however, it may also be necessary to confirm the activation on the driver's side beforehand for the activation of the second driving function, for example by pressing a button after signaling that the second driving function is available.Starting from a driving state with an active second driving function, a setpoint specification for the driving parameter can then be specified into the system on the driver side, which setpoint specification lies in the first permissibility range. As already described above, when the second driving function is active, the value of the driving parameter can then be changed (in particular regulated) in the direction of the setpoint specification by means of automated longitudinal guidance or by means of automated transverse guidance and the first driving function can then be activated after the driving parameter meets the first criterion with respect to the first permissibility range, in particular after the driving parameter has reached the first permissibility range.It is assumed below that the driving parameter is the vehicle speed and the target specification for the driving parameter is a set speed (i.e., a target vehicle speed). In this case, it is advantageous if the driving system is configured to set the set speed to the current vehicle speed when the second driving function is activated. Starting from the driving state with an active second driving function, the driver can then input a setting speed, which is changed by the driver and lies in the first permissibility range, via the speed input component. In the case of an incremental change in the setting speed, the driving system can already begin changing the vehicle speed during the change in the setting speed before the driver has reached a setting speed in the first permissibility range by incremental change in the setting speed.It is advantageous if the user interface comprises a display component which signals to the driver that the set speed predefined via the first input component is in the first permissibility range. This means that it is apparent to the driver whether the set speed is in the first allowable range. This is the case, for example, when first permissibility range is marked accordingly on a speed scale.The display component is preferably configured to mark the set speed set in each case with a marking on a speed scale. The speed scale may be the speed scale of the tachometer for displaying the vehicle speed. The marking of the setting speed can be displayed in different states, in particular in different color states. The mark is displayed in a certain state (e.g., in blue color) of the plurality of different states when the set speed is in the first permission range. This signals the driver that the predefined setting speed is now in the first permissibility range.In the foregoing, in the context of the first aspect of the invention, the activation of the first driving function has been described by specifying a suitable setpoint specification for the driving parameter.In contrast, a second aspect of the invention relates to the deactivation of the first driving function by specifying a suitable setpoint specification for a driving parameter. Both aspects of the invention can be integrated in a driving system. A driving system according to the invention according to the second aspect of the invention has at least the first driving function described above, but preferably both the first and the second driving function described above. Here, a setpoint specification for the driving parameter, for example a set speed, can be input by the driver via a first input component at least for the first driving function. Preferably, the setpoint value for the driving parameter can also be predefined for the second driving function via the first input component. For example, a set speed can be predefined by the driver for the first and the second driving functions.The driving system is configured to perform various operations described below. This is typically done by means of an electronic control unit, which can also be distributed over a plurality of control units. The control unit may comprise one or more processors which operate in a manner controlled by one or more software programs in accordance with the invention.The driving system is configured, starting from a state with an active first driving function and a current driving parameter in the first permissibility range, to receive via the first input component a target specification for the driving parameter that lies outside the first permissibility range. For example, a set speed is received that is outside the first permissibility range above the upper speed limit or below the lower speed limit.When the first driving function is active, the driving parameter is changed in the direction of the setpoint specification for the driving parameter (e.g. the vehicle speed is increased), in particular controlled, depending on the driving parameter, for example via the automated longitudinal guidance or the automated transverse guidance. A cruise control of the first driving function attempts, for example, to increase or decrease the vehicle speed to the set speed (depending on the starting speed).It is then determined at some point by the driving system that the driving parameter (e.g. vehicle speed) satisfies a second criterion with respect to the upper or lower limit (e.g. reaches or exceeds the upper limit or reaches or exceeds the lower limit).The first driving function is deactivated after the driving parameter has fulfilled a second criterion with respect to the upper or lower limit, in particular after the driving parameter has reached or exceeded the upper limit or has reached or fallen below the lower limit.By setting a suitable setpoint specification for the driving parameter (in particular inputting a suitable setting speed), it is possible not only to activate the first driving function, as has been discussed within the scope of the first aspect of the invention, but also to deactivate the first driving function according to the second aspect of the invention.During the deactivation of the first driving function, the second driving function is preferably activated, so that the first driving function is detached by the second driving function, at least without appreciable manual driving operation therebetween. When the second driving function is active, the driving parameter is then changed to the setpoint specification for the driving parameter (already input when the first driving function is active), for example the driving speed is increased to the set speed.It is advantageous if the driver has to acknowledge the deactivation of the first driving function via a suitable input component of the user interface (after a previous request) by an operating action before the first driving function is actually deactivated. For example, the driver can grip the steering wheel to acknowledge an HAF driving function (in this case, a sensory hands-on sensor system is preferably integrated in the steering wheel) or, in the case of another operating concept, actuate a button.At least two possible alternative configurations are conceivable during acknowledgement:For example, in a first alternative, the driving system may prompt the driver to acknowledge the deactivation of the first driving function if, in the course of the change in the driving parameter, the driving parameter reaches the respective limit of the first permissibility range, for example if the driving speed reaches the upper limit of the permitted speed range for the first driving function. The system then preferably remains in the first driving function without further change of the driving parameter, as long as the driver does not acknowledge the deactivation. If the driver acknowledges the deactivation of the first driving function, the first driving function is deactivated, the second driving function is activated and the driving parameter is changed to the setpoint value via the first driving function.In a second alternative, the driver must acknowledge the deactivation of the first driving function already during the change of the setpoint specification (e.g. when the limit of the permissibility range is exceeded with the setpoint specification) or immediately after input of a setpoint specification outside the permissibility range, before then the first driving function is subsequently also actually deactivated. In this case, too, the deactivation of the first driving function takes place temporally after the acknowledgement. For example, when the first driving function is active, the vehicle has a current driving speed v akt< v max( e.g. v akt= 120 km / h), wherein the upper limit of the first driving function (e.g. HAF) is v max( e.g. v max= 130 km / h). The driver specifies a set speed v set > v max( e.g. v set= 150 km / h) via a suitable input component. The driver is preferably indicated that the setting speed is greater than the upper limit v max for example via a special color of an optical marker for setting the setting speed. The driver must then acknowledge a future exit from the first driving function at a set speed v>v max resulting therefrom. Otherwise, the setting speed falls back to the upper limit, for example.The following explanations regarding preferred embodiments apply both to the driving system according to a first aspect of the invention and to the driving system according to the second aspect of the invention.If, for example, the driving parameter is the vehicle speed and the setpoint specification for the driving parameter is a set speed, the driving system can, starting from a driving state with an active first driving function, determine, for example, a (dynamic) reduction of the first permissibility range, for example because a (legally) permissible maximum speed (e.g. 100 km / h) has been determined on the route section which is below the previous upper limit (e.g. 130 km / h) of the first permissibility range. If a set speed for the first driving function is set, it is checked whether the set speed (e.g., v set= 120 km / h) is outside the changed permissibility range. If this is the case, the set speed is changed on the system side to a speed value in the changed first permissibility range, in particular to the changed upper speed limit (here: 100 km / h) if the upper speed limit of the first permissibility range has changed. Alternatively, the setting speed could also be changed to the changed lower speed limit on the system side if the lower speed limit of the first permissibility range has changed.Later, when an increase in the allowable range is detected again after the set speed is changed to a speed value (e.g., 100 km / h) in the changed first allowable range, the set speed may be set to the value of the set speed (e.g., 120 km / h) before the change in the set speed. This should be done only on the premise that the value of the set speed (e.g., 120 km / h) before the change of the set speed is in the enlarged first permissibility range.A third aspect of the invention relates to a method for activating the first driving function, the technical mode of operation of which corresponds to the mode of operation of the driving system according to the first aspect of the invention described above.The method comprises at least the following steps:starting from a driving state with an active second driving function and a value of the driving parameter outside the first permissibility range, receiving a driver-side setpoint specification for the driving parameter which lies in the first permissibility range;changing the value of the driving parameter in the direction of the setpoint specification by means of automated longitudinal guidance or by means of automated transverse guidance, when the second driving function is active;determining that the driving parameter satisfies a first criterion related to the first permissibility range; andactivating the first driving function after it has been determined that the driving parameter meets the first criterion.The above explanations regarding the driving system according to the invention according to the first aspect of the invention also apply in a corresponding manner to the method according to the invention according to the third aspect of the invention. Advantageous exemplary embodiments of the method according to the invention that are not explicitly described at this point and in the patent claims correspond to the advantageous exemplary embodiments of the driving system according to the invention according to the first aspect of the invention that are described above or described in the patent claims.A fourth aspect of the invention relates to a method for deactivating the first driving function, the technical mode of operation of which corresponds to the mode of operation of the driving system according to the second aspect of the invention described above.The method comprises at least the following steps:starting from a state with an active first driving function and a current driving parameter in the first permissibility range, receiving a driver-side setpoint specification for the driving parameter which lies outside the first permissibility range above the upper limit or below the lower limit;changing the driving parameter in the direction of the setpoint specification for the driving parameter when the first driving function is active; anddetermining that the driving parameter satisfies a second criterion with respect to the upper and lower limits, respectively; anddisabling the first driving function after the driving parameter has fulfilled a second criterion with respect to the upper or lower limit, in particular after the driving parameter has reached or exceeded the upper or lower limit.The above explanations regarding the driving system according to the invention according to the second aspect of the invention also apply in a corresponding manner to the method according to the invention according to the fourth aspect of the invention. Advantageous exemplary embodiments of the method according to the invention that are not explicitly described at this point and in the patent claims correspond to the advantageous exemplary embodiments of the driving system according to the invention according to the second aspect of the invention that are described above or described in the patent claims.The invention is described below on the basis of an exemplary embodiment with the aid of the appended drawings. In these show: FIG. 1 shows an exemplary embodiment of a user interface for an exemplary driving system according to the invention; FIGS. 2 a- 2 b show exemplary tachometer indicators when the HAF driving function is activated directly; FIGS. 3a-3g show exemplary tachometer indicators upon activation of the HAF drive function by adjusting the set speed; and FIGS. 4a-4b show exemplary tachometer indicators for the HAF drive function as the speed range is changed.FIG. 1 schematically illustrates components of an exemplary embodiment of a user interface for an exemplary driving system according to the invention. The driving system according to the invention comprises (with decreasing degree of automation) a driving function for highly automated driving (HAF) with automated longitudinal and transverse guidance (in particular as a freeway pilot for use on a freeway), a driving function (TAF) for partially automated driving with automated longitudinal and transverse guidance and a driving function (ACC) for assisted driving with only automated longitudinal guidance in the form of a distance template. Optionally, a driving function for assisted driving with only automated transverse guidance could also be provided.The user interface comprises an operating element 1 ("AUTO") for signaling the desire for automated driving to the driving system. The operating element 1 ("AUTO") is implemented, for example, as an operating button and is preferably integrated in a steering wheel 2, wherein a section of the steering wheel rim of the steering wheel 2 is shown in FIG. 1. Arranged alongside the common operating element 1 ("AUTO") is a light display 3 used as function lighting, which, after actuation of the operating element 1 ("AUTO"), lights in principle in a first light color (e.g. green), but, in the case of the availability of the highly automated driving, lights in a second light color (e.g. blue) after actuation of the operating element 1 ("AUTO").Preferably, a search lighting 7 is integrated in the operating element 1, which for example causes the inscription of the operating element (here "AUTO") to illuminate in a specific luminous color. The driver can be informed of the availability of the driving function HAF for highly automated driving via the luminous state of the search lighting 7. If the driving function HAF is available, the search lighting lights, for example, in the same color (here blue) as the function lighting 3 lights when the operating element 1 has been actuated and the driving function HAF is available. Otherwise, for example, the search lighting 7 does not light at all or, in the case of lower ambient light, in a neutral lighting color (e.g. white).Furthermore, a rocker 4 is provided which can be swung in two opposite directions and serves, for example, for the incremental change of a predetermined setting speed at HAF, TAF and ACC.Furthermore, a tachometer display 6 is provided in the instrument combination, which is used to display the current vehicle speed, the set speed and the speed limits of the automated driving functions HAF and TAF.An exemplary tachometer display 6 is shown in FIG. 2a. The tachometer display 6 includes a tachoscale 9 having a scale division and a numerical scale numbering. Furthermore, a reading mark 10 for marking the current vehicle speed v akt is present. On the tachoscale, the range 11 (here: from 60 km / h to 130 km / h) is marked for the travel speed (in the figure, the range is marked dark) in which the activation of the travel function HAF is possible. For example, this area can be marked in a color assigned to the driving function HAF, e.g., blue. The upper limit v HAF,max( here: 130 km / h) of the area 11 is technically conditional in the current driving situation. The upper limit v HAF,max is variable and is preferably reduced to this maximum speed if a legal maximum speed is present on the current route section if this speed falls below the technically conditional limit speed. The lower limit v HAF,min( here: 60 km / h), must not be undershot on the freeway for legal reasons. This limit v HAF,min is preferably variable and is dependent, for example, on the road class.Furthermore, the speed range 12 in which the driving function TAF can be activated is marked on the tachoscale 9. The area 12 comprises the area 11 for the driving function HAF and an above and a below adjoining speed area (marked lighter than the dark marked area 11 in FIG. 2 a, wherein the adjoining speed areas are marked in reality in a different color (e.g. green) assigned to the TAF driving function (compared to the speed area 11).In the current driving situation according to FIG. 2 a, the driver initially drives manually without automated driving of the vehicle. It is assumed that the current vehicle speed v akt( here: 80 km / h) is in the range 11 for the driving function HAF.When operating the operating element 1, the currently available driving function which has the highest degree of automation is preferably activated.When the driver operates the operation member 1 to activate the automated driving, the driving function HAF is directly activated because the current vehicle speed v was ak in the speed range 11 for the HAF driving function at the time of the operation of the operation member 1.When the driving function HAF is activated, a set speed v set for the driving function HAF is set to the current vehicle speed (here: 80 km / h). The set speed v set specifies the speed to which the speed should be controlled by the respectively active driving function as desired by the driver. The speed to which regulation is actually carried out can be lower, for example, during a subsequent travel behind a vehicle driving ahead.FIG. 2 b shows a tachometer display 6 after activation of the driving function HAF. The setting speed v set is marked in the tachometer display 6 by a marker 13. The marker preferably illuminates in the color assigned to the driving function HAF, for example blue. The luminous color of the marker 13 corresponds to the color of the marked speed range 11.Furthermore, the active driving function HAF is displayed by an icon 14 assigned to the driving function HAF.In the situation illustrated in FIG. 3 a during manual driving operation, in contrast to FIG. 2 a, the current vehicle speed v akt( here: 145 km / h, see reading mark 10), is above the speed range 11.When the driver operates the automated driving activation operation member 1, the driving function HAF is not automatically activated because the current vehicle speed v akt is outside the range 11. The available driving function with the highest possible degree of automation is the driving function TAF in this case, since the current vehicle speed v akt lies in the speed range 12 of the driving function TAF. Accordingly, the running function TAF is activated.FIG. 3 b shows the tachometer display 6 after activation of the driving function TAF. When the driving function TAF is activated, a set speed v set for the driving function TAF is set to the current vehicle speed (here: 145 km / h). The speed v set is marked in the tachometer display by the marker 13. The marker 13 preferably illuminates in the color assigned to the driving function TAF, e.g. green; this corresponds to the illuminated color of the regions of the speed region 12 adjoining the region 11.When the driver wishes to activate the driving function HAF with the driving function TAF active and the set speed is outside the range 11 for the driving function, the driver can activate the driving function by the driver setting the set speed v set in the range 11.In FIG. 3 c, the tachometer display 6 is shown after the driver has shifted the setting speed v set into the range 11.The setting speed is set with an operating element (e.g. with the rocker 4 for speed adjustment or with a special button) in the range 11 for the driving function HAF. As soon as the set speed v set is in the area 11 for the driving function HAF, the marker 13 for the set speed assumes the color of the marked area 11 (here: blue). The vehicle reduces the speed until it reaches the set speed v set.It would also be conceivable for the setting speed v set to be set in the range 11 for the driving function HAF by virtue of the fact that a detected current legal maximum speed on the route section (which is detected, for example, by traffic sign detection) is adopted by the driver as the setting speed, for example by actuating the SET key 5.The running function HAF is activated after the current vehicle speed v akt has reached the speed range 11 for the running function. This is illustrated in FIG. 3 d. Here, the current vehicle speed v ist has reached the range 11 for the driving function HAF. The driving function HAF as a driving function with the currently highest possible degree of automation is activated. In FIG. 3 d, the vehicle speed v ist has not yet reached the set speed v set. The icon 14 indicates that the driving function HAF has been activated.After activation of the driving function HAF, the vehicle speed is automatically changed with an active driving function until the set speed v set is reached.In FIG. 3 e, the vehicle speed v ist has reached the set speed v set.The set speed v set can be varied within the range 11 for the HAF driving function without the HAF driving function being thrown off. When the set speed v set is changed, the driving function HAF regulates the current vehicle speed v akt to the changed set speed v set.The HAF driving function can be exited by changing the set speed v set when a set speed v set is set outside the range 11, as will be explained below with reference to FIGS. 3 fand 3 g.When the driver sets a set speed greater than the upper limit of the range 11 when the HAF driving function is active, the current driving speed increases toward the set speed when the HAF driving function is active. When the current speed reaches the upper limit of the range 11, the driver is requested by a corresponding signal (e.g. a request on a screen in the cockpit) to acknowledge the departure from the HAF driving function (before the deactivation) by an operating action, e.g. by gripping the steering wheel 2. The current travel speed v akt has reached the upper limit of the range 11; the driving system outputs a request to acknowledge the deactivation of the HAF function (not shown) and waits for an acknowledgement of the driver.In FIG. 3 g, the HAF driving function has already been left after the confirmation of the driver has been detected and has been detached from the driving function TAF. The current vehicle speed v akt is outside the range 11, the TAF driving function is activated as the currently highest possible degree of automation and the set speed v set has not yet been reached. Subsequently, the current running speed v akt increases to the set speed v set with the TAF running function active (not shown).With reference to FIGS. 4 aand 4 b, a change of the region 11 is discussed by way of example. In the situation of FIG. 4 a, the HAF driving function is active and the set speed v set( here: v set= 120 km / h) is below the upper limit (here: 130 km / h) of the range 11 for the driving function HAF.In FIG. 4 b, a reduction in the speed range 11 to date has been determined for the driving function HAF (here on the basis of a legal maximum speed of, for example, 100 km / h for the current route section). It has also been found that the previous setting speed v set( here: v set= 120 km / h), is below the upper limit (here: 100 km / h) of the reduced speed range 11'. In response thereto, the set speed v set was "dragged", i.e., the set speed v set was changed to the changed upper speed limit.When the range 11' for the driving function HAF increases again to the earlier larger range 11 (because, for example, the legal maximum speed of 100 km / h is canceled again), the setting speed is set again to the earlier value (here: 120 km / h) of the setting speed before the change of the setting speed.In the above exemplary embodiment, a relationship between the respective driving function and the speed is illustrated; the driver understands that the availability of the driving function is coupled to the speed. The setting of the speed triggers the activation of the highest possible degree of automation.The above-described embodiment could also be applied to a system having a driving function with SAE level 4 (VAF).

Claims

Driving system for a motor vehicle, having a first driving function for automated driving with automated longitudinal and transverse guidance and a second driving function for automated driving - with at least automated longitudinal guidance or - with at least automated transverse guidance and a lower degree of automation than the first driving function, wherein the first driving function is available for a driving parameter in a first permissibility range (11, 11') defined by a lower and / or upper limit and a setpoint specification for the driving parameter can be specified on the driver side at least for the second driving function, wherein the driving system has a user interface which comprises: - a first input component (4) for specifying the setpoint specification for the driving parameter on the driver side, and the driving system is configured - starting from a driving state with an active second driving function and a value of the driving parameter outside the first permissibility range (11, 11, 11'), to accept a setpoint specification for the driving parameter which is specified by means of the first input component and lies in the first permissibility range (11, 11'), - when the second driving function is active, to change the value of the driving parameter in the direction of the setpoint specification by means of automated longitudinal guidance or by means of automated transverse guidance, - to determine that the driving parameter satisfies a first criterion with respect to the first permissibility range, and - to activate the first driving function after the driving parameter satisfies the first criterion with respect to the first permissibility range.The driving system according to claim 1, wherein the driving system is configured to activate the first driving function after the driving parameter is in the first permissibility range (11, 11').Driving system according to one of the preceding claims, wherein the user interface further comprises - a second input component (1) for signalling the driver's wish for automated driving on the driver side, and the driving system is set up to - determine a wish for automated driving signalled via the second input component (1) on the basis of a driving state without an active first and without an active second driving function, - to check whether the driving parameter is in the first permissibility range (11, 11'), - in the case that the driving parameter is in the first permissibility range (11, 11'), to activate the first driving function, - in the case that driving parameter is not in the first permissibility range (11, 11'), • to activate the second driving function, and • on the basis of a driving state with an active second driving function, a setpoint specification for the driving parameter which is specified by means of the first input component (4) and lies in the first permissibility range (11, 11'), • when the second driving function is active, to change the value of the driving parameter in the direction of the setpoint specification by means of automated longitudinal guidance or by means of automated transverse guidance, and • to activate the first driving function after the driving parameter meets the first criterion with respect to the first permissibility range (11, 11').Driving system according to Claim 3, wherein - the driving system supports a plurality of different driving functions for automated driving with different degrees of automation, which driving functions comprise at least the first and the second driving function, - the second input component (1) of the user interface is an input component common to the plurality of driving functions, and - the driving system is configured, after establishing the desire for automated driving signaled via the second input component, to activate that available driving function from the plurality of driving functions which has the highest possible degree of automation.Driving system according to either of Claims 3 and 4, wherein - the driving parameter is the vehicle speed and the setpoint specification for the driving parameter is a set speed, and - the driving system is set up, • when the second driving function is activated, to set the set speed to the current vehicle speed, and • starting from the driving state with the second driving function active, to accept a set speed which is changed on the driver side by means of the first input component and lies in the first permissibility range (11, 11').Driving system according to one of the preceding claims, wherein - the driving parameter is the vehicle speed and the setpoint specification for the driving parameter is a set speed, and - the user interface comprises a display component (13) which signals to the driver that the set speed predefined by means of the first input component is in the first permissibility range (11, 11').Driving system according to Claim 6, wherein the display component is set up to - mark the setting speed with a marking (13) on a speed scale (9), wherein the marking (13) can be displayed in different states, in particular different colour states, and - display the marking (13) in a specific state of the plurality of different states if the setting speed lies in the first permissibility range (11, 11'), with the result that the driver is signalled via the state of the marking that the setting speed predefined by means of the first input component lies in the first permissibility range (11, 11').Driving system for a motor vehicle, having a first driving function for automated driving with automated longitudinal and transverse guidance, wherein the first driving function is available in a first permissibility range (11, 11') for a driving parameter defined by a lower and / or upper limit and a setpoint specification for the driving parameter can be specified at least for the first driving function on the driver side, wherein - the driving system has a user interface which comprises: • a first input component (4) for specifying the setpoint specification for the driving parameter on the driver side, and - the driving system is set up, • starting from a state with an active first driving function and a current driving parameter in the first permissibility range (11, 11'), to receive a setpoint specification for the driving parameter specified by means of the first input component (4) which is specified outside the first permissibility range (11, 11'), 11') is above the upper limit or below the lower limit, • when the first driving function is active, to change the driving parameter in the direction of the setpoint specification for the driving parameter, and • to determine that the driving parameter satisfies a second criterion with respect to the upper or lower limit, and • to deactivate the first driving function after the driving parameter satisfies a second criterion with respect to the upper or lower limit, in particular after the driving parameter has reached or exceeded the upper limit or has reached or exceeded the lower limit.The driving system according to claim 8, wherein the driving system comprises a second driving function for automated driving - with at least automated longitudinal guidance or - with at least automated transverse guidance and a lower degree of automation than the first driving function, and the driving system is configured to - activate the second driving function in the course of the deactivation of the first driving function, and - change the driving parameter to the setpoint specification for the driving parameter when the second driving function is active.Driving system according to one of Claims 8 to 9, wherein - the user interface comprises a third input component (2) for confirming the deactivation of the first driving function, and - the driving system is configured to deactivate the first driving function only after the driving system has ascertained that the driver has confirmed a deactivation of the first driving function via the third input component (2).Driving system according to one of the preceding claims, wherein the driving parameter is the vehicle speed and the setpoint specification for the driving parameter is a set speed.Driving system according to one of the preceding claims, wherein - the first driving function is a driving function for highly automated driving and - the second driving function is a driving function for partially automated driving with longitudinal and transverse guidance or for assisted driving with longitudinal guidance.Driving system according to one of the preceding claims, wherein - the driving parameter is the vehicle speed and the setpoint specification for the driving parameter is a set speed, and - the first input component comprises: • operator control means (4) for incrementally increasing and decreasing the set speed and / or • operator control means (5) for assuming a permissible maximum speed.Driving system according to one of the preceding claims, wherein - the driving parameter is the vehicle speed and the setpoint specification for the driving parameter is a set speed, - the set speed for the first driving function can be specified by the driver by means of the first input component, and - the driving system is set up, • starting from a driving state with an active first driving function, to determine a reduction in the first permissibility range (11), • to determine that the set speed is outside the changed first permissibility range (11'), • in response thereto to changing the set speed to a speed value in the changed first permissibility range, ▪ in particular to changing to the changed upper speed limit if the upper speed limit of the first permissibility range has changed, or ▪ in particular to changing to the changed lower speed limit, when the lower speed limit of the first allowable range has changed.The driving system according to claim 14, wherein the driving system is arranged to - after the set speed has been changed to a speed value in the changed first permissibility range (11'), determine an increase of the first permissibility range, - in response thereto, set the set speed to the value of the set speed before the change of the set speed.Method for activating a first driving function for automated driving with automated longitudinal and transverse guidance, wherein a second driving function for automated driving - with at least automated longitudinal guidance or - with at least automated transverse guidance and a lower degree of automation than the first driving function is also provided, wherein the first driving function is available for a driving parameter in a first permissibility range (11, 11') defined by a lower and / or upper limit and a setpoint specification for the driving parameter can be specified by the driver at least for the second driving function, having the steps: - starting from a driving state with an active second driving function and a value of the driving parameter outside the first permissibility range (11, 11'), receiving a setpoint specification for the driving parameter which lies in the first permissibility range (11, 11'); changing the value of the driving parameter in the direction of the setpoint specification by means of automated longitudinal guidance or by means of automated transverse guidance when the second driving function is active; determining that the driving parameter satisfies a first criterion with respect to the first permissibility range; and activating the first driving function after the driving parameter satisfies the first criterion.Method for deactivating a first driving function for automated driving with automated longitudinal and transverse guidance, wherein a second driving function for automated driving - with at least automated longitudinal guidance or - with at least automated transverse guidance and a lower degree of automation than the first driving function is further provided, wherein the first driving function is available for a driving parameter in a first permissibility range (11, 11') defined by a lower and / or upper limit and a setpoint specification for the driving parameter can be specified on the driver side at least for the first driving function, having the steps: - starting from a state with an active first driving function and a current driving parameter in the first permissibility range (11, 11'), receiving a setpoint specification on the driver side for the driving parameter which is outside the first permissibility range (11, 11'), 11') is above the upper limit or below the lower limit; changing the driving parameter when the first driving function is active in the direction of the setpoint specification for the driving parameter; and determining that the driving parameter satisfies a second criterion with respect to the upper or lower limit, and deactivating the first driving function after the driving parameter satisfies a second criterion with respect to the upper or lower limit, in particular after the driving parameter has reached or exceeded the upper or lower limit.

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