Driver assistance system and driver assistance method for automated driving of a vehicle

Abstract

The present disclosure relates to a driver assistance system (100, 200) for automated driving of a vehicle (10), comprising: - an environment recognition module (210) configured to recognize at least one other road user (20A, 20B, 20C) in a vehicle environment; - a situation detection module (220) configured to detect a deadlock traffic situation based on the detected at least one further road user (20A, 20B, 20C); and - a driving module (230) for automated driving, which is configured to carry out a reactive forward motion in the detected deadlock traffic situation as a function of a collision probability assessment with the at least one further road user (20A, 20B, 20C) and / or a behavior of the at least one further road user (20A, 20B, 20C) in order to resolve the deadlock traffic situation.

Description

[0001] The present disclosure relates to a driver assistance system for automated driving of a vehicle, a vehicle with such a driver assistance system, a driver assistance method for automated driving of a vehicle, and a storage medium for executing the driver assistance method. In particular, the present disclosure relates to a "sneak" behavior for automatically resolving deadlock traffic situations. State of the art

[0002] Driver assistance systems for automated driving are becoming increasingly important. Automated driving can be achieved with various levels of automation. Examples of automation levels include assisted, partially automated, conditionally automated, highly automated, or fully automated driving. The five levels of automation mentioned above correspond to SAE Levels 1 to 5 of the SAE J3016 standard (SAE - Society of Automotive Engineering) as of April 30, 2021. With fully automated driving (SAE Level 5), the system can perform all aspects of the dynamic driving task under any road and environmental conditions that can also be mastered by a human driver.

[0003] Although rare, there are occasional situations in road traffic where the rules of the road are stretched to their limits and it's unclear who has the right of way. This can be the case, for example, at an intersection with right-of-way rules when four vehicles are parked at the same time. The same applies in the USA at so-called 4-way-stop intersections. In such cases, the manual driver must regulate the situation with hand signals and is encouraged to yield to another vehicle in case of doubt.

[0004] For driver assistance systems that are supposed to cross such an intersection, such a situation must also be resolved to avoid a permanent deadlock, for example, with four automated vehicles. Similar challenges sometimes arise in congested traffic situations, such as those common in countries where traffic regulations are not strictly enforced. A driver assistance system that stubbornly follows the traffic regulations would come to a permanent standstill in such situations due to blocked lanes. Disclosure of the invention

[0005] It is an object of the present disclosure to provide a driver assistance system for automated driving of a vehicle, a vehicle with such a driver assistance system, a driver assistance method for automated driving of a vehicle, and a storage medium for executing the driver assistance method, which can avoid and / or resolve permanent deadlock traffic situations. In particular, it is an object of the present disclosure to increase user comfort during automated driving.

[0006] This object is achieved by the subject matter of the independent claims. Advantageous embodiments are specified in the subclaims.

[0007] According to an independent aspect of the present disclosure, a driver assistance system for automated driving of a vehicle, in particular a motor vehicle, is specified. The driver assistance system comprises an environment detection module configured to detect at least one other road user in a vehicle environment; a situation detection module configured to detect a deadlock traffic situation based on the detected at least one other road user; and a driving module for automated driving configured to perform reactive forward probing in the detected deadlock traffic situation depending on a collision probability assessment with the at least one other road user and / or a behavior of the at least one other road user in order to resolve the deadlock traffic situation.

[0008] According to an advantageous embodiment, a deadlock traffic situation can be understood in particular as a traffic situation in which driving in accordance with the right-of-way rule cannot be carried out by the driver assistance system.

[0009] The environment recognition module and / or the situation recognition module and / or the driving module may comprise software components / algorithms configured to be executed on at least one processor and thereby to execute the functionalities of the respective module.

[0010] According to the invention, when a deadlock traffic situation is detected, reactive forward probing (sneak mode) is performed to automatically overcome the deadlock traffic situation. Such a situation can occur, for example, if the functional logic of the driver assistance system cannot find a solution using all known control approaches, such as in an open right-of-way decision. After the deadlock traffic situation is detected, an attempt is made to make progress by reactive forward probing (sneak), whereby premises of rule-based driving, such as strict adherence to traffic regulations, are temporarily suspended. During reactive forward probing, the collision probability (e.g., time-to-collision, TTO) and / or the behavior of other road users (e.g., whether they give way or also narrow the space) are continuously assessed.A trade-off is then made between waiting and pressing forward to successfully overcome the deadlock situation.

[0011] The term "deadlock traffic situation," as used in the present disclosure, describes a situation in road traffic in which traffic is blocked in all directions and it is difficult or impossible to move forward while observing all traffic regulations. A typical example of a traffic deadlock can occur when vehicles are at an intersection or junction and come to a standstill due to high traffic density, unclear right-of-way rules, or other traffic problems. Rule-based driver assistance systems, in particular, can encounter such a deadlock if the only option is to remain in the deadlock to avoid collisions and not violate traffic regulations.

[0012] The term “traffic rules” as used in this disclosure refers to legal norms from (country-specific) traffic law.

[0013] In some embodiments, the deadlock traffic situation can arise at a traffic junction. The term "traffic junction," as used in the context of the present disclosure, refers to a location or area where multiple traffic routes meet, in particular intersect. The traffic routes can be of different or the same type and can, in particular, be roads. Preferably, the traffic junction is selected from the group that includes, or consists of, an intersection and a road junction. While at an intersection, all traffic routes continue after meeting, at a road junction, one of the traffic routes ends.

[0014] Preferably, the situation detection module is configured to detect a deadlock traffic situation when all crossing paths of an intersection are occupied by vehicles simultaneously. This can be the case, for example, at an intersection with right-before-left rules when four vehicles are at the intersection simultaneously. The same applies in the US to all-way-stop intersections, such as 4-way-stop intersections with four intersecting streets, although 3 or 5 intersecting streets are also conceivable.

[0015] Preferably, the situation detection module is configured to detect a deadlock traffic situation when a traffic density, for example, at an intersection is equal to or greater than a threshold. The threshold can be set, for example, such that, if the threshold is exceeded, it can be assumed that, at such a traffic density, a standstill generally occurs at an intersection.

[0016] Preferably, the situation detection module is configured to detect a deadlock traffic situation when no solution can be derived from the functional logic of the driving module, for example, when the functional logic cannot make a right-of-way decision. Such a situation can be detected, for example, using the principle of elimination if all known behavioral approaches fail to provide a solution.

[0017] The environment detection module is configured to detect at least one other road user in the vehicle's surroundings who is also in the deadlock traffic situation and / or is contributing to the deadlock traffic situation. The environment detection module can be configured to detect the at least one other road user based on environmental data from an environmental sensor system of the vehicle. For example, the environment detection module can use a (trained) object detection algorithm to detect the at least one other road user in the vehicle's surroundings, in particular to classify it as such.

[0018] The environmental sensor system preferably comprises at least one LiDAR system and / or at least one radar system and / or at least one camera and / or at least one ultrasound system. The environmental sensor system can provide the environmental data (also referred to as "surrounding data") that maps an area surrounding the vehicle.

[0019] Reactive forward propulsion refers to a driving maneuver strategy in which the vehicle actively attempts to move forward in the current traffic situation. Reactivity in this context means that the vehicle actively takes action to resolve a detected deadlock situation, rather than passively remaining stationary.

[0020] The driving module for automated driving is configured to carry out the reactive forward probing depending on the collision probability assessment with the at least one other road user and / or the behavior of the at least one other road user.

[0021] The collision probability assessment can refer to a "time-to-collision" (TTC). TTC refers to the time remaining until a potential collision between two vehicles or a vehicle and an obstacle. It is a quantitative metric that indicates how much time remains until the vehicles could actually collide given their current lines of travel. TTC is often calculated based on the current speed and distance between the vehicles. A lower TTC value indicates that a collision is more likely, while a higher value indicates that more time remains to avoid potential hazards. This information is crucial for driver assistance systems to react in a timely manner, for example by braking or swerving, to prevent collisions or minimize their consequences.

[0022] In some embodiments, the behavior of the at least one other road user may relate to whether the at least one other road user gives space to the ego vehicle or (further) narrows the space.

[0023] Preferably, the driving module for automated driving is configured to perform the reactive forward probing by waiting and driving forward. In some embodiments, the driving module for automated driving can be configured to perform the waiting and driving forward depending on the collision probability assessment and / or the behavior of the at least one other road user.

[0024] Waiting refers to the vehicle being stationary. Forward movement is preferably carried out at a speed equal to or less than a threshold, such as 5 km / h or less, or 3 km / h or less.

[0025] Preferably, the driving module for automated driving is configured to alternately perform waiting and forward driving, taking into account the collision probability assessment and / or the behavior of at least one other road user. This can be done, in particular, until the deadlock traffic situation is resolved or overcome.

[0026] In some embodiments, the automated driving module may be configured to perform forward driving if the collision probability assessment is equal to or less than a first threshold, or if the collision probability assessment is equal to or greater than a first threshold. The first threshold may be, for example, a TTC value. For example, forward driving may be performed if the TTC value is equal to or greater than the first threshold, i.e., if a collision is unlikely and there is time to avoid potential hazards.

[0027] In some embodiments, the driving module for automated driving can be configured to drive forward if the behavior of the at least one other road user corresponds to non-critical behavior. The non-critical behavior can, for example, be a wait-and-see or cautious behavior. In particular, the non-critical behavior can be detected if the at least one other road user creates space or clearance for the ego vehicle or does not (further) narrow it.

[0028] In some embodiments, the automated driving module may be configured to perform the waiting if the collision probability assessment is equal to or less than a second threshold, or if the collision probability assessment is equal to or greater than a second threshold. The second threshold may be, for example, a TTC value. For example, the waiting may be performed if the TTC value is equal to or less than the second threshold, i.e., if a collision is likely and there is little or no time left to avoid potential hazards.

[0029] The first threshold and the second threshold may be identical in some embodiments. For example, driving forward may be performed when a TTC value is (equal to or) greater than the threshold, and waiting may be performed when the TTC value is (equal to or) less than the threshold. It is conceivable that the vehicle is moving as long as the TTC value does not fall below the threshold. Similarly, the vehicle may be stationary as long as the TTC value does not exceed the threshold.

[0030] In other embodiments, the first threshold and the second threshold may be different.

[0031] In some embodiments, the driving module for automated driving can be configured to perform the waiting if the behavior of the at least one other road user corresponds to a critical behavior. The critical behavior can be, for example, actively driving forward, e.g., into an intersection. In particular, the critical behavior can be detected if the at least one other road user (further) narrows the space for the ego vehicle.

[0032] The driver assistance system is preferably configured to output at least one signal to the at least one other road user while the driving module for automated driving carries out the waiting. The signal can be output, for example, by a lighting system (e.g. indicators or headlights) and / or an acoustic system (e.g. horn). The at least one signal can signal to the other road user that they are being given priority. For example, a decision can be made if a road is severely narrowed by another vehicle and this vehicle wants to enter the driver's own lane. In this case, a signal can be actively given that the other vehicle is being given priority.

[0033] Preferably, the at least one further road user in the deadlock traffic situation comprises at least a first further road user and at least a second further road user.

[0034] Preferably, the driving module for automated driving is configured to perform reactive forward probing in the detected deadlock traffic situation depending on a collision probability assessment with the at least one first additional road user and / or a behavior of the at least one first additional road user. In particular, the reactive forward probing can be performed with respect to the at least one first additional road user, but not with respect to the at least one second additional road user.

[0035] The driver assistance system preferably comprises a communication module configured for communication with other road users. In some embodiments, the driver assistance system can be configured to communicate with the at least one second additional road user via the communication module in order to determine a right-of-way situation between the vehicle and the at least one second additional road user. In other words, the vehicle and the at least one second additional road user can clarify the right-of-way (or who drives first) among themselves. Thus, instead of a reactive forward push, an agreement can be reached between the vehicles, so that the reactive forward push only needs to occur with respect to the other vehicles involved.This can simplify the situation and also enable the deadlock traffic situation to be resolved reliably when the deadlock traffic situation involves both vehicles with communication capability and vehicles without communication capability.

[0036] Preferably, the vehicle's communication module is configured for communication via a mobile network. The mobile network can be, for example, an LTE network or a 5G network. This allows the vehicle to communicate with the at least one second road user via the mobile network to determine a right-of-way situation between the vehicle and the at least one second road user.

[0037] Preferably, the vehicle's communication module is configured for vehicle-to-vehicle (V2V) communication. This allows the vehicle to communicate directly with the at least one second road user to determine a right-of-way situation between the vehicle and the at least one second road user.

[0038] According to a further independent aspect of the present disclosure, a vehicle, in particular a motor vehicle, is specified. The vehicle comprises the driver assistance system for automated driving according to the embodiments of the present disclosure.

[0039] The term "vehicle" includes cars, trucks, vans, buses, mobile homes, motorcycles, etc., used to transport people, goods, etc. In particular, the term includes motor vehicles used to transport people.

[0040] In this document, the term "automated driving" refers to driving with automated longitudinal and / or lateral guidance. Automated driving can, for example, involve extended driving on the highway or limited-time driving while parking. The term "automated driving" encompasses automated driving with any degree of automation. Examples of levels of automation include assisted, partially automated, conditionally automated, highly automated, and fully automated driving (each with an increasing degree of automation). The five levels of automation mentioned above correspond to SAE Levels 1 to 5 of the SAE J3016 standard (SAE - Society of Automotive Engineering) as of April 30, 2021.

[0041] In assisted driving (SAE Level 1), the system performs longitudinal or lateral guidance in certain driving situations. In partially automated driving (SAE Level 2), the system assumes longitudinal and lateral guidance in certain driving situations, although the driver must continuously monitor the system, as with assisted driving. In conditionally automated driving (SAE Level 3), the system assumes longitudinal and lateral guidance in certain driving situations without the driver having to continuously monitor the system; however, the driver must be able to assume control of the vehicle within a certain period of time upon request from the system. In highly automated driving (SAE Level 4), the system assumes control of the vehicle in certain driving situations, even if the driver does not respond to a request for intervention, thus eliminating the driver as a fallback.In fully automated driving (SAE Level 5), the system can perform all aspects of the dynamic driving task under any road and environmental conditions that can also be mastered by a human driver.

[0042] Furthermore, the term "at least partially automated driving or maneuvering" is also understood in this document to include partially automated, conditionally automated, highly automated, and fully automated driving. In other words, the term "at least partially automated driving" refers to a level of automation up to and including SAE Level 2.

[0043] According to a further independent aspect of the present disclosure, a driver assistance method for automated driving of a vehicle, in particular a motor vehicle, is specified. The driver assistance method comprises detecting, by an environment detection module, at least one further road user in a vehicle environment; detecting, by a situation detection module, a deadlock traffic situation based on the detected at least one further road user; and performing, by a driving module for automated driving, a reactive forward approach in the detected deadlock traffic situation depending on a collision probability assessment with the at least one further road user and / or a behavior of the at least one further road user in order to resolve the deadlock traffic situation.

[0044] The driver assistance method for automated driving of a vehicle can implement the aspects of the driver assistance system for automated driving of a vehicle described in this document.

[0045] According to a further independent aspect of the present disclosure, a software (SW) program is provided. The SW program can be configured to be executed on one or more processors and thereby to carry out the driver assistance method described in this document for the automated driving of a vehicle.

[0046] According to a further independent aspect of the present disclosure, a storage medium is provided. The storage medium can comprise a software program configured to be executed on one or more processors and thereby to execute the driver assistance method described in this document for the automated driving of a vehicle.

[0047] According to a further independent aspect of the present disclosure, software with program code is provided. The software is configured to carry out the driver assistance method for automated driving of a vehicle when the software runs on one or more software-controlled devices.

[0048] According to a further independent aspect of the present disclosure, a driver assistance system for automated driving of a vehicle is provided. The driver assistance system comprises one or more processors; and at least one memory connected to the one or more processors and containing instructions that can be executed by the one or more processors to carry out the driver assistance method for automated driving of a vehicle described in this document.

[0049] A processor or processor module is a programmable computing unit, i.e. a machine or an electronic circuit that controls other elements according to given instructions and thereby drives an algorithm (process). Short description of the drawings

[0050] Embodiments of the disclosure are illustrated in the figures and are described in more detail below. They show: Fig. 1 schematically shows a vehicle with a driver assistance system for automated driving according to embodiments of the present disclosure, Fig. 2 schematically shows a vehicle with a driver assistance system for automated driving according to embodiments of the present disclosure, Fig. 3 schematically shows a deadlock traffic situation at an intersection, and Fig. 4 is a flowchart of a driver assistance method for automated driving of a vehicle according to embodiments of the present disclosure. Embodiments of the disclosure

[0051] In the following, unless otherwise stated, the same reference symbols are used for identical and equivalent elements.

[0052] Fig. 1 schematically shows a vehicle 10 with a driver assistance system 100 for automated driving according to embodiments of the present disclosure.

[0053] In automated driving, the longitudinal and / or lateral guidance of the vehicle 10 is automatic. The driver assistance system 100 thus assumes vehicle guidance. To this end, the driver assistance system 100 controls the drive 20, the optional transmission 22, the (e.g., hydraulic) service brake 24, and the steering 26 via intermediate units (not shown).

[0054] To plan and implement automated driving, the driver assistance system 100 receives environmental information from an environmental sensor system 12 that monitors the vehicle's surroundings. In particular, the vehicle 10 may include at least one environmental sensor configured to record environmental data indicating the vehicle's surroundings. The at least one environmental sensor may, for example, include one or more LiDAR systems, one or more radar systems, one or more ultrasonic sensors, and / or one or more cameras.

[0055] Fig. 2 schematically shows a vehicle 10 with a driver assistance system 200 for automated driving according to embodiments of the present disclosure. Fig. Figure 3 shows a schematic diagram of a deadlock traffic situation at an intersection.

[0056] The driver assistance system 200 may be the driver assistance system configured with reference to the Fig. 1, or may be communicatively connected to this driver assistance system in order to implement the functionalities described in this document for resolving the deadlock traffic situation.

[0057] The driver assistance system 200 comprises an environment detection module 210 configured to detect at least one other road user 20A, 20B, 20C in a vehicle environment; and a situation detection module 220 configured to detect the deadlock traffic situation based on the detected at least one other road user 20A, 20B, 20C, in which driving in compliance with the right-of-way rule is not feasible by the driver assistance system 200.

[0058] In Fig. 3, a deadlock traffic situation occurs when all crossing paths of the intersection are occupied by vehicles simultaneously. This can be the case, for example, at an intersection with right-before-left rules, when four vehicles are at the intersection at the same time. The same applies in the USA at so-called 4-way-stop intersections. In the example of the Fig. 3 shows the ego vehicle 10 with the driver assistance system 200 according to the invention and three third-party vehicles 20A, 20B, 20C.

[0059] In some embodiments, the situation detection module 220 can be configured to detect a deadlock traffic situation when no solution can be derived from a functional logic, for example, when the functional logic cannot make a right-of-way decision. Detection of such a situation can be achieved, for example, by the principle of elimination if all known behavioral approaches do not offer a solution.

[0060] The driver assistance system 200 further comprises a driving module 230 for automated driving, which is configured to perform a reactive forward approach in the detected deadlock traffic situation depending on a collision probability assessment with the at least one other road user 20A, 20B, 20C and / or a behavior of the at least one other road user 20A, 20B, 20C in order to resolve the deadlock traffic situation.

[0061] This results in a reactive forward maneuver in the detected deadlock traffic situation in order to automatically overcome the deadlock traffic situation. The reactive forward maneuver of vehicle 10 refers to a driving maneuver strategy in which vehicle 10 actively attempts to move forward in the current traffic situation (i.e., to approach a destination, such as a turn or U-turn). Reactivity in this context means that, based on the detected deadlock situation, vehicle 10 actively takes measures to resolve it, rather than passively remaining stationary.

[0062] During reactive forward buttoning, the collision probability and / or the behavior of other road users 20A, 20B, and 20C are continuously evaluated. A trade-off is then made between waiting and pressing the forward button to successfully overcome the deadlock situation.

[0063] The collision probability rating can be based on a "time-to-collision" (TTC). TTC refers to the time remaining until a potential collision between two vehicles. A lower TTC value indicates that a collision is more likely, while a higher value indicates more time remains to avoid potential hazards.

[0064] In some embodiments, the behavior of the at least one other road user 20A, 20B, 20C may relate to whether the at least one other road user 20A, 20B, 20C gives space to the ego vehicle 10 or (further) narrows the space.

[0065] In some embodiments, the driving module 230 may be configured to perform the reactive forward probing by waiting and driving forward depending on the collision probability assessment and / or the behavior of the at least one other road user 20A, 20B, 20C. Waiting refers to a standstill of the vehicle 10. The forward probing preferably occurs at a speed equal to or less than a threshold, such as 5 km / h or less, or 3 km / h or less.

[0066] For example, the driving module 230 can be configured to alternately perform waiting and forward driving, taking into account the collision probability assessment and / or the behavior of the at least one other road user 20A, 20B, 20C. This can be done, in particular, until the deadlock traffic situation is resolved or overcome.

[0067] In some embodiments, the driving module 230 may be configured to perform forward driving when the collision probability assessment is equal to or less than a first threshold, or when the collision probability assessment is equal to or greater than a first threshold. The first threshold may be, for example, a TTC value. For example, forward driving may be performed when the TTC value is equal to or greater than the first threshold, i.e., when a collision is unlikely and there is time to avoid potential hazards.

[0068] Additionally or alternatively, the driving module 230 can be configured to drive forward if the behavior of the at least one other road user 20A, 20B, 20C corresponds to non-critical behavior. The non-critical behavior can, for example, be a wait-and-see or cautious (e.g., decelerating) behavior. In particular, the non-critical behavior can be recognized if the at least one other road user 20A, 20B, 20C creates space or clearance for the ego vehicle 10 or does not (further) narrow it.

[0069] In some embodiments, the driving module 230 may be configured to perform the wait when the collision probability assessment is equal to or less than a second threshold, or when the collision probability assessment is equal to or greater than a second threshold. The second threshold may be, for example, a TTC value. For example, the wait may be performed when the TTC value is equal to or less than the second threshold, i.e., when a collision is likely and there is little or no time left to avoid potential hazards.

[0070] The first threshold and the second threshold may be identical in some embodiments. For example, driving forward may be performed when a TTC value is (equal to or) greater than the threshold, and waiting may be performed when the TTC value is (equal to or) less than the threshold. It is conceivable that the vehicle 10 is moving as long as the TTC value does not fall below the threshold. Similarly, the vehicle 10 may be stationary as long as the TTC value does not exceed the threshold.

[0071] Additionally or alternatively, the driving module 230 can be configured to perform the waiting if the behavior of the at least one other road user 20A, 20B, 20C corresponds to a critical behavior. The critical behavior can be, for example, an active approach, e.g., into the intersection. In particular, the critical behavior can be detected if the at least one other road user 20A, 20B, 20C (further) narrows the space for the ego vehicle 10.

[0072] Fig. Figure 4 schematically shows a flowchart of a driver assistance method 400 for automated driving of a vehicle according to embodiments of the present disclosure. The driver assistance method 400 can be implemented by appropriate software executable by one or more processors (e.g., a CPU).

[0073] The driver assistance method 400 comprises, in block 410, detection, by an environment detection module, of at least one further road user in a vehicle environment; in block 420, detection, by a situation detection module, of a deadlock traffic situation due to the detected at least one further road user, in which automated driving in compliance with the right-of-way rule is not feasible; and, in block 430, implementation, by a driving module for automated driving, of a reactive forward probing in the detected deadlock traffic situation depending on a collision probability assessment with the at least one further road user and / or a behavior of the at least one further road user in order to resolve the deadlock traffic situation.

[0074] According to the invention, in a detected deadlock traffic situation in which the rule-based driver assistance system cannot drive in compliance with the right-of-way rules, a reactive forward approach (sneak mode) is used to automatically overcome the deadlock traffic situation. Such a situation can occur, for example, if the functional logic of the driver assistance system cannot find a solution using all known control approaches, such as in an open right-of-way decision. After the deadlock traffic situation is detected, an attempt is made to move forward by reactive forward approach (sneak), whereby premises of rule-based driving, such as strict adherence to traffic rules, are temporarily suspended. During reactive forward approach, the collision probability (e.g., time-to-collision, TTO) and / or the behavior of other road users (e.g., whether they give way or also narrow the space) are continuously assessed.A trade-off is then made between waiting and pressing forward to successfully overcome the deadlock situation.

[0075] Although the invention has been illustrated and explained in detail by means of preferred embodiments, the invention is not limited by the disclosed examples, and other variations may be derived therefrom by those skilled in the art without departing from the scope of the invention. It is therefore clear that a multitude of possible variations exist. It is also clear that the embodiments mentioned by way of example are truly only examples and should not be construed as limiting the scope, possible applications, or configuration of the invention in any way.Rather, the preceding description and the description of the figures enable the person skilled in the art to implement the exemplary embodiments in concrete terms, whereby the person skilled in the art, with knowledge of the disclosed inventive concept, can make various changes, for example with regard to the function or the arrangement of individual elements mentioned in an exemplary embodiment, without departing from the scope of protection defined by the claims and their legal equivalents, such as further explanations in the description. QUOTES CONTAINED IN THE DESCRIPTION

[0000] This list of documents submitted by the applicant was generated automatically and is included solely for the convenience of the reader. This list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions. Cited non-patent literature

[0000] SAE Levels 1 to 5 of the SAE J3016 standard (SAE - Society of Automotive Engineering) as of April 30, 2021 [0002, 0040]

Claims

[1] Driver assistance system (100, 200) for automated driving of a vehicle (10), comprising: - an environment recognition module (210) configured to recognize at least one other road user (20A, 20B, 20C) in a vehicle environment; - a situation detection module (220) configured to detect a deadlock traffic situation based on the detected at least one further road user (20A, 20B, 20C); and - a driving module (230) for automated driving, which is configured to carry out a reactive forward motion in the detected deadlock traffic situation as a function of a collision probability assessment with the at least one further road user (20A, 20B, 20C) and / or a behavior of the at least one further road user (20A, 20B, 20C) in order to resolve the deadlock traffic situation. [2] Driver assistance system (100, 200) according to claim 1, wherein the driving module (230) is configured for automated driving to carry out the reactive forward probing by waiting and driving forward, in particular depending on the collision probability assessment and / or the behavior of the at least one further road user (20A, 20B, 20C). [3] Driver assistance system (100, 200) according to claim 2, wherein the driving module (230) is configured for automated driving to alternately carry out waiting and forward driving taking into account the collision probability assessment and / or the behavior of the at least one further road user (20A, 20B, 20C). [4] Driver assistance system (100, 200) according to claim 2 or 3, wherein the driving module (230) is configured for automated driving to: - to carry out the forward driving if the collision probability assessment is less than or greater than a first threshold and / or the behavior of the at least one further road user (20A, 20B, 20C) corresponds to a non-critical behavior, in particular wherein the non-critical behavior is a wait-and-see behavior. [5] Driver assistance system (100, 200) according to one of claims 2 to 4, wherein the driving module (230) for automated driving is configured to carry out the waiting if the collision probability assessment is less than or greater than a second threshold and / or the behavior of the at least one further road user (20A, 20B, 20C) corresponds to a critical behavior. [6] Driver assistance system (100, 200) according to one of claims 1 to 5, wherein the situation recognition module (220) is configured to recognize the deadlock traffic situation if no solution can be derived by a functional logic of the driving module (230), in particular if no right-of-way decision can be made by the functional logic. [7] Driver assistance system (100, 200) according to one of claims 1 to 6, wherein the situation detection module (220) is configured to detect the deadlock traffic situation when: - all crossing paths of an intersection are simultaneously occupied by vehicles (10, 20A, 20B, 20C); and / or - a traffic density at an intersection is greater than a threshold. [8] Driver assistance system (100, 200) according to one of claims 1 to 7, further comprising a communication module which is configured for communication with other road users, wherein the at least one further road user (20A, 20B, 20C) comprises at least one first further road user and at least one second further road user, and wherein: - the driving module (230) is configured for automated driving to carry out the reactive forward scanning in the detected deadlock traffic situation depending on a collision probability assessment with the at least one first further road user and / or a behavior of the at least one first further road user; and - the driver assistance system is configured to communicate with the at least one second additional road user via the communication module in order to determine a right-of-way situation between the vehicle and the at least one second additional road user. [9] Vehicle (10), in particular motor vehicle, comprising the driver assistance system (100, 200) according to one of claims 1 to 8. [10] Driver assistance method (400) for automated driving of a vehicle (10), comprising: - detecting (410), by an environment detection module (210), at least one further road user (20A, 20B, 20C) in a vehicle environment; - detecting (420), by a situation detection module (220), a deadlock traffic situation based on the detected at least one further road user (20A, 20B, 20C); and - Carrying out (430), by a driving module (230) for automated driving, a reactive forward scanning in the detected deadlock traffic situation as a function of a collision probability assessment with the at least one further road user (20A, 20B, 20C) and / or a behavior of the at least one further road user (20A, 20B, 20C) in order to resolve the deadlock traffic situation. [11] Storage medium comprising a software program configured to be executed on one or more processors and thereby to execute the driver assistance method (400) according to claim 10.

Images