Method and vehicle system for deceleration control of a motor vehicle in an additive-cooperative operating mode and appropriately equipped motor vehicle

Abstract

The invention relates to a method (11) for controlling a motor vehicle that can be controlled manually and by a driver assistance system (3). In this method, when a non-zero target deceleration is requested by a controller of the driver assistance system (3) and a simultaneous manual actuation of a brake control element (5) is detected, the target deceleration or a corresponding torque requested by the controller of the driver assistance system (3) at the time of initial detection of this actuation is frozen for as long as the actuation of the brake control element (5) is detected. The invention also relates to a vehicle system (7) configured for the method and a motor vehicle (1) equipped therewith.

Description

[0001] The present invention relates to a method and a vehicle system for controlling a motor vehicle that is configured for both manual longitudinal control by a driver and for at least assisted or at least partially automated longitudinal control by a driver assistance system. The invention also relates to a correspondingly configured motor vehicle.

[0002] Modern vehicles are increasingly equipped with functions and systems to improve user comfort or automate driving. This also increases complexity and, at least potentially, the susceptibility to errors or the risk of undesirable effects or behaviors in the respective vehicle. For example, unintentionally or erroneously excessive acceleration or deceleration can be problematic for both the driver and driver assistance systems. Approaches and rules already exist, for example, regarding functional safety or ensuring the correct control of hydraulic brakes or similar components. However, such implementations can become more difficult with increasing complexity, especially in cooperative operation where both the driver and a driver assistance system are actively involved in longitudinal control.

[0003] For example, DE 10 2015 012 377 A1 describes a method for adjusting brake pressures on pneumatically actuated wheel brakes of a motor vehicle. In normal operating mode, a brake pressure is set based on a driver's braking request. When an external braking request, independent of the driver's request, is received, a pressure control mode is used to apply a brake pressure to the respective wheel brakes, taking both the external and driver braking requests into account. The pressure control mode is terminated after the external braking request is withdrawn, based on a comparison of a value representing the driver's braking request with a predefined threshold. This ensures that, when the brake pressure is set in pressure control mode, continuous braking behavior is maintained after the external braking request is withdrawn.Furthermore, it is described there that the external braking request and the driver's braking request can be additively superimposed if they occur simultaneously. Alternatively, a maximum value can also be calculated from the target braking values ​​already requested internally by a braking system and an external target braking value, whereby the external braking request is only set if it is higher than the internal braking request.

[0004] German patent DE 602 18 294 T2 describes a driver assistance system for a motor vehicle with an electrically controlled brake actuation device. Among other things, it describes that a control unit, which monitors the execution of functions for longitudinal control of the motor vehicle, is connected to sensors assigned to a brake pedal and an accelerator pedal, respectively. Each actuation of the brake pedal then deactivates the corresponding longitudinal control function, thereby reactivating the driver's control of the motor vehicle. Conversely, pressing the accelerator pedal allows a set reference speed to be exceeded without the need to deactivate the corresponding longitudinal control function.

[0005] However, existing approaches can present problems. For example, if a driver assistance function for longitudinal control of a vehicle generates a negative torque, i.e., a braking torque, and the driver assistance function is deactivated when the driver presses the brake pedal, the driver is initially decelerated. This means that the driver presses the brake pedal, but the initial deceleration of the vehicle may be reduced, which can contradict the driver's actual intention when pressing the brake pedal. If, on the other hand, the driver assistance function remains active when the driver presses the brake pedal and an additive combination of the corresponding braking effects or torques is provided, then two controllers would be active simultaneously: the driver and the driver assistance function.This would be virtually impossible for the driver to control, meaning they could not precisely and reliably set a specific desired deceleration because they would constantly have to work against a changing input from the driver assistance system. Therefore, there is a need for further improvements in this area.

[0006] The object of the present invention is to enable a particularly controllable and safe deceleration behavior of a manually and automatically controllable motor vehicle.

[0007] This problem is solved by the subject matter of the main claim and the dependent claims or independent claims. Further possible embodiments of the invention are disclosed in the subclaims, the description, and the figures. Features, advantages, and possible embodiments set forth in the description for one of the subject matter of the independent claims are to be regarded, at least analogously, as features, advantages, and possible embodiments of the respective subject matter of the other independent claims, as well as of any possible combination of the subject matter of the independent claims, optionally in conjunction with one or more of the dependent claims.

[0008] The method according to the invention can be used for or in the control of a motor vehicle that is equipped for both manual longitudinal control by a driver and for at least assisted or at least partially automated longitudinal control by a driver assistance system. In particular, a braking system or a braking and drive system of the motor vehicle can be controlled. The motor vehicle or its braking system can, for example, include at least one brake actuator for generating a braking torque, i.e., a decelerating or negative torque. Such a brake actuator can, in particular, be or comprise a hydraulic friction brake. Likewise, corresponding braking torques or negative drive torques can be generated by means of an electric drive motor. Such an electric drive motor can also generate accelerating, i.e., positive torques, and thus be part of the drive system of the motor vehicle.

[0009] In the method according to the invention, continuous monitoring is carried out for target decelerations requested by the driver assistance system and for actuations of a brake control element of the motor vehicle. The fact that the driver assistance system requests a specific target deceleration can, for example, mean that the driver assistance system calculates a specific target deceleration for at least assisted or at least partially automated longitudinal control or for the execution of a specific driving maneuver and then outputs a corresponding control or request signal, for example to a corresponding actuator or control unit, in particular to a brake actuator or brake control unit of the motor vehicle.

[0010] A brake control element can be, in particular, a brake pedal. It is therefore possible to monitor whether the driver of the vehicle manually operates the brake control element. Monitoring can also be carried out for the actuation of an acceleration control element, in particular an accelerator or drive pedal, and any resulting driver-initiated acceleration torque can be taken into account. A driver-initiated braking torque can be determined from each actuation of the brake control element. This can consist of an actual driver contribution, which is zero without actuation of the brake control element and increases with increasing actuation, and, if applicable, a predefined offset or foot point torque. Such an offset or foot point torque can, for example, be or include a predefined creep torque or recuperation torque that is present even without actuation of the brake control element, i.e., at its foot point.The zero position can be different from zero.

[0011] According to the invention, when a non-zero target deceleration is currently requested by a controller of the driving assistance system, i.e., when the vehicle is currently undergoing active deceleration controlled by the driving assistance system, and an actuation of the brake control element (i.e., manual braking by the driver or a manual brake request by the driver) is detected, the target deceleration or corresponding torque requested by the controller of the driving assistance system at the beginning or at the initial detection of this actuation of the brake control element is frozen, i.e., fixed.

[0012] The target deceleration requested by the driver assistance system controller, hereinafter also referred to as the driver assistance system target deceleration, is frozen, i.e., fixed, for at least as long as the current actuation of the brake control element, i.e., the corresponding current actuation phase, lasts or is detected. The driver assistance system target deceleration is thus fixed at its value at the beginning or until the end of the actuation of the brake control element, or until no further actuation is detected, i.e., kept constant at this value. In other words, during the actuation of the brake control element, a braking torque corresponding to the driver assistance system target deceleration, i.e., a driver assistance system target torque, can be applied as a new or existing value.A temporary foot point torque can be defined for the driver, or together with the offset or foot point torque specified without actuation of the brake control element, a temporary foot point torque can be used during actuation of the brake control element.

[0013] While the FAS target deceleration is frozen, the driver can adjust the deceleration to any possible greater deceleration (i.e., any correspondingly more negative braking torque) by varying the application of the brake control, i.e., by manually applying the brakes. Because the FAS target deceleration—that is, the controller or a control component of the driver assistance system—is frozen and therefore does not actively influence the longitudinal control (i.e., the actual deceleration of the vehicle), the driver is then the sole active controller, i.e., the variable variable or influence on the longitudinal control (i.e., the actual deceleration). This allows the driver to precisely and consistently set a specific actual deceleration of the vehicle by applying the brake control.At the same time, the present invention prevents the actual deceleration of the motor vehicle from initially decreasing when the driver activates the brake control. This allows for an overall improvement in safety, as the motor vehicle can, for example, be brought to a standstill more quickly.

[0014] In the present case, setting, changing, or taking into account a specific delay can also mean or include an ultimately equivalent setting, changing, or taking into account a corresponding moment by which the corresponding delay can or could be realized.

[0015] In one possible embodiment of the present invention, the target deceleration requested by the controller of the driver assistance system is frozen only in an additive operating mode when the brake control is simultaneously actuated. In this additive operating mode, the complete driver assistance system, i.e., the target deceleration requested by the controller of the driver assistance system, and a driver-initiated deceleration indicated by actuating the brake control all contribute to the actual deceleration by being additively combined. In other words, in the additive operating mode, for example, when the driver assistance system and the driver are active simultaneously, there is no blending or partial consideration of the driver assistance system's target deceleration and the driver-initiated deceleration. Such an additive operating mode can be requested, for example, by the driver assistance system.The additive operating mode can be detected or set based on a corresponding request from the driver assistance system. Similarly, the additive operating mode can be set or activated manually by the driver, for example. Outside of the additive operating mode, another operating mode can be used, i.e., a different, non-additive combination of the driver assistance system's target deceleration and the driver's desired deceleration. In this mode, for example, the system can gradually blend from the driver assistance system's target deceleration or the sum of the driver assistance system's target deceleration and the driver's desired deceleration to the driver's desired deceleration. Alternatively, a maximum value can be selected, so that only the larger deceleration is used to determine or set the actual deceleration. These different operating modes can have various advantages and disadvantages.The embodiment of the present invention proposed here enables flexible optimization of the behavior of the motor vehicle.

[0016] In a further possible embodiment of the present invention, the target deceleration requested by the controller of the driver assistance system is released again – completely, partially, or conditionally – i.e., the corresponding fix is ​​lifted, as soon as no further actuation of the brake control element is detected, i.e., at or immediately after the end of the actuation of the brake control element. During a subsequent transition or adjustment phase, the actual set deceleration or torque is gradually or continuously adjusted from the previously frozen value to a new target value, i.e., a new target deceleration or a new target torque, determined by the driver assistance system, particularly in a predetermined or predefined manner.During the application of the brake control, the vehicle's situation may have changed, causing the driver assistance system to calculate, or calculate, different target deceleration values ​​at the beginning and end of the brake control application. The gradual adjustment proposed here prevents abrupt changes in deceleration at or immediately after the brake control is fully released, i.e., at the end of the application. This avoids jerking of the vehicle and potentially high loads on the vehicle, thus achieving increased driving comfort. The gradual adjustment can be implemented linearly or according to a predefined function or curve. During the adjustment phase, the driver assistance system can therefore initially exert a limited dynamic influence on the deceleration.They can exert longitudinal control of the motor vehicle, but are not yet fully dynamically active in controlling it.

[0017] In a possible further development of the present invention, the new setpoint is determined by a feedforward control of the driver assistance system. This feedforward control is designed to compensate for environmental conditions, in particular gradients and / or air resistance, and is also active while the setpoint deceleration requested by the driver assistance system's controller, or the controller itself, is frozen. Because this feedforward control is permanently active, at least when the driver assistance system is switched on, i.e., it is not frozen but continuously calculates the required decelerations or accelerations, or corresponding torques, a setpoint appropriate for the given situation can be available without delay at the end of the brake control actuation.This prevents the vehicle from being effectively uncontrolled for a short time after the brake control has been activated, despite the driving assistance system being active, or from experiencing a longitudinal jerk.

[0018] In a possible further development of the present invention, the influence of the driver assistance system on the actual deceleration during the adaptation phase, i.e., until its end (for example, until the new target value is reached), is limited by a predetermined or predefined adaptation function. In other words, during the adaptation phase, the driver assistance system cannot, for example, effect arbitrarily large or small positive or negative accelerations, or arbitrarily rapid changes in the actual deceleration, acceleration, braking torque, or drive torque. Only at the end of the adaptation phase can the driver assistance system again exert full dynamic influence on the deceleration or longitudinal control of the vehicle, i.e., the corresponding controller become unfrozen or fully active.This allows for a particularly high level of driving comfort and can, for example, reduce the likelihood that the driver will be surprised by the behavior of the vehicle and ultimately have to intervene manually in the longitudinal guidance of the vehicle again unnecessarily or in a potentially dangerous way.

[0019] In a possible further development of the present invention, the adjustment towards the new target value during the adaptation phase occurs at most with a predetermined maximum gradient. In other words, the actual deceleration, or the target deceleration requested by the driver assistance system, or a corresponding torque, can then change during the adaptation phase at most with the predetermined maximum gradient. This can represent a simple and safe way to achieve comfortable and safe vehicle behavior. The predetermined maximum gradient can correspond to, be part of, or characterize the corresponding adaptation function mentioned elsewhere.

[0020] In a possible further development of the present invention, a change in the new setpoint during the adaptation phase is implemented in addition to a predetermined or predefined adaptation, such as the adaptation function mentioned elsewhere. In other words, a current positive or negative actual acceleration, or a corresponding torque or time profile, can be influenced both by the predetermined adaptation during the adaptation phase, which is limited, for example, by the aforementioned adaptation function or the maximum gradient, and additionally by the change in the new setpoint. A change in the setpoint can thus be implemented during the adaptation phase by a corresponding additional change in the current actual value, i.e., the actual deceleration or the actual torque, during the adaptation phase.This allows for a constant length of the adaptation phase and, in this sense, a particularly consistent behavior of the motor vehicle or the driver assistance system, which is therefore perceived as safe or reliable.

[0021] In a further possible embodiment of the present invention, the controller of the driver assistance system is configured to request a target deceleration of zero when no further actuation of the brake control is detected and the immediately preceding actuation of the brake control has lasted for at least a predetermined minimum time period. After the brake control has been actuated, the driver assistance system, or its controller, can then determine and request a desired positive or negative target acceleration, starting from zero, similar to the initial start-up. This prevents the controller from issuing a potentially excessive demand that is unsuitable for the current driving situation at the end of the brake control actuation. This can ultimately contribute to improved driving comfort and / or improved safety. For example, the controller can...whose initial value, i.e., the requirement under the stated conditions, is set to zero. Similarly, the frozen value can be stored separately, and the controller can gradually decrease to zero internally without the controller having any effect during this process.

[0022] The invention also relates to a vehicle system for a motor vehicle. The vehicle system according to the invention has an input interface for acquiring input data. This input data can, in particular, specify target decelerations or target accelerations or corresponding torques requested by a driver assistance system for longitudinal vehicle guidance in the respective motor vehicle, and driver-requested braking torques or driver-requested decelerations corresponding to the actuation of a brake control element of the respective motor vehicle. The vehicle system according to the invention also includes a data processing device for processing the input data and for generating corresponding control signals to influence an actuation, i.e., the actuation of at least one brake actuator of the respective motor vehicle. Furthermore, the vehicle system or its data processing device also has an output interface for outputting the control signals.

[0023] The vehicle system according to the invention is configured for the automatic execution of the method according to the invention. For this purpose, the vehicle system, in particular its data processing unit, can comprise, for example, a processing unit such as a microprocessor, microchip, microcontroller, or the like, and a computer-readable data storage device coupled thereto. This data storage device can then contain, for example, a corresponding operating or computer program that encodes or implements the process steps, measures, or sequences described in connection with the method according to the invention, or corresponding control instructions. This operating or computer program can then be executed by means of the processing unit in order to execute the corresponding method or to effect its execution.The vehicle system according to the invention can, in particular, be the vehicle system mentioned in connection with the method according to the invention. The vehicle system according to the invention can be a separate system, for example, its own control unit, or it can comprise such a system. Likewise, the vehicle system according to the invention can, for example, be combined or integrated with the driver assistance system and / or with a control system or control unit for brake or drive control. The input interface and the output interface can be separate interfaces or integrated or combined in a bidirectional interface. Likewise, the input interface and the output interface can each be implemented wholly or partially in hardware and / or in software.

[0024] The present invention also relates to a motor vehicle that is equipped for both manual longitudinal control, i.e., control by a driver, and for at least assisted or at least partially automated longitudinal control by a driver assistance system. The motor vehicle according to the invention can therefore, in particular, have a corresponding driver assistance system. The motor vehicle according to the invention is equipped with the vehicle system according to the invention and can accordingly, in particular, be configured for the automatic execution or application of the method according to the invention. The motor vehicle according to the invention can therefore, in particular, be the motor vehicle mentioned in connection with the vehicle system according to the invention and / or in connection with the method according to the invention.

[0025] Further features of the invention may become apparent from the claims, the figures, and the description of the figures. The features and combinations of features mentioned above in the description, as well as the features and combinations of features shown below in the description of the figures and / or in the figures themselves, can be used not only in the combinations specified, but also in other combinations or on their own, without departing from the scope of the invention.

[0026] The drawing shows in: Fig. 1. A partial schematic representation of a motor vehicle equipped for manual and automated operation and automatic control of deceleration in a correspondingly cooperative operating mode; and Fig. 2 an exemplary schematic flowchart for a corresponding procedure for controlling the delay.

[0027] With the introduction of an additive operating or cooperative mode in a vehicle, torques applied via a brake control can be added to torques caused by driver assistance functions. To ensure well-controlled and safe vehicle and deceleration behavior during such manual additive braking in at least assisted or at least partially automated driving, certain additional measures can be useful.

[0028] This shows Fig. Figure 1 shows a partial schematic representation of a motor vehicle 1, which can be controlled and longitudinally guided by a driver 2 in a manual operating mode and by a driver assistance system 3 in an automated operating mode. For manual driving, the motor vehicle 1 is shown here as an example with an accelerator pedal 4 and a brake pedal 5, which can be operated by the driver 2. When the accelerator pedal 4 and / or the brake pedal 5 is pressed, a corresponding signal can be sent to a drive system 6 of the motor vehicle 1 to implement the driver's command. Similarly, for automated longitudinal guidance, the driver assistance system 3 can send signals to the drive system 6. The drive system 6 can then control corresponding actuators to apply the appropriate torques or to achieve the corresponding positive or negative accelerations.

[0029] Furthermore, the motor vehicle 1 here has a vehicle system 7, which is shown separately only as an example. The vehicle system 7 is connected here, at least indirectly, via an interface 8 to the accelerator pedal 4 and the brake pedal 5 or corresponding sensors or signal transmitters, to the driver assistance system 3, and to the drive system 6. The vehicle system 7 can acquire respective data or signals via the interface 8. These can, for example, indicate or determine the accelerator pedal 4 and the brake pedal 5 actuations by the driver 2, as well as positive or negative accelerations or corresponding torques requested by the driver assistance system 3.

[0030] Vehicle system 7 is configured to freeze, at the beginning of any detected braking action by the driver 2 (i.e., upon detection of brake pedal 5 activation), the braking torques or decelerations caused or requested by the driver assistance system 3 (i.e., one or more driver assistance functions) and to maintain them at a specific level, at least during the activation of the brake pedal 5. This level, i.e., the corresponding contribution or influence of a controller of the driver assistance system 3 on the longitudinal control of the vehicle 1, can then be kept constant by vehicle system 7 throughout the entire braking phase, i.e., during the activation phase of the brake pedal 5 by the driver 2. However, the driver 2 can achieve any more negative level, i.e., any possible stronger deceleration, by applying more pressure to the brake pedal 5.

[0031] After the driver 2 fully releases the brake pedal 5, the frozen torque or deceleration is unfrozen by the vehicle system 7, i.e., released and ramped to a level that results from a pre-control of the driving assistance system 3 for the then-applied target acceleration. During this time, i.e., during a corresponding adaptation phase, the controller of the driving assistance system 3 can either remain frozen or its output value can be forcibly and gradually adjusted to the target acceleration or a corresponding new target value.Only when the feedforward control matches the applied target acceleration again, i.e., when the drive system 6 provides the torques that are theoretically necessary to regulate the target acceleration determined by the driving assistance system 3, is the controller released again, so that the driving assistance system 3 can then fully dynamically control the longitudinal guidance of the vehicle 1.

[0032] To implement the described functionality, the vehicle system 7 can, for example, have a processor 9 and a computer-readable data storage device 10 coupled to it, in order to process the acquired data or signals and to generate corresponding control signals and output them, for example also via the interface 8, to the driver assistance system 3 and / or to the drive system 6.

[0033] To further illustrate this, shows Fig.2. An exemplary schematic flowchart 11 for a corresponding procedure for operating or controlling the motor vehicle 1. The procedure can be started in a procedure step S1. Here, for example, the motor vehicle 1 or the driver assistance system 3 and the vehicle system 7 can be put into operation. Likewise, continuous monitoring for torques or accelerations requested by the driver assistance system 3 as well as for actuations of the brake pedal 5 can be activated here, for example.

[0034] In process step S2, for example by vehicle system 7, it can be continuously checked whether the driver assistance system 3 is active and whether the driver assistance system 3 or its controller is requesting a non-zero target deceleration or a corresponding non-zero braking torque. If this is not the case, process step S2 can be repeated, as indicated here by a corresponding reverse arrow. If the driver assistance system 3 is active or has received a request, for example also by vehicle system 7, process step S3 can continuously check whether the driver 2 is simultaneously pressing the brake pedal 5. If this is not the case, the request of the driver assistance system 3 can be implemented in process step S4.

[0035] If, in process step S3, it is detected that the brake pedal 5 was pressed simultaneously with the activity or request of the driver assistance system 3, then, for example, the vehicle system 7 can also check in process step S5 whether an additive operating mode is active or requested. If this is not the case, then in process step S6, longitudinal guidance requirements of the driver assistance system 3 and the driver 2 can be implemented or handled according to another operating mode, which is not discussed in detail here. If, on the other hand, the additive operating mode is active or requested, for example, by the driver assistance system 3, then in process step S7, for example, the vehicle system 7 can freeze, i.e., fix, the controller of the driver assistance system 3 or a corresponding value transmitted to the drive system 6 for a torque to be applied or a deceleration to be set.

[0036] In a process step S8, an additive total target deceleration can be determined, for example, also by the vehicle system 7, by adding, for instance, at least the frozen value and a value resulting from the current position of the brake pedal 5, i.e., a corresponding driver-requested braking torque or driver-requested deceleration. The total target deceleration thus determined can then be transmitted by the vehicle system 7 to the drive system 6, or set or implemented by it. This can be done continuously, taking into account the current position, i.e., the current degree of actuation of the brake pedal 5.

[0037] Furthermore, in a process step S9, it can be checked repeatedly whether the brake pedal 5 is still being actuated, i.e., whether the brake pedal 5 is still deflected from its zero or rest position. As long as this is the case, process step S8 can be executed continuously or repeatedly.

[0038] The continued execution of a specific function or a specific procedural step can take place in each case under the condition that no other, also continuously executed procedural step contradicts this, i.e., has led, for example, to an aborting of the procedure or to a diversion of the procedure into another branch of the process plan 11.

[0039] If, in process step S9, it is detected that the brake pedal 5 is no longer being actuated or is no longer being actuated, then in a process step S10, for example initiated or controlled by the vehicle system 7, the aforementioned adjustment or

[0040] Ramps are performed from the frozen value or the corresponding moment to a current new setpoint determined by the feedforward control. Once this is completed, in a process step S11, for example controlled or initiated by the vehicle system 7, the controller of the driver assistance system 3 or its influence on the drive system 6, i.e., the longitudinal guidance of the vehicle 1, can be enabled.

[0041] To implement the specific functionality, a virtual accelerator pedal value and a virtual brake pedal value can be determined from all relevant influencing factors. These values ​​can then be actually implemented by the drive system 6. Various inputs, signals or data fields specifying different input data, or the like, as well as, for example, a factor can be used for this determination. This factor determines which inputs or input data are considered, i.e., used, combined, or mixed, and how. For example, input 0 could contain a feedforward torque, i.e., a torque requested by the feedforward control of the driver assistance system 3, and input 1 could contain the torque last frozen in process step S7. When the factor reaches an initial value, for example, 0, only input 0, i.e., the feedforward torque, can be used.If, however, the factor has a second value, for example 1, then input 1, i.e., the frozen value, can be used.

[0042] In the event of braking, i.e., when the brake pedal 5 is pressed and a non-zero request from the driver assistance system 3 is simultaneously present, particularly for deceleration, the factor can be set to the second value, for example, 1. This maintains the last set and now frozen torque on the corresponding virtual pedal, allowing it to effectively function as the pedal point torque for that virtual pedal. After the brake pedal 5 is released, the factor can be gradually ramped down from the second value to the first value in process step S10, i.e., from 1 to 0. This ramps back to the torque that was actually set or requested by the driver assistance system 3. While the factor is between the two values, a mixture of the two inputs, and thus an intermediate value that changes over time, can be set.As long as the factor differs from the first value, the controller of the driver assistance system 3 can be signaled to continuously reset or remain frozen. Once the factor reaches the first value after a ramp-up, i.e., after the adjustment from the second value to the first value, the controller can be unfrozen, i.e., released, which then corresponds to procedure step S11.

[0043] Likewise, other values ​​or entirely different implementations are possible.

[0044] Overall, the examples described show how, or that, when braking in additive braking situations, a torque can be frozen to regulate a target acceleration requested by a FAS. Reference symbol list 1 motor vehicle 2 drivers 3 Driver assistance systems 4 Accelerator pedal 5 Brake pedal 6 Drive system 7 Vehicle system 8 Interface 9 processor 10 Data storage 11. Schedule S1 - S11 Procedure steps QUOTES INCLUDED IN THE DESCRIPTION

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

[0000] DE 10 2015 012 377 A1

[0003] DE 602 18 294 T2

[0004]

Claims

Method (11) for controlling a motor vehicle (1) which is equipped for manual longitudinal control by a driver (2) and for at least assisted longitudinal control by a driver assistance system (3), wherein during operation of the motor vehicle (1) continuous monitoring is carried out for a target deceleration requested by the driver assistance system (3) and for an actuation of a brake control element (5) of the motor vehicle (1), and if, when a target deceleration other than zero is requested by a controller of the driver assistance system (3) and an actuation of the brake control element (5) is detected, the target deceleration requested by the controller of the driver assistance system (3) at the time of initial detection of this actuation is frozen as long as the actuation of the brake control element (5) is detected. Method (11) according to claim 1, characterized in that the target deceleration requested by the controller of the driver assistance system (3) is frozen only in an additive operating mode in which the target deceleration requested by the controller of the driver assistance system (3) and a driver-requested deceleration indicated by the actuation of the brake control element (5) are additively combined to form an actually set actual deceleration. Method (11) according to one of the preceding claims, characterized in that as soon as no actuation of the brake control element (5) is detected, the target deceleration requested by the controller of the driver assistance system (3) is released again and then, during a subsequent adaptation phase, an actually set value is gradually adjusted from the frozen value of the target deceleration requested by the controller of the driver assistance system (3) to a new target value then determined by the driver assistance system (3). Method (11) according to claim 3, characterized in that the new setpoint is determined by a feedforward control of the driver assistance system (3), which serves to compensate for environmental conditions, in particular a gradient and / or air resistance, and is also active while the setpoint deceleration requested by the controller of the driver assistance system (3) is frozen. Method (11) according to claim 3 or 4, characterized in that the influence of the driver assistance system (3) on the actual set deceleration during the adaptation phase is limited by a predetermined adaptation function. Method (11) according to one of claims 3 to 5, characterized in that the adjustment towards the new setpoint during the adjustment phase is carried out with at most a predetermined maximum gradient. Method (11) according to one of claims 3 to 6, characterized in that a change of the new setpoint during the adjustment phase is implemented in addition to a predetermined adjustment. Method (11) according to one of the preceding claims, characterized in that the controller of the driver assistance system (3) is configured to request a target deceleration of zero when no actuation of the brake control element (5) is detected and the immediately preceding actuation of the brake control element (5) has lasted for at least a predetermined minimum time period. Vehicle system (7) for a motor vehicle (1), comprising an input interface (8) for acquiring input data, which specifies target decelerations requested by a driver assistance system (3) of the respective motor vehicle (1) for longitudinal vehicle guidance and corresponding driver request braking torques or driver request decelerations for actuation of a brake control element (5) of the respective motor vehicle (1), a data processing device (9, 10) for processing the input data and for generating corresponding control signals for influencing an actuation of a brake actuator (6) of the respective motor vehicle (1) and an output interface (8) for outputting the control signals, wherein the vehicle system (7) is configured to automatically execute the method (11) according to one of the preceding claims. Motor vehicle (1) which is equipped for manual longitudinal guidance by a driver (2) and for at least assisted longitudinal guidance by a driver assistance system (3) and which has a vehicle system (7) according to claim 9.

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