METHOD FOR OPERATING A DRIVER ASSISTANCE SYSTEM AND VEHICLE WITH A DRIVER ASSISTANCE SYSTEM

Description

[0001] The invention relates to a method for operating a driver assistance system of a vehicle, in which the driver assistance system at least indirectly takes into account the driving speed of at least one other vehicle. At this driving speed, the at least one other vehicle negotiated a curve located in front of the vehicle in the direction of travel. Furthermore, the invention relates to a vehicle with a driver assistance system.

[0002] DE 10 2012 009 238 A1 describes a method for predictive longitudinal guidance of a vehicle. An information-generating vehicle, which is located in front of a longitudinally guided vehicle on the same route and in the same direction of travel, transmits external information to the longitudinally guided vehicle, which is then analyzed. Based on the external information, driving recommendations for the longitudinal guidance of the longitudinally guided vehicle are issued or control commands are generated to intervene in a subordinate driver assistance system for the longitudinal guidance of the longitudinally guided vehicle.

[0003] US Patent No. 9,387,860 B2 describes the use of test data in a vehicle's driver assistance system. The test data indicates the actual driving behavior of drivers, such as how they accelerate or brake when negotiating a curve on a road. If the vehicle equipped with the driver assistance system enters the curve too quickly, the driver can be warned or the vehicle can be braked using the driver assistance system.

[0004] Further methods in which the driving behavior of other vehicles is analyzed are described, for example, in US 8 903 593 B1, in US 2002 / 032514 A1 and in US 2015 / 0154864 A1.

[0005] It is an object of the invention to improve a method for operating a driver assistance system and to provide a vehicle with such a driver assistance system.

[0006] These objects are achieved by a method having the features of patent claim 1 and by a vehicle having the features of patent claim 9. Advantageous embodiments with expedient further developments of the invention are specified in the dependent patent claims and in the following description.

[0007] In the method according to the invention for operating a driver assistance system of a vehicle, the driver assistance system at least indirectly takes into account a driving speed of at least one other vehicle at which the at least one other vehicle has negotiated a curve located in front of the vehicle in the direction of travel of the vehicle. A driving speed of the vehicle intended by the driver assistance system for negotiating the curve is checked, and for this check, the driving speed of the at least one other vehicle is at least indirectly taken into account.

[0008] This is based on the realization that the driving speed intended by the driver assistance system for negotiating the curve may not correspond to a driving speed that is appropriate considering the actual negotiability of the curve or that appears appropriate to a driver of the vehicle equipped with the driver assistance system. This can be taken into account here because the driving speed of at least one other vehicle is at least indirectly used to check the driving speed intended for negotiating the curve. Consequently, an improved method for operating the driver assistance system is provided.

[0009] After checking the intended driving speed, the driver assistance system decides whether to reduce or maintain the intended driving speed. This allows for an improved driving experience when negotiating the curve with the vehicle equipped with the driver assistance system.

[0010] Then, if the intended driving speed is maintained, a lateral component of the driver assistance system is deactivated. This is based on the understanding that otherwise, if the lateral component of the driver assistance system remains active, the driver assistance system could result in an undesirably strong reduction in driving speed. By deactivating the lateral component of the driver assistance system, driver confusion in this regard can be largely avoided.

[0011] Furthermore, the method is based on the recognition that a driver assistance system with a lateral guidance component is subject to regulatory frameworks. The lateral guidance component of the driver assistance system, or the component that provides lateral guidance to the vehicle, ensures, for example, that the vehicle does not leave a lane or roadway. For this purpose, appropriate sensors in the vehicle or driver assistance system can detect lane markings or similar.

[0012] Lateral driver assistance systems or the framework conditions relating to the lateral component of a driver assistance system are regulated, among other things, in UN ECE R79. This regulation specifies, for example, a maximum lateral acceleration that a vehicle negotiating a bend using the lateral driver assistance system may have. If the driver assistance system sets a driving speed when negotiating the bend, taking into account such a maximum lateral acceleration of the vehicle, this set driving speed may differ from the speed at which at least one other vehicle has already negotiated the bend. By taking such a deviation into account when checking the set driving speed, the driver assistance system can adjust the set driving speed.This leads to an improved driving experience for the driver who negotiates the curve with the vehicle equipped with the driver assistance system.

[0013] If the speed of the at least one other vehicle at a particular point on the curve is taken into account directly, the speed of the at least one other vehicle can be included directly in the check. In contrast, if the speed of the at least one other vehicle is taken into account more indirectly, a parameter that correlates with the speed of the other vehicle or is derived from this speed can be taken into account, for example, lateral acceleration. The lateral acceleration present at a particular point on the curve depends on the respective speed of the other vehicle at this point and the curve radius present at this location or point.Both the direct consideration of the driving speed and the indirect consideration of the driving speed via the at least one derived parameter can be carried out technically easily by the driver assistance system.

[0014] The driver assistance system preferably takes into account the respective driving speeds of a plurality of other vehicles while negotiating the curve. The intended driving speed is compared with at least one reference speed, which is determined from at least some of the respective driving speeds. By taking into account such swarm data, which provide information about the driving behavior of a corresponding number of other vehicles, it can be determined with increased reliability whether the intended driving speed is appropriate for negotiating the curve.

[0015] The at least one reference speed can be transmitted to the driver assistance system from a vehicle-external storage device, such as a server. This makes the method particularly low-complexity.

[0016] Additionally or alternatively, the reference speed can be determined by the driver assistance system by transmitting to the driver assistance system the respective driving speeds of the other vehicles at each point of the curve while negotiating the curve. In this way, the driver assistance system can particularly effectively influence which other vehicles' respective driving speeds should be used to determine the at least one reference speed. This, in turn, results in the comparison of the intended driving speed with the at least one reference speed being very suitable or appropriate for the driving situation of the vehicle equipped with the driver assistance system.

[0017] The at least one reference speed can, in particular, be an average speed of the other vehicles while negotiating the curve, i.e., the average speed of the other vehicles at each point on the curve. Such a reference speed in the form of an average value can be determined particularly easily.

[0018] In particular, when other vehicles are driven around the curve under the guidance of a driver of the other vehicle, i.e., without a driver assistance system of the other vehicle being activated, the respective driving speeds of the other vehicles can differ significantly from one another. This is because the driving speed of the other vehicle then depends solely on how sportily, cautiously, or defensively the driver drives the other vehicle around the curve. If such other vehicles, which are not guided by a driver assistance system, are taken into account when determining the reference speed, this can lead to a determined reference speed that is only partially suitable for comparison with the intended driving speed.

[0019] To determine the at least one reference speed, those other vehicles are preferably taken into account for which a lateral component of a driver assistance system of the respective other vehicle was active when negotiating the curve. In this case, the reference speed is particularly meaningful for the comparison or comparison with the intended driving speed. This is because if the curve could be negotiated without problems at a different speed than the intended driving speed despite the activation of a lateral component of the driver assistance system of the respective other vehicle, then any adjustment of the intended driving speed is also unproblematic. This is because the reference speed has already proven its suitability when the other vehicle negotiates the curve with the lateral component activated or active.

[0020] To determine the at least one reference speed, the driver assistance system preferably takes into account a version of the lateral component of the driver assistance system. This is based on the knowledge that different permissible lateral accelerations of the other vehicle when negotiating the curve can be stored or implemented in different versions of the lateral component. For example, a lower lateral acceleration may have been permissible in a first version of the lateral component than in a second, in particular subsequent, version of the lateral component. If the second version of the lateral component also allows negotiating the curve with lateral guidance by the driver assistance system, this can advantageously be taken into account in any adjustment of the intended driving speed.

[0021] It has also proven advantageous if the driver assistance system takes into account a vehicle model of the respective other vehicle when determining the at least one reference speed. This results in the intended driving speed being particularly comparable with the reference speed, because, for example, vehicle models of the other vehicles that are identical to the vehicle model can be used to determine the reference speed.

[0022] The driver assistance system can indirectly take into account the driving speed of the at least one other vehicle by comparing a lateral acceleration of the at least one other vehicle while negotiating the curve with a predetermined lateral acceleration limit value to check the intended driving speed. By using the lateral acceleration when checking the intended driving speed, the driver assistance system can advantageously easily determine whether an adjustment of the intended driving speed should be made.

[0023] In an analogous manner, for checking the intended driving speed, a lateral acceleration which occurs as a result of the intended driving speed when negotiating the curve, taking into account a travel path of the at least one other vehicle, can be compared with the predetermined limit value of the lateral acceleration.

[0024] If such a comparison shows that there is a deviation from the limit value, in particular that the limit value is exceeded, the intended driving speed can be adjusted accordingly.

[0025] Preferably, the lateral acceleration is determined using a large number of other vehicles. In this case, the lateral acceleration used for comparison with the predetermined limit value is particularly meaningful.

[0026] Preferably, those other vehicles are considered in particular for which a lateral component of a driver assistance system of the respective other vehicle was active while negotiating the curve. This ensures that those other vehicles that are particularly well-suited for comparison are taken into account when determining the lateral acceleration.

[0027] The driver assistance system preferably takes into account a version of the lateral component of the driver assistance system and / or a respective vehicle model of the other vehicles. This leads to improved informational value for the lateral acceleration of the other vehicles to be compared with the predetermined limit value or the lateral acceleration present at the intended driving speed.

[0028] The lateral acceleration of at least one other vehicle can be transmitted to the driver assistance system from a vehicle-external storage device, for example, from a server on which swarm data such as the lateral acceleration of a plurality of other vehicles is stored. This involves particularly low effort, since the lateral acceleration is made available directly to the driver assistance system.

[0029] In a similar manner, the at least one reference speed can be transmitted to the driver assistance system from the vehicle-external storage device. The advantages mentioned for the direct transmission of lateral acceleration apply accordingly.

[0030] Additionally or alternatively, the driver assistance system can determine the lateral acceleration of the at least one other vehicle based on a travel path of the at least one other vehicle while negotiating the curve and the travel speed of the at least one vehicle along the travel path. Then, only the swarm data in the form of the travel path and the travel speed along the travel path are provided to the driver assistance system as raw data, and the driver assistance system determines the lateral acceleration from this information. In particular, the driver assistance system can influence which other vehicles' lateral acceleration should be taken into account. This enables a particularly realistic or well-adapted change or adaptation, or maintenance of the intended travel speed based on the lateral acceleration.

[0031] Preferably, an alternative speed deviating from the intended driving speed is determined based on the comparison of the lateral acceleration with the limit value. The driver assistance system assesses the deviation of the alternative speed from the intended driving speed. Based on this assessment, the driver assistance system can influence whether or not the driver assistance system should use the alternative speed instead of the intended driving speed as the longitudinal speed of the vehicle set when negotiating the curve.

[0032] In particular, the assessment can consider the extent to which a driver of a vehicle equipped with the driver assistance system will consider the alternative speed appropriate when negotiating the curve. This can achieve a particularly high level of acceptance when implementing the alternative speed.

[0033] Preferably, at least one instruction is issued to a driver of the vehicle as a result of the check. The at least one instruction issued to the driver can include a request to assume lateral control of the vehicle. Accordingly, by issuing the at least one instruction, the driver can be requested, for example, to grasp a steering handle of the vehicle, in particular designed as a steering wheel, with at least one hand, in particular with both hands. If the driver has already grasped the steering handle with at least one hand, the driver can be made aware by issuing the instruction that lateral control of the vehicle is now transferred to the driver.In particular, the driving speed provided by the driver assistance system can then be maintained, with the driver alone taking over the lateral guidance of the vehicle, while the driver assistance system sets, in particular regulates, the driving speed in the form of the longitudinal speed.

[0034] The request can be issued in a number of warning levels. These warning levels can be used sequentially or cumulatively if the driver does not respond to a previous warning level as desired. This ensures that the driver actually assumes lateral control of the vehicle. The request can be issued as a text message and / or a voice message and / or a form of vibration of the steering handle or similar. In particular, these types of issuing the information can form the individual warning levels, which can be used sequentially or cumulatively.

[0035] Additionally or alternatively, the at least one notification issued to the driver may include communicating an alternative speed that differs from the intended driving speed. Thus, the driver can be informed that the driver assistance system intends to drive the motor vehicle through the curve at the alternative speed instead of the intended driving speed. This helps prevent the driver from becoming confused when the motor vehicle then drives through the curve at the alternative speed.

[0036] In particular, it can be provided that the alternative speed deviating from the intended driving speed can be confirmed by the driver. For example, the driver assistance system can suggest to the driver that they take the curve at a reduced alternative speed rather than the originally intended driving speed. By confirming this, the driver thus declares their consent to this reduction in driving speed. This also ensures that the driver is not confused when taking the curve at the alternative speed.

[0037] The vehicle according to the invention has a driver assistance system. The driver assistance system is designed to at least indirectly take into account a driving speed of at least one other vehicle at which the at least one other vehicle has negotiated a curve located in front of the vehicle in the direction of travel of the vehicle. The driver assistance system is further designed to check a driving speed of the vehicle intended by the driver assistance system for negotiating the curve and to at least indirectly take into account the driving speed of the at least one other vehicle for this checking. The driver assistance system is designed to decide, following the checking of the intended driving speed, whether the intended driving speed should be reduced or maintained.The driver assistance system is configured to deactivate a transverse component of the driver assistance system when the intended driving speed is maintained. The vehicle with the driver assistance system is thus configured to implement the method according to the invention. Consequently, the vehicle has an improved driver assistance system.

[0038] The advantages and preferred embodiments described for the method according to the invention also apply to the vehicle according to the invention and vice versa.

[0039] The invention therefore also includes further developments of the vehicle according to the invention that have features already described in connection with the further developments of the method according to the invention. For this reason, the corresponding further developments of the vehicle according to the invention are not described again here.

[0040] The invention also includes combinations of the features of the described embodiments.

[0041] Exemplary embodiments of the invention are described below. Shown are: Fig. 1 shows a situation in which a vehicle equipped with a driver assistance system approaches a curve, with swarm data being transmitted to the driver assistance system; and Fig. 2 shows a flowchart illustrating possibilities for using the swarm data to adapt a planned or predicted longitudinal speed of the vehicle.

[0042] The embodiments explained below are preferred embodiments of the invention.

[0043] In the figures, functionally identical elements are provided with the same reference numerals. Fig. 1 A highly schematic situation is shown in which a vehicle 10, which in the present case is designed as a motor vehicle, for example in the form of a passenger car, is driving towards a curve 12. The vehicle 10 has a driver assistance system 14, which in Fig. 1 is shown only in a highly schematic manner. The driver assistance system 14 can ensure longitudinal guidance of the vehicle 10 and, for example, maintain a longitudinal speed adjusted or set by a driver of the vehicle 10 (not shown), which is also referred to as a set speed. In particular, the driver assistance system 14 can take into account a distance to another vehicle traveling ahead (not shown here) and slow down the vehicle 10 accordingly if this distance threatens to fall below a predetermined limit. Furthermore, navigation data can be made available to the driver assistance system 14 via a navigation system of the vehicle 10 (not shown here). Using such navigation data, the radius of the curve 12 can be determined relatively roughly.

[0044] If the driving speed or set speed set by the driver cannot be maintained due to the radius of the curve 12, the longitudinal driver assistance system 14 can reduce this set speed accordingly. This can also occur if, as explained above, a minimum distance from a vehicle traveling ahead or similar road user must be maintained.

[0045] For the purpose of longitudinal guidance of the vehicle 10, the vehicle 10 can have at least one sensor (not shown here), for example in the form of a radar sensor or the like, by means of which, for example, the distance to a vehicle traveling ahead can be detected.

[0046] The driver assistance system 14 also has a transverse component 16, which is Fig. 1 is also only illustrated in a highly schematic manner. For the lateral guidance of the vehicle 10, which is accomplished by means of the lateral guidance component 16 of the driver assistance system 14, the vehicle 10 can have a sensor such as a camera 18, as shown here by way of example. By means of the camera 18, an area 20 can be detected or recorded which is located in front of the vehicle 10 in the direction of travel of the vehicle 10. In particular, by means of the camera 18, it can be recorded whether the vehicle 10 leaves a lane 22 which, according to Fig. 1 is laterally delimited by lane markings 24. The transverse component 16 of the driver assistance system 14, when activated or active, ensures that the vehicle 10 does not leave the lane 22.

[0047] The driver assistance system 14 of the vehicle 10 is further configured to receive swarm data which is transmitted from a vehicle-external device, for example in the form of a Fig. 1 schematically shown server 26. The transmission of data to the server 26, for example by the vehicle 10, and the reception of data, in particular swarm data, from the server 26 by the vehicle 10 is described in Fig. 1 illustrated by a double arrow 28.

[0048] In this case, the driver assistance system 14 can be configured such that when the driver of the vehicle 10 activates the driver assistance system 14, the longitudinal guidance and the lateral guidance provided by the lateral guidance component 16 are simultaneously activated or active. For lateral guidance driver assistance systems or for the lateral guidance component 16 of the driver assistance system 14, regulatory frameworks must be observed, which are set out, for example, in UN ECE R79.

[0049] For example, this regulation specifies a maximum permissible lateral acceleration for the vehicle 10 when the vehicle 10 is moving with the lateral component 16 activated and, in particular, when negotiating the curve 12. For example, this maximum permissible lateral acceleration can be 3 m / s 2<. It can happen that the driver assistance system 14 reduces the driving speed of the vehicle 10 when negotiating the curve 12 in order not to exceed this maximum permissible lateral acceleration. In particular, this can lead to the vehicle 10 being decelerated significantly more when negotiating the curve 12 than would be necessary or appropriate due to the curve radius. This can be avoided by means of the driver assistance system 14, as explained below.

[0050] The driver assistance system 14 checks the driving speed intended for negotiating the curve 12 and takes into account swarm data that is made available to the driver assistance system 14, for example, by the server 26. The swarm data can indicate a route 30 that is Fig. 1 is shown schematically. Along this track 30, at least one other vehicle 32, which is in Fig. 1 is also shown schematically, passes through curve 12 before vehicle 10.

[0051] In fact, the route 30 is preferably formed from a plurality of individual routes along which a plurality of other vehicles 32 have already traveled through the curve 12. For example, this average route 30 can be determined by evaluating image data transmitted from the other vehicles 32 to the server 26. The image data can, for example, be camera data recorded by a camera (not shown) of the respective other vehicle 32 and transmitted to the server 26.

[0052] Using the swarm data indicating the route 30, the actual radius of the curve 12 can be determined much more accurately than is the case using the navigation data or map data present in the navigation system (not shown) of the vehicle 10.

[0053] Furthermore, the swarm data includes a driving speed of the respective other vehicle 32 when driving through the curve 12. Thus, for each point along the route 30, the driving speed of the respective other vehicle 32 corresponding to this point or present at this point can be determined by the server 26 and made available to the driver assistance system 14 of the vehicle 10.

[0054] The swarm data thus contain, in particular, information about how fast a large number of other external vehicles 32 have already driven through curve 12. In particular, the swarm data can thus contain the average speed at which the external vehicles 32 drove through curve 12 along the average route 30.

[0055] From the information on the driving speed at each point on the track 30 and the curve radius, the average lateral acceleration acting on the other vehicles 32 at each point on the curve 12 can be determined very precisely, in particular by the server 26.

[0056] The server 26 can transmit the raw data in the form of the driving speeds of the other vehicles 32 and the average travel path 30 of the other vehicles 32 to the driver assistance system 14 of the vehicle 10 before entering the curve 12. From this raw data, the driver assistance system 14 can then determine the lateral acceleration of the other vehicles 32 at the respective point along the travel path 30. However, it is also possible for the server 26 to already transmit to the vehicle 10 the respective lateral acceleration along the travel path 30, determined based on the driving speed of the other vehicles 32 and the actual radius of the curve 12.

[0057] If, for example, it turns out that the other vehicles 32 have negotiated the curve 12 at an average higher speed than intended by the driver assistance system 14, the driving speed or longitudinal speed intended or predicted by the driver assistance system 14 for negotiating the curve 12 when the lateral component 16 is active can be adjusted. In particular, the vehicle 10 can be guided through the curve 12 by means of the driver assistance system 14 at a higher intended longitudinal speed than would be the case if the lateral component 16 of the driver assistance system 14 is active or activated.

[0058] The driver assistance system 14 can further consider whether the other vehicles 32 were guided through the curve 12 by means of a driver assistance system 34 in which a lateral guidance component 36 was active or activated. This makes it possible to determine that even with active lateral guidance of the other vehicle 32, a maximum lateral acceleration of the other vehicle 32 may have been reached, which, although it complies with the regulatory framework, is higher than the lateral acceleration permitted by the lateral guidance component 16 of the driver assistance system 14, which the vehicle 10 approaching the curve 12 has.

[0059] In particular, such a constellation can arise if the respective version of the driver assistance system 34 of the other vehicle 32 and in particular of the lateral component 36 of this driver assistance system 34 is also taken into account. If, for example, a more recent version of the lateral component 36 of the other vehicle 32 permits a higher lateral acceleration than the (older) version of the lateral component 16 of the vehicle 10, this can be taken into account when specifying the longitudinal speed or the driving speed of the vehicle 10 predicted or intended for negotiating the curve 12. Accordingly, in such a constellation, the driver assistance system 14 of the vehicle 10 can provide a higher driving speed for negotiating the curve 12 than would actually or originally be intended based on the version of the lateral component 16.

[0060] The set speed, i.e. the driving speed provided by the driver assistance system 14 of the vehicle 10 when driving through the curve 12, can thus be adjusted, for example, on the basis of swarm data.

[0061] In particular, a respective vehicle model of the other vehicle 32 can be taken into account here. For example, if a other vehicle 32, which is identical in construction to the vehicle 10, travels through the curve 12 at a higher speed with the lateral component 36 activated than is provided by the driver assistance system 14 with the associated lateral component 16 activated, the driver assistance system 14 can make a corresponding adjustment to the intended travel speed or longitudinal speed of the vehicle 10. Additionally or alternatively, the set speed or the travel speed of the vehicle 10 provided by the driver assistance system 14 when traveling through the curve 12 can be adapted or adjusted based on the respective vehicle model of the other vehicle 32.

[0062] As a further aspect, the driver assistance system 14 can consider the extent to which the driver of the vehicle 10 is willing to accept, for example, a reduction in the driving speed of the vehicle 10 when negotiating the curve 12. The reduction in driving speed can be due to the fact that the lateral guidance component 16 of the driver assistance system 14 ensures that a certain lateral acceleration is not exceeded when guiding the vehicle 10 laterally. However, this acceptance can be comparatively low, particularly if this lateral acceleration permitted by the lateral guidance component 16 is lower than the lateral acceleration permitted by the lateral guidance component 36 of the other vehicles 32 for models of the other vehicles 32 that are identical to the vehicle 10.Therefore, if the driver assistance system 14 takes the driver's acceptance into account when adjusting the set speed or the intended driving speed of the vehicle 10, this can lead to an improved driving experience for the driver of the vehicle 10 when negotiating the curve 12.

[0063] Possible approaches for implementing corresponding procedures in the driver assistance system 14 should be discussed with reference to Fig. 2 be explained.

[0064] For example, according to Fig. 2 The driver assistance system 14 of the vehicle 10 is supplied with data 38 indicating the route 30 of the other vehicles 32. Such swarm data, in particular, can therefore be taken into account by the driver assistance system 14. Swarm data transmitted to the driver assistance system 14, for example, from the server 26, can also include an average driving speed 40 that the other vehicles 32 had when negotiating the curve 12 at a respective point along the route 30.

[0065] Furthermore, in a Fig. 2 The decision block 42 shown schematically can input a driving speed 44 which the vehicle 10 has when approaching the curve 12. This driving speed 44 can be the speed driven by the driver of the vehicle 10, which the vehicle 10 has at the moment in which the driver of the vehicle 10 has activated the driver assistance system 14. Taking this driving speed 44 into account, the activated driver assistance system 14 determines a driving speed 46 intended for driving through the curve 12 in the form of a predicted longitudinal speed of the vehicle 10.

[0066] In a comparison step 48, it is now checked, for example, whether the predicted longitudinal speed or intended driving speed 46 is greater than the swarm speed or average driving speed 40 of the other vehicles 32 when driving through the curve 12. In particular, it can be taken into account which vehicle model the other vehicles 32 had and whether the other vehicles 32 had the driver assistance system 34 with the lateral component 36 (cf. Fig. 1 ).

[0067] In a subsequent step, a result 50 of the comparison step 48 is considered. If the result 50 is that the intended driving speed 46 is greater than the average swarm speed of the other vehicles 32, in particular those other vehicles 32 which are identical to the vehicle 10 in terms of vehicle model and also have the activated transverse component 36, then there is a reduction 52 of the predicted longitudinal speed, i.e. the intended driving speed 46. A corresponding path from the result 50 to the reduction 52 is shown in Fig. 2 illustrated by an arrow 54.

[0068] According to Fig. 2 The swarm data may further include a lateral acceleration 56 along the route 30 that is dependent on the average driving speed 40 of the other vehicles 32. The lateral acceleration 56 may be made available to the driver assistance system 14 directly from the server 26 (see Fig. 1 ). Additionally or alternatively, the lateral acceleration 56 can be determined by the driver assistance system 14 based on the swarm data in the form of the driving speed 40 and the data 38 indicating the travel path 30.

[0069] In an analogous manner, a lateral acceleration 58 can be determined, in particular calculated, by the driver assistance system 14, which will occur taking into account the data 38 indicating the travel path 30 when driving through the curve 12 at the intended driving speed 46.

[0070] In a subsequent comparison 60, it can be checked whether the lateral acceleration 56 or the lateral acceleration 58 is greater than a predetermined limit value. The predetermined limit value can, in particular, include a certain tolerance. For example, it can be checked whether the lateral acceleration 56, 58 is greater than the predetermined limit value as such or greater than the predetermined limit value including the tolerance, i.e., greater than a base value increased by the tolerance. The predetermined limit value can, in particular, be a limit value that must be observed due to a control that must be observed.

[0071] If the comparison 60 shows that the lateral acceleration 56, 58 exceeds the predetermined limit value, the driver assistance system 14 determines an alternative speed that deviates from the intended driving speed 46 in the decision block 42. In a subsequent assessment step 62, it is preferably checked or assessed whether a corresponding deviation of the alternative speed from the originally intended driving speed 46 is acceptable to the driver of the vehicle 10.

[0072] For example, a longitudinal guidance component of the driver assistance system 14 of the vehicle 10 can provide a driving speed 46 for negotiating the curve at which a higher lateral acceleration 58 occurs than would be permissible according to the predetermined limit value. The alternative speed determined taking into account the limit value and thus using the lateral guidance component 16 is, in contrast, lower. In the assessment step 62, it can then be assessed or checked whether a downward deviation of the alternative speed from the intended driving speed 46 should be permitted. In the assessment step 62, it can in particular be taken into account which deviation of the alternative speed from the intended driving speed 46 the driver of the vehicle 10 is willing to accept.

[0073] From the assessment step 62, the method also arrives at a result 64 analogous to the result 50. If the assessment shows that the deviation of the alternative speed from the intended driving speed 46 is acceptable, the intended driving speed 46 is reduced 52 according to the arrow 54. Accordingly, the driver assistance system 14 then regulates the longitudinal speed to the alternative speed when driving through the curve 12, with the lateral component 16 still activated.

[0074] If the result is 50 or 64, the answer is no, as in Fig. 2 is illustrated by a further arrow 66, the intended driving speed 46, i.e. the predicted longitudinal speed of the vehicle 10, is maintained 68. In this case, the transverse component 16 of the driver assistance system 14 is deactivated.

[0075] In both cases, i.e., both when reducing 52 the longitudinal speed to the alternative speed and when maintaining 68 the predicted longitudinal speed, a message 70 can be issued to the driver of vehicle 10. Message 70 can, for example, include a request that the driver of vehicle 10 assume lateral control of vehicle 10. For example, if the lateral control component 16 no longer solely provides lateral control of vehicle 10 when negotiating curve 12, it must be ensured that this lateral control is assumed by the driver of vehicle 10.

[0076] Additionally or alternatively, the indication 70 may contain the content that the intended driving speed 46 or the predicted longitudinal speed will be reduced to the alternative speed or that the driver assistance system 14 intends to carry out this reduction 52.

[0077] In particular, it can be communicated to the driver of vehicle 10, for example, that the reduction 52 of the longitudinal speed is intended, even though the driver of vehicle 10 had originally specified a different set speed or longitudinal speed. In this regard, it can be provided that the driver confirms the notification 70 and thus declares his consent to the reduction 52 of the set speed occurring.

[0078] In particular, if the notification 70 states that the driver of the vehicle 10 must assume lateral control of the vehicle 10, it is useful to issue the notification 70 to warn the driver of the vehicle 10 accordingly. A corresponding warning can be issued in the form of a text message and / or an acoustic signal and / or a voice message or the like.

[0079] For example, the driver of vehicle 10 can be requested to grasp the steering wheel of vehicle 10 with both hands. If it is determined that the driver of vehicle 10 is already holding the steering wheel with one hand, the driver of vehicle 10 can be prompted or requested to grasp the steering wheel with both hands by a vibration of the steering wheel, thus ensuring particularly safe lateral guidance of vehicle 10 when negotiating curve 12 at the unreduced longitudinal speed.

[0080] In particular, it can be provided that at least one parameter, such as the intended driving speed 46 and / or the limit value to be used in the comparison 60 and / or at least one circumstance used in the assessment step 62, can be programmed or applied accordingly. As a result, such parameters of the driver assistance system 14 can be adapted or changed if this proves to be useful or desirable.

[0081] Overall, the examples show how an improved method for controlling the longitudinal speed can be implemented in the driver assistance system 14 of the vehicle 10, particularly when negotiating the curve 12. Bezugszeichenliste

[0082] 10Vehicle 12Curve 14Driver assistance system 16Component 18Camera 20Area 22Lane 24Lane marking 26Server 28Double arrow 30Driveway 32Other vehicle 34Driver assistance system 36Component 38Data 40Vehicle speed 42Decision block 44Vehicle speed 46Vehicle speed 48Comparison step 50Result 52Decrease 54Arrow 56Lateral acceleration 58Lateral acceleration 60Comparison 62Assessment step 64Result 66Arrow 68Maintain 70Note

Claims

1. Method for operating a driver assistance system (14) of a vehicle (10), in which the driver assistance system (14) at least indirectly takes into account a driving speed (40) of at least one other vehicle (32), at which the at least one other vehicle (32) has driven through a curve (12) arranged in front of the vehicle (10) in the direction of travel of the vehicle (10), a driving speed (46) of the vehicle (10) intended by the driver assistance system (14) for driving through the curve (12) being checked, the driving speed (40) of the at least one other vehicle (32) being at least indirectly taken into account for this check, the driver assistance system (14) deciding whether the intended driving speed (46) is reduced or maintained following the check of the intended driving speed (46), characterized in that when the intended driving speed (46) is maintained, a laterally guiding component (16) of the driver assistance system (14) is deactivated.

2. Method according to claim 1, characterized in that the driver assistance system (14) takes into account respective driving speeds (40) of a plurality of other vehicles (32) when driving through the curve (12), the intended driving speed (46) being compared with at least one reference speed which is determined from at least some of the respective driving speeds (40).

3. Method according to claim 2, characterized in that to determine the at least one reference speed, the other vehicles (32) are taken into account for which a laterally guiding component (36) of a driver assistance system (34) of the particular other vehicle (32) was active when driving through the curve (12).

4. Method according to either claim 2 or 3, characterized in that the driver assistance system (14) takes into account a version of the laterally guiding component (36) of the driver assistance system (34) and / or a particular vehicle model of the other vehicles (32) to determine the at least one reference speed.

5. Method according to any of the preceding claims, characterized in that the driver assistance system (14) indirectly takes into account the driving speed (40) of the at least one other vehicle (32) by comparing a lateral acceleration (56) of the at least one other vehicle (32) when driving through the curve (12) and / or a lateral acceleration (58) which occurs as a result of the intended driving speed (46) when driving through the curve (12) taking into account a travel path (30) of the at least one other vehicle (32) with a predetermined limit value of the lateral acceleration to check the intended driving speed (46).

6. Method according to claim 5, characterized in that the lateral acceleration (56) of the at least one other vehicle (32) is transmitted to the driver assistance system (14) from a vehicle-external storage device (26), and / or the driver assistance system (14) determines the lateral acceleration (56) of the at least one other vehicle (32) on the basis of a travel path (30) of the at least one other vehicle (32) when driving through the curve (12) and the travel speed (40) of the at least one other vehicle (32) along the travel path (30).

7. Method according to either claim 5 or 6, characterized in that an alternative speed deviating from the intended driving speed (46) is determined on the basis of the comparison of the lateral acceleration (56, 58) with the limit value, the driver assistance system (14) assessing a deviation of the alternative speed from the intended driving speed (46).

8. Method according to claim 7, characterized in that at least one indication (70) is issued to a driver of the vehicle (10) as a result of the check, the at least one indication (70) issued to the driver including - a request, in particular issued in multiple warning stages, to take over lateral guidance of the vehicle (10), and / or - communication of an alternative speed which deviates from the intended driving speed (46), in particular which can be confirmed by the driver.

9. Vehicle (10) having a driver assistance system (14), the driver assistance system (14) being designed to at least indirectly take into account a driving speed (40) of at least one other vehicle (32), at which the at least one other vehicle (32) has driven through a curve (12) arranged in front of the vehicle (10) in the direction of travel of the vehicle (10), the driver assistance system (14) being designed to check a driving speed (46) of the vehicle (10) intended by the driver assistance system (14) for driving through the curve (12) and to at least indirectly take into account the driving speed (40) of the at least one other vehicle (32) for this check, the driver assistance system (14) being designed to decide whether the intended driving speed (46) is reduced or maintained following the check of the intended driving speed (46), characterized in that the driver assistance system (14) is designed to deactivate a laterally guiding component (16) of the driver assistance system (14) when the intended driving speed (46) is maintained.