How to limit steering intervention by driver assistance systems

Abstract

The present invention relates to a method for limiting steering interventions of a driving assistance system of a vehicle. According to the present invention, in order to limit the steering interventions, an operating variable (u) of the driving assistance system generated for the steering intervention is multiplied by a weighting factor (f(a,b,c)), which is determined depending on a detected manual steering intervention of the driver and a predefined permissible steering intervention of the driver.

Description

[Technical Field]

[0001] The present invention relates to a method for limiting steering intervention of a vehicle driver assistance system, as described in the preamble of claim 1. [Background technology]

[0002] Such a method is publicly known from German Patent Application Publication No. 102008033688. This document discloses a method for operating a steering control device to control the lateral motion of a vehicle according to two target variables (target characteristic quantities) generated externally to the steering control device. The first target variable represents a target steering angle or yaw rate and is limited according to (depending on) speed. The second target variable represents a target steering torque. The difference between the speed-dependently limited first target variable and the actual variable associated with that first target variable is determined (calculated) as a control deviation, and the control deviation is converted into an operating variable (adjustment characteristic quantity) according to a predetermined control function. The operating variable is limited by weighting, gradient limiting, and value limiting, depending on externally generated limiting parameters. The second target variable is added to the limited operating variable to generate a control signal for driving and controlling the steering actuator acting on the vehicle's steering device.

[0003] Furthermore, a method for operating a vehicle equipped with a driver assistance system that intervenes in the lateral dynamics of the vehicle is known from German Patent Application Publication No. 102018200388. This method includes the following steps: - A step to detect driver intervention in the vehicle's driving behavior caused by actuator intervention triggered by the driver assistance system; - A step of interpreting driver intervention as an override (disablement, overcontrol) of actuator intervention; - A step of reducing actuator intervention as defined, in accordance with the interpretation of driver intervention, so that the driving task is returned to the driver in a defined and controlled manner.

[0004] German Patent Application Publication No. 102018200327 describes a method for adjusting the support level of a driver assistance system in a vehicle, which can autonomously intervene in vehicle units that affect driving dynamics. If the intensity of driver intervention exceeds an adjustable limit, the driver intervention will override the autonomous intervention performed by the driver assistance system. The limit is adjusted as a function of the relationship between the driver state and the quality of the information underlying the intervention by the driver assistance system.

[0005] A method for controlling the steering system of a vehicle is known from German Patent Application Publication No. 102014226781. In this method, target values ​​(setpoints) for an automated steering mode and target values ​​(setpoints) for a manual steering mode are determined, and these target values ​​are weighted and summed up so that the steering mode transitions between an automated steering mode and a manual steering mode. [Overview of the Initiative] [Problems that the invention aims to solve]

[0006] The object of the present invention is to provide a novel method for limiting steering intervention by a vehicle's driver assistance system. [Means for solving the problem]

[0007] This objective is achieved, according to the present invention, by a method having the features described in claim 1.

[0008] Advantageous embodiments of the present invention are subject to the dependent claims.

[0009] According to the present invention, in a method for limiting steering intervention of a vehicle's driver assistance system, in order to limit the steering intervention, a weighting coefficient is multiplied by the operating variables (operational amount, adjustment characteristic amount) of the driver assistance system generated for the steering intervention, and the weighting coefficient is determined depending on the detected driver's manual steering intervention and the driver's predetermined allowable steering intervention (allowable steering intervention).

[0010] The lateral control of the vehicle is effected, in particular, by superimposing the movement planning and control of the vehicle using steering angle control in the steering system. In order to ensure the safety of the entire system, it is necessary to monitor the steering operation (the movement of the steering wheel) and limit the steering operation when an error occurs. This means that particularly semi-automated driving assistance functions that intervene in the driving operation of the vehicle must always be monitored by the driver and the steering intervention must be limited so that it can be controlled by the driver. This limitation is effected either in the steering actuator or in the (master) control device that commands it.

[0011] By this method, the steering intervention can be restricted with high reliability (certainly) and safely. Since a particularly harmonious transition can be achieved during driver intervention, the steering sensation during driver intervention is optimized. Furthermore, it is possible to realize a particularly high steering performance that is permitted while maintaining the controllability of the vehicle by the driver.

[0012] According to a possible embodiment of the method, the permitted steering intervention is set depending on the driving speed of the vehicle. Thereby, the reliability and safety of the limitation of the steering intervention can be further improved.

[0013] According to a further possible embodiment of the method, the manual steering intervention is - the angular velocity of steering, and / or - the steering angle (steering angle), and / or - the manual torque applied to the steering wheel of the vehicle, detected based on this. Thereby, on the one hand, it is possible to realize the detection of manual steering intervention that is very reliable and easy to implement (implement), and on the other hand, by monitoring at least one of these variables depending on time (time-dependently), it is possible to ensure a very robust (certain, firm) monitoring.

[0014] According to a further possible embodiment of the method, a predetermined permitted steering intervention is -If manual steering intervention is detected based on steering angular velocity, the permissible steering angular velocity shall be, and / or -If manual steering intervention is detected based on the steering angle, the permissible steering angle is and / or -If manual steering intervention is detected based on manual torque, the allowable manual torque is: It is set in advance.

[0015] According to a further possible embodiment of this method, the weighting coefficient is formed (constructed, generated) from a plurality of individual weighting coefficients, one of which is a steering angular velocity weighting coefficient determined (calculated) depending on a predetermined allowable steering angular velocity (set based on the detected steering angular velocity and travel speed) based on the detected steering angular velocity and travel speed. This makes it possible to form the weighting coefficient easily and with high reliability.

[0016] According to a further possible embodiment of this method, in order to determine the steering angular velocity weighting coefficient, -The deviation of the detected steering angular velocity from the allowable steering angular velocity is calculated (determined), and this deviation is normalized with respect to the allowable steering angular velocity, thereby forming the normalized deviation of the detected steering angular velocity. -When a driver assistance system that performs steering intervention is active, and the required (determined, calculated) driver intervention falls below a predetermined limit, a robust steering angular velocity deviation is determined from the detected normalized deviation of the steering angular velocity so that the detected normalized deviation of the steering angular velocity limits the steering intervention. - The error integral is formed as the integral of the robust steering angular velocity deviation, - The steering angular velocity weighting coefficient is determined from the characteristic map, depending on the value of the error integral.

[0017] This configuration allows for the robust determination of the steering angular velocity weighting coefficient using an easy and reliable method.

[0018] According to a further possible embodiment of this method, the weighting coefficient is formed from a plurality of individual weighting coefficients, one of which is a steering angle weighting coefficient determined depending on a predetermined allowable steering angle based on the detected steering angle and travel speed. This allows the weighting coefficient to be formed easily and with high reliability.

[0019] According to a further possible embodiment of this method, in order to determine the steering angle weighting coefficient, -The deviation of the detected steering angle from the allowable steering angle is calculated, and this deviation is normalized with respect to the allowable steering angle, thereby forming the normalized deviation of the detected steering angle. -When a driver assistance system that performs steering intervention is active, and the requested (determined, calculated) driver intervention falls below a predetermined limit, a robust steering angle deviation is determined from the detected normalized deviation of the steering angle so that the detected normalized deviation of the steering angle limits the steering intervention. - The error integral is formed as the integral of the robust steering angle deviation, - The steering angle weighting coefficient is determined from the characteristic map, depending on the value of the error integral.

[0020] This configuration allows for the robust determination of the steering angle weighting coefficient using an easy and reliable method.

[0021] According to a further possible embodiment of this method, the weighting coefficient is formed from a plurality of individual weighting coefficients, one of which is a manual torque weighting coefficient determined depending on a predetermined allowable manual torque based on the detected manual torque and travel speed. This allows the weighting coefficient to be formed easily and with high reliability.

[0022] According to a further possible embodiment of this method, in order to determine the manual torque weighting coefficient, -By subtracting a defined constant value from the allowable manual torque, the reduced manual torque is formed. -The detected manual torque is compared to the reduced manual torque. -If the detected manual torque value is less than or equal to the reduced manual torque, the value of the manual torque weighting coefficient is assigned to 1. -If the detected manual torque value is greater than the reduced manual torque, the value of the manual torque weighting coefficient is assigned to 0. -If the detected manual torque value falls between the allowable manual torque and the reduced manual torque, the manual torque weighting coefficient is assigned a value between 0 and 1, determined by linear scaling.

[0023] This configuration allows for the robust determination of the manual torque weighting coefficient using an easy and reliable method.

[0024] Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. [Brief explanation of the drawing]

[0025] [Figure 1] A schematic sequence of methods for limiting steering intervention by driver assistance systems is shown. [Figure 2] This is a schematic block diagram showing a limiter for restricting steering intervention by the driver assistance system. [Figure 3] One possible process for generating individual weighting coefficients for weighting steering angular velocity is schematically shown. [Figure 4] One possible process for generating individual weighting coefficients to weight steering angles is outlined below. [Figure 5] One possible process for generating individual weighting coefficients to weight manual torques is schematically shown. [Modes for carrying out the invention]

[0026] In all figures, corresponding parts are denoted by the same reference numeral.

[0027] Figure 1 shows a sequence of one possible embodiment of a method for limiting steering intervention by a vehicle's driver assistance system.

[0028] Lateral control of a vehicle is achieved through the superposition of planning and controlling the vehicle's motion, particularly using steering angle control in the steering system. To ensure the safety of the entire system, it is necessary to monitor the steering motion and limit it if an error occurs. This limiting is performed either in the steering actuator or in the commanding (master) control unit.

[0029] To achieve this limitation, in method step VS1, detection of manual steering intervention is performed based on the detection of steering angular velocity v and / or steering angle α and / or manual torque M applied to the steering wheel of the vehicle.

[0030] In the second method, step VS2, the robustness of detection is improved by time-dependent monitoring.

[0031] In the third method step VS3, steering intervention by the driver assistance system is limited, particularly by the constraint on the control variable u, which is shown in more detail in Figure 2.

[0032] Figure 2 shows a block diagram of one possible embodiment of limiter 1 for limiting steering intervention by the driver assistance system.

[0033] Limiter 1 includes four modules 1.1 to 1.4, where the first module 1.1 is a steering angular velocity limiter, the second module 1.2 is a steering angle limiter, the third module 1.3 is a manual torque limiter, and the fourth module 1.4 is a general (overall) limiter.

[0034] The first module 1.1 monitors the steering angular velocity v and generates a steering angular velocity weighting coefficient a as an individual weighting coefficient.

[0035] The second module, 1.2, monitors the steering angle α and generates a steering angle weighting coefficient b as an individual weighting coefficient.

[0036] The third module 1.3 monitors the manual torque M and generates a manual torque weighting coefficient c as an individual weighting coefficient.

[0037] In the fourth module, 1.4, all individual weighting coefficients are weighted, and a weighting coefficient f(a,b,c) is generated as a function of those individual weighting coefficients.

[0038] The weighting coefficient f(a,b,c) is, f(a,b,c) = Minimum value (a,b,c) According to this, the minimum value function is: f(a,b,c) = Multiplication(a,b,c) According to the multiplication function, and / or f(a,b,c) = mean(a,b,c) It is determined (calculated) as the mean function according to this.

[0039] Next, steering intervention is applied to the operational variable u, for example, the required rack target force (the required target rack force). u lim =f(a,b,c)·u The restricted operating variables (restricted operating variables) of the driver assistance system are limited by multiplying them by the weighting coefficient f(a,b,c) according to u. lim This can be obtained.

[0040] In other words, to limit steering intervention, the operating variable u of the driver assistance system generated for steering intervention is multiplied by a weighting coefficient f(a,b,c). By forming the weighting coefficient f(a,b,c) as a function of the individual weighting coefficients described above, the weighting coefficient f(a,b,c) is determined depending on the detected manual steering intervention of the vehicle driver and on the driver's predetermined allowable steering intervention.

[0041] FIG. 3 shows one possible process for generating an individual weighting factor for weighting the steering angular velocity v, i.e., for generating the steering angular velocity weighting factor a. This process is performed, for example, in the first module 1.1 of FIG. 2.

[0042] In block B1, the allowable steering angular velocity ev is calculated from the characteristic map as a function of the input variables in the form of the vehicle traveling speed v Fzg and the steering angular velocity v. Fzg The calculation of the allowable steering angular velocity ev as a function of the traveling speed v is performed based on a table having reference points. In this table, for example, the traveling speed v

[0043] traveling speed v Fzg is plotted on the horizontal axis (x-axis), and the steering angular velocity v is plotted on the vertical axis (y-axis). The values between the reference points are determined using an arbitrary, for example, linear interpolation method. The reference points of the values of the traveling speed v Fzg are predefined (preset) in units of km / h, for example, v Fzg = [0, 10, 20, 30, 50, 80, 100, 130, 180, 250] is set. The reference points of the allowable steering angular velocity ev are determined, for example, using (with the assistance of) driving tests and / or simulations. The purpose here is to ensure the controllability requirements of the steering angular velocity v regarding the functional safety of the driver.

[0044] In the second block B2, the deviation (deviation amount) of the detected steering angular velocity v from the allowable steering angular velocity ev is determined (calculated) and normalized (standardized, regularized) to the allowable steering angular velocity ev. The result of the normalization is the normalized deviation (normalized deviation) Δv of the detected steering angular velocity v, which is also referred to as the normalized steering angular velocity deviation Δv hereinafter.

[0045] In the third block B3, the normalized steering angular velocity deviation Δv is filtered, and the filtering results in a robust steering angular velocity deviation (robust steering angular velocity deviation) Δv r ​​A normalized steering angular velocity deviation Δv is formed only when the driver assistance system that performs steering intervention is active and the driver intervention is not excessively large, especially when excessively large counter-steer is not performed, for example, when the driver steers in the opposite direction to the steering intervention of the driver assistance system within a maximum range (up to a predefined degree (limit)), filtering or robust steering angular velocity deviation Δv is used to limit the steering intervention. r Formation takes place.

[0046] Robust steering angular velocity deviation Δv r For example, it can be calculated as follows: Δv r =Δv·S·c Here, Δv r This is the robust steering angular velocity deviation Δv r Δv represents the normalized steering angular velocity deviation Δv that is filtered. S represents a signal representing the activation state of the driver assistance system that performs steering intervention, having a value of 1 if the driver assistance system is active and a value of 0 otherwise. c is the driver intervention limiting coefficient, which can take a value between 0 and 1, and takes a value of 0 if the driver intervention is large, especially if the counter-steer is excessively large, i.e., if the steering is performed more strongly in the opposite direction to the steering intervention of the driver assistance system than a predetermined range. The driver intervention limiting coefficient c is, in particular, the manual torque weighting coefficient c generated in the third module 1.3.

[0047] In the fourth block B4, the error integral ∫Δv r However, the robust steering angular velocity deviation Δv r It is formed as an integral of the error integral ∫Δv. r The lower limit (also called the lower bound) is specifically 0.

[0048] In the fifth block, B5, the steering angular velocity weighting coefficient a is the error integral ∫Δv rIt is calculated (determined) from the characteristic map depending on the value of . The steering angular velocity weighting coefficient a is calculated, for example, using a table with multiple reference points. For example, error integral ∫Δv r The value of is plotted on the horizontal axis (x-axis), and the steering angular velocity weighting coefficient a is plotted on the vertical axis (y-axis). The values ​​between reference points are determined using any method, for example, linear interpolation. Error integral ∫Δv r The reference point for the value of is, for example, defined (pre-set), for example, ∫Δv r The set =[0,1,2,5,10,50] is determined. The reference point for the steering angular velocity weighting coefficient a is determined using (with the assistance of) driving tests and / or simulations, for example a=[1,1,1,1,0,0].

[0049] Figure 4 shows one possible process for generating individual weighting coefficients for weighting the steering angle α, i.e., generating the steering angle weighting coefficient b. This process is carried out, for example, in the second module 1.2 of Figure 2.

[0050] In block B6, the running speed v Fzg And depending on the input variable in the form of steering angle α, the driving speed v is obtained from the characteristic map. Fzg The allowable steering angle eα is calculated as a function of .

[0051] Traveling speed v Fzg The calculation of the allowable steering angle eα as a function of the speed v is performed based on a table having a reference point. In this table, for example, the driving speed v Fzg The x-axis plots the horizontal axis, and the allowable steering angle eα plots the vertical axis. The values ​​between reference points are determined using any method, for example, linear interpolation. Fzg The reference point for the value is defined (determined in advance), for example, in km / h units, for example v FzgThe values ​​=[0,10,20,30,50,80,100,130,180,250] are set. The reference point for the allowable steering angle eα is determined, for example, using (with the assistance of) driving tests and / or simulations. The objective here is to ensure the controllability requirements of the steering angle α in relation to functional safety for the driver.

[0052] In the second block, B7, the deviation (amount of deviation) of the detected steering angle α from the allowable steering angle eα is determined (calculated) and normalized to the allowable steering angle eα. The result of normalization is the normalized deviation (normalized error) Δα of the detected steering angle α, which will also be referred to as the normalized steering angle error Δα below.

[0053] In the third block B8, the normalized steering angle deviation Δα is filtered, and this filtering results in a robust steering angle deviation (robust steering angle deviation) Δα. r A normalized steering angle deviation Δα is formed only when a driver assistance system that performs steering intervention is active due to the presence of a signal S, and the driver intervention is not excessively large, especially when the driver does not perform excessively large counter-steer, for example, when the driver steers in the opposite direction to the steering intervention of the driver assistance system within a predetermined range (up to a predefined degree (limit)), in which case the normalized steering angle deviation Δα brings about control of the steering intervention, through filtering or robust steering angle deviation Δα. r Formation takes place.

[0054] Robust steering angle deviation Δα r For example, it can be calculated as follows: Δα r =Δα·S·c Here, Δα r This is the robust steering angle deviation Δα r This represents the normalized steering angle deviation Δα. S represents the signal indicating the activation status of the driver assistance system, as described above. c represents the driver intervention limiting coefficient, as described above, and in particular is the manual torque weighting coefficient c generated using the third module 1.3.

[0055] In the fourth block, B9, the error integral ∫Δα r However, robust steering angle deviation Δα r It is formed as an integral of the error integral ∫Δα. r The lower limit (also called the lower bound) is specifically 0.

[0056] In the fifth block B10, the steering angle weighting coefficient b is the error integral ∫Δα r The value of is calculated (determined) from the characteristic map. The steering angle weighting coefficient b is calculated, for example, using a table with multiple reference points. For example, the error integral ∫Δα r The value of is plotted on the horizontal axis (x-axis), and the steering angle weighting coefficient b is plotted on the vertical axis (y-axis). The values ​​between reference points are determined using any method, for example, linear interpolation. Error integral ∫Δα r The reference point for the value of is, for example, defined (pre-set), for example, ∫Δα r The set value is [0,1,2,5,10,50]. The reference point for the steering angle weighting coefficient b is determined using (with the assistance of) driving tests and / or simulations, for example, b=[1,1,1,1,0,0].

[0057] Figure 5 shows one possible process for generating individual weighting coefficients for weighting the manual torque M, i.e., generating the manual torque weighting coefficient c. This process is carried out, for example, in the third module 1.3 of Figure 2.

[0058] To determine the manual torque weighting coefficient c, first, in the first block B11, it is determined whether the detected manual torque M results in steering in the same direction (+) as the operating variable u of the driver assistance system, or in the opposite direction (-).

[0059] If the detected manual torque M is positive in the same direction, in the second block B12, the manual torque weighting coefficient c is set to a value of 1.

[0060] If the detected manual torque M is in the opposite direction, in the third block B13, the input variable is the travel speed v Fzg Depending on the characteristics map, the driving speed v Fzg The allowable manual torque eM is calculated as a function of the formula.

[0061] Traveling speed v Fzg The calculation of the allowable manual torque eM as a function of the travel speed v is performed based on a table with reference points. In this table, for example, the travel speed v Fzg The x-axis plots the horizontal axis and the y-axis plots the allowable manual torque eM. The values ​​between reference points are determined using any method, for example, linear interpolation. Fzg The reference point for the value is, for example, defined (pre-set) in km / h units, for example v Fzg The values ​​set are =[0,10,20,30,50,80,100,130,180,250]. The reference point for the allowable manual torque eM is determined, for example, using (with the assistance of) driving tests and / or simulations. The objective here is to ensure the controllability requirements of manual torque M with respect to the functional safety of the driver.

[0062] In the fourth block B14, a reduced manual torque (reduced manual torque) rM is formed by subtracting a defined constant value, for example 0.5, from the allowable manual torque eM.

[0063] Next, the detected manual torque M is compared with the reduced manual torque rM. As shown in Section A1, if the value of the detected manual torque M is less than or equal to the reduced manual torque rM, the manual torque weighting coefficient c is assigned a value of 1.

[0064] In contrast, as shown in Section A2, if the detected manual torque M is greater than or equal to the allowable manual torque eM, the manual torque weighting coefficient c is assigned a value of 0.

[0065] As shown in Section A3, if the detected manual torque M is between the allowable manual torque eM and the reduced manual torque rM, the manual torque weighting coefficient c is assigned a value between 0 and 1, which is obtained by linear scaling. [Prior art documents] [Patent Documents]

[0066] [Patent Document 1] German Patent Application Publication No. 102008033688 Specification [Patent Document 2] German Patent Application Publication No. 102018200388 Specification [Patent Document 3] German Patent Application Publication No. 102018200327 Specification [Patent Document 4] German Patent Application Publication No. 102014226781

Claims

1. A method for limiting steering intervention by a vehicle's driver assistance system, In order to limit the steering intervention, the operating variable (u) of the driver assistance system generated for the steering intervention is multiplied by a weighting coefficient (f(a, b, c)), The weighting coefficient (f(a, b, c)) is determined depending on the detected driver's manual steering intervention and the driver's predetermined allowable steering intervention. The aforementioned manual steering intervention is - Steering angular velocity (v), and / or - Steering angle (α), and / or - Manual torque (M) applied to the steering wheel of the vehicle, Detected based on, The predetermined permissible steering intervention is - If manual steering intervention is detected based on the steering angular velocity (v), the permissible steering angular velocity (ev) shall be, and / or - If manual steering intervention is detected based on the steering angle (α), the allowable steering angle (eα) shall be, and / or - If manual steering intervention is detected based on the manual torque (M), the allowable manual torque (eM) is: Pre-configured A method characterized in that the weighting coefficient (f(a, b, c)) is formed from a plurality of individual weighting coefficients, and one individual weighting coefficient is a steering angular velocity weighting coefficient (a) determined depending on a predetermined allowable steering angular velocity (ev) based on the detected steering angular velocity (v) and the vehicle's travel speed (v Fzg).

2. In order to determine the steering angular velocity weighting coefficient (a), - The deviation of the detected steering angular velocity (v) from the allowable steering angular velocity (ev) is calculated, and this deviation is normalized with respect to the allowable steering angular velocity (ev), thereby forming the normalized deviation (Δv) of the detected steering angular velocity (v). - When the driver assistance system that performs the steering intervention is active and the requested driver intervention falls below a predetermined limit, the normalized deviation (Δv) of the detected steering angular velocity (v) is used to limit the steering intervention, so that the normalized deviation (Δv) of the detected steering angular velocity (v) is used to determine the robust steering angular velocity deviation (Δv) ｒ ) was decided, -Error integral (∫Δv ｒ ) is the robust steering angular velocity deviation (Δv ｒ It is formed as an integral of ) - The steering angular velocity weighting coefficient (a) is the error integral (∫Δv ｒ The method according to claim 1, characterized in that it is determined from a characteristic map depending on the value of ).

3. A method for limiting steering intervention of a vehicle's driver assistance system, In order to limit the steering intervention, the operating variable (u) of the driver assistance system generated for the steering intervention is multiplied by a weighting coefficient (f(a, b, c)), The weighting coefficient (f(a, b, c)) is determined depending on the detected driver's manual steering intervention and the driver's predetermined allowable steering intervention. The aforementioned manual steering intervention is - Steering angular velocity (v), and / or - Steering angle (α), and / or - Manual torque (M) applied to the steering wheel of the vehicle, Detected based on, The predetermined permissible steering intervention is - If manual steering intervention is detected based on the steering angular velocity (v), the permissible steering angular velocity (ev) shall be, and / or - If manual steering intervention is detected based on the steering angle (α), the allowable steering angle (eα) shall be, and / or - If manual steering intervention is detected based on the manual torque (M), the allowable manual torque (eM) is: Pre-configured The weighting coefficient (f(a, b, c)) is formed from a plurality of individual weighting coefficients, and one individual weighting coefficient is the detected steering angle (α) and the vehicle's travel speed (v Ｆｚｇ A method characterized in that the steering angle weighting coefficient (b) is determined depending on a predetermined allowable steering angle (eα) based on ).

4. In order to determine the steering angle weighting coefficient (b), - The deviation of the detected steering angle (α) from the allowable steering angle (eα) is calculated, and this deviation is normalized with respect to the allowable steering angle (eα), thereby forming the normalized deviation (Δα) of the detected steering angle (α). - When the driver assistance system that performs the steering intervention is active and the requested driver intervention falls below a predetermined limit, the normalized deviation (Δα) of the detected steering angle (α) is used to limit the steering intervention, by using the normalized deviation (Δα) of the detected steering angle (α) to determine the robust steering angle deviation (Δα). ｒ ) was decided, -Error integral (∫Δα ｒ ) is the robust steering angle deviation (Δα ｒ It is formed as an integral of ) - the steering angle weighting factor (b) is determined from a characteristic map depending on the value of the error integral (∫Δα ｒ ), the method according to claim 3.

5. A method for limiting steering intervention of a vehicle's driver assistance system, In order to limit the steering intervention, the operating variable (u) of the driver assistance system generated for the steering intervention is multiplied by a weighting coefficient (f(a, b, c)), The weighting coefficient (f(a, b, c)) is determined depending on the detected driver's manual steering intervention and the driver's predetermined allowable steering intervention. The aforementioned manual steering intervention is - Steering angular velocity (v), and / or - Steering angle (α), and / or - Manual torque (M) applied to the steering wheel of the vehicle, Detected based on, The predetermined permissible steering intervention is - If manual steering intervention is detected based on the steering angular velocity (v), the permissible steering angular velocity (ev) shall be, and / or - If manual steering intervention is detected based on the steering angle (α), the allowable steering angle (eα) shall be, and / or - If manual steering intervention is detected based on the manual torque (M), the allowable manual torque (eM) is: Pre-configured The weighting coefficient (f(a, b, c)) is formed from a plurality of individual weighting coefficients, and one individual weighting coefficient is the detected manual torque (M) and the vehicle's travel speed (v Ｆｚｇ A method characterized in that it is a manual torque weighting coefficient (c) determined depending on a predetermined allowable manual torque (eM) based on ).

6. To determine the manual torque weighting coefficient (c), - By subtracting a defined constant value from the allowable manual torque (eM), a reduced manual torque (rM) is formed. - The detected manual torque (M) is compared with the reduced manual torque (rM), - If the detected manual torque (M) value is less than or equal to the reduced manual torque (rM), the value of the manual torque weighting coefficient (c) is assigned to 1. - If the value of the detected manual torque (M) is equal to or greater than the allowable manual torque (eM), the value of the manual torque weighting coefficient (c) is assigned to 0. - The method according to claim 5, characterized in that, when the value of the detected manual torque (M) is between the allowable manual torque (eM) and the reduced manual torque (rM), a value between 0 and 1 obtained by linear scaling is assigned to the value of the manual torque weighting coefficient (c).

7. The aforementioned permissible steering intervention is based on the vehicle's travel speed (v Ｆｚｇ The method according to any one of claims 1 to 6, characterized in that it is set depending on ).

8. The weighting coefficient (f(a, b, c)) is formed from a plurality of individual weighting coefficients, and one individual weighting coefficient is the detected steering angle (α) and the vehicle's travel speed (v Ｆｚｇ The method according to any one of claims 1, 2, 5, and 6, characterized in that the steering angle weighting coefficient (b) is determined depending on a predetermined allowable steering angle (eα) based on ).

9. The weighting coefficient (f(a, b, c)) is formed from a plurality of individual weighting coefficients, and one individual weighting coefficient is the detected manual torque (M) and the vehicle's travel speed (v Ｆｚｇ The method according to any one of claims 1 to 4, characterized in that it is a manual torque weighting coefficient (c) determined depending on a predetermined allowable manual torque (eM) based on ).

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