Driver assistance system and driver assistance method for a vehicle

Abstract

The present disclosure relates to a driver assistance system (100, 200) for a vehicle (10). The driver assistance system (100, 200) comprises a drive module (210) which is designed at least for automated lateral control of the vehicle (10). The drive module (210) is also designed to continue to carry out the automated lateral control during a detected brake pedal actuation.

Description

[0001] Driver assistance system and driver assistance procedure for a vehicle

[0002] The present disclosure relates to a driver assistance system for a vehicle, a vehicle having such a driver assistance system, a driver assistance method for a vehicle, and a storage medium for executing the driver assistance method. In particular, the present disclosure relates to automated lateral guidance during a braking intervention.

[0003] State of the art

[0004] Today, vehicles often offer driver assistance systems with automated lateral guidance, such as active lane keeping systems. Automated lateral guidance is based on technology that enables the vehicle to automatically control and adjust its position within a lane. Automated lateral guidance typically involves steering the vehicle to keep it centrally located in the lane and adjusting its lane position as needed, for example, when changing lanes or navigating curves. Such driver assistance systems use various sensors such as radar, lidar, ultrasound, and / or cameras to collect information about the vehicle's surroundings, particularly lanes. Based on this data, the vehicle can then steer independently without driver intervention.

[0005] This intelligent lateral control enables dynamic adaptation to different traffic situations, such as automatic adjustment to a curvature of the road. However, it can happen that the system automatically deactivates lateral control after the driver has applied the brakes, which can potentially overwhelm the driver or catch them off guard, for example, in a bend. This can not only lead to critical situations, but can also prompt the user to permanently deactivate the driver assistance system. Failure to use the driver assistance system can have a negative impact on road safety, as driver assistance often offers greater safety than manual driving. Typically, a lack of (subjective) trust in the system can lead the driver to (unintentionally) deactivate the system following a braking intervention.

[0006] Disclosure of the invention

[0007] It is an object of the present disclosure to provide a driver assistance system for a vehicle, a vehicle with such a driver assistance system, a driver assistance method for a vehicle, and a storage medium for executing the driver assistance method, which can maximize the service life of the driver assistance system and thus increase road safety. In particular, it is an object of the present disclosure to provide a user with no reason to deactivate the driver assistance system.

[0008] This object is achieved by the subject matter of the independent claims. Advantageous embodiments are specified in the subclaims. According to an independent aspect of the present disclosure, a driver assistance system for a vehicle, in particular a motor vehicle, is specified. The driver assistance system comprises a driving module which is configured at least for automated lateral guidance of the vehicle, wherein the driving module is configured to operate in at least two operating modes, wherein in a first operating mode of the at least two operating modes at least one automated steering control takes place and in a second operating mode of the at least two operating modes no automated steering control takes place; and an actuation detection module which is configured to detect a brake pedal actuation by a driver, wherein the driving module is configured to remain in the first operating mode when a brake pedal actuation is detected.

[0009] The driving module and the actuation detection module may comprise software components / algorithms configured to be executed on at least one processor and thereby to perform the functionalities of the respective module.

[0010] According to the invention, the automated lateral control remains active even if the driver intervenes with the brakes. In other words, braking by the driver is permitted, at least within certain limits, without deactivating the lateral control. For example, the driver can enter a bend with active lateral control and brake manually to reduce speed. The automated lateral control remains active so that the driver can be assisted when cornering. In another example, the vehicle with active lateral control can approach a traffic light. The driver wants to reduce speed and brakes, and also changes lanes. The automated lateral control remains active so that the driver can continue to receive assistance. As a result, irritation or even overtaxing of the driver by the system behavior is avoided, which can increase road safety.The term "automated lateral guidance" refers to a technology that enables a vehicle to automatically control and adjust its position within a lane. Automated lateral guidance typically involves steering the vehicle to keep it centrally positioned within the lane and adjusting its lane position as needed, for example, when changing lanes or navigating curves. Such driver assistance systems utilize various sensors such as radar, lidar, ultrasound, and / or cameras to collect information about the vehicle's surroundings, particularly lanes. Based on this data, the vehicle can then steer independently without driver intervention.

[0011] The driving module is configured to operate in at least two operating modes. In a first operating mode of the at least two operating modes, at least one automated steering control (or automated lateral guidance) is implemented, and in a second operating mode of the at least two operating modes, no automated steering control (or automated lateral guidance) is implemented. In other words, the automated steering control is (at least) inactive in the second operating mode.

[0012] In the first operating mode, the driver assistance system actively controls the steering to maintain lane control and / or follow the road's course. In the first operating mode, the driver assistance system continuously intervenes to regulate the steering angle by controlling appropriate actuators, without requiring driver intervention, as long as conditions are within the system's limits. The driver assistance system uses sensors such as radar, lidar, ultrasound, and / or cameras to collect information about the vehicle's surroundings, particularly lanes, and automatically adjusts the steering angle to maintain lane control. Optionally, digital map data can be used to obtain information about lane progression, curvature radii, etc.

[0013] In the second operating mode, the driver assistance system temporarily deactivates or interrupts control, for example, due to a specific driver action. The driver assistance system interrupts the automated lateral guidance at this moment to at least allow the driver to control the lateral guidance. Depending on the situation, the driver assistance system can automatically switch back to the first operating mode to resume automated lateral guidance.

[0014] One difference between the first operating mode and the second operating mode lies in the control of the vehicle. In the first operating mode, the driver assistance system takes control of the steering based on the sensor data. In the second operating mode, the driver assistance system returns control of at least the lateral guidance to the driver, for example, based on a specific driver action.

[0015] Preferably, the at least two operating modes further comprise a third operating mode, wherein the third operating mode is a deactivated mode in which the driver assistance system is deactivated, in particular completely deactivated. Therefore, in the third operating mode, automated lateral guidance cannot be automatically resumed by the driver assistance system.

[0016] Thus, in some embodiments, the second operating mode represents an intermediate mode between a fully active or activated mode (first operating mode) and a fully inactive or deactivated mode (third operating mode).

[0017] The change from one operating mode to another operating mode can be indicated to the driver by at least one driver message.

[0018] Preferably, the vehicle, in particular the driver assistance system, comprises a user interface module which is configured to output the at least one driver instruction to the driver optically and / or acoustically and / or haptically.

[0019] The user interface module may comprise at least one first output device for outputting the visual driver instructions. In some embodiments, the at least one first output device may comprise at least one display device for outputting the visual driver instructions. The at least one display device may comprise a display, in particular an LCD display, a plasma display, or an OLED display. Additionally or alternatively, the at least one display device may comprise a projection device configured to project information directly into the driver's field of vision, in particular onto a windshield.

[0020] The user interface module may include at least one second output device for outputting the acoustic driver instructions. In some embodiments, the at least one second output device may include at least one loudspeaker, in particular at least one vehicle interior loudspeaker, for outputting the acoustic driver instructions.

[0021] The user interface module can comprise at least one third output device for outputting the haptic driver instructions or can be connected to at least one third output device and control it to output the haptic driver instructions. The at least one third output device can comprise, for example, a vibration mechanism of a steering wheel and / or a belt tensioner of a driver's seat.

[0022] In some embodiments, the user interface module may comprise or be a central information output and information input device of an infotainment system, such as a head unit, a pillar-to-pillar display, or a head-up display. Preferably, the user interface module is permanently installed in the vehicle.

[0023] According to the invention, the automated lateral control remains active even if the driver detects brake pedal application. In other words, the driver is permitted to apply the brakes, at least within certain limits, without deactivating the lateral control system. The term "brake pedal application" refers to the process by which the driver presses the brake pedal with their foot or otherwise operates it to activate the vehicle's braking system and thus slow the vehicle. Brake pedal application activates a series of mechanical, hydraulic, electrical, and / or electronic systems, depending on the vehicle's specific braking system.

[0024] Brake pedal actuation is generally detected by one or more sensors. The sensors can be connected to the brake pedal and monitor the position and / or movement of the brake pedal, generating an actuation signal as soon as the brake pedal is actuated. There are various types of sensors that can be used for this task, such as switch-based sensors, potentiometers, Hall sensors, and piezoelectric sensors. However, the embodiments of the present disclosure are not limited thereto, and brake pedal actuation can also be detected indirectly via driver movement. A non-limiting example of this is an interior camera that captures movement of a driver's right foot and / or leg, from which brake pedal actuation can be inferred.

[0025] When a brake pedal actuation is detected, the driver assistance system does not switch immediately from the first operating mode to the second operating mode, as the driver is permitted to brake at least to a certain extent.

[0026] Preferably, the driving module is configured to remain in the first operating mode or switch to the second operating mode upon detected brake pedal actuation based on at least one characteristic of the brake pedal actuation and / or at least one circumstance parameter relating to a driving situation. In particular, a deactivation decision can be made, i.e., whether the automated lateral guidance should be interrupted or not. Exemplary factors to be considered in the deactivation decision are explained in detail below.

[0027] Characteristics of brake pedal operation

[0028] Preferably, the at least one characteristic of the detected brake pedal actuation comprises or relates to an actuation force with which the driver actuates a brake pedal. The actuation force can be, for example, a brake pedal force and / or a brake pedal pressure. The brake pedal force and the brake pedal pressure describe the physical force or pressure that the driver exerts on the brake pedal to actuate the brakes. This force (e.g. measured in Newtons or kilogram-force) or this pressure (e.g. measured in Pascals or bars) can be detected by sensors that measure the intensity of the actuation and provide corresponding signals. The actuation force also influences the deceleration force, i.e. how strongly the brakes are applied.

[0029] The deactivation decision for automated lateral guidance can be made based on the force applied. For example, automated lateral guidance can be deactivated if the force applied is (equal to or) greater than a threshold. In this case, it can be assumed, for example, that the brake pedal application is an emergency braking maneuver, where the driver may want to pull over to the side of the road. However, automated lateral guidance can remain active if the force applied is (equal to or) less than the threshold.

[0030] Additionally or alternatively, the at least one characteristic of the detected brake pedal actuation comprises or relates to a temporal change in the brake pedal actuation. The temporal change in the brake pedal actuation can in particular be a gradient of the brake pedal actuation, e.g. over a predetermined period of time since the brake pedal actuation was detected (e.g. x seconds) or over the entire time since the brake pedal actuation was detected. The deactivation decision for the automated lateral guidance can be made based on the temporal change in the brake pedal actuation. For example, the automated lateral guidance can be deactivated if the gradient is (equal to or) greater than a threshold. In this case, it can be assumed, for example, that the brake pedal actuation is an emergency braking maneuver, whereby the driver may want to stop at the side of the road.On the other hand, the automated lateral guidance can remain active if the gradient is (equal to or) smaller than the threshold, i.e. flat.

[0031] Additionally or alternatively, the at least one characteristic of the detected brake pedal actuation includes or relates to a duration of the brake pedal actuation. The duration of the brake pedal actuation can be defined between the time of detection of the brake pedal actuation and the time of termination of the brake pedal actuation.

[0032] The deactivation decision for automated lateral guidance can be made based on the duration of brake pedal operation. For example, automated lateral guidance can be deactivated if the duration of brake pedal operation is (equal to or) greater than a threshold. In this case, it can be assumed, for example, that the driver intends to bring the vehicle to a standstill. However, automated lateral guidance can remain active if the duration is (equal to or) less than the threshold.

[0033] Additionally or alternatively, the at least one characteristic of the detected brake pedal actuation includes or relates to a number of brake pedal actuations. The number of brake pedal actuations can be recorded, for example, within a predetermined period of time (e.g., x seconds).

[0034] The decision to deactivate the automated lateral guidance system can be made based on the number of brake pedal actuations. For example, the automated lateral guidance system can be deactivated if the number of brake pedal actuations in the predetermined period is (equal to or) greater than a threshold. In this case, it can be assumed, for example, that the driver is persistently working against the system. On the other hand, the automated lateral guidance system can remain active if the number of brake pedal actuations in the predetermined period is (equal to or) less than the threshold.

[0035] Additionally or alternatively, the at least one characteristic of the detected brake pedal actuation includes or relates to a type of brake pedal actuation. The type of brake pedal actuation can be selected from the group comprising, or consisting of, normal braking, emergency braking, and panic braking.

[0036] The decision to deactivate automated lateral guidance can be made based on the type of brake pedal application. For example, automated lateral guidance can be deactivated if the type of brake pedal application is a first predetermined type, such as emergency or panic braking. In this case, the driver is not unsettled by system interventions. However, automated lateral guidance can remain active if the type of brake pedal application is a second type, such as normal braking.

[0037] Normal braking is the usual braking maneuver in which the driver applies the brake pedal to decelerate the vehicle in a controlled manner or to bring it to a stop. The braking force is controlled to decelerate the vehicle safely and comfortably, without causing unnecessary discomfort to the occupants or cargo. Normal braking is part of everyday driving behavior and is usually performed without haste or stress.

[0038] Emergency braking is an intensive braking maneuver required in situations where a vehicle must stop quickly, for example to avoid a collision or an accident. During emergency braking, the brake pedal is applied quickly and with maximum possible force to achieve the shortest possible stopping distance. Fear braking is similar to emergency braking in terms of the intention to bring the vehicle to a stop as quickly as possible. The difference, however, lies in the psychological component: fear braking is triggered by a sudden, often irrational fear reaction on the part of the driver. This can result in the driver applying excessive force to the brake pedal without fully maintaining control of the situation or the vehicle. In contrast to controlled emergency braking, in which the driver acts consciously and purposefully, fear braking is a more reflexive, fear-driven reaction.A distinction between emergency braking and panic braking can be made, for example, by recording driver behavior using interior sensors and analyzing it using suitable software.

[0039] Circumstance parameters related to the driving situation

[0040] Preferably, the at least one circumstantial parameter relating to the driving situation includes or relates to a route, in particular a route curvature. Route curvature describes the degree of deviation of a road or lane from a straight line, expressed by the radius of the circle that best approximates the curve. The smaller the radius, the greater the curvature, and vice versa.

[0041] The decision to deactivate automated lateral guidance can be made based on the route, particularly the curvature. For example, automated lateral guidance can be deactivated if the curvature is (equal to or) greater than a threshold. In this case, the system can, for example, transfer control to the driver so that they are not unsettled during tight cornering. On the other hand, automated lateral guidance can remain active if the curvature is (equal to or) less than the threshold.

[0042] Additionally or alternatively, the at least one circumstantial parameter relating to the driving situation includes or relates to a vehicle speed relative to a speed threshold. The deactivation decision for the automated lateral guidance can be made based on whether the vehicle speed falls below the speed threshold due to brake pedal actuation. For example, the driving module can be configured to remain in the first operating mode with active lateral guidance if the vehicle speed does not fall below the speed threshold due to brake pedal actuation and to switch to the second operating mode with inactive lateral guidance if the vehicle speed falls below the speed threshold due to brake pedal actuation.

[0043] Additionally or alternatively, the at least one circumstantial parameter relating to the driving situation includes or relates to a lane change. A lane change refers to the action in which a vehicle changes from one lane to another. This can occur on highways, multi-lane roads, or within the road network where multiple lanes travel in the same direction.

[0044] The deactivation decision for automated lateral guidance can be made based on whether a detected driving maneuver is a lane change, in particular an intentional lane change. For example, the driving module can be configured to remain in the first operating mode with active lateral guidance if the detected driving maneuver is a lane change and to switch to the second operating mode with inactive lateral guidance if the detected driving maneuver is an exit from a highway.

[0045] The above parameters can be used individually or in combination to make the deactivation decision, in particular depending on each other.

[0046] Preferably, the driving module is further configured for automated longitudinal guidance of the vehicle. The term "automated longitudinal guidance" refers to a technology that enables the vehicle to independently regulate its speed and, optionally, its distance from vehicles ahead. This is often achieved through adaptive cruise control (ACC) systems and other driver assistance systems. Such driver assistance systems use various sensors such as radar, lidar, ultrasound, and / or cameras to collect information about the vehicle's surroundings. Based on this data, the vehicle can then accelerate and decelerate independently without driver intervention.

[0047] Preferably, the automated longitudinal guidance is or remains active in the first operating mode. Alternatively, the automated longitudinal guidance can be or remain inactive in the first operating mode.

[0048] According to a further independent aspect of the present disclosure, which can be combined with the previously described aspects, a driver assistance system for a vehicle, in particular a motor vehicle, is provided. The driver assistance system comprises a driving module configured at least for automated lateral guidance of the vehicle. The driving module is further configured to (continue to) perform the automated lateral guidance during a detected brake pedal actuation.

[0049] According to a further independent aspect of the present disclosure, a vehicle, in particular a motor vehicle, is specified. The vehicle comprises the driver assistance system according to the embodiments of the present disclosure.

[0050] The term "vehicle" includes cars, trucks, vans, buses, mobile homes, motorcycles, etc., used to transport people, goods, etc. In particular, the term includes motor vehicles used to transport people.

[0051] The driver assistance system is configured for automated driving. In this document, the term "automated driving" refers to driving with automated longitudinal and / or lateral guidance. Automated driving can, for example, involve extended driving on the highway or limited-time driving while parking. The term "automated driving" encompasses automated driving with any degree of automation. Examples of levels of automation include assisted, partially automated, conditionally automated, highly automated, and fully automated driving (each with an increasing degree of automation). The five levels of automation mentioned above correspond to SAE levels 1 to 5 of the SAE J3016 standard (SAE - Society of Automotive Engineering) as of April 30, 2021.

[0052] In assisted driving (SAE Level 1), the system provides longitudinal or lateral guidance in specific driving situations. In partially automated driving (SAE Level 2), the system assumes longitudinal and lateral guidance in specific driving situations, although the driver must continuously monitor the system, as with assisted driving. In conditionally automated driving (SAE Level 3), the system assumes longitudinal and lateral guidance in specific driving situations without the driver having to continuously monitor the system; however, the driver must be able to take over vehicle control within a certain period of time upon request from the system. In highly automated driving (SAE Level 4), the system assumes vehicle control in specific driving situations, even if the driver does not respond to a request to intervene, thus eliminating the driver as a fallback.In fully automated driving (SAE Level 5), the system can perform all aspects of the dynamic driving task under any road and environmental conditions that can also be mastered by a human driver.

[0053] Furthermore, the term "at least partially automated driving or maneuvering" is also understood in this document to include partially automated, conditionally automated, highly automated, and fully automated driving. In other words, the term "at least partially automated driving" refers to a level of automation up to and including SAE Level 2.

[0054] Preferably, the driver assistance system is an active lane keeping assistant. The active lane keeping assistant can perform active steering interventions to keep the vehicle in the ego lane by means of automated lateral guidance. According to a further independent aspect of the present disclosure, a driver assistance method for a vehicle, in particular a motor vehicle, is specified.The driver assistance method comprises carrying out, by a driving module, at least one automated lateral guidance of the vehicle, wherein the driving module is configured to be operated in at least two operating modes, wherein in a first operating mode of the at least two operating modes at least one automated steering control takes place and in a second operating mode of the at least two operating modes no automated steering control takes place; detecting, by an actuation detection module, a brake pedal actuation by a driver; and remaining in the first operating mode upon the detected brake pedal actuation.

[0055] The driver assistance procedure can implement the aspects of the driver assistance system described in this document.

[0056] According to a further independent aspect of the present disclosure, a software (SW) program is provided. The SW program can be configured to run on one or more processors and thereby execute the driver assistance method for a vehicle described in this document.

[0057] According to a further independent aspect of the present disclosure, a storage medium is provided. The storage medium can comprise a software program configured to be executed on one or more processors and thereby to execute the driver assistance method for a vehicle described in this document.

[0058] According to a further independent aspect of the present disclosure, software with program code is specified. The software is configured to carry out the driving assistance method for a vehicle when the software runs on one or more software-controlled devices. According to a further independent aspect of the present disclosure, a system is specified. The system comprises one or more processors; and at least one memory connected to the one or more processors and containing instructions that can be executed by the one or more processors to carry out the driving assistance method for a vehicle described in this document.

[0059] A processor or processor module is a programmable computing unit, i.e. a machine or an electronic circuit that controls other elements according to given instructions and thereby drives an algorithm (process).

[0060] Short description of the drawings

[0061] Embodiments of the disclosure are illustrated in the figures and are described in more detail below. They show:

[0062] Figure 1 schematically shows a vehicle with a driver assistance system for automated driving according to embodiments of the present disclosure,

[0063] Figure 2 schematically shows a driver assistance system for a vehicle according to embodiments of the present disclosure, and

[0064] Figure 3 is a flowchart of a driver assistance method for a vehicle according to embodiments of the present disclosure.

[0065] Embodiments of the disclosure

[0066] Unless otherwise noted, the same reference numerals are used below for identical and equivalent elements. Figure 1 schematically shows a vehicle 10 with a driver assistance system 100 for automated driving according to embodiments of the present disclosure.

[0067] In automated driving, within the scope of the present disclosure, the lateral guidance and optionally the longitudinal guidance of the vehicle 10 are carried out automatically. The driver assistance system 100 thus assumes at least partial vehicle guidance. For this purpose, the driver assistance system 100 controls the steering system 20 and optionally the drive system 22, the (e.g., hydraulic) service brake 24, and the optional transmission 26 via intermediate units (not shown).

[0068] To plan and implement automated driving, driver assistance system 100 receives environmental information from an environmental sensor system 12 that monitors the vehicle's surroundings. In particular, vehicle 10 may include at least one environmental sensor configured to record environmental data indicating the vehicle's surroundings. The at least one environmental sensor may, for example, include one or more lidar systems, one or more radar systems, one or more ultrasonic sensors, and / or one or more cameras.

[0069] In some embodiments, the driver assistance system 100 is an active lane keeping assistant.

[0070] Figure 2 schematically shows a driver assistance system 300 for a vehicle according to embodiments of the present disclosure.

[0071] The driver assistance system 200 may include or be the driver assistance system for automated driving described with reference to Figure 1.

[0072] The driver assistance system 200 comprises a driving module 210 configured at least for automated lateral guidance of the vehicle, wherein the driving module 210 is configured to operate in at least two operating modes, wherein in a first operating mode of the at least two operating modes at least one automated steering control takes place and in a second operating mode of the at least two operating modes no automated steering control takes place; and an actuation detection module 220 configured to detect a brake pedal actuation by a driver, wherein the driving module 210 is configured to remain in the first operating mode when a brake pedal actuation is detected.

[0073] In some embodiments, a third operating mode may be provided, wherein the third operating mode is a deactivated mode in which the driver assistance system 300 is deactivated, in particular completely deactivated. Therefore, in the third operating mode, automated lateral guidance cannot be automatically resumed by the driver assistance system. Thus, in some embodiments, the second operating mode represents an intermediate mode between a fully active or activated mode (first operating mode) and a fully inactive or deactivated mode (third operating mode).

[0074] Brake pedal actuation is generally detected by one or more sensors. The sensors can be connected to the brake pedal and monitor the position and / or movement of the brake pedal, generating an actuation signal as soon as the brake pedal is actuated. However, the embodiments of the present disclosure are not limited thereto, and brake pedal actuation can also be detected indirectly via a driver movement captured by an interior camera.

[0075] When a brake pedal actuation is detected, the driver assistance system does not switch immediately from the first operating mode to the second operating mode, as the driver is permitted to brake at least to a certain extent.

[0076] In some embodiments, the driving module 210 can be configured to remain in the first operating mode or switch to the second operating mode upon the detected brake pedal actuation based on at least one characteristic of the brake pedal actuation and / or at least one circumstance parameter related to a driving situation. In particular, a deactivation decision can be made, i.e., whether the automated lateral guidance should be interrupted or not.

[0077] The at least one characteristic of the detected brake pedal actuation can comprise or relate to one or more of the following aspects: an actuation force with which the driver actuates a brake pedal, in particular wherein the actuation force relates to a brake pedal force and / or a brake pedal pressure (e.g., the automated lateral guidance can be deactivated if the actuation force is greater than a threshold and can remain active if the actuation force is less than the threshold); and / or a temporal change in the brake pedal actuation, in particular a gradient of the brake pedal actuation (e.g., the automated lateral guidance can be deactivated if the gradient is greater than a threshold and can remain active if the gradient is less than the threshold); and / or a duration of the brake pedal actuation (e.g.,the automated lateral guidance can be deactivated if the duration is greater than a threshold and can remain active if the duration is less than the threshold); and / or a number of brake pedal actuations, in particular within a predetermined period of time (e.g. the automated lateral guidance can be deactivated if the number of brake pedal actuations in the predetermined period of time is greater than a threshold and can remain active if the number of brake pedal actuations in the predetermined period of time is less than the threshold); and / or a type of brake pedal actuation, in particular wherein the type of brake pedal actuation is emergency braking or fear braking (e.g. the automated lateral guidance can be deactivated if the type of brake pedal actuation is emergency braking or fear braking and can remain active if the type of brake pedal actuation is normal braking).

[0078] The at least one circumstance parameter relating to the driving situation may include or relate to one or more of the following aspects: a route, in particular a route curvature (e.g., the automated lateral guidance may be deactivated if the route curvature is greater than a threshold and may remain active if the route curvature is smaller than the threshold); and / or a vehicle speed in relation to a speed threshold (e.g., the lateral guidance may remain active if the vehicle speed does not fall below the speed threshold due to the brake pedal actuation and may be deactivated if the vehicle speed falls below the speed threshold due to the brake pedal actuation); and / or a lane change (e.g.,Lateral guidance can remain active if the detected driving maneuver is a lane change and can be deactivated if the detected driving maneuver is an exit from a motorway).

[0079] The above parameters can be used individually or in combination to make the deactivation decision, in particular depending on each other.

[0080] In some embodiments, the driving module 210 can be further configured for automated longitudinal guidance of the vehicle. Preferably, the automated longitudinal guidance is or remains active in the first operating mode. Alternatively, the automated longitudinal guidance can be or remain inactive in the first operating mode.

[0081] Figure 3 shows a flowchart of a driver assistance method 300 for a vehicle according to embodiments of the present disclosure. The driver assistance method 300 can be implemented by appropriate software executable by one or more processors (e.g., a CPU).

[0082] The driver assistance method 300 comprises, in block 310, carrying out, by a driving module, at least one automated lateral guidance of the vehicle, wherein the driving module is configured to operate in at least two operating modes, wherein in a first operating mode of the at least two operating modes at least one automated steering control takes place and in a second operating mode of the at least two operating modes no automated steering control takes place; in block 320, detecting, by an actuation detection module, a brake pedal actuation by a driver; and in block 330, remaining in the first operating mode upon the detected brake pedal actuation.

[0083] According to the invention, the automated lateral control remains active even if the driver intervenes with the brakes. In other words, braking by the driver is permitted, at least within certain limits, without deactivating the lateral control. For example, the driver can enter a bend with active lateral control and brake manually to reduce speed. The automated lateral control remains active so that the driver can be assisted when cornering. In another example, the vehicle with active lateral control can approach a traffic light. The driver wants to reduce speed and brakes, and also changes lanes. The automated lateral control remains active so that the driver can continue to receive assistance. As a result, irritation or even overtaxing of the driver by the system behavior is avoided, which can increase road safety.

[0084] Although the invention has been illustrated and explained in detail by means of preferred embodiments, the invention is not limited by the disclosed examples, and other variations may be derived therefrom by those skilled in the art without departing from the scope of the invention. It is therefore clear that a multitude of possible variations exist. It is also clear that the embodiments mentioned by way of example are truly only examples and should not be construed as limiting the scope, possible applications, or configuration of the invention in any way.Rather, the preceding description and the description of the figures enable the person skilled in the art to implement the exemplary embodiments in concrete terms, whereby the person skilled in the art, with knowledge of the disclosed inventive concept, can make various changes, for example with regard to the function or the arrangement of individual elements mentioned in an exemplary embodiment, without departing from the scope of protection defined by the claims and their legal equivalents, such as further explanations in the description.

Claims

Patent claims 1. A driver assistance system (100, 200) for a vehicle (10), comprising: a driving module (210) configured at least for automated lateral guidance of the vehicle (10), wherein the driving module (210) is configured to operate in at least two operating modes, wherein in a first operating mode of the at least two operating modes at least one automated steering control takes place and in a second operating mode of the at least two operating modes no automated steering control takes place; and an actuation detection module (220) configured to detect a brake pedal actuation by a driver, wherein the driving module (210) is configured to remain in the first operating mode when a brake pedal actuation is detected.

2. Driver assistance system (100, 200) according to claim 1, wherein the driving module (210) is configured to remain in the first operating mode or to switch to the second operating mode upon the detected brake pedal actuation based on at least one characteristic of the brake pedal actuation and / or at least one circumstance parameter with respect to a driving situation.

3. Driver assistance system (100, 200) according to claim 2, wherein the at least one characteristic of the brake pedal actuation comprises or relates to: an actuation force with which the driver actuates a brake pedal, in particular wherein the actuation force relates to a brake pedal force and / or a brake pedal pressure; and / or a temporal change in the brake pedal actuation, in particular a gradient of the brake pedal actuation; and / or a duration of the brake pedal actuation; and / or a number of brake pedal actuations, in particular within a predetermined period of time; and / or a type of brake pedal operation, in particular where the type of brake pedal operation is an emergency braking or a panic braking.

4. The driver assistance system (100, 200) according to one of claims 1 to 3, wherein the at least one circumstance parameter relating to the driving situation comprises or relates to at least one of the following aspects: a route, in particular a route curvature; and / or a vehicle speed relative to a speed threshold; and / or a lane change.

5. Driver assistance system (100, 200) according to one of claims 1 to 4, wherein the at least two operating modes further comprise a third operating mode, wherein the third operating mode is a deactivated mode in which the driver assistance system (100, 200) is switched off.

6. Driver assistance system (100, 200) according to one of claims 1 to 6, wherein the driving module (210) is further configured for automated longitudinal guidance of the vehicle (10), and wherein: the automated longitudinal guidance is active in the first operating mode, or the automated longitudinal guidance is inactive in the first operating mode.

7. Vehicle (10), in particular a motor vehicle, comprising the driver assistance system (100, 200) according to one of claims 1 to 8.

8. Driver assistance method (300) for a vehicle (10), comprising: Carrying out (310), by a driving module (210), at least one automated transverse guidance of the vehicle (10), wherein the driving module (210) is configured to be operated in at least two operating modes, wherein in a first operating mode of the at least two operating modes at least one automated steering control takes place and in a second operating mode of the at least two operating modes, no automated steering control takes place; Detecting (320), by an actuation detection module (220), a brake pedal actuation by a driver; and - remaining (330) in the first operating mode upon the detected brake pedal actuation.

9. A storage medium comprising a software program configured to be executed on one or more processors and thereby to execute the driver assistance method (300) according to claim 8.

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