Driver assistance system and driver assistance method for a vehicle

Abstract

The present disclosure relates to a driver assistance system (100, 300) for a vehicle (10). The driver assistance system (100, 300) comprises a drive module (310) which is designed at least for automated longitudinal control of the vehicle (10). The drive module (310) is further designed to resume the automated longitudinal control depending on driver attention and / or a free space ahead of the vehicle (10).

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 with 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 longitudinal guidance that takes into account external influencing factors.

[0003] State of the art

[0004] Adaptive cruise control (ACC) is often used in vehicles today. This form of cruise control not only automatically adjusts the driving speed but also takes the distance to the vehicle ahead into account, incorporating it as an additional control and feedback variable. Using sensors such as radar, lidar, or cameras, the ACC system detects the position and speed of the vehicle ahead. Based on this data, it controls the speed of the vehicle itself through adaptive engine and braking interventions to adjust the distance accordingly.

[0005] This intelligent longitudinal control enables dynamic adaptation to different traffic situations, such as automatic acceleration and deceleration depending on the movement patterns of the vehicle ahead or other traffic conditions. The system aims to maintain a safe and comfortable following distance while optimizing driving flow. However, in certain situations, such as when transitioning between different operating modes, unexpected acceleration or braking maneuvers can occur that may overwhelm or catch the user off guard. This can not only lead to critical situations but also cause the user to permanently deactivate the driving assistance system. Failure to use the driving assistance system can have a negative impact on road safety, as driving assistance often offers greater safety than a manual driver.Typically, due to a lack of (subjective) trust in the system, the driver may (unintentionally) deactivate the system due to 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 longitudinal 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 cruise control takes place and in a second operating mode of the at least two operating modes no automated cruise control takes place, and wherein the driving module is further configured to operate in the first operating mode or the second operating mode depending on driver attention and / or a clearance of the vehicle.

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

[0010] According to the invention, the operating mode of the driver assistance system is selected taking into account the driver's attention and / or the vehicle's clearance. In particular, automated longitudinal guidance is carried out or not carried out based on an assessment of the driver's attention and / or clearance. For example, automated longitudinal guidance can only be resumed following a brake pedal override by the driver if the driver is attentive at the moment the resumption decision is made and / or sufficient clearance is available. However, if the driver is inattentive and / or there is insufficient clearance, automated longitudinal guidance can be omitted. By taking driver attention and / or clearance into account, acceleration or braking maneuvers that could potentially overwhelm the driver or catch them off guard can be avoided.As a result, road safety can be increased. 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.

[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 cruise control (or automated longitudinal guidance) is implemented, and in a second operating mode of the at least two operating modes, no automated cruise control (or automated longitudinal guidance) is implemented. In other words, the automated cruise control is (at least) inactive in the second operating mode.

[0012] In the first operating mode, the driver assistance system actively controls the vehicle's speed, e.g., according to a set speed specified by the driver or a maximum speed specified by the driver. In the first operating mode, the driver assistance system therefore continuously intervenes to regulate the speed without the driver having to intervene, as long as the conditions are within the system limits. In the case of an ACC system, the driver assistance system also maintains the distance to vehicles ahead within a range set by the driver. The driver assistance system uses sensors such as radar, lidar, ultrasound, and / or cameras to measure the distance to the vehicle ahead and automatically adjusts the speed to maintain this distance.If the vehicle in front slows down, the driver assistance system reduces the speed of the host vehicle by reducing engine power, actively braking, etc. If the vehicle in front accelerates, the driver assistance system also accelerates the host vehicle up to the set speed or maximum speed set by the driver.

[0013] In the second operating mode, control by the driving assistance system is temporarily deactivated or interrupted when the driver depresses the brake pedal. The logic behind this is that manual operation of the brake pedal by the driver signals conscious intervention and a desire for direct control over the vehicle. When the driver depresses the brake pedal, the driving assistance system assumes that the driver has detected a situation requiring immediate manual intervention, be it due to a perceived subjective or objective danger or for other reasons, such as a lack of trust in the system. At this moment, the driving assistance system interrupts the automated longitudinal control to at least give the driver control over the longitudinal guidance. After the brake pedal is released, the driving assistance system automatically switches back to the first operating mode to resume automated longitudinal guidance.

[0014] One difference between the first and second operating modes lies in the control of the vehicle. In the first operating mode, the driver assistance system assumes control of the speed and, optionally, the distance, based on sensor data and the driver's preset parameters. In the second operating mode, the driver assistance system returns control of at least the longitudinal guidance to the driver as soon as the brake pedal is depressed, which is interpreted as driver intervention in the vehicle's control.

[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 longitudinal guidance cannot be automatically resumed, e.g., upon releasing the brake pedal. 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).

[0016] The driving module is configured to operate in the first operating mode or the second operating mode depending on the driver's attention and / or the vehicle's clearance.

[0017] The term "driver alertness" refers to the degree or level of a driver's alertness, concentration, and readiness to respond safely and effectively to road conditions, traffic signals, other road users, and potential hazards while driving. Driver alertness can be affected by various factors, including fatigue, distractions (e.g., from mobile phones, other passengers, or events outside the vehicle), alcohol or drug use, and emotional states.

[0018] The driver assistance system preferably comprises a driver monitoring module configured to determine the driver attention or a corresponding driver attention measure. The driver attention or the driver attention measure represents a parameter that can be suitably defined in various ways. In one example, the driver attention or the driver attention measure can be given, for example, in levels between 0 or 0% (inattentive) and 1 or 100% (attentive). In a further example, two or more attention classes can be defined into which the driver attention can be classified. Example attention classes include, but are not limited to, "inattentive" and "attentive," and optionally at least one attention class in between.

[0019] Preferably, the vehicle, in particular the driver monitoring module, comprises an interior sensor system configured to detect the driver and provide corresponding sensor data. The driver monitoring module can be configured to determine the driver's attention or the driver's attention level based on the sensor data. For example, the driver monitoring module can be configured to detect the driver's gaze behavior, body posture, operating actions, etc., based on the sensor data and to derive the driver's attention or the driver's attention level therefrom.

[0020] The interior sensor system preferably comprises at least one optical sensor, such as a camera, in particular an interior camera. Optionally, the driver monitoring module, in particular the interior sensor system, can comprise at least one light source. In some embodiments, the light source can be an infrared light source, and the at least one optical sensor can be an infrared sensor, such as an infrared camera. However, the present disclosure is not limited to cameras, and an interior radar can also be used, for example.

[0021] Preferably, the driver monitoring module is configured to determine the driver's gaze behavior using eye tracking. The term "eye tracking" refers in particular to the recording of eye movements, which are detected, for example, by a camera in the interior sensor system. This allows insights into where a person is looking, which in turn allows conclusions to be drawn about the driver's attention level.

[0022] Preferably, the driver monitoring module is configured to determine the driver's gaze behavior based on a (spatial) head orientation of the driver. For example, the head orientation can be detected by a camera of the interior sensor system. This allows insights into where a person is looking, which in turn allows conclusions to be drawn about the driver's attention. The term "(spatial) orientation," as used in the present disclosure, refers to an arrangement or pose of the driver's head in three-dimensional space. The orientation of the driver's head can be derived in a suitable manner, for example, from image data from a camera of the interior sensor system.

[0023] Additionally or alternatively, the driver monitoring module can be configured to determine or detect the driver's hand position on the steering wheel. This can also determine whether the driver has both hands, one hand, or no hands on the steering wheel, which in turn allows conclusions to be drawn about the driver's attention level.

[0024] Additionally or alternatively, the driver monitoring module can be configured to determine or detect driver actions. This can include, for example, steering angle and / or steering torque control by the driver and / or the operation of display control concepts (such as button presses, e.g., on the multifunction steering wheel or the operation of a touchscreen), which in turn allows conclusions to be drawn about the driver's attention level.

[0025] Preferably, the driving module is configured to operate in the first operating mode when the driver attention is (equal to or) greater than an attention threshold, and to operate in the second operating mode when the driver attention is (equal to or) less than the attention threshold. The attention threshold can be suitably defined, such as based on the previously explained levels between 0 or 0% (inattentive) and 1 or 100% (attentive), or the two or more attention classes. For example, the first operating mode with activated longitudinal guidance can be selected when the driver attention is equal to or greater than x%, or when the attention class is determined to be "attentive." Similarly, the operating mode with deactivated longitudinal guidance can be selected when the driver attention is equal to or less than x%, or when the attention class is determined to be "inattentive."

[0026] In addition to or as an alternative to driver attention, the driving module can be further configured to operate in the first operating mode or the second operating mode depending on the vehicle's clearance. For example, if one of the aspects of driver attention and clearance is insufficient and the other aspect is sufficient, the driving module can operate in the second operating mode. Thus, the driving module can only operate in the first operating mode with active longitudinal guidance if both aspects are determined to be sufficient. However, the present disclosure is not limited thereto, and in a further example, the driving module can only operate in the second operating mode if both aspects of driver attention and clearance are insufficient, and can otherwise operate in the first operating mode.

[0027] The term “clearance” refers to the space around a vehicle in which the vehicle can maneuver without causing a collision. Clearance can be defined as the distance between the vehicle and other objects or road users in its immediate vicinity. This includes the distance in front of, behind, and to the sides of the vehicle. In particular, there are generally no other objects or road users within the clearance. It should be understood that the thresholds for the relevance of clearance can vary depending on the direction. Clearance to the rear of the vehicle could be significantly less than clearance in front of the vehicle. These thresholds can also vary depending on the object in question; for example, a vehicle could be assessed differently than a wall or a pedestrian.

[0028] Preferably, the driver assistance system comprises an environmental monitoring module configured to determine the vehicle's clearance. For example, the environmental monitoring module can determine the distance or radius around the vehicle where no other objects or road users are located.

[0029] The vehicle, in particular the environmental monitoring module, preferably comprises an environmental sensor system configured to detect the vehicle's surroundings and provide corresponding environmental data. The environmental sensor system preferably comprises at least one lidar system and / or at least one radar system and / or at least one camera and / or at least one ultrasound system. The environmental sensor system can provide the environmental data (also referred to as "environmental data") that maps an area surrounding the vehicle and from which the clearance can be derived.

[0030] Preferably, the driving module is configured to operate in the first operating mode when the clearance is (equal to or) greater than a clearance threshold, and to operate in the second operating mode when the clearance is (equal to or) less than the clearance threshold. The clearance threshold can be suitably defined, such as a distance or radius around the vehicle (e.g., x meters) within which no other objects or road users may be located.

[0031] Preferably, the driving module is configured to remain in the first operating mode or the second operating mode depending on the driver's attention and / or the vehicle's clearance. In other words, the driving module may already be in a specific operating mode, with the assessment of the driver's attention and / or clearance indicating that the correct operating mode has already been set.

[0032] Preferably, the driving module is configured to switch from the first operating mode to the second operating mode depending on the driver's attention and / or the vehicle's clearance. In other words, the driving module may be in a specific operating mode, and the assessment of the driver's attention and / or clearance indicates that the operating mode needs to be changed, for example, in the event of insufficient driver attention and / or insufficient clearance.

[0033] Preferably, the driving module is configured to switch from the second operating mode to the first operating mode depending on the driver's attention and / or the vehicle's clearance. In other words, the driving module may be in a specific operating mode, wherein the assessment of the driver's attention and / or clearance indicates that the operating mode needs to be changed, such as when the driver's attention and / or clearance are sufficient.

[0034] Preferably, the driving module is further configured to operate in the first operating mode for automated restart of the vehicle, depending on the driver's attention and / or the vehicle's clearance, or to operate in the second operating mode of the vehicle, so that no automated restart occurs. In particular, automated restart of the vehicle can be permitted if the driver's attention and / or clearance is sufficient, and can be disallowed if the driver's attention and / or clearance is insufficient.

[0035] The term "automated restart" refers to the automatic starting of the vehicle from a standstill by the driver assistance system without manual intervention from the driver. To achieve this, the driver assistance system can control the vehicle's drive and brakes, and optionally the transmission. Automated restart can occur, for example, when traffic resumes after a stop or when a traffic light turns green.

[0036] Preferably, the driver assistance system further comprises an actuation detection module configured to detect a brake pedal actuation by a driver. The driving module may further be configured to switch from the first operating mode to the second operating mode upon a detected brake pedal actuation.

[0037] 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. This brake pedal application activates a series of mechanical, hydraulic, electrical, and / or electronic systems, depending on the vehicle's specific braking system. Detection of brake pedal application is generally performed by one or more sensors. The sensors may be connected to the brake pedal and monitor the position and / or movement of the brake pedal, generating an application signal when the brake pedal is applied. There are several 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 a driver's movement. A non-limiting example of this is an interior camera that detects the movement of a driver's right foot and / or leg, from which brake pedal actuation can be inferred.

[0038] When a brake pedal actuation is detected, the driver assistance system switches from the first operating mode to the second operating mode. The switch can occur essentially immediately at the time the brake pedal actuation is detected. Alternatively, the switch can occur with a predetermined time offset after the brake pedal actuation is detected.

[0039] Preferably, the driving module is further configured to either automatically switch back to the first operating mode or remain in the second operating mode following the brake pedal actuation, depending on the driver's attention and / or the vehicle's clearance.

[0040] Following the brake pedal actuation, the driver assistance system automatically switches from the second operating mode back to the first operating mode to resume automated longitudinal guidance if sufficient driver attention and / or sufficient clearance are detected. The switch can essentially occur immediately at the time the brake pedal actuation is (completely) terminated. Alternatively, the switch can occur with a predetermined time offset after the (completely) terminated brake pedal actuation. The termination of the brake pedal actuation can be detected when the driver has completely released the brake pedal and / or the brake pedal has returned to a neutral position in which no braking effect is generated.

[0041] However, following the brake pedal actuation, the driver assistance system does not automatically switch from the second operating mode back to the first operating mode to resume automated longitudinal guidance, but remains in the second operating mode if insufficient driver attention and / or insufficient clearance are detected.

[0042] Preferably, the driving module is further configured to switch from the first operating mode to the second operating mode upon at least one predetermined change in the driver attention and / or the clearance of the vehicle. For example, the change from sufficient driver attention to insufficient driver attention can occur while the driving module is in the first operating mode, whereupon the driving module switches to the second operating mode. Similarly, the change from sufficient clearance to insufficient clearance can occur while the driving module is in the first operating mode, whereupon the driving module switches to the second operating mode.

[0043] Additionally or alternatively, the driving module can be configured to switch from the second operating mode to the first operating mode upon at least one predetermined change in the driver's attention and / or the vehicle's clearance. For example, the change from insufficient driver attention to sufficient driver attention can occur while the driving module is in the second operating mode, whereupon the driving module can automatically switch to the first operating mode with automated longitudinal guidance. Similarly, the change from insufficient clearance to sufficient clearance can occur while the driving module is in the second operating mode, whereupon the driving module can automatically switch to the first operating mode with automated longitudinal guidance. The change in operating mode can be indicated to the driver by at least one driver message.

[0044] 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.

[0045] 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.

[0046] 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.

[0047] 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. In some embodiments, the user interface module can 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. The user interface module is preferably permanently installed in the vehicle.

[0048] Preferably, the driving module is further configured to remain in the first operating mode based on the driver's attention and / or the vehicle's clearance and not perform any positive accelerations. If, for example, reduced (or insufficient) driver attention and / or reduced (or insufficient) clearance are detected while the first operating mode is active, the automated longitudinal guidance cannot initially be deactivated, but rather the functional characteristics or dynamics can be restricted. If the driver's attention and / or clearance decreases further, the previously explained switch from the first operating mode to the second operating mode can occur.

[0049] Preferably, the driving module is further configured to remain in the first operating mode and to adjust the longitudinal dynamics of the vehicle upon at least one predetermined change in driver attention and / or the vehicle's clearance. This means that (initially) the automated longitudinal guidance cannot be deactivated, but rather a dynamic adjustment can be made.

[0050] The term "longitudinal dynamics," as used in the present disclosure, refers to the acceleration behavior of the vehicle along its longitudinal axis or in the direction of travel. This acceleration behavior can include both positive accelerations (i.e., an increase in speed) and negative accelerations (i.e., a reduction in speed / deceleration, e.g., due to braking).

[0051] Preferably, the driving module is further configured to remain in the first operating mode upon at least one predetermined change in the driver attention and / or the clearance of the vehicle and to adapt, in particular reduce, the longitudinal dynamics of the vehicle. For example, the change from sufficient driver attention to reduced (or insufficient) driver attention can occur while the driving module is in the first operating mode, whereupon the driving module can at least temporarily remain in the first operating mode with adapted dynamics. Similarly, the change from sufficient clearance to reduced (or insufficient) clearance can occur while the driving module is in the first operating mode, whereupon the driving module can at least temporarily remain in the first operating mode with adapted dynamics.If the driver's attention and / or the amount of free space decreases further, the previously explained change from the first operating mode to the second operating mode can occur.

[0052] It should be understood that even with reduced longitudinal dynamics, the vehicle's behavior is designed so that the driver assistance system always operates safely in traffic and fulfills its assigned driving tasks with regard to safety, maintaining a safe distance, and other relevant aspects. For example, when the driver assistance system operates with reduced dynamics, it can intervene earlier but with a gentler braking intensity compared to scenarios in which it operates with higher dynamics.

[0053] Preferably, the driving module is configured to adapt the longitudinal dynamics of the vehicle according to at least one characteristic curve. The at least one characteristic curve may, for example, comprise or be a time-acceleration characteristic curve and limit a permissible acceleration of the driver assistance system. This allows for a simple adaptation of the longitudinal dynamics. The characteristic curve may also be discontinuous. The characteristic curve may, in particular, be configured as a step function. The step function may increase the acceleration by ym / s every x seconds. 2 (or 0, m / s 2 ). The exact step height and / or step width of this acceleration increase is variable and can depend on the at least one characteristic of the detected brake pedal actuation and / or the at least one operating parameter and / or the at least one environmental parameter.

[0054] Preferably, separate characteristic curves are provided for positive accelerations and negative accelerations. In other words, sets of characteristic curves can be provided for specific dynamic adaptation scenarios, i.e., one characteristic curve for positive acceleration and another characteristic curve for negative acceleration.

[0055] In some embodiments, the at least one characteristic curve may be at least partially linear and / or at least partially non-linear. For example, a first part of the at least one characteristic curve may be linear, and a second part of the at least one characteristic curve may be non-linear. In particular, the second part of the at least one characteristic curve may approach a maximum acceleration value non-linearly.

[0056] In some embodiments, multiple characteristic curves may be provided, with a characteristic curve for dynamic adaptation being selected, for example, depending on the situation. The selection criteria can be determined appropriately, for example, taking into account a safety aspect and / or occupant comfort.

[0057] In some embodiments, the plurality of characteristic curves may have respective maximum acceleration values. The maximum acceleration values ​​may be at least partially different. In particular, each characteristic curve may approximate its corresponding maximum acceleration value (e.g., non-linearly).

[0058] Preferably, the driving module is further configured for automated lateral guidance of the vehicle. The term “automated lateral guidance” refers to a 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 the 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.

[0059] Preferably, the automated lateral guidance remains active when switching from the first operating mode to the second operating mode. Alternatively, the automated lateral guidance can be suspended, at least temporarily, when switching from the first operating mode to the second operating mode.

[0060] 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 longitudinal guidance of the vehicle. The driving module is further configured to resume automated longitudinal guidance depending on driver attention and / or the vehicle's clearance.

[0061] 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.

[0062] 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.

[0063] 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.

[0064] 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 time period when requested by 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.

[0065] 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.

[0066] The driver assistance system is preferably configured for adaptive cruise control (ACC). Adaptive cruise control is a cruise control system that considers the distance to a vehicle ahead as an additional feedback and control variable. With adaptive cruise control, the position and speed of the vehicle ahead are determined using a sensor, and the speed and distance are adaptively controlled using engine and braking intervention.

[0067] 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 longitudinal 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 cruise control takes place and in a second operating mode of the at least two operating modes no automated cruise control takes place; and selecting the first operating mode or the second operating mode depending on driver attention and / or clearance of the vehicle.

[0068] The driver assistance procedure can implement the aspects of the driver assistance system described in this document.

[0069] 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.

[0070] 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.

[0071] According to a further independent aspect of the present disclosure, software with program code is provided. The software is configured to implement the driver assistance method for a vehicle when the software runs on one or more software-controlled devices.

[0072] According to a further independent aspect of the present disclosure, a system is provided. The system comprises one or more processors; and at least one memory connected to the one or more processors and containing instructions executable by the one or more processors to carry out the driver assistance method for a vehicle described in this document.

[0073] 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).

[0074] Short description of the drawings

[0075] Embodiments of the disclosure are illustrated in the figures and are described in more detail below. They show:

[0076] Figure 1 schematically shows a vehicle with a driver assistance system for automated driving according to embodiments of the present disclosure,

[0077] Figure 2 schematically shows an adaptive cruise control according to embodiments of the present disclosure,

[0078] Figure 3 schematically shows a driver assistance system for a vehicle according to embodiments of the present disclosure, and

[0079] Figure 4 shows a flowchart of a driver assistance method for a vehicle according to embodiments of the present disclosure. Embodiments of the disclosure

[0080] In the following, unless otherwise stated, the same reference symbols are used for identical and equivalent elements.

[0081] Figure 1 schematically shows a vehicle 10 with a driver assistance system 100 for automated driving according to embodiments of the present disclosure.

[0082] In automated driving, within the scope of the present disclosure, the longitudinal guidance and optionally the lateral guidance of the vehicle 10 are carried out automatically. The driver assistance system 100 thus assumes at least partial vehicle guidance. To this end, the driver assistance system 100 controls the drive 20, the (e.g., hydraulic) service brake 24, the optional transmission 22, and optionally the steering 26 via intermediate units (not shown).

[0083] 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.

[0084] In some embodiments, the driver assistance system 100 is configured for adaptive cruise control (ACC).

[0085] Figure 2 schematically shows an adaptive cruise control according to embodiments of the present disclosure.

[0086] Adaptive cruise control is a cruise control system that considers the distance d to a vehicle 30 ahead as an additional feedback and control variable. With adaptive cruise control, the position and speed of the vehicle 30 ahead are determined using a sensor, and the speed and distance are adaptively controlled using engine and brake intervention.

[0087] Figure 3 schematically shows a driver assistance system 300 for a vehicle according to embodiments of the present disclosure.

[0088] The driver assistance system 300 may include or be the driver assistance system for automated driving described with reference to Figures 1 and 2.

[0089] The driver assistance system 300 comprises a driving module 310 configured at least for automated longitudinal guidance of the vehicle. The driving module 310 is configured to operate in at least two operating modes, wherein at least one automated cruise control is implemented in a first operating mode of the at least two operating modes, and no automated cruise control is implemented in a second operating mode of the at least two operating modes. The driving module 310 is further configured to operate in the first operating mode or the second operating mode depending on the driver's attention and / or the vehicle's clearance.

[0090] 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. In the third operating mode, therefore, no automatic resumption of automated longitudinal guidance can occur, e.g., upon release of the brake pedal. 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). The driving module 310 is configured to operate in the first operating mode or the second operating mode depending on the driver's attention and / or the vehicle's clearance.

[0091] The driver assistance system 300 may include a driver monitoring module 320 configured to determine the driver attention or a corresponding driver attention level. In one example, the driver attention or the driver attention level may be given, for example, in levels between 0 or 0% (inattentive) and 1 or 100% (attentive). In another example, two or more attention classes may be defined into which the driver attention can be classified. Example attention classes include, but are not limited to, "inattentive" and "attentive," and optionally at least one attention class in between.

[0092] The driving module 310 can be configured to operate in the first operating mode when the driver attention is (equal to or) greater than an attention threshold, and to operate in the second operating mode when the driver attention is (equal to or) less than the attention threshold. For example, the first operating mode with activated longitudinal guidance can be selected when the driver attention is equal to or greater than x%, or when the attention class is determined to be "attentive." Similarly, the operating mode with deactivated longitudinal guidance can be selected when the driver attention is equal to or less than x%, or when the attention class is determined to be "inattentive."

[0093] The driver assistance system 300 may further comprise an environmental monitoring module 330 configured to determine the vehicle's clearance. For example, the environmental monitoring module 330 may determine the distance or radius around the vehicle at which no other objects or road users are located. It should be understood that the thresholds for the relevance of the clearance may vary depending on the direction. Clearance in the rear area of ​​the vehicle could be significantly smaller than clearance in front of the vehicle. These thresholds may also vary depending on the respective object; for example, a vehicle could be assessed differently than a wall or a pedestrian.

[0094] The driving module 310 may be configured to operate in the first operating mode when the clearance is (equal to or) greater than a clearance threshold, and to operate in the second operating mode when the clearance is (equal to or) less than the clearance threshold. The clearance threshold may be suitably defined, such as a distance or radius around the vehicle (e.g., x meters) within which no other objects or road users may be located.

[0095] In some embodiments, the driving module 310 may be configured to switch from the first operating mode to the second operating mode depending on the driver's attention and / or the vehicle's clearance, such as when the driver's attention and / or clearance is insufficient. Furthermore, the driving module 310 may be configured to switch from the second operating mode (back) to the first operating mode depending on the driver's attention and / or the vehicle's clearance, such as when the driver's attention and / or clearance is sufficient.

[0096] In some embodiments, the driving module 310 may be configured to operate in the first operating mode for automated restarting of the vehicle, depending on the driver's attention and / or the vehicle's clearance, or to operate in the second operating mode of the vehicle so that no automated restarting occurs. In particular, automated restarting of the vehicle may be permitted if the driver's attention and / or clearance is sufficient, and may not be permitted if the driver's attention and / or clearance is insufficient.

[0097] In some embodiments, driver assistance system 300 further comprises an actuation detection module configured to detect a brake pedal actuation by a driver. The driving module 310 may be further configured to switch from the first operating mode to the second operating mode upon a detected brake pedal actuation, and to either automatically switch back to the first operating mode or remain in the second operating mode following the brake pedal actuation, depending on the driver's attention and / or the vehicle's clearance.

[0098] Following the brake pedal actuation, the driver assistance system 300 automatically switches from the second operating mode back to the first operating mode to resume automated longitudinal guidance if sufficient driver attention and / or sufficient clearance are detected. However, following the brake pedal actuation, the driver assistance system 300 does not automatically switch from the second operating mode back to the first operating mode to resume automated longitudinal guidance, but remains in the second operating mode if insufficient driver attention and / or insufficient clearance are detected.

[0099] The change in operating mode can be indicated to the driver by at least one driver notification. Preferably, the vehicle, in particular the driver assistance system 300, comprises a user interface module configured to output the at least one driver notification to the driver visually, acoustically, and / or haptically.

[0100] In some embodiments, the driving module 310 is further configured for automated lateral guidance of the vehicle. The automated lateral guidance preferably remains active during the transition from the first operating mode to the second operating mode. Alternatively, the automated lateral guidance can be at least temporarily suspended during the transition from the first operating mode to the second operating mode.

[0101] In some embodiments, the driving module 310 is further configured to perform a dynamic adjustment based on driver attention and / or clearance. The dynamic adjustment may be performed, for example, by adjusting the magnitude of a positive and / or negative acceleration.

[0102] In one example, the dynamics adjustment can be performed such that the driving module 310 remains in the first operating mode based on the driver's attention and / or the vehicle's clearance and does not permit any positive accelerations. For example, if reduced (or insufficient) driver attention and / or reduced (or insufficient) clearance are detected while the first operating mode is active, the automated longitudinal guidance cannot initially be deactivated, but rather the functional characteristics or dynamics can be restricted. If the driver's attention and / or clearance decreases further, the previously explained switch from the first operating mode to the second operating mode can occur.

[0103] In a further example, the dynamics adjustment can be performed such that the driving module 310 remains in the first operating mode based on a change in the driver's attention and / or the vehicle's clearance and performs an adjustment, in particular a reduction, of the vehicle's longitudinal dynamics. For example, a change from sufficient driver attention to reduced (or insufficient) driver attention can occur while the driving module 310 is in the first operating mode, whereupon the driving module 310 can at least temporarily remain in the first operating mode with adjusted, in particular reduced, dynamics. Similarly, the change from sufficient clearance to reduced (or insufficient) clearance can occur while the driving module 310 is in the first operating mode, whereupon the driving module can at least temporarily remain in the first operating mode with adjusted, in particular reduced, dynamics.If the driver's attention and / or the amount of free space decreases further, the previously explained change from the first operating mode to the second operating mode can occur.

[0104] It should be understood that even with reduced dynamics, the vehicle's longitudinal behavior is designed so that the driver assistance system 300 always operates safely in traffic and fulfills its assigned driving tasks with regard to safety, maintaining a safe distance, and other relevant aspects. For example, when the driver assistance system 300 operates with reduced dynamics, it can intervene earlier but with a gentler braking intensity compared to scenarios in which it operates with higher dynamics.

[0105] Figure 4 shows a flowchart of a driver assistance method 400 for a vehicle according to embodiments of the present disclosure. The driver assistance method 400 can be implemented by appropriate software executable by one or more processors (e.g., a CPU).

[0106] The driver assistance method 400 comprises, in block 410, carrying out, by a driving module, at least one automated longitudinal 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 cruise control occurs and in a second operating mode of the at least two operating modes no automated cruise control occurs; and in block 420, selecting the first operating mode or the second operating mode depending on driver attention and / or clearance of the vehicle.

[0107] According to the invention, the operating mode of the driver assistance system is selected taking into account the driver's attention and / or the vehicle's clearance. In particular, automated longitudinal guidance is carried out or not carried out based on an assessment of the driver's attention and / or clearance. For example, automated longitudinal guidance can only be resumed following a brake pedal override by the driver if the driver is attentive at the moment the resumption decision is made and / or sufficient clearance is available. However, if the driver is inattentive and / or there is insufficient clearance, automated longitudinal guidance can be omitted. By taking driver attention and / or clearance into account, acceleration or braking maneuvers that could potentially overwhelm the driver or catch them off guard can be avoided.As a result, road safety can be increased.

[0108] 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.

[0109] elements 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, 300) for a vehicle (10), comprising: a driving module (310) which is configured at least for automated longitudinal guidance of the vehicle (10), wherein the driving module (310) 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 cruise control takes place and in a second operating mode of the at least two operating modes no automated cruise control takes place, and wherein the driving module (310) is further configured to operate in the first operating mode or the second operating mode depending on a driver's attention and / or a clearance of the vehicle (10).

2. Driver assistance system (100, 300) according to claim 1, wherein the driving module (310) is configured to: operate in the first operating mode when the driver attention is greater than an attention threshold and / or the clearance is greater than a clearance threshold, and to operate in the second operating mode when the driver attention is less than the attention threshold and / or the clearance is less than the clearance threshold.

3. Driver assistance system (100, 300) according to claim 1 or 2, further comprising: a driver monitoring module (320) configured to determine the driver attention, in particular based on sensor data from an interior sensor system of the vehicle (10), and an environmental monitoring module (330) configured to determine the clearance of the vehicle (10), in particular based on sensor data from an environmental sensor system (12) of the vehicle (10).

4. Driver assistance system (100, 300) according to one of claims 1 to 3, wherein the driving module (310) is configured to remain in the first operating mode or second operating mode, or to switch from the first operating mode to the second operating mode, or to switch from the second operating mode to the first operating mode, depending on the driver's attention and / or the clearance of the vehicle (10).

5. Driver assistance system (100, 300) according to one of claims 1 to 4, wherein the driving module (310) is further configured to operate in the first operating mode for an automated restart of the vehicle (10) depending on the driver's attention and / or the clearance of the vehicle (10), or to operate in the second operating mode of the vehicle (10) so that no automated restart takes place.

6. Driver assistance system (100, 300) according to one of claims 1 to 5, further comprising an actuation detection module which is configured to detect a brake pedal actuation by a driver, wherein the driving module (310) is further configured to: switch from the first operating mode to the second operating mode upon a detected brake pedal actuation, and following the brake pedal actuation, depending on the driver's attention and / or the clearance of the vehicle (10), either automatically switch back to the first operating mode or remain in the second operating mode.

7. Driver assistance system (100, 300) according to one of claims 1 to 6, wherein the driving module (310) is further configured to switch from the first operating mode to the second operating mode, or to switch from the second operating mode to the first operating mode, upon at least one predetermined change in the driver attention and / or the clearance of the vehicle (10).

8. Driver assistance system (100, 300) according to one of claims 1 to 7, wherein the driving module (310) is further configured to remain in the first operating mode and to adapt a longitudinal dynamics of the vehicle (10) in the event of at least one predetermined change in the driver attention and / or the clearance of the vehicle (10).

9. Driver assistance system (100, 300) according to one of claims 1 to 8, wherein the driving module (310) is further configured to remain in the first operating mode based on the driver attention and / or the clearance of the vehicle (10) and not to perform any positive accelerations.

10. Driver assistance system (100, 300) according to one of claims 1 to 9, wherein the driving module (310) is further configured for automated lateral guidance of the vehicle (10), and wherein: the automated lateral guidance remains active during a change from the first operating mode to the second operating mode, or the automated lateral guidance is at least temporarily suspended during a change from the first operating mode to the second operating mode.

11. Driver assistance system (100, 300) according to one of claims 1 to 10, 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, 300) is switched off.

12. Vehicle (10), in particular a motor vehicle, comprising the driver assistance system (100, 300) according to one of claims 1 to 11.

13. Driver assistance method (400) for a vehicle (10), comprising: Carrying out (410), by a driving module (310), at least one automated longitudinal guidance of the vehicle (10), wherein the driving module (310) is configured to at least two operating modes, wherein in a first operating mode of the at least two operating modes at least one automated speed control takes place and in a second operating mode of the at least two operating modes no automated speed control takes place; and - selecting (420) the first operating mode or the second operating mode in Dependence on driver attention and / or vehicle clearance (10).

14. A storage medium comprising a software program configured to be executed on one or more processors and thereby to execute the driver assistance method (400) according to claim 13.

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