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 carry out a deceleration, which corresponds to a sum of a base deceleration level and a deceleration level of a brake pedal actuation, when the automated longitudinal control is inactive.

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 cooperative braking when automated longitudinal guidance is inactive.

[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 distance while optimizing driving flow. However, under certain circumstances, braking maneuvers may occur that the user may perceive as unpleasant. This may prompt the user to deactivate the driving assistance system. Deactivating the driving assistance system can have a negative impact on road safety, as driving assistance often offers greater safety than manual driving. Typically, a lack of (subjective) system trust can lead the driver to (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.

[0009] 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 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 occurs, and in a second operating mode of the at least two operating modes, no automated cruise control occurs; and an actuation detection module configured to detect a brake pedal actuation by a driver.The driving module is further configured to switch from the first operating mode to the second operating mode upon detection of a brake pedal actuation, and in the second operating mode to decelerate the vehicle with a total deceleration level corresponding to a base deceleration level plus a deceleration level of the brake pedal actuation.

[0010] 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.

[0011] According to the invention, when switching to the second operating mode, in which no automated cruise control is used, caused by brake pedal actuation, deceleration occurs at a level that corresponds to the sum of a base deceleration level and a driver command. The base deceleration level represents a system command and can be a low level, such as a driving resistance level. This allows the driver to control the braking themselves, for example, with a flat level. This avoids braking maneuvers with strong deceleration levels when switching to the operating mode with inactive longitudinal guidance, such as those that would occur, for example, if a recuperation deceleration level were used as the system command instead of the base deceleration level according to the invention. As a result, road safety can be increased. The term "vehicle" includes cars, trucks, vans, buses, mobile homes, motorcycles, etc.which are used for the transport of persons, goods, etc. In particular, the term includes motor vehicles for the transport of persons.

[0012] Preferably, the vehicle is a hybrid or electric vehicle. Electric-powered vehicles (especially hybrid or electric vehicles) include electrical energy storage devices (e.g., batteries) that can be connected to a charging station and charged via a charging device of the vehicle. According to embodiments, the hybrid or electric vehicle can be a pure electric vehicle (BEV) or a plug-in hybrid vehicle (PHEV).

[0013] The term "deceleration level" refers to the intensity or strength with which the vehicle reduces its speed. It is usually measured in meters per second squared (m / s 2) and indicates how quickly a vehicle decelerates from a given speed to a lower speed or to a standstill. A higher deceleration level means greater braking force and therefore a faster reduction in speed, while a lower deceleration level indicates smoother braking. This can be influenced by various factors, such as the driver's brake pedal application and the vehicle's road resistance. Road resistance can be influenced by several factors, such as the vehicle's aerodynamics, rolling resistance, etc.

[0014] 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 implemented by 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 the need for driver intervention. Automated longitudinal guidance is achieved with specific longitudinal dynamics. 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.The 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).

[0015] 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.

[0016] 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. In the second operating mode, the control by the driver assistance system is temporarily deactivated or interrupted when the driver presses the brake pedal. The logic behind this is that the manual operation of the brake pedal by the driver signals conscious intervention and the desire for direct control over the vehicle. When the driver presses the brake pedal, the driver assistance system assumes that the driver has detected a situation requiring immediate manual intervention, whether due to a perceived subjective or objective danger or for other reasons, such asa lack of system trust. At this moment, the driver assistance system interrupts the automated longitudinal control to at least leave control of the longitudinal guidance to the driver. After the brake pedal is released, the driver assistance system automatically switches back to the first operating mode to resume automated longitudinal guidance.

[0017] 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.

[0018] 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, for example, when the brake pedal is released.

[0019] 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).

[0020] The transitions between the first operating mode and the second operating mode are dependent on the brake pedal application. 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.

[0021] 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.

[0022] 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.

[0023] 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, comprises a user interface module configured to output the at least one driver notification to the driver visually, acoustically, and / or haptically.

[0024] 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.

[0025] 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.

[0026] 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.

[0027] 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.

[0028] In the second operating mode, the vehicle decelerates at a total deceleration level corresponding to a base deceleration level plus a brake pedal deceleration level. The base deceleration level corresponds to a system command, and the brake pedal deceleration level corresponds to a driver command.

[0029] Preferably, the base deceleration level is smaller than a recuperation deceleration level, in particular smaller in magnitude than a recuperation deceleration level. This means that a base deceleration level of, for example, -2 m / s 2is smaller than a recuperation deceleration level of e.g. -5 m / s 2 .

[0030] The term "regenerative deceleration level" refers to the intensity of deceleration or braking achieved through regenerative braking in an electric or hybrid vehicle. Regenerative braking is the process by which the vehicle's kinetic energy is recovered during braking or while driving downhill and converted into electrical energy, which is then used to recharge the vehicle's battery.

[0031] Preferably, the base deceleration level is 75% or less, 50% or less, or 25% or less of the regenerative deceleration level.

[0032] Preferably the base deceleration level is -2 m / s 2 or less, or -1.5 m / s 2 or less, or -1 m / s 2 or less, or -0.5 m / s 2 or less.

[0033] The base deceleration level is greater than zero in magnitude. Preferably, the base deceleration level is -0.2 m / s 2 or more, or -0.3 m / s 2 or more, or -0.4 m / s 2 or more, or -0.5 m / s 2 or more, or -1 m / s 2 or more. Preferably, the base deceleration level is in the range between -0.2 m / s 2 and -1 m / s 2 or in the range between -0.5 m / s 2 and -1 m / s 2 .

[0034] Preferably, the base deceleration level corresponds to the vehicle's coasting level. A vehicle's coasting level refers to the vehicle's ability to continue driving or coasting a certain distance after the accelerator pedal is released and without active braking by the driver. This characteristic is influenced by various factors, including the vehicle's aerodynamics, the rolling resistance of the tires, the vehicle's weight, and the mechanical losses in the drivetrain.

[0035] Preferably, in the third operating mode, the vehicle decelerates at the recuperation deceleration level. This allows the vehicle to decelerate at the recuperation deceleration level during manual longitudinal control when the driver releases the accelerator pedal. In this case, the total deceleration level can essentially correspond to the recuperation deceleration level when the driver does not depress the brake pedal, and can be a sum of the recuperation deceleration level and a driver command (deceleration level of the brake pedal actuation) when the driver depresses the brake pedal.

[0036] Preferably, the recuperation deceleration level is -1 m / s 2 or more, or -1.5 m / s 2 or more, or -2 m / s 2 or more, or -2.5 m / s 2 or more, or -3 m / s 2 or more.

[0037] Preferably, the driving module is configured to automatically switch from the second operating mode back to the first operating mode following the brake pedal actuation to resume automated longitudinal guidance. The switch can occur essentially immediately at the time of (complete) termination of the brake pedal actuation. Alternatively, the switch can occur with a predetermined time offset after the (complete) termination of the 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.

[0038] 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.

[0039] Preferably, the automated lateral guidance remains active when switching from the first operating mode to the second operating mode upon detecting brake pedal actuation. Alternatively, the automated lateral guidance can be at least temporarily suspended when switching from the first operating mode to the second operating mode upon detecting brake pedal actuation.

[0040] 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 specified. The driver assistance system comprises a driving module configured at least for automated longitudinal guidance of the vehicle. The driving module is further configured, when automated longitudinal guidance is inactive, to perform a deceleration that corresponds to a sum of a base deceleration level and a deceleration level of a brake pedal actuation, wherein the base deceleration level is less than a recuperation deceleration level. 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.

[0041] The term "vehicle" includes cars, trucks, vans, buses, mobile homes, motorcycles, etc., which are used to transport people, goods, etc. In particular, the term includes motor vehicles used for the transport of people.

[0042] 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.

[0043] 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.

[0044] 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.

[0045] 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.

[0046] 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 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; detecting, by an actuation detection module, a brake pedal actuation by a driver; switching, by the driving module, from the first operating mode to the second operating mode in response to the detected brake pedal actuation; and carrying out a deceleration of the vehicle in the second operating mode with a total deceleration level that corresponds to a base deceleration level plus a deceleration level of the brake pedal actuation.

[0047] The driver assistance procedure can implement the aspects of the driver assistance system described in this document.

[0048] According to a further independent aspect of the present disclosure, a software (SW) program is provided. The SW program can be configured to be executed on one or more processors and thereby to carry out the driver assistance method for a vehicle described in this document.

[0049] 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.

[0050] 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.

[0051] 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 that can be executed by the one or more processors to carry out the driver assistance method for a vehicle described in this document. A processor or processor module is a programmable computing unit, i.e., a machine or electronic circuit that controls other elements according to transmitted commands, thereby advancing an algorithm (process).

[0052] Short description of the drawings

[0053] Embodiments of the disclosure are illustrated in the figures and are described in more detail below. They show:

[0054] Figure 1 schematically shows a vehicle with a driver assistance system for automated driving according to embodiments of the present disclosure,

[0055] Figure 2 schematically shows an adaptive cruise control according to embodiments of the present disclosure,

[0056] Figure 3 schematically shows a driver assistance system for a vehicle according to embodiments of the present disclosure,

[0057] Figure 4 schematically shows a graph with a delay according to embodiments of the present disclosure, and

[0058] Figure 5 is a flowchart of a driver assistance method for a vehicle according to embodiments of the present disclosure.

[0059] Embodiments of the disclosure

[0060] In the following, unless otherwise stated, the same reference symbols are used for identical and equivalent elements.

[0061] Figure 1 schematically shows a vehicle 10 with a driver assistance system 100 for automated driving according to embodiments of the present disclosure. Preferably, the vehicle is a hybrid or electric vehicle. According to embodiments, the hybrid or electric vehicle can be a pure electric vehicle (BEV) or a plug-in hybrid vehicle (PHEV).

[0062] 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).

[0063] 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.

[0064] In some embodiments, the driver assistance system 100 is configured for adaptive cruise control (ACC).

[0065] Figure 2 schematically shows an adaptive cruise control according to embodiments of the present disclosure.

[0066] 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.

[0067] Figure 3 schematically shows a driver assistance system 300 for a vehicle according to embodiments of the present disclosure.

[0068] The driver assistance system 300 may include or be the driver assistance system for automated driving described with reference to Figures 1 and 2.

[0069] 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 occurs in a first operating mode of the at least two operating modes, and no automated cruise control occurs in a second operating mode of the at least two operating modes. The driving module 310 is further configured to switch from the first operating mode to the second operating mode upon a detected brake pedal operation, and to decelerate the vehicle in the second operating mode at a total deceleration level that corresponds to a base deceleration level plus a deceleration level of the brake pedal operation.

[0070] In some embodiments, a third operating mode can be provided, wherein the third operating mode is a deactivated mode in which the driver assistance system 300 is switched off, in particular completely switched off. In the third operating mode, therefore, no automatic resumption of the automated longitudinal guidance can occur, e.g., when the brake pedal is released. 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 changes between the first operating mode and the second operating mode occur depending on the brake pedal actuation. Brake pedal actuation is generally detected 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 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 may also be detected indirectly via a driver movement captured by an interior camera.

[0071] When a brake pedal actuation is detected, the driver assistance system 300 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.

[0072] In the second operating mode, the vehicle decelerates at a total deceleration level corresponding to a base deceleration level plus a brake pedal actuation deceleration level. The base deceleration level corresponds to a system request, and the brake pedal actuation deceleration level corresponds to a driver request. The base deceleration level can be a low level, such as a driving resistance level. This allows the driver to control the braking themselves, for example, with a flat level. This avoids braking maneuvers with a strong deceleration level when switching to the operating mode with inactive longitudinal guidance, such as those that would occur, for example, if a recuperation deceleration level were used as the system request instead of the inventive base deceleration level.

[0073] Following the brake pedal actuation, in some embodiments, the driver assistance system 300 automatically switches from the second operating mode back to the first operating mode to resume automated longitudinal guidance. The switch can occur essentially immediately at the time of (complete) termination of the brake pedal actuation. Alternatively, the switch can occur with a predetermined time offset after the (complete) termination of the brake pedal actuation.

[0074] In some embodiments, the driving module 310 can be further configured for automated lateral guidance of the vehicle. The automated lateral guidance preferably remains active when switching from the first operating mode to the second operating mode upon detecting brake pedal actuation. Alternatively, the automated lateral guidance can be at least temporarily suspended when switching from the first operating mode to the second operating mode upon detecting brake pedal actuation.

[0075] Figure 4 schematically shows a graph with a delay according to embodiments of the present disclosure.

[0076] In the example of Figure 4, the x-axis indicates the time t, and the y-axis indicates the acceleration a.

[0077] When the brake pedal BPB is actuated, the driving assistance system switches from a first operating mode with active longitudinal guidance to a second operating mode with inactive longitudinal guidance.

[0078] In the second operating mode, the vehicle is decelerated with a total deceleration level corresponding to a base deceleration level aß plus a deceleration level of the brake pedal actuation.

[0079] In Figure 4, curve ai indicates a deceleration corresponding to the base deceleration level aß. Curve a2 indicates the driver's command, and curve as the resulting total deceleration level.

[0080] The base deceleration level aß can be smaller than a recuperation deceleration level aR, in particular smaller in magnitude than the recuperation deceleration level aR. This means that a base deceleration level aß of, for example, -2 m / s 2 is smaller than a recuperation deceleration level of e.g. -5 m / s 2 . In some embodiments, the base deceleration level aß corresponds to a coasting level of the vehicle.

[0081] The following example illustrates the effect of the invention using Figure 4:

[0082] A driver wants to decelerate comfortably with gentle deceleration. Without the present invention, applying the brakes would immediately cause the vehicle to decelerate sharply with a high, preset regenerative braking level, making fine-tuning of the braking force impossible. With the invention, however, the system's desired braking force is adjusted to the level of driving resistance. This allows the driver to independently regulate the braking and thus achieve gentle deceleration.

[0083] Figure 5 shows a flowchart of a driver assistance method 500 for a vehicle according to embodiments of the present disclosure. The driver assistance method 500 can be implemented by appropriate software executable by one or more processors (e.g., a CPU).

[0084] The driver assistance method 500 comprises, in block 510, a driving module carrying out 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; in block 520, a brake pedal actuation by a driver is detected by an actuation detection module; in block 530, a change by the driving module from the first operating mode to the second operating mode in response to the detected brake pedal actuation; and in block 540, a deceleration of the vehicle in the second operating mode with a total deceleration level that corresponds to a base deceleration level plus a deceleration level of the brake pedal actuation.According to the invention, when switching to operating mode with inactive longitudinal guidance caused by a brake pedal actuation, deceleration occurs at a level that corresponds to the sum of a base deceleration level and a driver command. The base deceleration level represents a system command and can be a low level, such as a driving resistance level. This allows the driver to control the braking themselves, for example, with a flat level. This avoids braking maneuvers with strong deceleration levels when switching to operating mode with inactive longitudinal guidance, such as those that would occur, for example, if a recuperation deceleration level were used as the system command instead of the base deceleration level according to the invention. As a result, road safety can be increased.

[0085] 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, 300) for a vehicle (10), comprising: a driving module (310) configured at least for automated longitudinal guidance of the vehicle (10), wherein the driving module (310) 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 automated cruise control occurs and in a second operating mode of the at least two operating modes no automated cruise control occurs; and an actuation detection module (320) configured to detect a brake pedal actuation by a driver, wherein the driving module (310) is configured to: - to switch from the first operating mode to the second operating mode when a brake pedal actuation is detected, and to decelerate the vehicle (10) in the second operating mode with a total deceleration level that corresponds to a base deceleration level plus a deceleration level of the brake pedal actuation.

2. Driver assistance system (100, 300) according to claim 1, wherein the base deceleration level is smaller in magnitude than a recuperation deceleration level.

3. The driver assistance system (100, 300) according to claim 2, wherein the base deceleration level is 75% or less, 50% or less, or 25% or less of the recuperation deceleration level.

4. Driver assistance system (100, 300) according to one of claims 1 to 3, wherein the base deceleration level corresponds to a coasting level of the vehicle.

5. Driver assistance system (100, 300) 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, 300) is switched off.

6. Driver assistance system (100, 300) according to claim 5, wherein in the third operating mode, the vehicle (10) is decelerated at a recuperation deceleration level.

7. Driver assistance system (100, 300) according to one of claims 1 to 6, wherein the driving module (310) is configured to automatically switch from the second operating mode back to the first operating mode following the brake pedal actuation.

8. Driver assistance system (100, 300) according to one of claims 1 to 8, wherein the driving module (310) is further configured for automated lateral guidance of the vehicle (10), and wherein: the automated lateral guidance remains active when changing from the first operating mode to the second operating mode in response to the detected brake pedal actuation, or the automated lateral guidance is at least temporarily suspended when changing from the first operating mode to the second operating mode in response to the detected brake pedal actuation.

9. Vehicle (10), in particular a motor vehicle, comprising the driver assistance system (100, 300) according to one of claims 1 to 8.

10. The vehicle of claim 9, wherein the vehicle is a hybrid or electric vehicle.

11. Driver assistance method (500) for a vehicle (10), comprising: Carrying out (510), by a driving module (310), at least one 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 occurs and in a second operating mode of the at least two operating modes no automated cruise control occurs; Detecting (520), by an actuation detection module (320), a brake pedal actuation by a driver; - Switching (530), by the driving module (310), from the first operating mode to the second operating mode in response to the detected brake pedal actuation; and Carrying out (540) a deceleration of the vehicle (10) in the second operating mode with a total deceleration level corresponding to a base deceleration level plus a deceleration level of the brake pedal actuation.

12. A storage medium comprising a software program configured to be executed on one or more processors and thereby to execute the driver assistance method (500) according to claim 15.

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