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 also designed to selectively resume the automated longitudinal control on the basis of a current situation.

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. The present disclosure particularly relates to a situational suspension of automated longitudinal guidance, such as in a driver assistance system that cannot be permanently deactivated by a simple braking intervention, but rather resumes automated longitudinal guidance following the simple braking intervention.

[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, under certain circumstances, the system may automatically resume longitudinal control after the driver applies the brakes. Such resumption may result in unexpected acceleration maneuvers that may overwhelm or catch the user off guard. This can not only lead to critical situations but also require the user to permanently deactivate the driving assistance system.Failure to use driver assistance can have a negative impact on road safety, as driver assistance often offers greater safety than a manual driver.

[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 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 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; an actuation detection module configured to detect a brake pedal actuation by a driver; and a situation determination module configured to determine at least one circumstance parameter relating to a driver action and / or a driving situation and / or the vehicle.The driving module is further configured to switch from the first operating mode to the second operating mode upon detection of brake pedal actuation, and to automatically switch to the first operating mode or remain in the second operating mode in the second operating mode based on the at least one circumstance parameter.

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

[0010] According to the invention, the operating mode of the driver assistance system is selected taking into account at least one circumstantial parameter relating to a driver action and / or a driving situation and / or the vehicle. In particular, automated longitudinal guidance is resumed or not based on an assessment of the current situation. For example, automated longitudinal guidance may not be resumed following a brake pedal application by the driver if the brake pedal application meets certain conditions, such as multiple brake application within a defined period of time and / or if a certain braking force has been exceeded. By taking such circumstantial parameters into account, acceleration maneuvers due to an automatic resumption of automated longitudinal guidance can be avoided, which would potentially overwhelm or catch the driver unprepared.As a result, road safety can be increased.

[0011] The term "automated longitudinal guidance" refers to a technology that enables a 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.

[0012] 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. 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).

[0013] 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 automated cruise control (or automated longitudinal guidance) occurs, and in a second operating mode of the at least two operating modes, no automated cruise control (or automated longitudinal guidance) occurs. In other words, automated cruise control is (at least) inactive in the second operating mode. In the first operating mode, the driver assistance system actively controls the speed of the vehicle, e.g., in accordance with 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 intervenes continuously 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 ahead slows down, the driver assistance system reduces the speed of the host vehicle by reducing engine power, actively braking, etc. If the vehicle ahead accelerates, the driver assistance system also accelerates the host vehicle up to the set speed or maximum speed set by the driver.

[0014] 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.

[0015] 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.

[0016] 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.

[0017] 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).

[0018] 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.

[0019] 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.

[0020] 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.

[0021] The change from one operating mode to another can be indicated to the driver by at least one driver message.

[0022] 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.

[0023] 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.

[0024] 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.

[0025] 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.

[0026] 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.

[0027] A resumption decision for a change from the second operating mode back to the first operating mode after the brake pedal actuation is made taking into account at least one circumstance parameter relating to a driver action and / or a driving situation and / or the vehicle.

[0028] The individual parameters for the decision to reopen are explained in detail below.

[0029] Circumstance parameters related to the driver's action

[0030] The at least one circumstance parameter relating to the driver action preferably comprises or relates to at least one characteristic of the detected brake pedal actuation. The at least one characteristic of the detected brake pedal actuation preferably comprises or relates to an actuation force with which the driver actuates a brake pedal. The actuation force can be, for example, a brake pedal force and / or a brake pedal pressure. The brake pedal force and the brake pedal pressure describe the physical force or pressure that the driver exerts on the brake pedal in order to actuate the brakes. This force (e.g. measured in Newtons or kilogram-force) or this pressure (e.g. measured in Pascals or bars) can be detected by sensors that measure the intensity of the actuation and provide corresponding signals. The actuation force also influences the deceleration force, i.e. how strongly braking takes place.

[0031] The decision to resume automated longitudinal guidance can be made based on the actuation force. For example, automated longitudinal guidance cannot be resumed if the actuation force is (equal to or) greater than a threshold. In this case, it can be assumed, for example, that the brake pedal actuation is an emergency braking maneuver, and the driver is not unsettled by any subsequent acceleration due to the automatic resumption of automated longitudinal guidance. However, automated longitudinal guidance can be resumed if the actuation force is (equal to or) less than the threshold.

[0032] Additionally or alternatively, the at least one characteristic of the detected brake pedal actuation includes or relates to a temporal change in the brake pedal actuation. The temporal change in the brake pedal actuation can, in particular, be a gradient of the brake pedal actuation, e.g., over a predetermined period of time since the detection of the brake pedal actuation (e.g., x seconds) or over the entire time since the detection of the brake pedal actuation.

[0033] The decision to resume automated longitudinal guidance can be made based on the temporal change in brake pedal actuation. For example, automated longitudinal guidance cannot be resumed if the gradient is (equal to or) greater than a threshold. In this case, it can be assumed, for example, that the brake pedal actuation is an emergency braking maneuver, whereby the driver is not unsettled by an acceleration following the emergency braking due to the automatic resumption of automated longitudinal guidance. On the other hand, automated longitudinal guidance can be resumed if the gradient is (equal to or) smaller than the threshold, i.e., flat.

[0034] Additionally or alternatively, the at least one characteristic of the detected brake pedal actuation includes or relates to a duration of the brake pedal actuation. The duration of the brake pedal actuation can be defined between the time of detection of the brake pedal actuation and the time of termination of the brake pedal actuation.

[0035] The decision to resume automated longitudinal guidance can be made based on the duration of brake pedal operation. For example, automated longitudinal guidance cannot be resumed if the duration of brake pedal operation is (equal to or) greater than a threshold. In this case, it can be assumed, for example, that the driver desires a longer or permanent reduction in speed, whereby the driver is not unsettled by an acceleration following braking due to the automatic resumption of automated longitudinal guidance. However, automated longitudinal guidance can be resumed if the duration is (equal to or) less than the threshold.

[0036] Preferably, the at least one circumstance parameter relating to the driver action includes or relates to a number of brake pedal actuations. The number of brake pedal actuations can be recorded, for example, within a predetermined period of time (e.g., x seconds).

[0037] The decision to resume automated longitudinal guidance can be made based on the number of brake pedal actuations. For example, automated longitudinal guidance cannot be resumed if the number of brake pedal actuations in the predetermined period is (equal to or) greater than a threshold. In this case, it can be assumed, for example, that the driver desires a longer or permanent reduction in speed. However, automated longitudinal guidance can be resumed if the number of brake pedal actuations in the predetermined period is (equal to or) less than the threshold.

[0038] It should be understood that after the first brake pedal actuation, automated longitudinal control can be resumed one or more times (e.g., one, two, or three times), which may even result in a brief positive acceleration. If the resumption is repeatedly canceled by a certain number of brake pedal actuations within a certain period of time, the driving module can remain in the second operating mode with inactive longitudinal control for a longer period, particularly permanently, for example, until the driver reactivates longitudinal control through a specific driver action (e.g., actuating a specific control element, etc.).

[0039] Preferably, the at least one circumstance parameter relating to the driver action includes or relates to a type of brake pedal actuation. The type of brake pedal actuation can be selected from the group comprising or consisting of normal braking, emergency braking, and fear braking.

[0040] The decision to resume automated longitudinal guidance can be made based on the type of brake pedal application. For example, automated longitudinal guidance cannot be resumed if the type of brake pedal application is a first predetermined type, such as emergency or fear braking. In this case, the driver will not be unsettled by acceleration following the emergency or fear braking due to the automatic resumption of automated longitudinal guidance. However, automated longitudinal guidance can be resumed if the type of brake pedal application is a second type, such as normal braking.

[0041] Normal braking is the usual braking maneuver in which the driver applies the brake pedal to decelerate the vehicle in a controlled manner or to bring it to a stop. The braking force is controlled to decelerate the vehicle safely and comfortably, without causing unnecessary discomfort to the occupants or cargo. Normal braking is part of everyday driving behavior and is usually performed without haste or stress.

[0042] Emergency braking is an intensive braking maneuver required in situations where a vehicle must stop quickly, for example, to avoid a collision or an accident. During emergency braking, the brake pedal is applied quickly and with maximum force to achieve the shortest possible stopping distance.

[0043] Fear braking is similar to emergency braking in terms of the intention to bring the vehicle to a stop as quickly as possible. The difference, however, lies in the psychological component: Fear braking is triggered by a sudden, often irrational fear reaction on the part of the driver. This can result in the driver applying excessive force to the brake pedal without fully maintaining control of the situation or the vehicle. In contrast to controlled emergency braking, in which the driver acts consciously and purposefully, fear braking is a more reflexive, fear-driven reaction. A distinction can be made between emergency braking and fear braking, for example, by detecting driver behavior using interior sensors and analyzing it with suitable software.

[0044] Circumstance parameters related to the driving situation

[0045] Preferably, the at least one circumstantial parameter relating to the driving situation includes or relates to a vehicle position. The vehicle position can be derived, for example, from a GPS position, digital map data, and / or environmental data from environmental sensors such as radar, lidar, ultrasound, and / or cameras.

[0046] The resumption decision for automated longitudinal guidance may be made based on the vehicle position. In some embodiments, the resumption decision may be made based on whether the vehicle is in a building (e.g., parking garage or underground car park) or outdoors. For example, no resumption may occur in a building, and resumption may occur outdoors. In further embodiments, the resumption decision may be made based on a type of environment. For example, no resumption may occur in supermarket parking lots, and resumption may occur on streets. In still further embodiments, the resumption decision may be based on a map of the environment. For example, no resumption may occur in an unmapped environment (e.g., private driveway, underground car park), andpublic parking lot) can be resumed.

[0047] Preferably, the at least one circumstance parameter relating to the driving situation comprises or relates to a clearance of the vehicle.

[0048] The term "clearance" refers to the space around a vehicle in which the vehicle can maneuver without 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.

[0049] The driver assistance system preferably 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 at which no other objects or road users are located. 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.

[0050] The decision to resume automated longitudinal guidance can be made based on the clearance. For example, automated longitudinal guidance cannot be resumed if a clearance violation has occurred. Preferably, the driving module is configured to switch to the first operating mode when the clearance is (equal to or) greater than a clearance threshold and to remain in the second operating mode when the clearance is (equal to or) smaller 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.

[0051] Preferably, the at least one circumstance parameter relating to the driving situation comprises or relates to a vehicle speed relative to a speed threshold.

[0052] The resumption decision for automated longitudinal guidance may be made based on whether the vehicle speed falls below the speed threshold due to the brake pedal application. For example, the driving module may be configured to switch to the first operating mode if the vehicle speed does not fall below the speed threshold due to the brake pedal application and to remain in the second operating mode if the vehicle speed falls below the speed threshold due to the brake pedal application. In some embodiments, the vehicle speed may be compared to the (first) speed threshold throughout the brake pedal application, and if it falls below the speed threshold at any (arbitrary) time, no resumption occurs.It is also conceivable that the relevant time for the comparison is at the end of the brake pedal operation, since the speed will be at its lowest there.

[0053] Additionally or alternatively, the vehicle speed at the beginning of brake pedal application can be compared with a (second) speed threshold, which in some embodiments may differ from the previously explained (first) speed threshold, and resumption occurs based on this comparison. The further course of the vehicle speed during brake pedal application may be irrelevant in this case.

[0054] Circumstance parameters relating to the vehicle

[0055] Preferably, the at least one circumstance parameter relating to the vehicle includes or relates to an opening state of at least one vehicle opening. The vehicle opening can include or be, for example, a driver's door, a passenger door, a rear door, and / or a tailgate. The opening state can be "open" or "closed."

[0056] The decision to resume automated longitudinal guidance can be made based on the opening state of at least one vehicle opening. For example, the driving module can be configured to switch to the first operating mode when all vehicle openings are closed and to remain in the second operating mode when one or more vehicle openings are open.

[0057] Preferably, the at least one circumstance parameter relating to the vehicle includes or relates to an operating characteristic of at least one vehicle system. The vehicle system may include or be an assistance system such as a parking aid (Park Distance Control, PDC), but is not limited thereto. The operating characteristic may relate to a performance of the vehicle system, an activation / deactivation of the vehicle system, and / or a specific operating mode of the vehicle system, but is not limited thereto.

[0058] The decision to resume automated longitudinal guidance can be made based on the operating characteristics of the at least one vehicle system. For example, the driving module can be configured to switch to the first operating mode if the parking aid is inactive, an environmental sensor or environmental detection system is operating normally, or the selector lever is in "D." The driving module, however, can remain in the second operating mode if the parking aid is active, an environmental sensor is restricted or degraded, a car wash mode is active, or the selector lever is in "N" or "P."

[0059] Preferably, the at least one circumstance parameter relating to the vehicle includes or relates to a coupling state of the vehicle with at least one foreign object. The at least one foreign object may be, for example, a trailer, roof structure, or bicycle rack, but is not limited thereto.

[0060] The resumption decision for automated longitudinal guidance can be made based on the coupling state. For example, the driving module can be configured to switch to the first operating mode when no trailer is present and remain in the second operating mode when a trailer is present.

[0061] Preferably, the at least one circumstance parameter relating to the vehicle includes or relates to a state of at least one occupant safety system. The occupant safety system may, for example, be a seat belt system, but is not limited thereto. The resumption decision for automated longitudinal guidance may be made based on a state or status of the occupant safety system. For example, the driving module may be configured to switch to the first operating mode when the driver is belted in and to remain in the second operating mode when the driver is not belted in. This may be detected, for example, using a conventional seat belt buckle sensor system.

[0062] The above-mentioned circumstantial parameters can be used individually or in combination to make the resumption decision, particularly depending on each other. For example, the number of brake pedal actuations required for deactivation may vary depending on location and / or speed.

[0063] 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.

[0064] Preferably, the automated lateral guidance remains active when changing from the first operating mode to the second operating mode upon the detected brake pedal actuation. Alternatively, the automated lateral guidance can be at least temporarily suspended when changing from the first operating mode to the second operating mode upon the detected brake pedal actuation. 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 to selectively resume automated longitudinal guidance based on a current situation.

[0065] 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.

[0066] 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.

[0067] 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.

[0068] 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.

[0069] 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.

[0070] 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.

[0071] 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; determining, by a situation determination module, at least one circumstance parameter relating to a driver action and / or a driving situation and / or the vehicle; recognizing, by an actuation recognition module, a brake pedal actuation by a driver;a transition, by the drive module, from the first operating mode to the second operating mode in response to the detected brake pedal actuation; and an automatic transition from the second operating mode to the first operating mode or remaining in the second operating mode based on the at least one circumstance parameter;

[0072] The driver assistance procedure can implement the aspects of the driver assistance system described in this document.

[0073] 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.

[0074] 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.

[0075] According to a further independent aspect of the present disclosure, software with program code is specified. The software is configured to carry out the driving assistance method for a vehicle when the software runs on one or more software-controlled devices. According to a further independent aspect of the present disclosure, a system is specified. The system comprises one or more processors; and at least one memory connected to the one or more processors and containing instructions that can be executed by the one or more processors to carry out the driving assistance method for a vehicle described in this document.

[0076] 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).

[0077] Short description of the drawings

[0078] Embodiments of the disclosure are illustrated in the figures and are described in more detail below. They show:

[0079] Figure 1 schematically shows a vehicle with a driver assistance system for automated driving according to embodiments of the present disclosure,

[0080] Figure 2 schematically shows an adaptive cruise control according to embodiments of the present disclosure,

[0081] Figure 3 schematically shows a driver assistance system for a vehicle according to embodiments of the present disclosure, and

[0082] Figure 4 is a flowchart of a driver assistance method for a vehicle according to embodiments of the present disclosure.

[0083] Embodiments of the disclosure In the following, unless otherwise stated, the same reference numerals are used for the same and equivalent elements.

[0084] Figure 1 schematically shows a vehicle 10 with a driver assistance system 100 for automated driving according to embodiments of the present disclosure.

[0085] 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).

[0086] 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.

[0087] In some embodiments, the driver assistance system 100 is configured for adaptive cruise control (ACC).

[0088] Figure 2 schematically shows an adaptive cruise control according to embodiments of the present disclosure.

[0089] 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.

[0090] Figure 3 schematically shows a driver assistance system 300 for a vehicle according to embodiments of the present disclosure.

[0091] The driver assistance system 300 may include or be the driver assistance system for automated driving described with reference to Figures 1 and 2.

[0092] The driver assistance system 300 comprises a driving module 310 configured at least for automated longitudinal guidance of the vehicle, wherein 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; an actuation detection module 320 configured to detect a brake pedal actuation by a driver; and a situation determination module 330 configured to determine at least one circumstance parameter relating to a driver action and / or a driving situation and / or the vehicle.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 to automatically switch to the first operating mode or remain in the second operating mode in the second operating mode based on the at least one circumstance parameter.

[0093] In some embodiments, a third operating mode may be provided, wherein the third operating mode is a deactivated mode in which the driver assistance system 300 is deactivated, in particular completely deactivated. Therefore, in the third operating mode, automated longitudinal guidance cannot be automatically resumed, 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).

[0094] The change from the first operating mode to the second operating mode occurs depending on the brake pedal actuation. Brake pedal actuation is generally detected by one or more sensors. The sensors can be connected to the brake pedal and monitor the position and / or movement of the brake pedal, generating an actuation signal as soon as the brake pedal is actuated. However, the embodiments of the present disclosure are not limited thereto, and brake pedal actuation can also be detected indirectly via a driver movement captured by an interior camera.

[0095] 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.

[0096] Following the brake pedal actuation, the driver assistance system 300 selectively switches back to the first operating mode to resume automated longitudinal guidance or remains in the second operating mode. The resumption decision is made taking into account at least one circumstantial parameter relating to a driver action and / or a driving situation and / or the vehicle.

[0097] The at least one circumstance parameter relating to the driver action may include or relate to one or more of the following aspects: at least one characteristic of the brake pedal actuation (e.g., an actuation force with which the driver actuates a brake pedal, a temporal change in the brake pedal actuation, a duration of the brake pedal actuation, etc.); and / or a number of brake pedal actuations, in particular within a predetermined period of time (e.g., the automated longitudinal guidance cannot be resumed if the number of brake pedal actuations in the predetermined period of time is greater than a threshold and can be resumed if the number of brake pedal actuations in the predetermined period of time is less than the threshold); and / or a type of brake pedal actuation (e.g.,Automated longitudinal guidance cannot be resumed if emergency braking or fear braking is detected and can be resumed if normal braking is detected).

[0098] The at least one circumstance parameter relating to the driving situation may include or relate to one or more of the following aspects: a vehicle position (e.g., resumption may not occur in an unmapped environment (e.g., private driveway, underground parking garage), and resumption may occur in a mapped environment (e.g., public parking lot); and / or a vehicle clearance (e.g., resumption may not occur if clearance is violated, and resumption may occur if there is sufficient clearance); and / or a vehicle speed relative to a speed threshold (e.g., switching back to the first operating mode may occur if the vehicle speed does not fall below the speed threshold due to brake pedal application, and the second operating mode may be maintained if the vehicle speed falls below the speed threshold due to brake pedal application).

[0099] The at least one circumstance parameter relating to the vehicle may include or relate to one or more of the following aspects: an opening state of at least one vehicle opening (e.g., switching back to the first operating mode may occur if all vehicle openings are closed, and the second operating mode may be maintained if one or more vehicle openings are open); and / or an operating characteristic of at least one vehicle system (e.g., switching back to the first operating mode may occur if the parking aid is inactive, and the second operating mode may be maintained if the parking aid is active); and / or a coupling state of the vehicle with at least one foreign object (e.g.,can be switched back to the first operating mode when no trailer is present, and the second operating mode can be maintained when a trailer is coupled); and / or a state of at least one occupant safety system (e.g., can be switched back to the first operating mode when the driver is belted, and the second operating mode can be maintained when the driver is not belted).

[0100] The above-mentioned circumstantial parameters can be used individually or in combination to make the resumption decision, particularly depending on each other. For example, the number of brake pedal actuations required for deactivation may vary depending on location and / or speed.

[0101] 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.

[0102] 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).

[0103] The driver assistance method 400 comprises, in block 410, 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 420, a situation determination module determines at least one circumstance parameter relating to a driver action and / or a driving situation and / or the vehicle; in block 430, a brake pedal actuation by a driver is detected by an actuation detection module; in block 440, 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 450, automatically switching from the second operating mode to the first operating mode or remaining in the second operating mode based on the at least one circumstance parameter.;

[0104] In one example, while driving on a country road with a preset speed (set speed) of 100 km / h and a current speed (actual speed) of 80 km / h, the system wants to accelerate to the set speed. However, the driver does not want to accelerate and brakes to counteract the system's command. After the brake is released, the system reactivates acceleration, requiring the driver to intervene again. If the system reactivates the system and the driver intervenes against the system's command for the third time, the automated longitudinal guidance is temporarily deactivated.

[0105] In another example, while driving in a supermarket parking lot with a set speed of 30 km / h and an actual speed of 20 km / h, the system wants to accelerate to the set speed. However, the driver prefers not to accelerate and instead reduces the speed to 10 km / h, contrary to the system's wishes. This reduction falls below a previously defined speed threshold. In conjunction with the map-based detection of parking spaces, this leads to the deactivation of the automated longitudinal guidance. The speed threshold helps prevent false activations, such as the erroneous deactivation of the system on a country road incorrectly mapped as a parking lot.

[0106] According to the invention, the operating mode of the driver assistance system is selected taking into account at least one circumstantial parameter relating to a driver action and / or a driving situation and / or the vehicle. In particular, automated longitudinal guidance is resumed or not based on an assessment of the current situation. For example, automated longitudinal guidance may not be resumed following a brake pedal application by the driver if the brake pedal application meets certain conditions, such as multiple brake application within a defined period of time and / or if a certain braking force has been exceeded. By taking such circumstantial parameters into account, acceleration maneuvers due to an automatic resumption of automated longitudinal guidance can be avoided, which would potentially overwhelm or catch the driver unprepared.As a result, road safety can be increased.

[0107] 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 one automated cruise control is performed and in a second operating mode of the at least two operating modes no automated cruise control is performed; an actuation detection module (320) configured to detect a brake pedal actuation by a driver; and a situation determination module (330) configured to determine at least one circumstance parameter relating to a driver action and / or a driving situation and / or the vehicle (10), 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 in the second operating mode to automatically switch to the first operating mode or to remain in the second operating mode based on the at least one circumstance parameter.

2. The driver assistance system (100, 300) according to claim 1, wherein the at least one circumstance parameter relating to the driver action comprises or relates to at least one of the following aspects: at least one characteristic of the brake pedal actuation; and / or a number of brake pedal actuations, in particular within a predetermined period of time; and / or a type of brake pedal actuation, in particular wherein the type of brake pedal actuation is an emergency braking or a panic braking.

3. The driver assistance system (100, 300) according to claim 2, wherein the at least one characteristic of the brake pedal actuation comprises or relates to: an actuation force with which the driver actuates a brake pedal, in particular wherein the actuation force relates to a brake pedal force and / or a brake pedal pressure; and / or a temporal change in the brake pedal actuation, in particular a gradient of the brake pedal actuation; and / or a duration of the brake pedal actuation.

4. The driver assistance system (100, 300) according to any one of claims 1 to 3, wherein the at least one circumstance parameter relating to the driving situation includes or relates to at least one of the following aspects: a vehicle position; and / or a clearance of the vehicle (10); and / or a vehicle speed relative to a speed threshold.

5. The driver assistance system (100, 300) according to any one of claims 1 to 4, wherein the at least one circumstance parameter relating to the vehicle (10) comprises or relates to at least one of the following aspects: an opening state of at least one vehicle opening; and / or an operating characteristic of at least one vehicle system; and / or a coupling state of the vehicle (10) with at least one foreign object; and / or a state of at least one occupant safety system.

6. Driver assistance system (100, 300) according to one of claims 1 to 5, 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.

7. Driver assistance system (100, 300) according to one of claims 1 to 6, 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.

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

9. 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 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 speed control takes place and in a second operating mode of the at least two operating modes no automated speed control takes place; Determining (420), by a situation determination module (330), at least one circumstance parameter relating to a driver action and / or a driving situation and / or the vehicle (10); Detecting (430), by an actuation detection module (320), a brake pedal actuation by a driver; Switching (440), by the drive module (310), from the first operating mode to the second operating mode in response to the detected brake pedal actuation; and automatically switching (450) from the second operating mode to the first operating mode or remaining (450) in the second operating mode based on the at least one circumstance parameter.

10. 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 9.

Images