Driver assistance system for a vehicle, method for operating a driver assistance system, storage medium, and vehicle

Abstract

One aspect of the invention relates to a driver assistance system for a vehicle, said driver assistance system being configured at least for an automated longitudinal control of the vehicle and having at least two operating modes. In an active longitudinal control mode, the speed of the vehicle is controlled to a target speed, and in an at least partly inactive longitudinal control mode, the process of controlling the speed of the vehicle to the target speed is not carried out. The driver assistance system is additionally designed to detect a brake pedal actuation and consequently switch to the at least partly inactive longitudinal control mode, detect an operating action during the brake pedal actuation, said operating action describing a request to change the current target speed. and finally determine a desired speed on the basis of the operating action and / or the brake pedal actuation and adopt the desired speed as the new target speed.

Description

[0001] DRIVING ASSISTANCE SYSTEM FOR A VEHICLE, METHOD FOR OPERATING A DRIVING ASSISTANCE SYSTEM, STORAGE MEDIUM, VEHICLE

[0002] The present invention relates to a driver assistance system for a vehicle, which is configured at least for automated longitudinal guidance of the vehicle. Furthermore, the present invention relates to a method for operating a driver assistance system and a computer-readable storage medium. Finally, the present invention also relates to a vehicle.

[0003] Today, vehicles often feature an adaptive cruise control system. Such a system not only regulates the vehicle's speed to a predetermined target speed (also called a set speed), but also takes into account the distance to a vehicle ahead, thus ensuring that a sufficient safety distance from the vehicle ahead is maintained. For this purpose, the distance to the vehicle ahead can be determined using environmental sensors, such as cameras, radar, lidar, and / or ultrasonic sensors. Furthermore, additional aspects in the vehicle's surroundings, such as red traffic lights, can be detected using the environmental sensors and thus taken into account when regulating the vehicle's speed.

[0004] Typically, adaptive cruise control systems today are designed to deactivate the system as soon as the driver presses the brake pedal. However, there are also considerations for reactivating the adaptive cruise control system or continuing control to the predetermined target speed following a brake pedal application.

[0005] For example, the document DE 102014 208 185 A1 describes an ACC system and a method for controlling the driving speed of a vehicle, which is kept active even when the driver detects that a vehicle brake has been applied, if a critical approach of the vehicle to another object in front of it is detected by a proximity detection unit of the ACC system.

[0006] Furthermore, document DE 102019 207 327 B3 describes a driver assistance system for a motor vehicle, comprising a controller configured to maintain the motor vehicle at a predetermined target driving speed in automatic mode, and at least one input converter linked to the controller for signal transmission purposes. The controller is configured to adopt a current driving speed value as the new target value upon actuation of the input converter, and to terminate the automatic mode upon actuation of a brake of the motor vehicle by a vehicle occupant. Furthermore, the controller is configured to maintain the automatic mode for a predetermined period of time upon actuation of the brake, provided at least one further condition is met, and to adopt the current driving speed value as the new target value upon actuation of the input converter within the predetermined period of time.

[0007] It is an object of the present invention to show a solution how a driver assistance system for a vehicle, which is designed at least for automated longitudinal guidance of the vehicle, as well as its user operating concept, can be improved.

[0008] This object is achieved by the features of the independent claims. Further advantageous embodiments of the invention are specified in the dependent claims.

[0009] One aspect of the invention relates to a driver assistance system for a vehicle, wherein the driver assistance system is configured at least for automated longitudinal guidance of the vehicle and comprises at least two operating modes. In an active longitudinal guidance mode, a vehicle speed is controlled to a set speed. In an at least partially inactive longitudinal guidance mode, control to the set speed is omitted. The driver assistance system is also configured to detect a brake pedal actuation and consequently switch to the at least partially inactive longitudinal guidance mode. The driver assistance system is also configured to detect an operating action during brake pedal actuation, which describes a desired change to the current set speed.

[0010] Finally, the driver assistance system is designed to determine a desired speed depending on the operating action and / or the brake pedal actuation and to adopt the desired speed as the new set speed.

[0011] The driver assistance system can, in particular, be a system for at least partially automated driving. In particular, it can be a system compliant with SAE Level 2 or higher. In this context, 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 temporary driving during 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 (with increasing degrees of automation in each case).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. In assisted driving (SAE Level 1), the system performs 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, whereby 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 assume control of the vehicle within a certain period of time upon request from the system.In highly automated driving (SAE Level 4), the system assumes control of the vehicle in certain driving situations, even if the driver fails to respond to a request for intervention, 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 a human driver can also handle.

[0012] The driver assistance system enables the use of the brake pedal without completely deactivating the longitudinal guidance mode. In other words, a driver of the vehicle can depress the brake pedal in the active longitudinal guidance mode, so that the driver assistance system then switches to the at least partially inactive longitudinal guidance mode. In the at least partially inactive longitudinal guidance mode, the controller, which regulates the vehicle's speed depending on the set speed and / or a distance to a vehicle ahead, can be inactive, although object detection, trajectory planning, or the like can still be active. This ensures that a seamless transition back to the active longitudinal guidance mode can occur following the brake pedal actuation. The driver assistance system can comprise a computing device.To detect brake pedal actuation, the computing device can receive a signal from a brake pedal switch (or brake light switch). Furthermore, it is also conceivable that such a signal is provided by proximity sensors, cameras, or the like in an area of ​​the driver's footwell. Furthermore, it is also conceivable that such a signal is also provided by brake pressure sensors or the like.

[0013] While applying the brake pedal, the driver may wish to specify the current speed or a desired speed as the new set speed to the driver assistance system. Therefore, the driver assistance system is configured to detect an operating action while the brake pedal is being applied. The operating action may, for example, be the actuation of a button or rocker switch (optionally located on the vehicle's steering wheel), a voice command, gaze control, or the like. For example, the computing device can receive an actuation signal from the button / rocker switch and thus detect the operating action. The operating action describes the driver's desire to change the current set speed, i.e., the change request.

[0014] The driver assistance system can then, for example, using the computing device, determine a desired speed depending on the operator control action and / or the brake pedal actuation. In particular, the desired speed can be the current speed of the vehicle. However, it is also conceivable that the desired speed is determined as an average speed of the vehicle within a predetermined period of time during the brake pedal actuation. The desired speed can also be determined depending on the braking curve (temporal acceleration curve or temporal deceleration curve). Additionally or alternatively, the desired speed can also depend on the operator control action itself (particularly in the case of a voice command or a specific gesture).

[0015] Finally, the desired speed can be adopted as the new set speed. As soon as the driver assistance system is operated in the active longitudinal guidance mode again, the vehicle's speed can be regulated to the new set speed. A further embodiment of the driver assistance system provides that the driver assistance system is further configured to switch to the active longitudinal guidance mode following the brake pedal actuation and to regulate the vehicle's speed to the new set speed. In other words, the driver assistance system automatically switches back to the active longitudinal guidance mode as soon as the driver no longer depresses the brake pedal. This makes it possible to provide an intuitive driver assistance system that is not deactivated every time the brake pedal is actuated.Furthermore, adopting the desired speed as the new set speed can provide a coherent overall picture for driver assistance systems that include adaptive cruise control, since adopting a new set speed is usually also possible in the same way as applying the accelerator pedal (exceeding the current set speed). In other words, a driver assistance system that is at least configured for automated longitudinal vehicle guidance and its user-friendly operating concept can be improved.

[0016] A further embodiment of the driver assistance system provides that the driver assistance system is further configured to adapt the vehicle's longitudinal dynamics to regain the new set speed. If the driver assistance system is operated in active longitudinal control mode again after the brake pedal is applied, this can sometimes result in a surprisingly strong acceleration for the driver. Such system behavior could be met with rejection by the driver and thus lead to a shorter service life of the driver assistance system itself. Therefore, it can be advantageous if the vehicle's longitudinal dynamics are adapted to regain the new set speed. The two following situations are intended to illustrate the adaptation of the longitudinal dynamics compared to previous driver assistance systems that include an adaptive cruise control system ("classic ACC system").

[0017] A) A driver is traveling at 80 km / h and activates the ACC system by selecting a set speed of 130 km / h. The vehicle then accelerates to reach the set speed.

[0018] B) At a set speed of 130 km / h, the driver manually decelerates the vehicle to 80 km / h. Instead of accelerating with the same dynamics as in case A to reach the set speed of 130 km / h, the vehicle's behavior can change in situation B: After the driver manually decelerates, the vehicle can now accelerate in a manner different from that in situation A. This can result in a particularly intuitive system behavior.

[0019] The vehicle's longitudinal dynamics can be adjusted in a variety of ways. For example, the longitudinal dynamics can be adjusted in such a way that an acceleration specified by the controller or system is limited. Such a limitation of the acceleration can also be specified by a time profile. Overall, this can achieve the system behavior described above, whereby, following manual deceleration by the driver, the vehicle accelerates in a manner different from that in situation A due to the brake pedal application.

[0020] A further embodiment of the driver assistance system provides that the driver assistance system is further configured to adapt the longitudinal dynamics depending on a predetermined environmental parameter and / or a predetermined operating parameter. If the longitudinal dynamics are adapted depending on a predetermined environmental parameter and / or a predetermined operating parameter, specific situations and driver requests can be addressed. Overall, an ACC system, i.e., a driver assistance system configured at least for automated longitudinal guidance of the vehicle, and its user operating concept can be further improved.

[0021] The predetermined environmental parameter can, for example, be a parameter derived from sensor data of an environmental sensor (camera, radar, lidar, and / or ultrasonic sensor) of the vehicle. It can also be a parameter derived from map data and / or fused sensor data. Furthermore, it is also conceivable for the predetermined environmental parameter to be provided via vehicle-to-vehicle communication or the like (e.g., car-to-X). The predetermined environmental parameter can be received by the computing device. The computing device can therefore, for example, specify a (maximum) permissible acceleration curve that depends on the predetermined environmental parameter. The predetermined environmental parameter can, for example, describe a narrowed roadway, a residential area, a road user merging in front of the vehicle, an industrial parking lot, or the like.In all of the aforementioned situations, a different acceleration behavior may be required or desirable to regain the new set speed. For example, when driving through a residential area with a narrow roadway, a particularly slow acceleration behavior may be advantageous and desirable. In other situations, however, a more dynamic acceleration behavior to regain the new set speed may be more in line with the driver's wishes.

[0022] The situation is analogous with the predetermined operating parameter. The predetermined operating parameter can be, for example, a characteristic of the brake pedal actuation, a brake pedal actuation force, a vehicle speed, a lateral acceleration, a yaw rate, an engine temperature, an engine fluid level, a load capacity, a load quantity, or the like. Furthermore, it is also conceivable to take the driver's driving behavior into account.

[0023] In a further embodiment of the driver assistance system, the operating action describes the actuation of a control element of the vehicle, wherein the control element is located on a steering wheel and / or a steering column switch of the vehicle. Conventional ACC systems can usually be operated today using controls on the steering wheel and / or controls on a steering column switch. The driver is therefore particularly familiar with this concept. Furthermore, the driver is familiar with the operating concept of existing systems in the reverse sense.

[0024] If, for example, the current set speed is 80 km / h and the driver accelerates to 130 km / h, the driver can, in some systems, adopt the vehicle speed they have currently overridden as the new set speed by operating a control element (rocker switch up or plus button) (instead of adjusting the current set speed to 81 km / h). In other words, the described embodiment expands the previous operating concept for driver assistance systems that are set up for automated longitudinal guidance of the vehicle and do not completely deactivate the system when the brake pedal is applied, in a particularly intuitive way. In a further embodiment of the driver assistance system, it is provided that the current set speed can be changed by operating the control element while the longitudinal guidance mode is active. As just described, the desired speed or the desired acceleration can be adopted by pressing the control element.A separate control element must be provided for the current speed of the vehicle while the brake pedal is applied. The driver assistance system or its operating concept can be designed to be particularly intuitive if, while the longitudinal guidance mode is active, the current set speed can be changed by operating the control element. A rocker switch (directional control element on the steering wheel and / or the steering column switch) or a plus / minus button, which can be used anyway to adjust the current set speed, can be particularly suitable. In addition, it can be particularly desirable if the driver assistance system is set up in such a way that the rocker switch must be pushed down (or in the direction in which the current set speed would otherwise be reduced) or the minus button must be pushed.

[0025] In a further embodiment of the driver assistance system, it is provided that the brake pedal actuation has a predetermined characteristic of a vehicle deceleration. It can be advantageous if the driver assistance system can be deactivated via the brake, as before. This applies in particular in the case of emergency braking. The predetermined characteristic can, for example, be threshold values ​​for the brake pressure or a braking force. It can also be maximum deceleration or acceleration values ​​for the vehicle. It is also conceivable for the predetermined characteristic to describe a range within threshold / limit values.

[0026] In certain situations, it may be advantageous if the predetermined characteristic describes a speed difference, so that adopting the desired speed as the new set speed is only possible if the vehicle's speed has been reduced by at least 3, 5, 10, 15, or 20 km / h due to the brake pedal operation. Situations may also arise in which it is advantageous if the predetermined characteristic describes a maximum speed difference, so that adopting the desired speed as the new set speed is only possible if the vehicle's speed has been reduced by a maximum of 20, 30, 50, or 80 km / h due to the brake pedal operation. The previously mentioned numerical values ​​serve only as examples. In principle, all speeds in a range of 0 - 250 km / h are conceivable.

[0027] A further aspect of the invention relates to a method for operating a driver assistance system of a vehicle, wherein the driver assistance system is configured at least for automated longitudinal guidance of the vehicle and comprises at least two operating modes. In an active longitudinal guidance mode, a speed of the vehicle is controlled to a set speed. In an at least partially inactive longitudinal guidance mode, control to the set speed is omitted. The method comprises the step of receiving brake pedal actuation data describing a brake pedal actuation. Furthermore, the method comprises outputting an inactive signal depending on the brake pedal actuation data, wherein the driver assistance system switches to the at least partially inactive longitudinal guidance mode as a result of the inactive signal.The method also includes receiving operator action data that describe an operator action performed during brake pedal actuation and a desired change to the current set speed. The method further includes determining a desired speed based on the operator action data and / or the brake pedal actuation data. Finally, the method includes outputting a speed signal, wherein the speed signal describes the desired speed, and the driver assistance system adopts this as the new set speed.

[0028] The method can be carried out, for example, using a computing device. The computing device can be embodied, for example, as at least one electronic control unit of the vehicle, which comprises one or more programmable processors. Furthermore, the computing device can have a computer-readable storage medium on which a computer program is stored. In order to carry out corresponding method steps, such as outputting the inactive signal depending on the brake pedal actuation data, the computer program can be executed on the computing device.

[0029] For this purpose, the computing device can be electrically connected to a brake pedal or to a control element of the vehicle, which is configured to detect the brake pedal actuation or the control action. The computing device can also be connected to a control unit of the vehicle, which is configured to plan and execute the driving task (or at least for the automated longitudinal guidance of the vehicle).

[0030] A further aspect of the invention relates to a computing device for a vehicle, which is configured to execute a method according to the invention for operating a driver assistance system of a vehicle and the advantageous embodiments thereof. The computing device can be designed, for example, as an electronic control unit comprising one or more programmable processors.

[0031] A further aspect of the invention relates to a computer-readable storage medium comprising instructions which, when executed by a computing device, cause the computing device to carry out a method according to the invention for operating a driver assistance system of a vehicle and the advantageous embodiments thereof.

[0032] The present invention also relates to a computer program comprising instructions which, when the program is executed by a computing device, cause the computing device to carry out a method according to the invention for operating a driver assistance system of a vehicle and the advantageous embodiments thereof.

[0033] Finally, the present invention also relates to a vehicle comprising a driver assistance system according to the invention, which is configured at least for automated longitudinal guidance of the vehicle and comprises at least two operating modes. The vehicle can be designed, in particular, as a passenger car.

[0034] The preferred embodiments presented with reference to the driver assistance system according to the invention and their advantages apply accordingly to the method according to the invention, the computer-readable storage medium according to the invention, and the vehicle according to the invention. Furthermore, the preferred embodiments presented with reference to the method according to the invention and their advantages also apply to the computer program according to the invention and to the computing device according to the invention.

[0035] Further features of the invention emerge from the claims, the figures, and the description of the figures. The features and combinations of features mentioned above in the description, as well as the features and combinations of features mentioned below in the description of the figures and / or shown alone in the figures, can be used not only in the respective combinations specified, but also in other combinations or on their own, without departing from the scope of the invention.

[0036] The invention will now be explained in more detail using preferred embodiments and with reference to the accompanying drawings.

[0037] Fig. 1 is a schematic representation of a vehicle comprising a driver assistance system according to the invention; and

[0038] Fig. 2 is a time-acceleration diagram of a vehicle comprising a driver assistance system according to the invention during brake pedal actuation.

[0039] In the figures, identical or functionally identical elements are provided with the same reference symbols.

[0040] Fig. 1 shows a vehicle 1 comprising a driver assistance system 2. The driver assistance system 2 is configured at least for automated longitudinal guidance of the vehicle 1 and comprises at least two operating modes. In an active longitudinal guidance mode, the speed of the vehicle 1 is controlled to a set speed. In an at least partially inactive longitudinal guidance mode, control to the set speed is omitted.

[0041] The vehicle 1 includes an environment sensor 3. The environment sensor 3, which can be configured, for example, as a camera, radar, lidar, and / or ultrasonic sensor, can be used to detect the environment 4 of the vehicle 1. In particular, the distance to a vehicle in front can be determined using the environment sensor 3. Furthermore, additional aspects in the environment 4 of the vehicle 1, such as red traffic lights, can also be detected using the environment sensor 3. These variables can be taken into account when controlling the speed of the vehicle 1.

[0042] The vehicle 1 includes a brake pedal 5, which is configured to detect brake pedal actuation (for example, using a brake light switch). If the brake pedal actuation is detected, an electrical signal can be transmitted to the driver assistance system 2. Thus, the driver assistance system 2 is configured to detect brake pedal actuation. As a result, the driver assistance system 2 can switch to the at least partially inactive longitudinal guidance mode.

[0043] The vehicle 1 also includes an operating element 6. Using the operating element 6, a driver of the vehicle can perform an operating action. The operating element 6 can be, for example, a button or a rocker switch (optionally arranged on the steering wheel of the vehicle), a microphone for inputting a voice command, a camera for detecting a viewing direction and / or gesture control, or the like. The operating element is preferably designed such that the current set speed can be changed by actuating the operating element during the active longitudinal guidance mode.

[0044] The driver assistance system 2 can be connected to the environment sensor 3, the brake pedal 5, and the control element 6 in such a way as to receive corresponding signals indicating the brake pedal actuation, the environment 4, the control action, and the like. The driver assistance system is configured to detect the control action during the brake pedal actuation.

[0045] The driver assistance system 2 can comprise a central control unit 7, which implements the automated longitudinal guidance of the vehicle 1. The previously described signals can be received by a computing device 8. The computing device 8 can comprise a computer-readable storage medium, which contains commands which, when executed by the computing device 8, cause it to carry out the method steps of the method according to the invention for operating the driver assistance system 2. The computing device 8 can, in particular, evaluate whether the operating action occurs while the brake pedal is being actuated. The new set speed can then be transmitted from the computing device 8 to the central control unit 7. Following the brake pedal actuation, the driver assistance system 2 can then switch to the active longitudinal guidance mode by means of the central control unit 7 and regulate the speed of the vehicle 1 to the new set speed.The central control unit 7 and the computing device 8 can also be implemented in a computing device or a control unit.

[0046] Fig. 2 shows a time-acceleration diagram of a vehicle 1, which includes a driver assistance system 2 according to the invention, during a brake pedal actuation. The vehicle 1 moves at a constant speed, for example, 130 km / h, until time t1. The driver assistance system 2 is operated in active longitudinal guidance mode, so that the speed of the vehicle 1 is controlled to the set speed (in this example, 130 km / h).

[0047] At time t2, the brake pedal is applied, which continues until time t3. The brake pedal application is detected by the driver assistance system 2. As a result, the driver assistance system 2 switches to the at least partially inactive longitudinal guidance mode. During interval I, i.e., between times t1 and t3, control to the set speed is therefore omitted.

[0048] Vehicle 1 decelerates according to the acceleration curve K1. The control action occurs at time t2. For example, vehicle 1 is traveling at 100 km / h at time t2.

[0049] From time t2 to time t3, brake pedal 5 continues to be applied. Thus, vehicle 1 continues to decelerate. At time t3, for example, the vehicle is traveling at a speed of 70 km / h. From time t3 onward, brake pedal 5 is no longer applied. Driver assistance system 2 then switches back to active longitudinal guidance mode. The speed of vehicle 1 is controlled to the new set speed.

[0050] The desired speed, which is adopted as the new set speed, can be, for example, the speed of vehicle 1 at time t2, in this example 100 km / h.

[0051] In this exemplary embodiment, the driver assistance system 2 is further configured to adapt the longitudinal dynamics of the vehicle 1 to regain the new set speed. For example, the maximum permissible acceleration can be limited by a temporal (threshold) curve and thus adjusted. The acceleration curve K2 describes a normal acceleration of the vehicle 1 from 70 km / h to 100 km / h, for which the longitudinal dynamics of the vehicle 1 were not adjusted. The acceleration curve K3 describes the acceleration of the vehicle 1 from 70 km / h to 100 km / h, for which the longitudinal dynamics of the vehicle 1 were adjusted. The vehicle 1 accelerates more smoothly following the brake pedal actuation, so that a particularly intuitive system behavior can be achieved overall. List of reference symbols

[0052] 1 vehicle

[0053] 2 Driver assistance system

[0054] 3 Environment sensor

[0055] 4 Surroundings

[0056] 5 Brake pedal

[0057] 6 Control element

[0058] 7 Central control unit

[0059] 8 Calculation device t1 Time t1 t2 Time t2 t3 Time t3

[0060] K1 Acceleration curve K1

[0061] K2 Acceleration curve K2

[0062] K3 Acceleration curve K3

[0063] I Interval

Claims

Claims 1. A driver assistance system (2) for a vehicle (1), wherein the driver assistance system (2) is configured at least for automated longitudinal guidance of the vehicle (1) and comprises at least two operating modes, wherein in an active longitudinal guidance mode, a speed of the vehicle (1) is controlled to a set speed; and in an at least partially inactive longitudinal guidance mode, control to the set speed is omitted; characterized in that the driver assistance system (2) is configured to detect a brake pedal actuation and consequently switch to the at least partially inactive longitudinal guidance mode, detect an operating action during the brake pedal actuation which describes a desired change to the current set speed, determine a desired speed as a function of the operating action and / or the brake pedal actuation, and adopt the desired speed as the new set speed.

2. Driver assistance system (2) according to claim 1, characterized in that the driver assistance system (2) is further configured to switch to the active longitudinal guidance mode following the brake pedal actuation and to regulate the speed of the vehicle (1) to the new set speed.

3. Driver assistance system (2) according to claim 2, characterized in that the driver assistance system (2) is further configured to adapt a longitudinal dynamics of the vehicle (1) to regain the new set speed.

4. Driver assistance system (2) according to claim 3, characterized in that the driver assistance system (2) is further configured to adapt the longitudinal dynamics as a function of a predetermined environmental parameter and / or a predetermined operating parameter.

5. Driver assistance system (2) according to one of the preceding claims, characterized in that the operating action describes an actuation of an operating element (6) of the vehicle (1), wherein the operating element (6) is arranged on a steering wheel of the vehicle (1) and / or a steering column switch of the vehicle (1).

6. Driver assistance system (2) according to claim 5, characterized in that during the active longitudinal guidance mode, the current set speed can be changed by actuating the control element (6).

7. Driver assistance system (2) according to one of the preceding claims, characterized in that the brake pedal actuation has a predetermined characteristic of a vehicle deceleration.

8. A method for operating a driver assistance system (2) of a vehicle (1), wherein the driver assistance system (2) is configured at least for automated longitudinal guidance of the vehicle (1) and comprises at least two operating modes, wherein in an active longitudinal guidance mode, a speed of the vehicle (1) is controlled to a set speed; and in an at least partially inactive longitudinal guidance mode, control to the set speed is omitted; comprising the steps: Receiving brake pedal operation data describing a brake pedal operation; - outputting an inactive signal as a function of the brake pedal actuation data, wherein as a result of the inactive signal the driver assistance system (2) switches to the at least partially inactive longitudinal guidance mode; Receiving operating action data which describe an operating action performed during the brake pedal actuation and describe a desired change in the current set speed, determining a desired speed depending on the operating action data and / or the brake pedal actuation data; - Outputting a speed signal, whereby the speed signal describes the desired speed and the driver assistance system (2) adopts this as the new set speed.

9. A computer-readable storage medium comprising instructions which, when executed by a computing device (8), cause the computing device (8) to carry out a method according to claim 8.

10. Vehicle (1), in particular passenger car, comprising a driver assistance system (2) according to one of claims 1 to 8.

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