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

Abstract

The invention relates to a driver assistance system for a vehicle, wherein the driver assistance system is designed at least for an automated longitudinal guidance of the vehicle and has at least two operating modes. In an active longitudinal guidance mode, the speed of the vehicle is controlled to a set speed, and in an at least partly inactive longitudinal guidance mode, the process of controlling the speed of the vehicle to the set 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 guidance mode, characterize a traffic and / or operating situation during the brake pedal actuation, said traffic and / or operating situation being characteristic of an adjustment, caried out by the driver of the vehicle, of the current set speed, and finally determine a desired speed on the basis of the traffic situation and / or the brake pedal actuation and adopt the desired speed as the new set 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 additionally 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 characterize a traffic and / or operating situation during the brake pedal actuation, wherein the traffic and / or operating situation is characteristic of a change in the current set speed by a driver of the vehicle.Finally, the driver assistance system is configured to determine a desired speed based on the traffic situation and / or brake pedal actuation and to adopt the desired speed as the new set speed. The driver assistance system may, in particular, be a system for at least partially automated driving. In particular, it may therefore be a system compliant with SAE Level 2 or higher. In this document, the term "automated driving" refers to driving with automated longitudinal and / or lateral guidance. Automated driving may, for example, involve extended driving on the highway or temporary 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 level 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. With assisted driving (SAE Level 1), the system performs longitudinal or lateral guidance in specific driving situations. With 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 control in certain driving situations without the driver having to constantly 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 does not respond to a request for intervention, 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.

[0010] 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, causing the driver assistance system to then switch to the at least partially inactive longitudinal guidance mode. In the at least partially inactive longitudinal guidance mode, the controller that 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 after the brake pedal is depressed.

[0011] The driver assistance system may include a computing device. To detect brake pedal actuation, the computing device may 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.

[0012] In certain situations, a new set speed may be desirable. Examples include narrow streets, construction zones, heavy traffic, high pedestrian traffic, the illumination of a system warning, or a remaining range or charge level that is too low. Other situations are also conceivable. In such situations, vehicle drivers may reduce the set speed. Therefore, the driver assistance system is designed to recognize and characterize such a traffic and / or operating situation during brake pedal operation. Brake pedal operation can thus be viewed as confirmation that the vehicle driver actually prefers a new set speed in this situation.

[0013] In an equivalent embodiment, the driver assistance system is therefore configured to detect and characterize the traffic and / or operating situation before the brake pedal is applied. Depending on the characterized traffic and / or operating situation, the brake pedal application confirms that the vehicle driver actually intends to adopt a new set speed.

[0014] The traffic and / or operating situation can be based on fleet data. Changes in set speeds from a large number of drivers can be analyzed and clustered depending on the traffic and / or operating situation. Such clustered traffic and / or operating situations can be used as predetermined traffic and / or operating situations for the driver assistance system. Furthermore, the traffic and / or operating situation can be based on a driver-specific analysis, allowing the driver assistance system to be highly customized. Furthermore, the desired speed for the predetermined traffic and / or operating situation can also be predetermined, or at least determined depending on the predetermined traffic and / or operating situation.

[0015] The traffic and / or operating situation can be determined based on situation data. In the case of traffic situations, the situation data can be environmental data from an environmental sensor (camera, radar, lidar, and / or ultrasonic sensor) of the vehicle, but also map data and / or so-called car-to-X data. It can also be a combination of the aforementioned data as well as processed environmental data from a large number of the vehicle's environmental sensors, which have been merged, for example, as part of a sensor fusion process and / or further processed into an environmental model.

[0016] In the case of traffic situations, the situation data can, for example, be data from a vehicle sensor that detects or estimates an operating state, charge level, temperature, or the like. It can also be data provided by a (further) control unit. The driver assistance system can receive and / or process such data, for example, using the aforementioned computing device.

[0017] The driver assistance system can then determine a desired speed based on the traffic and / or operating situation, for example, using the computing device. The desired speed can also be the current speed of the vehicle or a speed during brake pedal operation. It is also conceivable that the desired speed is determined as an average speed of the vehicle within a predetermined period of time during brake pedal operation. The desired speed can also be determined based on the braking curve (temporal acceleration curve or temporal deceleration curve).

[0018] Finally, the desired speed can be adopted as the new set speed. As soon as the driver assistance system returns to active longitudinal guidance mode, the vehicle's speed can be adjusted to the new set speed.

[0019] 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 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. The driver's desire to reduce the set speed, i.e., in certain traffic and / or operating situations, can be anticipated. By adopting the desired speed as the new set speed, a driver assistance system that is configured at least for automated longitudinal guidance of the vehicle can be individually configured and made more intuitive.In addition, its user-friendly concept can be improved.

[0020] 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").

[0021] 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.

[0022] B) At a set speed of 130 km / h, the driver manually brakes the vehicle to 80 km / h.

[0023] Instead of accelerating with the same dynamics as in case A to reach the set speed of 130 km / h, the behavior of the vehicle can change in situation B: After the manual deceleration by the driver (and the detection and characterization of the traffic and / or operating situation during the brake pedal operation, which is characteristic for a change of the current set speed by the vehicle driver and the determination of 80 km / h as the desired speed), the vehicle can now accelerate in a way that differs from that in situation A. This can achieve a particularly intuitive system behavior.

[0024] 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.

[0025] 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.

[0026] 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.

[0027] 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.

[0028] The predetermined environmental parameter and the traffic situation may be identical. The predetermined operating parameter and the predetermined operating situation may be identical.

[0029] In a further embodiment of the driver assistance system, the traffic situation describes driving in a narrowed lane, driving through a residential area, driving through a geolocated boundary, or a traffic and / or pedestrian density above / below a threshold. The traffic situation can also describe a combination of the aforementioned situations. In such situations, particularly in inner-city situations, current ACC systems are often of limited use, as the driver is often forced to decelerate or brake the vehicle, whereupon current ACC systems are deactivated. Even if the ACC system resumes control after the brake pedal is applied, the driver may repeatedly find themselves forced to decelerate or brake the vehicle again because the current set speed is inappropriate for the traffic situation.Hysteresis could result. Therefore, it can be advantageous if the traffic situation, for example, describes driving in a narrowed lane. The desired speed can then be determined accordingly for this traffic situation, for example, driving in a narrowed lane, and subsequently adopted as the new set speed. In particular, a driver assistance system that is configured at least for automated longitudinal guidance of the vehicle and is not completely deactivated or thrown off when the brake pedal is applied, and its user control concept, can be improved in this way. This prevents the driver from having to repeatedly apply the brake pedal. Hysteresis can thus be avoided.

[0030] In a further embodiment of the driver assistance system, the driver assistance system is further configured to determine the traffic situation based on environmental data from an environmental sensor and / or map data. A wide variety of objects can be detected and characterized using an environmental sensor, such as a camera, radar, lidar, and / or ultrasonic sensor. For example, if more than 3, 5, 10, 15, or 20 pedestrians are detected, a traffic situation can be determined—depending on a suitable threshold—that describes a pedestrian density above / below this threshold.Similarly, using map data in combination with a global navigation satellite system (GNSS) or other location-based services, it is possible to determine whether a vehicle is entering a residential area, a built-up area, or the like, provided that these are stored in the map data, for example, in the form of a geolocated boundary (known in technical terms as a geofence). Alternatively or additionally, such entry can also be made by receiving data from location-based services.

[0031] In a further embodiment of the driver assistance system, it is provided that the driver assistance system is further configured so that the operating situation describes an actuation pattern of repeated brake pedal actuation and / or a speed pattern of the vehicle's speed. As already described, current ACC systems are often of limited use, particularly in urban situations, because the driver is often forced to decelerate or brake the vehicle, whereupon current ACC systems are deactivated. And even if the ACC system resumes control following the brake pedal actuation, the driver may repeatedly find themselves forced to decelerate or brake the vehicle again because the current set speed is inappropriate for the traffic situation. This could result in hysteresis.If the operating situation describes a pattern of repeated brake pedal actuation and / or a speed pattern of the vehicle's speed, this can be detected, whereupon a desired speed can be determined, particularly depending on the actuation pattern and / or the speed pattern, and subsequently adopted as the new set speed. The driver assistance system can thus anticipate the driver's request and be improved overall. Overall, the service life of the driver assistance system can thus be increased.

[0032] 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.

[0033] 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.

[0034] 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 situation data that characterizes a traffic and / or operating situation during brake pedal actuation, wherein the traffic and / or operating situation is characteristic of a change in the current set speed by a driver. The method further includes determining a desired speed based on the situation 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.

[0035] 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.

[0036] For this purpose, the computing device can be electrically connected to a brake pedal or an environment sensor and / or an additional control unit of the vehicle, which is configured to detect / provide the brake pedal actuation or the situation data. 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).

[0037] 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.

[0038] 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.

[0039] 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.

[0040] 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.

[0041] 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.

[0042] 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.

[0043] The invention will now be explained in more detail using preferred embodiments and with reference to the accompanying drawings. Figure 1 shows a schematic representation of a vehicle comprising a driver assistance system according to the invention; and

[0044] Fig. 2 is a time-acceleration diagram of a vehicle comprising a driver assistance system according to the invention during brake pedal actuation.

[0045] In the figures, identical or functionally identical elements are provided with the same reference symbols.

[0046] 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.

[0047] 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.

[0048] 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.

[0049] The vehicle 1 also includes a map module 6, which can be configured, for example, as a global navigation satellite system (GNSS). The map module 6 can generally also be configured to provide a location-based service. A location-based service can be a mobile service that, with the aid of position-dependent data, provides the driver assistance system 2 with situation data describing a traffic situation, such as driving over a geolocated boundary.

[0050] The driver assistance system 2 can be connected to the environment sensor 3, the brake pedal 5, and the map module 6 in such a way as to receive corresponding signals indicating the brake pedal actuation, the environment 4, the situation data, and the like. The driver assistance system 2 is configured to detect / characterize the traffic and / or operating situation, which is described by the situation data, during the brake pedal actuation.

[0051] 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 containing commands which, when executed by the computing device 8, cause it to execute the method steps of the method according to the invention for operating the driver assistance system 2. The computing device 8 can, in particular, characterize the traffic and / or operating situation during the brake pedal actuation. 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.

[0052] 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).

[0053] 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.

[0054] Vehicle 1 decelerates according to the acceleration curve K1. At time t2, the traffic and / or operating situation is characterized. For example, at time t2, vehicle 1 is traveling at 100 km / h.

[0055] 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.

[0056] 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. However, it can also be a speed determined depending on the characterized traffic and / or operating situation. Information on this can be extracted, in particular, from fleet data. Common data analysis algorithms or AI methods can be used for this purpose.

[0057] 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

[0058] 1 vehicle

[0059] 2 Driver assistance system

[0060] 3 Environment sensor

[0061] 4 Surroundings

[0062] 5 Brake pedal

[0063] 6 map module

[0064] 7 Central control unit

[0065] 8 Calculation device t1 Time t1 t2 Time t2 t3 Time t3

[0066] K1 Acceleration curve K1

[0067] K2 Acceleration curve K2

[0068] K3 Acceleration curve K3

[0069] 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 to switch to the at least partially inactive longitudinal guidance mode, to characterize a traffic and / or operating situation during the brake pedal actuation, wherein the traffic and / or operating situation is characteristic of a change in the current set speed by a driver of the vehicle (1), to determine a desired speed depending on the traffic situation and / or the brake pedal actuation, to 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 calculate the longitudinal dynamics in Depending on 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 traffic situation describes driving in a narrowed lane, driving in a residential area, driving in a geolocated boundary, a traffic and / or pedestrian density above / below a threshold value.

6. Driver assistance system (2) according to one of the preceding claims, characterized in that the driver assistance system (2) is further configured to determine the traffic situation based on environmental data from an environmental sensor (3) and / or on map data.

7. Driver assistance system (2) according to one of the preceding claims, characterized in that the operating situation describes an actuation pattern of a repeated brake pedal actuation and / or a speed pattern of the speed of the vehicle (1).

8. 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.

9. 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 situation data which characterize a traffic and / or operating situation during the brake pedal actuation, wherein the traffic and / or operating situation is characteristic of a change in the current set speed by a driver of the vehicle (1); Determining a desired speed depending on the situation 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.

10. 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 9.

11. Vehicle (1), in particular passenger car, comprising a driver assistance system (2) according to one of claims 1 to 9.

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