Driver assistance system

Abstract

The invention relates to a system and a method for assisting a driver of a vehicle (F) which can be coupled to a trailer (A) to form a vehicle-trailer combination (FAG). The proposed system comprises: a first unit which is configured and designed to determine and provide a velocity interval (I(v)), which is critical in terms of lateral dynamics, of driving velocities (v) of the vehicle-trailer combination (FAG); an output unit for outputting items of information; and / or a driver assistance system for the open-loop / closed-loop longitudinal and / or lateral control of the vehicle (F); wherein the output unit is designed and configured to output at least one item of information which is dependent on the determined velocity interval (I(v)), and / or the driver assistance system is designed and configured to set at least one parameter (P) of the open-loop / closed-loop longitudinal and / or lateral control of the vehicle (F) according to a current driving velocity (v ACT ) of the vehicle (F) and the determined velocity interval (I(v)): P = P(v ACT , I(v)).

Description

[0001] Driver assistance system

[0002] The invention relates to a system for assisting a driver of a vehicle that can be coupled with a trailer to form a vehicle-trailer combination, a vehicle with such a system, and a method for operating such a system.

[0003] It is known in the prior art that vehicles coupled with a trailer to form a vehicle-trailer combination have a critical speed range within which the vehicle-trailer combination can begin to sway under minor external influences, such as a lateral impulse from crosswinds or sudden steering movements by the driver, and the lateral oscillations can escalate to the point of uncontrollability. This can result in accidents, such as the vehicle-trailer combination overturning or collisions with other road users or infrastructure. The critical speed range is typically found at the higher end or at the maximum permissible speed of the vehicle-trailer combination.The critical speed range of a vehicle-trailer combination depends, among other things, on the trailer's design, its load distribution, the vertical load on the tow bar, the trailer's current mass, the drawbar length, the axle stiffness, and the towing vehicle's current mass. Since these parameters can vary, the critical speed range also varies accordingly.

[0004] Furthermore, it is known that modern vehicles are typically equipped with a driver assistance system that, depending on its design and the assistance mode selected by the driver, enables varying degrees of driver assistance. These levels of driver assistance automation are defined according to SAE Standard J3016, edition of April 30, 2021; classification: 01.040.03, standard reference: ISO / SAE DPAS 22736 (standard-setting organization: "SAE International") as follows:

[0005] • SAE Class 0: Driver-only vehicle; the driver operates the vehicle (steers, accelerates, brakes, etc.). An ABS traction control system or other situationally intervening safety systems are available, which prevent collisions or reduce their severity through steering and braking movements.

[0006] • SAE Class 1: Assisted driving. Certain assistance systems help with vehicle operation, for example, adaptive cruise control.

[0007] • SAE Class 2: Partially automated driving. Functions such as automatic

[0008] Parking, lane keeping, general longitudinal guidance, acceleration, and braking are handled by the assistance systems, e.g., the traffic jam assist.

[0009] • SAE Class 3: Conditionally automated driving. The driver does not need to constantly monitor the system. The vehicle independently performs functions such as activating the turn signals, changing lanes, and keeping in lane. The driver can attend to other tasks but will be prompted by the system to take over driving within a reasonable warning period if necessary.

[0010] • SAE Class 4: Highly automated driving. The driver assistance system permanently takes over control of the vehicle. If the driver assistance system can no longer handle the driving tasks, the driver may be prompted to take over.

[0011] • SAE Class 5: Fully automated driving. No driver required. Apart from setting the destination and starting the system, no human intervention is necessary. The vehicle generally operates without a steering wheel or pedals.

[0012] The object of the present invention is to provide a system for supporting a driver of a vehicle F, which can be coupled with a trailer^ to form a vehicle-trailer combination FAG, which takes into account the driving dynamics characteristics of coupling the vehicle to a vehicle-trailer combination.

[0013] The invention is defined by the features of the independent claims. Advantageous further developments and embodiments are the subject of the dependent claims.

[0014] A first aspect of the invention relates to a system for assisting the driver of a vehicle F, which can be coupled with a trailer^ to form a vehicle-trailer combination FAG, comprising a first unit configured and designed to determine and provide a lateral-dynamically critical speed interval I(v):= [v1, v2] of driving speeds v of the vehicle-trailer combination FAG, with v : lower interval limit speed and v2 : upper interval limit speed; an output unit for outputting information; and a driver assistance system for longitudinal and / or lateral control A of the vehicle F; wherein the output unit is configured and designed to output at least one piece of information dependent on the determined speed interval I(v):= [v1, v2], and / or the driver assistance system is configured and designed to output at least one parameter / 1longitudinal and / or lateral control of the vehicle F depending on a current driving speed v A to set cr of vehicle F and the determined speed interval I(v):= [vl, v2]: P = P(V A CT, I(V)).

[0015] Vehicle F is in particular a motor vehicle, an electric vehicle, a hybrid vehicle, a passenger car, a truck or a bus.

[0016] The term "laterally dynamically critical velocity interval I(v):= [vl, v2]" refers specifically to the velocity range in which excited lateral vibrations of the vehicle F with its coupled trailer^ or of the vehicle-trailer combination FAG are only slightly damped or not damped at all. In special cases, the laterally dynamically critical velocity interval I(v):= [vl, v2] can also be reduced to a single laterally dynamically critical velocity VKRJT. In this case, the velocity interval Ifv) has the extent 0, i.e., \vl - v2\ = 0.

[0017] The determination of the currently valid critical speed interval I(v) for lateral dynamics is carried out here by the first unit. Advantageously, the determination of the currently valid critical speed interval for lateral dynamics takes into account all factors that specifically determine the critical speed interval for the current combination of vehicle F and the trailer attached to it.

[0018] The proposed system is advantageously designed and configured to determine a coupled state between vehicle F and a trailer^ to form a vehicle-trailer combination FAG. The first unit determines the currently valid lateral-dynamic critical speed interval I(v), outputs information dependent on a determined speed interval I(v):= [vl, v2], and sets at least one parameter P of the longitudinal and / or lateral control of vehicle F depending on a current driving speed V. A CT of vehicle F and a determined speed interval I(v):= [vl, v2], P = P(V A CT, I(V)) is advantageous only if such a coupled state is detected.

[0019] To determine the critical speed interval I(v):= [vl, v2], the driver can be instructed to drive the vehicle-trailer combination FAG through the maximum permitted speed range at least once. Advantageously, the first unit records and evaluates any yaw and / or lateral oscillations of the vehicle and / or trailer that occur during this process, ultimately determining and defining the critical speed interval I(v).

[0020] The first unit is advantageously designed and configured to determine the critical velocity interval I(v):= [vl, v2] based on the detection and evaluation of yaw oscillations of the vehicle F about its vertical axis, wherein the critical velocity interval I(v):= [vl, v2] is defined by the fact that an amplitude of the yaw oscillations exceeds a predetermined limit value Gl and / or a frequency f oof the yaw oscillations in a given frequency range FG:= [f o l, f G 2] lies, with / G A lower interval cutoff frequency and f o 2: upper interval cutoff frequency and / or a damping D of the yaw oscillations is less than a specified limit G2.

[0021] The parameters G1, f o l,fo2 and G2 are specified according to requirements.

[0022] In an advantageous further development, the first unit is designed and configured to determine the critical speed interval I(v):= [vl, v2] based on the detection and evaluation of lateral vibrations of the vehicle F, wherein the critical speed interval I(v):= [vl, v2] is defined by the fact that an amplitude of the lateral vibrations exceeds a predetermined limit value G3 and / or a frequency f Q the transverse vibrations lie in a given frequency range FQ:= [fQ1,fQ2], with f Ql: lower interval cutoff frequency and f Q 2. The upper interval cutoff frequency and / or a damping D of the transverse vibrations is less than a specified limit value G4:

[0023] D < G4.

[0024] The parameters G3, / e 7, / e 2, G4 are specified depending on the requirements.

[0025] The first unit advantageously comprises suitable sensors for detecting yaw vibrations and / or lateral vibrations, as well as a processor with corresponding evaluation software for evaluating the sensor data and determining the currently valid critical lateral velocity interval I(v). The first unit advantageously includes a data storage device for storing at least one currently determined critical lateral velocity interval I(v). The first unit is advantageously designed and configured to use the last stored critical lateral velocity interval I(v) for verification during driving when the system detects a "coupled state" between the vehicle F and a trailer^ forming a vehicle-trailer combination FAG, or to take it into account when determining a current critical velocity interval I(v):= [v1, v2].

[0026] The output unit is advantageously an optical and / or acoustic and / or haptic human-machine interface. The output unit can be integrated into the vehicle's infotainment system. The output unit can, for example, be a display, a touchscreen, an acoustic output unit, or a haptic output unit. The output unit is advantageously designed and configured to output the speed interval I(v) = [vl, v2] determined for the current vehicle-trailer combination FAG. The output unit is advantageously designed and configured to output at least one piece of information dependent on the determined critical speed interval I(v):= [vl, v2] when the current vehicle speed V AC T of the vehicle F lies in the critical speed interval I(v):= [vl, v2] or approaches it in a specified way.

[0027] The proposed system includes, in particular, the driver assistance system for longitudinal and / or lateral control, which is advantageously designed and configured to qualify for driver assistance according to at least one of the following SAE classes:

[0028] SAE Class 0: manual longitudinal and / or lateral control of the vehicle by the driver, no longitudinal and / or lateral control; control of the vehicle by the driver assistance system, and / or

[0029] SAE Class 1: assisted driving and / or

[0030] SAE Class 2: partially automated driving and / or

[0031] SAE Class 3: conditionally automated driving and / or

[0032] SAE Class 4: highly automated driving and / or

[0033] SAE Class 5: fully automated driving, where the SAE classes are understood in accordance with SAE J3016, edition 30 April 2021.

[0034] The driver assistance system may include, but is not limited to, the following support functions: Hill start assist, traffic sign recognition, emergency brake assist, steering and lane guidance assist, cruise control, distance control, speed limit assist, lane change warning & lane change assist, parking assist.

[0035] The proposed system therefore also includes a mode in which the vehicle F is manually controlled by the driver (SAE Class 0), i.e. no longitudinal and / or lateral control is carried out by the driver assistance system, and the output unit outputs at least one piece of information dependent on the determined speed interval I(v):= [vl, v2], so that the driver is warned in particular before manually entering the critical speed interval.

[0036] The output unit is advantageously designed and configured to provide at least one parameter as information. 1 , which depends on the determined speed interval I(v):= [vl, v2] and the current driving speed V A CT is / will be set up to output.

[0037] The parameter / 1 Advantageously, this gives a constant or dependent speed V that applies in the speed interval I(v):= [vl, v2]. ACT of the vehicle F dependent minimum / maximum achievable acceleration of a longitudinal movement of the vehicle, or minimum / maximum achievable deceleration of a longitudinal movement of the vehicle, or minimum / maximum achievable acceleration of a lateral movement of the vehicle, or minimum / maximum achievable deceleration of a lateral movement of the vehicle, or maximum achievable steering angle change rate, or maximum achievable steering angle change acceleration, or minimum / maximum achievable steering torque at the steering wheel of the vehicle F, or maximum time for driving without a hand on the steering wheel of the vehicle F. Advantageously, the driver assistance system is designed and configured to measure several parameters P = P t longitudinal and / or lateral control of the vehicle F depending on a current driving speed v A to set cr of vehicle F and the determined speed interval I(v):= [vl, v2]:

[0038] Pi = P t (vACT, I(v)), with i = 1, 2, ... , I and I > 1.

[0039] In an advantageous further development, the driver assistance system is designed and configured to not use a target speed V that is manually specified by the driver of the vehicle F or automatically determined by the driver assistance system. S OLL is used for longitudinal control of the vehicle F, provided that it lies within the speed interval I(v):= [vl, v2], unless the driver explicitly confirms, for example by input, the use of a target speed specified by him within / / vj, e.g. after a corresponding safety warning has been issued, the use of this target speed for longitudinal control of the vehicle by the driver assistance system.

[0040] A target speed automatically determined by the driver assistance system can be set, for example, by recognizing a traffic sign that explicitly or implicitly indicates a speed limit.

[0041] In an advantageous further development, the driver assistance system is designed and configured such that, at a target speed specified by a driver of the vehicle F or determined by the driver assistance system, which lies within the speed interval I(v):= [vl, v2], the driver assistance system determines a target speed V S OLL is used for longitudinal control of the vehicle F, which is equal to or less than the lower limit vl of the speed interval : V SOLL = vl - v, unless the driver explicitly confirms, at a target speed specified by him within I(v), e.g., after issuing a corresponding safety warning, the use of this target speed for longitudinal control of the vehicle by the driver assistance system by means of an input. Advantageously, zL is selected from the range B:= [0 km / h, 15 km / h]. Advantageously, Av is selected from the range B:= [0 km / h, 15 km / h] depending on vl (Av = Avfvl). In an advantageous embodiment, the driver assistance system is designed and configured such that, at a target speed specified by a driver of the vehicle F or determined by the driver assistance system, which lies above the speed interval I(v):= [vl, v2], and a current driving speed v A cr of the vehicle F, which lies below the speed interval I(v):= [vl, v2], for the acceleration of v ACT on V SOLL chooses a higher longitudinal acceleration in the velocity interval I(v):= [vl, v2] than outside the velocity interval I(v):= [vl, v2].

[0042] In an advantageous further development, the driver assistance system is designed and configured such that, at a target speed specified by a driver of the vehicle F or automatically determined by the driver assistance system (e.g. via license plate recognition), which is below the speed interval I(v):= [vl, v2], and a current driving speed V A CT of vehicle F, which lies above the speed interval I(v):= [vl, v2], to decelerate V A CT on V S OLL in the velocity interval I(v):= [vl, v2] a higher longitudinal deceleration is chosen than outside the velocity interval I(v):= [vl, v2].

[0043] In an advantageous further development, the driver assistance system is designed and configured such that, in the event of a termination, in particular a manual termination initiated by the driver, the longitudinal and / or lateral control of the vehicle F is stopped by the driver assistance system at a time t while the current driving speed V A CT of vehicle F lies in the speed interval I(v):= [vl, v2], the longitudinal and / or lateral control of vehicle F is not abruptly stopped by the driver assistance system, but ramped out with a time delay.

[0044] This "ramping out" is advantageously carried out in such a way that only after a period of time At R , i.e., at a time L = to + At R , no longitudinal and / or lateral control of the vehicle F by the driver assistance system takes place, during the time period At RThe intensity of interventions in the longitudinal and / or lateral steering control by the driver assistance system decreases.

[0045] Advantageously, the control differences e (actual values ​​of controlled variables minus reference values) set by the driver assistance system at the time to the termination of the longitudinal and / or lateral control of the vehicle F within a respective assigned time AtR, e reduced to zero, where: AtR = max(AtR, e ).

[0046] Another aspect of the present invention relates to a vehicle with a system as described above. The vehicle F is in particular a motor vehicle, an electric vehicle, a hybrid vehicle, a passenger car, a truck or a bus.

[0047] Another aspect of the present invention relates to a method for assisting the driver of a vehicle that can be coupled with a trailer to form a vehicle-trailer combination FAG, comprising the following steps: determining and providing a lateral-dynamically critical speed interval I(v):= [v1, v2] of driving speeds v of the vehicle-trailer combination FAG, with vF lower interval limit speed and v2 upper interval limit speed; outputting at least one piece of information dependent on the determined speed interval I(v):= [v1, v2]; and / or setting a parameter P of a longitudinal and / or lateral control of the vehicle F depending on a current driving speed V A CT of vehicle F and the determined speed interval I(v) P = P(V ACT, I(V)). Advantageous further developments of the method result from an analogous and meaningful transfer of the features as described above for the system according to the invention.

[0048] Another aspect of the present invention relates to a method for operating a system as described above, comprising the following steps.

[0049] In one step, a first unit determines and provides a lateral dynamically critical speed interval I(v):= [vl, v2] of driving speeds v of the vehicle-trailer combination FAG, with vF lower interval limit speed and v2 upper interval limit speed.

[0050] In a further step, an output unit outputs at least one piece of information dependent on the determined velocity interval I(v):= [vl, v2];

[0051] Additionally or alternatively, in a further step, a driver assistance system sets a parameter F of a longitudinal and / or lateral control system for the vehicle F, depending on a current driving speed V. A CT of vehicle F and the determined speed interval I(v)\ P = P(V A CT, I(V)). The proposed method advantageously includes a step in which the system detects a coupled state between vehicle F and a trailer^ to form a vehicle-trailer combination FAG. The first unit determines the currently valid lateral-dynamic critical speed interval I(v), outputs information dependent on a determined speed interval I(v):= [vl, v2], and / or sets at least one parameter P of the longitudinal and / or lateral control of vehicle F depending on a current driving speed V. ACT of vehicle F and a determined speed interval I(v):= [vl, v2], P = P(V A CT, I(V)) is advantageous only if such a coupled state is detected.

[0052] In an advantageous further development of the procedure, the driver assistance system for longitudinal and / or lateral control is qualified according to at least one of the following SAE classes:

[0053] SAE Class 0: manual longitudinal and / or lateral control of the vehicle by the driver, no longitudinal and / or lateral control; control of the vehicle by the driver assistance system, and / or

[0054] SAE Class 1: assisted driving and / or

[0055] SAE Class 2: partially automated driving and / or

[0056] SAE Class 3: conditionally automated driving and / or

[0057] SAE Class 4: highly automated driving and / or

[0058] SAE Class 5: fully automated driving, where the SAE classes are understood in accordance with SAE J3016, edition of April 30, 2021 (ISO / SAE DPAS 22736).

[0059] In an advantageous further development of the method, the critical velocity interval I(v):= [vl, v2] is determined based on the detection and evaluation of yaw oscillations of the vehicle F about its vertical axis, wherein the critical velocity interval I(v):= [vl, v2] is defined by the fact that an amplitude of the yaw oscillations exceeds a predetermined limit value Gl and / or a frequency f o of the yaw oscillations in a given frequency range FG:= [f o l,f o 2] lies, with f G l: lower interval cutoff frequency and f a2: upper interval limit frequency and / or a damping D of the yaw oscillations is less than a predetermined limit G2. In an advantageous further development of the method, the critical speed interval I(v) is determined based on a detection and evaluation of lateral vibrations of the vehicle F, wherein the critical speed interval I(v) := [v1, v2] is defined by the fact that an amplitude of the lateral vibrations exceeds a predetermined limit G3 and / or a frequency f Q the transverse vibrations lie in a given frequency range FQ:= [fQ1,fQ2], with f Q l: lower interval cutoff frequency and f Q 2. upper interval limit frequency and / or a damping D of the transverse vibrations is less than a specified limit value G4.

[0060] In an advantageous further development of the method, the velocity interval I(v) = [v1, v2] is output as information. In an advantageous further development of the method, at least one parameter / 1 , which is set / is output depending on the determined speed interval I(v):= [vl, v2] and the current driving speed VACT of the vehicle F.

[0061] In an advantageous further development of the procedure, the parameter / 1 a constant or dependent on the current driving speed v within the speed interval I(v):= [vl, v2] ACTThe minimum / maximum achievable acceleration of a longitudinal movement of the vehicle F, or minimum / maximum achievable deceleration of a longitudinal movement of the vehicle, or minimum / maximum achievable acceleration of a lateral movement of the vehicle, or minimum / maximum achievable deceleration of a lateral movement of the vehicle, or maximum achievable rate of steering angle change, or maximum achievable acceleration of steering angle change, or minimum / maximum achievable steering torque at the steering wheel of vehicle F, or maximum time for driving without a hand on the steering wheel of vehicle F. In an advantageous further development of the method, the driver assistance system does not use a target speed V that is manually specified by the driver of vehicle F or automatically determined by the driver assistance system. SOLL is used for longitudinal control of the vehicle F, provided that this lies within the speed interval I(v):= [vl, v2], unless the driver explicitly confirms, at a target speed he has specified within I(v), e.g. after a corresponding safety warning has been issued, the use of this target speed for longitudinal control of the vehicle by the driver assistance system, e.g. by an input.

[0062] In an advantageous further development of the method, the driver assistance system uses a target speed V when a target speed is specified by a driver of the vehicle F or automatically determined by the driver assistance system, which lies within the speed interval I(v):= [vl, v2]. SO LL for longitudinal control of the vehicle F, which is equal to or less than the lower limit vl of the speed interval : V SOLL = vl - Av, unless the driver explicitly confirms, for example by entering, the use of a target speed for longitudinal control of the vehicle by the driver assistance system at a target speed specified by him within I(v), e.g. after a corresponding safety warning has been issued.

[0063] Advantageously, zL is chosen from the range B:= [0 km / h, 15 km / h]. It is advantageous to choose zL from the range B:= [0 km / h, 15 km / h] depending on vl Av = Av(vl).

[0064] In an advantageous further development of the method, the driver assistance system uses, at a target speed specified by a driver of the vehicle F or automatically determined by the driver assistance system, which is above the speed interval I(v):= [vl, v2], and a current driving speed V ACT of vehicle F, which lies below the speed interval I(v):= [vl, v2], for the acceleration of V AC T on V SO LL in the velocity interval I(v): = [vl, v2] has a higher longitudinal acceleration than outside the velocity interval I(v): = [vl, v2].

[0065] In an advantageous further development of the method, the driver assistance system uses, at a target speed specified by a driver of the vehicle F or automatically determined by the driver assistance system, which is below the speed interval I(v):= [vl, v2], and a current driving speed v A cr of vehicle F, which lies above the speed interval I(v):= [vl, v2], to decelerate V A CT on V S OLL in the velocity interval I(v):= [vl, v2] exhibits a higher longitudinal deceleration than outside the velocity interval I(v):= [vl,

[0066] In an advantageous further development of the method, the driver assistance system stops at a time t when the longitudinal and / or lateral control of the vehicle F is terminated, in particular when the driver initiates a manual termination by the driver, while the current driving speed V A If the CT of vehicle F lies in the speed interval I(v):= [vl, v2], the longitudinal and / or lateral control of vehicle F by the driver assistance system is not abrupt, but is ramped out.

[0067] This "ramping out" is advantageously carried out in such a way that only after a period of time At R , i.e., at a time L = to + At R , no longitudinal and / or lateral control of the vehicle F by the driver assistance system takes place, during the time period At R The intensity of interventions in the longitudinal and / or lateral steering control by the driver assistance system decreases.

[0068] Advantageously, the control differences e (actual values ​​of controlled variables minus reference values) set by the driver assistance system at the time t0 of the termination of the longitudinal and / or lateral control of the vehicle F within a respective assigned time At are R , e reduced to zero, whereby: At R = max(At R , e ).

[0069] Further advantages, features and details will become apparent from the following description, in which - possibly with reference to the drawing - at least one embodiment is described in detail.

[0070] Figure 1 shows a highly schematic setup of an embodiment of a proposed system (100) to assist a driver of a vehicle F, which can be coupled with a trailer^ to form a vehicle-trailer combination FAG, and

[0071] FIG. 2 shows a highly schematic process flow of an embodiment of a proposed method (200) for operating a system (100) according to FIG. 1.

[0072] FIG. 1 shows a highly schematic setup of a proposed system 100 to assist a driver of a vehicle F coupled with a trailer^ to form a vehicle-trailer combination FAG.

[0073] The depicted system 100 comprises a first unit 101, which is set up and designed to detect a coupled state between vehicle F and the trailer^ to form a vehicle-trailer combination FAG and, in the case of the detected “coupled state”, to determine and provide a lateral dynamically critical speed interval I(v):= [vl, v2] of driving speeds v of the vehicle-trailer combination FAG during travel, with vl being the lower interval limit speed and v2 being the upper interval limit speed.

[0074] The system also includes an output unit 102 for outputting information and a driver assistance system 103 for longitudinal and / or lateral control of the vehicle F.

[0075] Advantageously, the proposed system actively prompts the driver to set specific speeds using manual longitudinal control in order to determine the critical speed interval I(v). This prompt is advantageously communicated to the driver via output unit 102. Alternatively, the driver assistance system can, for example, semi-automatically perform longitudinal control of the vehicle with a predefined speed profile to determine the critical speed interval I(v) for lateral dynamics.

[0076] In this embodiment, the first unit 101 is designed and configured to determine the critical speed interval I(v):= [vl, v2] based on the detection and evaluation of yaw oscillations of the vehicle F about its vertical axis, wherein the critical speed interval I(v):= [vl, v2] is defined by the fact that an amplitude of the yaw oscillations exceeds a predetermined limit value Gl and / or a frequency f o of the yaw oscillations in a given frequency range FG:= [f o l, f G 2\ lies, with / G V lower interval cutoff frequency and f a 2: upper interval cutoff frequency and / or a damping D of the yaw oscillations is less than a specified limit G2.

[0077] The output unit 102 was designed and configured to output at least one piece of information dependent on the determined speed interval I(v):= [vl, v2] when the current driving speed V A CT of vehicle F lies in the interval I(v) and / or the current driving speed V AC The vehicle F's speed (T) approaches one of the interval limit speeds v1, v2 to within 10 km / h. Advantageously, information dependent on the determined speed interval I(v):= [v1, v2] is output after the speed interval has been determined.

[0078] For example, if the current speed of the vehicle F lies within the lateral dynamics critical speed interval I(v), then a red symbol depicting a swaying trailer with an exclamation mark can be displayed in the vehicle's instrument cluster (= output unit 102).

[0079] The driver assistance system 103 is designed and configured to monitor at least one parameter / 1 longitudinal and / or lateral control of the vehicle F depending on a current driving speed V AC To set T of vehicle F and the determined speed interval I(v):= [vl, v2]: P = P(V AC T, I(V)).

[0080] The first unit determines the currently valid critical lateral velocity interval I(v), outputs information dependent on a determined velocity interval I(v):= [vl, v2], and / or sets at least one parameter P of the longitudinal and / or lateral control system of the vehicle F depending on a current vehicle speed V. AC T of vehicle F and a determined speed interval I(v):= [vl, v2], P = P(V ACT, I(V)) is advantageous only if a “coupled state” between vehicle F and the trailer^ to form a vehicle-trailer combination FAG has been previously determined by the first unit.

[0081] FIG. 2 shows a highly schematic process flow of an embodiment of a proposed method 200 for operating a system 100 according to FIG. 1. The method 200 comprises the following process steps.

[0082] In step 204, the first unit detects a coupling state between vehicle F and a trailer^ to form a vehicle-trailer combination FAG. If such a coupling state is detected, in step 201 the first unit determines and provides a lateral-dynamically critical speed interval I(v):= [v1, v2] of the vehicle-trailer combination FAG's travel speeds v, where vV is the lower interval limit speed and v2 is the upper interval limit speed. If no coupling state is detected, step 204 is repeated.

[0083] If a coupling state was detected and a lateral dynamically critical speed interval I(v):= [vl, v2] was subsequently determined, the output unit 102 outputs at least one piece of information dependent on the determined speed interval I(v):= [vl, v2] in step 202, and the driver assistance system 103 sets a parameter P of a longitudinal and / or lateral control of the vehicle F in step 203, depending on a current driving speed V. A CT of vehicle F and the determined speed interval I(v) P = P(V A CT, I(V)).

Claims

Patent claims 1. System (100) for assisting a driver of a vehicle F which can be coupled with a trailer^ to form a vehicle-trailer combination FAG, comprising: - a first unit (101) which is set up and designed to determine and provide a lateral dynamically critical speed interval I(v):= [vl, v2] of driving speeds v of the vehicle-trailer combination FAG, with vl lower interval limit speed and v2: upper interval limit speed; - an output unit (102) for outputting information; and / or - a driver assistance system (103) for longitudinal and / or lateral control of the vehicle F; wherein o the output unit (102) is designed and configured to output at least one piece of information dependent on the determined speed interval I(v):= [vl, v2], and / or o the driver assistance system (103) is designed and configured to output at least one parameter P of the longitudinal and / or lateral control of the vehicle F depending on a current driving speed V AC To set T of vehicle F and the determined speed interval I(v):= [vl, v2]: P = P(V AC T, I(V)).

2. System (100) according to claim 1, wherein the parameter P is a constant or dependent on the current driving speed V valid in the speed interval I(v):= [v1, v2]. AC T of the vehicle F dependent - minimum / maximum achievable acceleration of a longitudinal motion of the vehicle, or - minimum / maximum achievable deceleration of a longitudinal movement of the vehicle, or - minimum / maximum achievable acceleration of a lateral movement of the vehicle, or - minimum / maximum achievable deceleration of a lateral movement of the vehicle, or - maximum achievable steering angle change rate, or - maximum achievable acceleration of steering angle change, or - minimum / maximum achievable steering torque at the steering wheel of vehicle F, or - specifies the maximum time for driving without one hand on the steering wheel of the vehicle F.

3. System (100) according to one of claims 1 or 2, wherein the driver assistance system (103) is designed and configured to not use a target speed V that is manually specified by the driver of the vehicle F or automatically determined by the driver assistance system (103). SOLL is to be used for longitudinal control of the vehicle F, provided that it lies within the speed interval I(v):= [vl, v2].

4. System (100) according to any one of claims 1 to 3, wherein the driver assistance system (103) is designed and configured such that, at a target speed specified by a driver of the vehicle F or automatically determined by the driver assistance system (103), which lies within the speed interval I(v):= [vl, v2], the driver assistance system (103) determines a target speed V S OLL is used for longitudinal control / regulation of the vehicle F, which is equal to or less than the lower limit vl of the speed interval : V S OLL = vl - v, unless the driver explicitly confirms, by input, the use of a target speed specified by him within I(v) for longitudinal control of the vehicle by the driver assistance system (103).

5. System (100) according to any one of claims 1 to 4, wherein the driver assistance system (103) is designed and configured such that, at a target speed specified by a driver of the vehicle F or automatically determined by the driver assistance system (103), which is above the speed interval I(v):= [vl, v2], and a current driving speed v A cr of the vehicle F, which lies below the speed interval I(v): = [vl, v2], for the acceleration of V AC T on V SO LL in the velocity interval I(v):= [vl, v2] a higher longitudinal acceleration is chosen than outside the velocity interval I(v):= [vl, v2].

6. System (100) according to any one of claims 1 to 5, wherein the driver assistance system (103) is designed and configured such that, at a target speed specified by a driver of the vehicle F or automatically determined by the driver assistance system (103), which is below the speed interval I(v):= [vl, v2], and a current driving speed V A CT of vehicle F, which lies above the speed interval I(v):= [vl, v2], to decelerate V A CT on V SO LL chooses a higher longitudinal deceleration in the velocity interval I(v):= [vl, v2] than outside the velocity interval I(v):= [vl, v2].

7. System (100) according to any one of claims 1 to 6, wherein the driver assistance system (103) is designed and configured such that, upon termination, in particular a manual termination initiated by the driver, of the longitudinal and / or lateral control of the vehicle F by the driver assistance system (103) at a time t while the current driving speed V A CT of the vehicle F lies in the speed interval I(v):= [vl, v2], the longitudinal and / or lateral control of the vehicle F is not abruptly stopped by the driver assistance system (103), but ramped out with a time delay.

8. Vehicle with a system according to one of claims 1 to 7.

9. Method for assisting a driver of a vehicle F which can be coupled with a trailer^ to form a vehicle-trailer combination FAG, comprising the following steps: - Identifying and providing a cross-dynamically critical Speed ​​interval I(v): = [vl, v2] of driving speeds v of the vehicle-trailer combination FAG, with v : lower interval limit speed and v2 upper interval limit speed; - Output at least one piece of information dependent on the determined velocity interval I(v):= [vl, v2]; and / or - Setting a parameter P of a longitudinal and / or lateral control system A control of the vehicle F depending on a current driving speed V A CT of vehicle F and the determined speed interval I(v) P = P(V A CT, I(V)).

10. Method (200) for operating a system (100) according to any one of claims 1 to 7, comprising the following steps: - by a first unit (101) determining and providing (201) a lateral dynamically critical speed interval I(v):= [vl, v2] of driving speeds v of the vehicle-trailer combination FAG, rnit v / : lower interval limit speed and v2 upper interval limit speed; - through an output unit (102) output (202) at least one piece of information dependent on the determined velocity interval I(v):= [vl, v2]; and / or - by means of a driver assistance system (103) setting (203) a parameter P of a longitudinal and / or lateral controlA control of the vehicle F depending on a current driving speed V A CT of vehicle F and the determined speed interval I(v) P = P(V A CT, I(V)).

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