Driving assistance system and driving assistance method for a vehicle

Abstract

The present disclosure relates to a driving assistance system (100, 300) for a vehicle (10), comprising: a driving module (310) designed at least for automated longitudinal control of the vehicle (10), the driving module (310) being designed to be operated in at least two operating modes, wherein, in a first operating mode of the at least two operating modes, at least automated speed control is carried out and, in a second operating mode of the at least two operating modes, no automated speed control is carried out; and an actuation detection module (320) designed to detect a brake pedal actuation by a driver, wherein the driving module (310) is designed: - to switch from the first operating mode to the second operating mode when a brake pedal actuation is detected, and - to automatically switch back to the first operating mode after the brake pedal actuation if the speed of the vehicle (10) is within a predefined speed range or if the speed of the vehicle (10) reaches the predefined speed range, the predefined speed range comprising a set speed.

Description

[0001] Driver assistance system and driver assistance procedures for a vehicle

[0002] The present disclosure relates to a driver assistance system for a vehicle, a vehicle with such a driver assistance system, a driver assistance method for a vehicle, and a storage medium for executing the driver assistance method. The present disclosure relates in particular to an intelligent automatic resumption of automated longitudinal control after a brake pedal actuation.

[0003] State of the art

[0004] Modern vehicles often use adaptive cruise control (ACC). This type of cruise control not only automatically adjusts the vehicle's speed but also takes the distance to the vehicle ahead into account, incorporating it as an additional control and feedback parameter. Using sensors such as radar, lidar, or cameras, the ACC system detects the position and speed of the vehicle ahead. Based on this data, it controls the vehicle's speed through adaptive engine and braking interventions to adjust the distance accordingly.

[0005] This intelligent longitudinal control system allows for dynamic adaptation to various traffic situations, such as automatic acceleration and deceleration depending on the movement patterns of the vehicle ahead or other traffic conditions. The system aims to maintain a safe and comfortable distance while simultaneously optimizing the flow of traffic. However, in certain situations, such as when transitioning between different operating modes, unexpected acceleration or braking maneuvers can occur, potentially overwhelming or catching the user unprepared. This can not only lead to critical situations but also prompt the user to permanently deactivate the driver assistance system. Not using the driver assistance system can negatively impact road safety, as it often offers greater safety compared to a manual driver.

[0006] Disclosure of the invention

[0007] The purpose of this disclosure is to specify a driver assistance system for a vehicle, a vehicle with such a driver assistance system, a driver assistance procedure for a vehicle, and a storage medium for executing the driver assistance procedure, all of which maximize the service life of the driver assistance system and thus increase road safety. In particular, it is a purpose of this disclosure to prevent a user from having any reason to deactivate the driver assistance system.

[0008] This problem is solved by the subject matter of the independent claims. Advantageous embodiments are specified in the dependent claims.

[0009] According to an independent aspect of the present disclosure, a driver assistance system for a vehicle, in particular a motor vehicle, is specified. The driver assistance system comprises a driving module configured at least for automated longitudinal control of the vehicle, wherein the driving module is configured to operate in at least two operating modes, wherein in a first operating mode of the at least two operating modes at least automated speed control is performed and in a second operating mode of the at least two operating modes no automated speed control is performed; and an actuation detection module configured to detect an actuation of the brake pedal by a driver.

[0010] The driving module is further configured to switch from the first operating mode to the second operating mode upon detection of brake pedal actuation, and to automatically switch back to the first operating mode following brake pedal actuation if the vehicle speed is within a predetermined speed range or if the vehicle speed reaches the predetermined speed range, the predetermined speed range including a set speed.

[0011] According to the invention, automated longitudinal control is automatically resumed after a temporary suspension when the vehicle's speed is within a specific speed range. In particular, automated longitudinal control can be suspended when the brake pedal is pressed. To enable automatic resumption of automated longitudinal control without further driver intervention, a speed range around the previously set set speed is generated after the brake pedal is released. If the driver accelerates the vehicle into this speed range after pressing the brake pedal, automated longitudinal control is automatically resumed as soon as the vehicle speed reaches the speed range.

[0012] The drive module and the actuation detection module may include software components / algorithms that are set up to run on at least one processor and thereby perform the functionalities of the respective module.

[0013] The term "automated longitudinal control" refers to a technology that allows a vehicle to autonomously regulate its speed and, optionally, its distance to vehicles ahead. This is often achieved through adaptive cruise control (ACC) systems and other driver assistance systems. These systems use various sensors, such as radar, lidar, ultrasound, and / or cameras, to gather information about the vehicle's surroundings. Based on this data, the vehicle can then accelerate and decelerate autonomously without driver intervention.

[0014] The drive module is designed to operate in at least two modes. In the first of these two modes, automated speed control (or automated longitudinal control) is enabled, while in the second mode, automated speed control (or automated longitudinal control) is disabled. In other words, automated speed control is (at least) inactive in the second mode.

[0015] In the first operating mode, the driver assistance system actively controls the vehicle's speed according to a set speed, which can be specified by the driver and / or correspond to a valid speed limit. In this first mode, the system continuously intervenes to regulate the speed without requiring driver input, as long as conditions remain within the system's limits. In the case of an ACC system, the system also maintains a safe distance to vehicles ahead within a range set by the driver. The system uses sensors such as radar, lidar, ultrasound, and / or cameras to measure the distance to the vehicle in front and automatically adjusts the speed to maintain this distance.If the vehicle ahead slows down, the driver assistance system reduces the speed of the ego vehicle by reducing engine power, actively braking, etc. If the vehicle ahead accelerates, the driver assistance system also accelerates the ego vehicle up to the set speed or maximum speed set by the driver.

[0016] In the second operating mode, the driver assistance system's control is temporarily deactivated or interrupted when the driver presses the brake pedal. The logic behind this is that the driver's manual application of the brake pedal signals a conscious intervention and a desire for direct control over the vehicle. When the driver presses the brake pedal, the driver assistance system assumes that the driver has recognized a situation requiring immediate manual intervention, whether due to a perceived subjective or objective danger, or for other reasons, such as a lack of system confidence. At this moment, the driver assistance system interrupts the automated longitudinal control to allow the driver to retain control, at least over longitudinal stability.After the brake pedal is released, the driver assistance system switches back to the first operating mode under the conditions according to the invention in order to continue the automated longitudinal guidance.

[0017] One difference between the first and second operating modes lies in the vehicle control. In the first mode, the driver assistance system takes control of the speed and, optionally, the distance, based on sensor data and the driver's preset parameters. In the second mode, the driver assistance system returns control, at least of the longitudinal guidance, to the driver as soon as the brake pedal is pressed, which is interpreted as the driver intervening in the vehicle's control.

[0018] Preferably, the at least two operating modes further comprise a third operating mode, wherein the third operating mode is a deactivated mode in which the driver assistance system is switched off, in particular completely switched off. Therefore, in the third operating mode, automatic resumption of automated longitudinal control, e.g., when the brake pedal is released, is not possible. Thus, in some embodiments, the second operating mode represents an intermediate mode between a fully active or activated mode (first operating mode) and a fully inactive or deactivated mode (third operating mode).

[0019] The transitions between the first and second operating modes occur depending on brake pedal actuation. The term "brake pedal actuation" refers to the process by which the driver presses the brake pedal with their foot or otherwise operates it to activate the vehicle's braking system and thus slow the vehicle down. Brake pedal actuation sets a number of mechanical, hydraulic, electrical, and / or electronic systems in motion, depending on the specific braking system of the vehicle.

[0020] Brake pedal actuation is generally detected by one or more sensors. These sensors can be connected to the brake pedal and monitor its position and / or movement, generating an actuation signal as soon as the pedal is depressed. Various types of sensors can be used for this purpose, such as switch-based sensors, potentiometers, Hall effect sensors, and piezoelectric sensors. However, the embodiments described in the present disclosure are not limited to these, and brake pedal actuation can also be detected indirectly via driver movement. A non-limiting example of this is an interior camera that detects movement of the driver's right foot and / or leg, from which the brake pedal actuation can be inferred.

[0021] Upon detecting brake pedal deactivation, the driver assistance system switches from the first operating mode to the second operating mode. This switch can occur essentially immediately upon detection of the brake pedal deactivation. Alternatively, the switch can occur with a predetermined time offset after the brake pedal deactivation is detected. Following brake pedal deactivation, the driver assistance system automatically switches back from the second operating mode to the first operating mode to resume automated longitudinal control if the vehicle speed is within the predetermined speed range or if the vehicle speed reaches the predetermined speed range, i.e., when the vehicle speed approaches the set speed.The driving module can be configured to remain in the second operating mode as long as the vehicle's speed is outside the predetermined speed range.

[0022] The change in operating mode can be indicated to the driver by at least one driver notification.

[0023] Preferably, the vehicle, in particular the driver assistance system, comprises a user interface module that is configured to output at least one driver instruction to the driver visually and / or audibly and / or haptically.

[0024] The user interface module can comprise at least one first output device for displaying visual driver information. In some embodiments, the at least one first output device can comprise at least one display device for displaying the visual driver information. The at least one display device can comprise a display, in particular an LCD display, a plasma display, or an OLED display. Additionally or alternatively, the at least one display device can comprise a projection device configured to display information directly in the driver's field of vision, in particular to project it onto a windshield.

[0025] The user interface module can include at least one second output device for outputting the acoustic driver instructions. In some embodiments, the at least one second output device can include at least one loudspeaker, in particular at least one vehicle interior loudspeaker, for outputting the acoustic driver instructions.

[0026] The user interface module can include at least one third output device for displaying haptic driver information, or be connected to at least one third output device and control it to display haptic driver information. This at least one third output device can, for example, include a vibration mechanism in a steering wheel and / or a seatbelt tensioner in a driver's seat.

[0027] In some embodiments, the user interface module may comprise or be a central information output and input device of an infotainment system, such as a head unit, a pillar-to-pillar display, or a head-up display. Preferably, the user interface module is permanently installed in the vehicle.

[0028] Preferably, the drive module is configured to switch to the first operating mode and accelerate to the set speed as soon as the vehicle's speed reaches the predetermined speed range due to accelerator pedal input by the driver following brake pedal input. In other words, the driver can first brake and then accelerate manually, with automated longitudinal control resuming as soon as the speed has been sufficiently increased by manual accelerator pedal input or has approached a certain point near the set speed.

[0029] Preferably, the drive module is configured to automatically switch to the first operating mode and accelerate to the set speed, independent of any accelerator pedal input from the driver, if the vehicle's speed is already within the predetermined speed range when the brake pedal is released. In other words, automated longitudinal control can resume without manual acceleration by the driver if the speed is already within the speed range. The end of the brake pedal input can be detected when the driver has fully released the brake pedal and / or the brake pedal has returned to a neutral position in which no braking effect is generated.

[0030] Preferably, the predetermined speed range comprises a lower limit and an upper limit. The lower limit can correspond to a lower speed than the upper limit, or the upper limit can correspond to a higher speed than the lower limit.

[0031] Preferably, the setting speed is between the lower and upper limits. In particular, the setting speed can be greater than the lower limit.

[0032] Preferably, the setting speed forms the upper limit. This allows automated longitudinal guidance to be resumed when the vehicle speed has approached the setting speed to within a delta, where the delta corresponds to the difference between the setting speed (or upper limit) and the lower limit.

[0033] Preferably, the width of the predetermined speed range depends on the setting speed. This allows the width of the predetermined speed range, particularly the lower limit, to be variably adjusted to the respective set setting speed. For example, the width of the predetermined speed range can be greater for higher setting speeds than for lower setting speeds.

[0034] Additionally or alternatively, the width of the predetermined speed range can depend on the speed difference between the vehicle's speed at the end of brake pedal deduction and the set speed. For example, the width of the predetermined speed range can be greater for larger speed differences than for smaller set speeds. This allows for an earlier resumption of automated longitudinal control at larger speed differences, enabling the driver to relinquish control to the vehicle sooner.

[0035] Additionally or alternatively, the width of the predetermined speed range can depend on at least one environmental condition relating to the vehicle's surroundings. This at least one environmental condition could, for example, relate to traffic density, a driving situation (e.g., highway, ACC, etc.), weather conditions, etc., but is not limited to these examples.

[0036] Preferably, the driving module is further configured for automated lateral control of the vehicle. The term "automated lateral control" refers to a technology that enables the vehicle to automatically control and adjust its position within a lane. Automated lateral control typically includes steering the vehicle to keep it centered in the lane, as well as adjusting the lane position as needed, for example, when changing lanes or navigating curves. Such driver assistance systems use various sensors, such as radar, lidar, ultrasound, and / or cameras, to gather information about the vehicle's surroundings, particularly lane markings. Based on this data, the vehicle can then steer autonomously without driver intervention.

[0037] According to another independent aspect of the present disclosure, a vehicle, in particular a motor vehicle, is specified. The vehicle comprises the driver assistance system according to the embodiments of the present disclosure.

[0038] The term "vehicle" includes cars, trucks, vans, buses, motorhomes, motorcycles, etc., used for the transport of people, goods, etc. In particular, the term includes motor vehicles for passenger transport.

[0039] The driver assistance system is configured for automated driving. For the purposes of this document, "automated driving" refers to driving with automated longitudinal and / or lateral control. Automated driving can, for example, involve extended periods of driving on the highway or time-limited driving during parking maneuvers. The term "automated driving" encompasses automated driving at any level of automation. Examples of automation levels include assisted, partially automated, conditionally automated, highly automated, and fully automated driving (each with an increasing degree of automation). The five automation levels mentioned above correspond to SAE Levels 1 to 5 of the SAE J3016 standard (SAE - Society of Automotive Engineering) as of April 30, 2021.

[0040] In assisted driving (SAE Level 1), the system performs longitudinal or lateral control in certain driving situations. In partially automated driving (SAE Level 2), the system takes over longitudinal and lateral control in certain driving situations, although the driver must continuously monitor the system, as with assisted driving. In conditionally automated driving (SAE Level 3), the system takes over longitudinal and lateral control in certain driving situations without the driver needing to continuously monitor the system; however, the driver must be able to take over vehicle control within a certain timeframe if requested by the system. In highly automated driving (SAE Level 4), the system takes over vehicle control in certain driving situations, even if the driver does not respond to a request to intervene, thus eliminating the driver as a fallback option.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.

[0041] Furthermore, the term "at least partially automated driving or maneuvering" within this document also encompasses partially automated, conditionally automated, highly automated, and fully automated driving. In other words, the term "at least partially automated driving" refers to a level of automation from SAE Level 2 upwards. Preferably, the driver assistance system is equipped for adaptive cruise control (ACC). Adaptive cruise control is a speed control system that considers the distance to a vehicle ahead as an additional feedback and control variable. With adaptive cruise control, the position and speed of the vehicle ahead are determined by a sensor, and the speed and distance are adaptively regulated by engine and brake intervention.

[0042] According to a further independent aspect of the present disclosure, a driver assistance method for a vehicle, in particular a motor vehicle, is disclosed. The driver assistance method comprises: performing, by a driving module, at least automated longitudinal control of the vehicle, wherein the driving module is configured to operate in at least two operating modes, wherein in a first operating mode of the at least two operating modes at least automated speed control is performed and in a second operating mode of the at least two operating modes no automated speed control is performed; detecting, by an actuation detection module, a brake pedal actuation by a driver; and switching, by the driving module, from the first operating mode to the second operating mode upon the detected brake pedal actuation.and an automatic switch, by the drive module, back to the first operating mode following brake pedal actuation, if the vehicle speed is within a predetermined speed range or if the vehicle speed reaches the predetermined speed range, the predetermined speed range including a set speed.

[0043] The driver assistance procedure can implement the aspects of the driver assistance system described in this document.

[0044] According to another independent aspect of the present disclosure, a software (SW) program is specified. The SW program can be configured to run on one or more processors and thereby execute the driver assistance procedure for a vehicle described in this document.

[0045] According to another independent aspect of the present disclosure, a storage medium is specified. The storage medium may include a software program configured to run on one or more processors and thereby execute the driver assistance procedure for a vehicle described in this document.

[0046] According to another independent aspect of the present disclosure, software with program code is specified. The software is designed to carry out the driver assistance procedure for a vehicle when the software runs on one or more software-controlled devices.

[0047] According to another independent aspect of the present disclosure, a system is specified. The system comprises one or more processors; and at least one memory connected to the one or more processors and containing instructions that can be executed by the one or more processors to perform the driver assistance procedure for a vehicle described in this document.

[0048] A processor or processor module is a programmable computing unit, i.e., a machine or an electronic circuit that controls other elements according to given instructions and thereby advances an algorithm (process).

[0049] Brief description of the drawings

[0050] Examples of the manifestation of the revelation are shown in the figures and are described in more detail below. They show:

[0051] Figure 1 schematically shows a vehicle with a driver assistance system for automated driving according to embodiments of the present disclosure, Figure 2 schematically shows an adaptive cruise control system according to embodiments of the present disclosure,

[0052] Figure 3 schematically shows a driver assistance system for a vehicle according to embodiments of the present disclosure, and

[0053] Figure 4 shows a flowchart of a driver assistance procedure for a vehicle according to embodiments of the present disclosure.

[0054] Implementations of the revelation

[0055] Unless otherwise noted, the same reference symbols are used for identical and equivalent elements in the following.

[0056] Figure 1 schematically shows a vehicle 10 with a driver assistance system 100 for automated driving according to embodiments of the present disclosure.

[0057] In automated driving, as described in this disclosure, the longitudinal control and optionally the lateral control of the vehicle 10 are performed automatically. The driver assistance system 100 thus takes over at least partial vehicle control. For this purpose, the driver assistance system 100 controls the drive 20, the (e.g., hydraulic) service brake 24, the optional transmission 22, and optionally the steering 26 via intermediate units not shown.

[0058] For the planning and execution of automated driving, environmental information from an environmental sensor system 12, which monitors the vehicle's surroundings, is received by the driver assistance system 100. In particular, the vehicle 10 can include at least one environmental sensor configured to record environmental data specifying the vehicle's surroundings. The at least one environmental sensor can, for example, include one or more lidar systems, one or more radar systems, one or more ultrasonic sensors, and / or one or more cameras.

[0059] In some versions, the driver assistance system 100 is equipped for adaptive cruise control (ACC).

[0060] Figure 2 schematically shows an adaptive speed control according to embodiments of the present disclosure.

[0061] Adaptive cruise control is a speed control system that takes the distance d to a vehicle 30 ahead into account as an additional feedback and control variable. In adaptive cruise control, the position and speed of the vehicle 30 ahead are determined by a sensor, and the speed and distance are adaptively controlled by means of engine and brake intervention.

[0062] Figure 3 schematically shows a driver assistance system 300 for a vehicle according to embodiments of the present disclosure.

[0063] The driver assistance system 300 may include or be the driver assistance system for automated driving described with reference to Figures 1 and 2.

[0064] The driver assistance system 300 comprises a driving module 310, which is configured at least for automated longitudinal control of the vehicle, wherein the driving module 310 is configured to operate in at least two operating modes, wherein in a first operating mode of the at least two operating modes at least automated speed control takes place and in a second operating mode of the at least two operating modes no automated speed control takes place; and an actuation detection module 320, which is configured to detect an actuation of the brake pedal by a driver.The drive module 310 is further configured to switch from the first operating mode to the second operating mode upon detection of brake pedal actuation, and to automatically switch back to the first operating mode following brake pedal actuation if the vehicle speed is within a predetermined speed range or if the vehicle speed reaches the predetermined speed range, the predetermined speed range including a set speed.

[0065] In an illustrative example, the vehicle with active automated longitudinal control can be traveling at 120 km / h on a highway. Due to a vehicle cutting in, the driver applies the brake pedal to deactivate the automated longitudinal control. After decelerating to, for example, 80 km / h, the driver applies the accelerator pedal to accelerate. This accelerates into the lower range of the speed band for the automatic resumption of automated longitudinal control, for example, at 90 km / h.

[0066] In some embodiments, a third operating mode may be provided, wherein the third operating mode is a deactivated mode in which the driving assistance system 300 is switched off, in particular completely switched off. Therefore, in the third operating mode, automatic resumption of automated longitudinal control, e.g., when the brake pedal is released, is not possible. Thus, in some embodiments, the second operating mode represents an intermediate mode between a fully active or activated mode (first operating mode) and a fully inactive or deactivated mode (third operating mode).

[0067] The transitions between the first and second operating modes occur depending on the brake pedal actuation. Brake pedal actuation is generally detected by one or more sensors. These sensors can be connected to the brake pedal and monitor its position and / or movement, generating an actuation signal as soon as the brake pedal is depressed. However, the embodiments described in this disclosure are not limited to this, and brake pedal actuation can also be detected indirectly via driver movement captured by an interior camera. Upon detection of brake pedal actuation, the driver assistance system 300 switches from the first operating mode to the second operating mode. This switch can occur essentially immediately upon detection of the brake pedal actuation.Alternatively, the switch can occur with a predetermined time offset after the detected brake pedal actuation.

[0068] Following brake pedal deactivation, the 300 driving assistance system automatically switches from the second operating mode back to the first operating mode to resume automated longitudinal control if the vehicle speed is within the predetermined speed range or if the vehicle speed reaches the predetermined speed range, i.e., when the vehicle speed approaches the set speed. The 310 driving module can be configured to remain in the second operating mode as long as the vehicle speed is outside the predetermined speed range.

[0069] The 310 drive module can be configured to switch to the first operating mode and accelerate to the set speed as soon as the vehicle's speed reaches the predetermined speed range following accelerator pedal input by the driver after brake pedal input. In other words, the driver can first brake and then accelerate manually, with automated longitudinal control resuming as soon as the speed has been sufficiently increased by manual accelerator pedal input or has approached a certain point near the set speed.

[0070] The 310 drive module can also be configured to automatically switch to the first operating mode and accelerate to the set speed independently of any accelerator pedal input from the driver, if the vehicle's speed is already within the predetermined speed range when the brake pedal is released. In other words, automated longitudinal control can be resumed without manual acceleration by the driver if the speed is already within the speed range.

[0071] In some embodiments, the set speed forms an upper limit of the speed range. This allows automated longitudinal guidance to be resumed when the vehicle speed has approached the set speed to within a delta, where the delta corresponds to the difference between the set speed (or upper limit) and a lower limit of the speed range.

[0072] Preferably, the width of the predetermined speed range depends on the setting speed. This allows the width of the predetermined speed range, particularly the lower limit, to be variably adjusted to the respective set setting speed. For example, the width of the predetermined speed range can be greater for higher setting speeds than for lower setting speeds.

[0073] Additionally or alternatively, the width of the predetermined speed range can depend on the speed difference between the vehicle's speed at the end of brake pedal deduction and the set speed. For example, the width of the predetermined speed range can be greater for larger speed differences than for smaller set speeds. This allows for an earlier resumption of automated longitudinal control at larger speed differences, enabling the driver to relinquish control to the vehicle sooner.

[0074] Additionally or alternatively, the width of the predetermined speed range can depend on at least one environmental condition relating to the vehicle's surroundings. This at least one environmental condition can, for example, relate to traffic density, a driving situation (e.g., highway, ACC, etc.), weather conditions, etc., but is not limited to these examples. In some embodiments, the driving module 310 can further be configured for automated lateral control of the vehicle. Preferably, the automated lateral control remains active when switching from the first operating mode to the second operating mode upon detection of brake pedal actuation. Alternatively, the automated lateral control can be at least temporarily suspended when switching from the first operating mode to the second operating mode upon detection of brake pedal actuation.

[0075] Figure 4 shows a flowchart of a driver assistance system 400 for a vehicle according to embodiments of the present disclosure. The driver assistance system 400 can be implemented by corresponding software that can be executed by one or more processors (e.g., a CPU).

[0076] The driver assistance procedure 400 comprises, in block 410, the execution, by a driving module, of at least one automated longitudinal control of the vehicle, wherein the driving module is configured to operate in at least two operating modes, wherein in a first operating mode of the at least two operating modes at least one automated speed control takes place and in a second operating mode of the at least two operating modes no automated speed control takes place; in block 420, the detection, by an actuation detection module, of a brake pedal actuation by a driver; in block 430, a change, by the driving module, from the first operating mode to the second operating mode, upon the detected brake pedal actuation;and in block 440 an automatic switch, by the drive module, back to the first operating mode following brake pedal actuation, if the vehicle speed is within a predetermined speed range or if the vehicle speed reaches the predetermined speed range, the predetermined speed range including a set speed.

[0077] According to the invention, automated longitudinal control is automatically resumed after a temporary suspension when the vehicle's speed is within a specific speed range. In particular, automated longitudinal control can be suspended when the brake pedal is pressed. To enable automatic resumption of automated longitudinal control without further driver intervention, a speed range around the previously set set speed is generated after the brake pedal is released. If the driver accelerates the vehicle into this speed range after pressing the brake pedal, automated longitudinal control is automatically resumed as soon as the vehicle speed reaches the speed range.

[0078] Although the invention has been further illustrated and explained in detail by means of preferred embodiments, the invention is not limited by the disclosed examples, and other variations can be derived from them by a person skilled in the art without departing from the scope of protection of the invention. It is therefore clear that a multitude of possible variations exist. It is also clear that the embodiments mentioned as examples are truly only examples and are not to be understood in any way as limiting, for example, the scope of protection, the possible applications, or the configuration of the invention.Rather, the preceding description and the description of the figures enable the person skilled in the art to implement the exemplary embodiments in concrete terms, whereby the person skilled in the art, with knowledge of the disclosed inventive concept, can make various changes, for example with regard to the function or the arrangement of individual elements mentioned in an exemplary embodiment, without leaving the scope of protection defined by the claims and their legal equivalents, such as further explanations in the description.

Claims

Patent claims 1. Driver assistance system (100, 300) for a vehicle (10), comprising: a driving module (310) configured at least for automated longitudinal control of the vehicle (10), wherein the driving module (310) is configured to operate in at least two operating modes, wherein in a first operating mode of the at least two operating modes at least automated cruise control is performed and in a second operating mode of the at least two operating modes no automated cruise control is performed; and an actuation detection module (320) configured to detect a brake pedal actuation by a driver, wherein the driving module (310) is configured to: - to switch from the first operating mode to the second operating mode upon detection of brake pedal actuation, and to automatically switch back to the first operating mode following brake pedal actuation if the vehicle speed (10) is within a predetermined speed range or if the vehicle speed (10) reaches the predetermined speed range, the predetermined speed range including a set speed.

2. Driving assistance system (100, 300) according to claim 1, wherein the driving module (310) is configured to remain in the second operating mode as long as the speed of the vehicle (10) is outside the predetermined speed range.

3. Driving assistance system (100, 300) according to claim 1 or 2, wherein the driving module (310) is configured to switch to the first operating mode and accelerate to the set speed as soon as the speed of the vehicle (10) reaches the predetermined speed range as a result of accelerator pedal actuation by the driver following brake pedal actuation.

4. Driving assistance system (100, 300) according to one of claims 1 to 3, wherein the driving module (310) is configured to automatically switch to the first operating mode and accelerate to the set speed independently of any accelerator pedal actuation by the driver when the speed of the vehicle (10) is within the predetermined speed range at one end of the brake pedal actuation.

5. Driver assistance system (100, 300) according to one of claims 1 to 4, wherein the predetermined speed range comprises a lower limit and an upper limit, and wherein the setting speed forms the upper limit.

6. Driver assistance system (100, 300) according to one of claims 1 to 5, wherein a width of the predetermined speed range depends on the setting speed; and / or a speed difference between a speed of the vehicle (10) at one end of the brake pedal actuation and the setting speed; and / or at least one environmental condition with respect to a vehicle environment.

7. Driver assistance system (100, 300) according to one of claims 1 to 6, wherein the at least two operating modes further comprise a third operating mode, wherein the third operating mode is a deactivated mode in which the driver assistance system (100, 300) is switched off.

8. Vehicle (10), in particular motor vehicle, comprising the driver assistance system (100, 300) according to one of claims 1 to 7.

9. Driver assistance procedures (400) for a vehicle (10), comprising: Performing (410) by means of a drive module (310), at least one automated longitudinal guidance of the vehicle (10), wherein the drive module (310) is configured to be operated in at least two operating modes, wherein in a first operating mode in which at least one automated speed control takes place in at least two operating modes, and in a second operating mode of which at least two operating modes no automated speed control takes place; Detect (420) a brake pedal actuation by a driver, by means of an actuation detection module (320); Switching (430) by the drive module (310) from the first operating mode to the second operating mode upon detection of brake pedal actuation; and automatically switching (440) by the drive module (310) back to the first operating mode following brake pedal actuation when the vehicle (10) speed is within a predetermined speed range or when the vehicle (10) speed reaches the predetermined speed range, wherein the predetermined speed range includes a set speed.

10. Storage medium comprising a software program configured to run on one or more processors and thereby to execute the driver assistance method (400) according to claim 9.

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