Method for operating a driver assistance system, driver assistance system and motor vehicle

Abstract

The invention relates to a method for operating a driver assistance system (22) of a motor vehicle (16) when said vehicle is driving on a road in which tracks with rails (10.1, 10.2) extend in the direction of travel in at least one lane of said road, the method comprising the following steps: - ascertaining a course of the rails in a lane of the road along which the track extends, - comparing a gauge of the track (S) with a known wheel track (W) of the motor vehicle (16), - ascertaining, taking into account the course of the rails and the comparison between the gauge (S) and the wheel track (W) of the motor vehicle (16), the probability with which contact can be expected to occur between the rails and the wheels (18.1 to 18.4) of at least one track of the motor vehicle (16) as it travels along the lane following a standard travel trajectory, - depending on this probability, planning a modified alternative trajectory for the vehicle (16) which is offset from the standard trajectory for the purpose of at least partially or completely avoiding contact with the rails, and - activating at least one longitudinal and / or lateral control system of the motor vehicle (16) such that the vehicle travels along the alternative trajectory.

Description

[0001] Method for operating a driver assistance system, driver assistance system and motor vehicle

[0002] A first aspect of the invention relates to a method for operating a driver assistance system of a multi-track motor vehicle when driving on a railway track. Further aspects of the invention relate to a driver assistance system and a motor vehicle with such a driver assistance system.

[0003] A multi-track vehicle or motor vehicle within the meaning of the present invention is a motor vehicle whose wheels are arranged side by side in several, in particular two, tracks when traveling straight ahead. Accordingly, four-, six-, or eight-wheeled motor vehicles are usually designed with two tracks, for example, passenger cars or trucks. If, in such a motor vehicle, for example, a two-axle motor vehicle, one axle is narrower than the other axle, the wheels of the motor vehicle can also create more than two, in particular four, tracks side by side. Thus, for example, a truck with twin tires is also a multi-track motor vehicle according to this definition. Motor vehicles with an odd number of tracks are also considered multi-track motor vehicles within the meaning of the present invention. This applies, for example, to an asymmetric motorcycle combination or a three-wheeler.A motorcycle with a sidecar can also be considered a multi-track motor vehicle according to the definition given here.

[0004] Here and in the following, the terms "roadway" and "lane" are used synonymously. The term "track" or "tracks" here and in the following refers to the assembly of rails that run essentially parallel to each other.

[0005] For two- or multi-track motor vehicles, driving on a track road—that is, a road where tracks or a track with essentially parallel rails run along at least one lane in the direction of travel—can present a problem: the vehicle's wheels, at least partially, travel on one of the rails. Depending on the track material, which is usually steel, the coefficient of friction between the wheel and the rail can be lower than that between the wheel and the asphalt. This effect can be even more pronounced in rain or wet conditions. This can negatively reduce the vehicle's braking potential. Therefore, driving on tracks should be avoided whenever possible.

[0006] With the ongoing development of driver assistance systems, various lane keeping assist systems have become established. These systems typically steer the equipped vehicles towards the center of the lane they are currently driving in. However, a problem arises when trying to steer the vehicle towards the center of the lane, as the tracks in tram tracks are usually also aligned with the center of the lane. Consequently, these systems often force the vehicles to drive directly onto the tracks.

[0007] Various methods for optimizing automated lane guidance for a motor vehicle are known from the prior art. For example, DE 102017216 505 A1 describes such a method in which driving over an obstacle that generates a vibration or noise is to be avoided.

[0008] From DE 102010 045 162 A1, a pothole assistant for the lateral guidance of a motor vehicle is known. In this system, when a pothole is detected in a road surface, an evasive trajectory is determined that avoids wheel contact with the detected pothole.

[0009] German patent DE 10 2016 217 931 A1 describes a driver assistance device and a method for a vehicle to reduce the risk of accidents involving rail vehicles. According to the described method, for example, rails in a vehicle's environment can be detected and used as an indication of the potential presence of a rail vehicle. Accordingly, a warning can be issued to the driver of the vehicle. Furthermore, the device can intervene in the vehicle's steering when crossing rails to compensate for the temporarily reduced deceleration or deceleration potential when crossing the rails. An object of the present invention is to increase driving comfort and safety when driving a multi-track motor vehicle on a railway line. In particular, it aims to automatically prevent the vehicle from driving on the rails.

[0010] This problem is solved according to the invention by a method according to claim 1, a driver assistance system according to claim 9, and a motor vehicle according to claim 10. Advantageous embodiments of the invention are the subject of the dependent claims and the description.

[0011] A first aspect of the invention relates to a method for operating a driver assistance system of a multi-track motor vehicle of the type described above when driving on a track. The method according to the invention does not specifically concern crossing tracks, but rather driving on the track in the direction of travel, with the tracks running along at least one lane of the track. The method thus addresses the situation where the multi-track motor vehicle is traveling in the same direction as the tracks. For the purposes of the present invention, "tracks" refers to a pair of at least two parallel rails. Such rails are known, for example, as tram tracks. These are generally essentially flush with the road surface and often embedded in the road surface centrally along the lane.

[0012] If the multi-track motor vehicle is located in the track, the method according to the invention provides for determining the track alignment of the rails along the roadway, particularly with respect to the center of the roadway. In other words, the geometric layout of the rails along the roadway is determined, for example, how the rails are arranged in relation to the center of the roadway. The rails of a track can run symmetrically on both sides of an imaginary center line of the roadway. Alternatively, the rails can also be offset to one side or the other of the imaginary line along the center of the roadway. The track alignment can be determined, for example, using camera data, which can be acquired, for instance, by the vehicle's camera sensors. In other words, the driver assistance system can control the vehicle's camera sensors to determine the track alignment.The center of the roadway can be determined as the geometric midpoint between the lateral road boundaries, which can also be detected, for example, by the vehicle's camera sensors. Alternatively or additionally, both the lateral road boundaries and the track alignment can be read from map data stored for the railway line. This map data can, for example, be stored in the vehicle's navigation system. Alternatively or additionally, the map data, especially in real time, can be retrieved from an internet-based online server.

[0013] A further step of the inventive process involves comparing the track width of the rails with a known track gauge of the motor vehicle. The track width is understood to be the distance between the rails of the track as described above. The track width can, for example, also be detected by camera sensors of the motor vehicle. For the purposes of the present invention, the track gauge is understood to be the distance between the tracks left by the wheels of the motor vehicle when traveling straight ahead. Both the track gauge and the tires used are known in the vehicle. If the track width matches the known track gauge of the motor vehicle, it can be assumed that the motor vehicle, provided it is not traveling offset from the track, will have all four wheels in contact with the rails.

[0014] A further method step according to the invention provides that, taking into account the track alignment and comparing the track width and the vehicle's track gauge, a probability of expected rail contact of at least the wheels of one lane of the vehicle is determined when driving along a standard trajectory, for example, aligned with the center of the roadway. In other words, according to one embodiment, it can be assumed as a standard case that the vehicle is steered by the driver assistance system, in particular by the lane keeping assist system, along a standard trajectory aligned with the center of the roadway. For such a standard case, the probability of rail contact occurring between the wheels of at least one lane of the vehicle and the tracks or at least one rail of the tracks is to be determined.This can be achieved, for example, by geometrically comparing the track alignment of the rail and the track alignment of the motor vehicle.

[0015] In the context of the present invention, a probability does not necessarily have to be understood as a probability in the mathematical sense, such as that which can be calculated using statistical methods. Rather, in this context, the probability can also be determined, particularly qualitatively, by taking into account, among other things, the ratio between track width and the vehicle's track gauge. For this purpose, it can be assumed, for example, as a simple correlation, that the probability of the expected rail contact is greater, or is determined to be greater, the closer the value of the track width in centimeters or meters is to the value of the vehicle's track gauge in centimeters or meters.

[0016] The probability used here does not necessarily have to lie in the range between 0 and 1, like a probability in the strict mathematical sense, but can also take on other values.

[0017] A further step of the inventive process involves planning an evasive trajectory for the motor vehicle, depending on the determined probability. This adapted evasive trajectory preferably runs offset from the standard driving trajectory, particularly offset from the center of the roadway. The evasive trajectory is planned in such a way that rail contact is at least partially or completely avoided when driving along the evasive trajectory. In other words, the evasive trajectory leads the motor vehicle, or rather its wheels, at least partially or completely away from the rails.

[0018] Finally, at least one longitudinal and / or lateral guidance system of the motor vehicle is controlled to follow the evasive trajectory, in particular automatically.

[0019] The method according to the invention offers the advantage that driving on railway tracks can be reliably and, in particular, automatically avoided. This increases driving comfort while maintaining the desired deceleration potential of the vehicle even when traveling along a railway line.

[0020] The invention also includes embodiments that offer additional advantages.

[0021] According to one embodiment, a lateral roadway boundary is additionally detected, and the track alignment is also determined with respect to this lateral boundary. The lateral roadway boundary can be, for example, a curb running parallel to the roadway or a corresponding road marking. Detection can be performed using the vehicle's camera sensors or stored map data of the roadway. In particular, the distance between the tracks, or at least one of the rails, and the lateral roadway boundary can be detected, and this distance is taken into account when planning the evasive maneuver trajectory.For example, it may occur that the tracks are positioned so close to a lateral road edge that driving onto the road offset from the tracks results in the wheels of at least one lane of the vehicle contacting the lateral road edge. In other words, driving offset from the tracks can cause the wheels to make contact with the curb or similar structure. To avoid this, the distance between the tracks and the lateral road edge is advantageously measured and taken into account when planning the trajectory. Environmental conditions may, for instance, require that an trajectory be planned along which contact between the wheels and the rails can only be partially avoided, rather than completely. However, this may still be preferable to driving on the tracks across their entire surface.

[0022] According to another embodiment, a minimum value is determined for the probability when the track gauge deviates from the track width, while a maximum value is determined for the probability when the track gauge equals the track width. If the track gauge deviates from the track width, i.e., is larger or smaller than it, the probability of rail contact is assessed as lower than when the track gauge equals the track width. Thus, according to the described embodiment, a predetermined minimum value is set for the probability when the track gauge deviates from the track width. Conversely, a predetermined maximum value is set for the probability when the track gauge equals the track width. By setting the minimum and maximum values, a complex probability calculation can be avoided.

[0023] Another embodiment provides that the planning of the evasive trajectory and the activation of the vehicle's longitudinal and / or lateral guidance system for traversing it are only carried out if a probability value above a predetermined lower probability threshold is determined. In other words, the process is terminated if the lower probability threshold is not exceeded. This advantageously reduces the computational effort required to execute the process. The lower probability threshold is preferably at or above the aforementioned minimum probability value. The probability value, or the probability of the expected rail contact, can be determined repeatedly at predetermined intervals.Predetermined events can also be defined that trigger a recalculation of the probability of the expected rail contact. This could include, for example, the vehicle restarting after coming to a standstill.

[0024] Another embodiment provides that the track alignment and / or the center of the roadway and / or the lateral roadway boundaries are determined using sensor data from a camera sensor in the vehicle and / or using map data. This offers the advantage that sensors and / or data already present in the vehicle can be used for this determination.

[0025] Another embodiment provides that, in addition to controlling the longitudinal and / or lateral guidance system of the vehicle, the driver assistance system generates and displays a warning message for the driver, specifically describing a deviation between the standard driving trajectory and the evasive trajectory. The warning message can, for example, be displayed on a screen inside the vehicle. The two trajectories, i.e., the standard driving trajectory and the evasive trajectory, can be displayed in different colors, for example, so that the driver can quickly see how far the evasive trajectory deviates from the standard driving trajectory. The driver can then also easily assess whether the evasive trajectory is actually drivable.For example, a mobile or dynamic obstacle may be present in the vehicle's vicinity, making it impossible to immediately or currently follow the alternative route. If this obstacle cannot be detected by the vehicle's sensors, such as camera sensors, the driver can still decide that the alternative route is currently unusable. They can then abort the maneuver, whereupon the vehicle will proceed along the standard route despite the anticipated rail contact. Furthermore, generating and displaying the warning message is advantageous because it makes it clear to the driver why the vehicle has suddenly deviated from the planned standard route.

[0026] Another embodiment provides that, in cases where rail contact is only partially avoided, the braking and / or acceleration behavior of the vehicle is adjusted by controlling a braking and / or drive system. In other words, this embodiment addresses the situation where rail contact cannot be completely, but only partially, avoided. The driver assistance system can react to this situation by adjusting the vehicle's drive and / or braking system. In this way, the partial rail contact can be compensated for. Alternatively or additionally, the vehicle's ABS and / or ESP system can also be activated to provide support. This compensates for the increased wheel slip that occurs when the wheels are in contact with the rails compared to contact with asphalt.

[0027] Another aspect of the invention relates to a driver assistance system that is designed and configured to be operated according to the inventive method.

[0028] A driver assistance system can be understood as an electronic system designed to drive a vehicle fully automatically or autonomously, in particular without requiring any intervention from the driver. The vehicle automatically performs all necessary functions, such as steering, braking, and / or acceleration maneuvers, monitoring and perceiving road traffic, and reacting accordingly. Specifically, the driver assistance system can implement a fully automatic or fully autonomous driving mode of the motor vehicle according to Level 5 of the SAE J3016 classification. The term "advanced driver assistance system" (ADAS) can also refer to a system that assists the driver during partially automated or semi-autonomous driving.In particular, the driver assistance system can implement a partially automated or semi-autonomous driving mode according to levels 1 to 4 of the SAE J3016 classification. Here and in the following, "SAE J3016" refers to the corresponding standard in the April 2021 version.

[0029] At least partially automated vehicle control can therefore include driving the vehicle in accordance with a fully automated or fully autonomous driving mode of Level 5 according to SAE J3016. At least partially automated vehicle control can also include driving the vehicle in accordance with a partially automated or semi-autonomous driving mode according to Levels 1 to 4 of SAE J3016.

[0030] In the course of at least partially automated vehicle control, at least one control signal can be generated. This control signal can be provided, for example, to one or more actuators of the vehicle, including, for example, one or more brake actuators and / or one or more steering actuators and / or one or more drive motors. The one or more actuators can influence the longitudinal and / or lateral control of the vehicle in order to steer the vehicle at least partially automatically. Furthermore, the driver assistance system can be configured to control various actuators in the vehicle, for example, to adjust the braking and / or acceleration behavior of the vehicle.

[0031] Assistance information can be output via a vehicle output device, such as a display and / or an audio output system and / or a haptic output system.

[0032] The driver assistance system may also include an environmental sensor system, which may include, for example, the aforementioned camera sensors of the vehicle.

[0033] The driver assistance system can also include a computing device that can perform the calculation steps of the method according to the invention. For this purpose, the computing device can comprise one or more computing units.

[0034] In the present disclosure, a computing unit can be understood, for example, as a data processing device with processing circuits. A computing unit can therefore perform arithmetic operations to process data. These arithmetic operations can also include indexed access to a data structure, such as a lookup table (LUT).

[0035] A computing unit may, in particular, comprise one or more computers, one or more microcontrollers, and / or one or more integrated circuits, for example, one or more application-specific integrated circuits (ASICs), one or more field-programmable gate arrays (FPGAs), and / or one or more systems on a chip (SoCs). The computing unit may also include one or more processors, for example, one or more microprocessors, one or more central processing units (CPUs), one or more graphics processing units (GPUs), and / or one or more signal processors, in particular one or more digital signal processors (DSPs). The computing unit may also comprise a physical or virtual cluster of computers or other units of the aforementioned type.

[0036] A processing unit can also include one or more hardware and / or software interfaces and / or one or more memory units. A memory unit can be implemented as volatile data storage, for example as dynamic random access memory (DRAM) or static random access memory (SRAM), or as non-volatile data storage, for example as read-only memory (ROM), programmable read-only memory (PROM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), flash memory or flash EEPROM, or ferromagnetic random access memory (FRAM).a magnetoresistive random access memory, MRAM (magnetoresistive random access memory), or a phase-change random access memory, PCRAM (phase-change random access memory).

[0037] Another aspect of the invention relates to a motor vehicle equipped with such a driver assistance system. The motor vehicle can be a passenger car, a truck, or a passenger bus. In particular, the motor vehicle is a multi-track vehicle.

[0038] The invention also encompasses combinations of the features of the described embodiments. Furthermore, the features and combinations of features described in connection with the method according to the invention, and their advantages, apply equally to the driver assistance system and / or the motor vehicle according to the invention. The corresponding embodiments of the driver assistance system and / or the motor vehicle according to the invention are therefore not described again.

[0039] Further features of the invention will become apparent 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 in the figures alone, are not only usable in the combinations specified, but also in other combinations or on their own.

[0040] The invention will now be explained in more detail with reference to a preferred embodiment and the drawings. The drawings show:

[0041] Fig. 1 shows a schematic view of an exemplary driving situation along a railway line;

[0042] Fig. 2 shows a schematic representation of a method according to a

[0043] embodiment of the invention.

[0044] The embodiment described below is a preferred embodiment of the invention. In this embodiment, the described components each represent individual features of the invention that can be considered independently of one another. Each of these features further develops the invention independently and can therefore be considered part of the invention individually or in a combination other than that shown. Furthermore, the described embodiment can also be supplemented by other features of the invention already described.

[0045] In the figures, identical reference symbols denote functionally equivalent elements.

[0046] Fig. 1 shows a schematic view of an exemplary driving situation along a railway line. Specifically, only one carriageway or lane of a multi-lane railway line is depicted. The carriageway shown has a width B. Tracks run along the carriageway with width B, the track shown here consisting of two rails 10.1 and 10.2. The representation as a two-rail track is purely exemplary. The track could also be a multi-rail track, for example, a three-rail or four-rail track. The track width or gauge is denoted here by the letter S. In this embodiment, the track with rails 10.1 and 10.2 is aligned with a track center or carriageway center 12. In other words, the track is laid centrally along the carriageway.By laying the track in the middle, the first distance between track 10.1 and a first lateral roadway boundary 14.1 is the same as the second distance between rail 10.2 and the lateral roadway boundary 14.2. The lateral roadway boundary 14.2 could, for example, be a curb.

[0047] According to the exemplary driving situation described in Fig. 1, a motor vehicle 16 moves along the track. The motor vehicle 16 thus travels on the roadway in the direction of the tracks or parallel to the rails 10.1, 10.2. The motor vehicle 16 moves along the center of the roadway in such a way that all four of its wheels 18.1 to 18.4 are in contact with the rails. This results from the geometric peculiarity that the track gauge W of the motor vehicle 16 corresponds to the track width S of the railway line. If the motor vehicle 16 were to travel in the center of the roadway, all four wheels 18.1 to 18.4 of the motor vehicle 16 would be in contact with the rails. To avoid this, the motor vehicle 16 can be steered along a diversionary trajectory in a direction R.

[0048] As shown in Fig. 1, the motor vehicle 16 can have sensors 20, for example, camera sensors. The camera sensors can detect the current driving situation with respect to the existing tracks in relation to the motor vehicle 16. In other words, the sensors 20 can detect how the tracks or rails 10.1 and 10.2 run in relation to the wheels 18.1 to 18.4 of the motor vehicle 16. If, by comparing the detected track width S with the known track width W of the motor vehicle 16, it is determined that rail contact is to be expected when driving in the center of the roadway, the aforementioned evasive trajectory can be calculated using a driver assistance system 22 of the motor vehicle 16. The driver assistance system 22 can then control at least one longitudinal and / or lateral guidance system of the motor vehicle 16, so that the motor vehicle 16 follows the evasive trajectory.In the present case, when following the evasive trajectory, the vehicle 16 could, for example, deviate from the rails 10.1 and 10.2 in the direction of the lateral lane boundary 14.2. The vehicle 16 would then travel closer to the curb or curb edge 14.2. If no oncoming traffic is detected in the current driving situation, an evasive trajectory can also be planned that leads the vehicle 16 at least partially in the direction of the lateral lane boundary 14.1, so that the vehicle 16 travels partly in the lane of the oncoming traffic.

[0049] Fig. 2 shows a schematic representation of a method for operating a driver assistance system 22 of a multi-track motor vehicle 16 when traveling on a track, wherein tracks or rails 10.1 and 10.2 run along at least one lane of the track in the direction of travel. In step S1, a rail alignment along the track is determined with respect to a lane center 12 of the roadway. In step S2, a track width S of the rails is compared with a known track gauge W of the motor vehicle 16. In step S3, a probability of expected rail contact of at least the wheels 18.1 to 18.4 of one lane of the motor vehicle 16 when traveling on the roadway along a standard driving trajectory aligned with the lane center 12 is determined, taking into account the rail alignment and the comparison between track width S and track gauge W of the motor vehicle 16.In step S4, an adapted and offset evasive trajectory for the vehicle 16, running away from the center of the roadway 12, is planned to partially or completely avoid rail contact, depending on the determined probability. In step S5, at least one longitudinal and / or lateral guidance system of the vehicle 16 is finally activated to follow the evasive trajectory.

[0050] The invention serves to improve the adaptation of automatic lane guidance when driving on railway tracks, thereby increasing comfort and deceleration potential. Current lane guidance systems drive on any road, keeping as close as possible to the center of their lane. The geometric center of the lane is preferably determined from a combination of map information and / or camera data (lane markings). On roads shared by trams, for example, the rails are very often embedded parallel to the geometric center of the lane. Therefore, it can frequently happen that all tires or wheels of the vehicle have direct contact with the rails when driving on the track. Depending on the track width of the vehicle, only the wheels on the left or right side may have rail contact. This reduces the deceleration potential in the event of necessary braking.

[0051] Adaptive lane guidance on railway tracks is used according to the invention to at least partially or completely avoid direct rail contact of the tires. If partial or complete rail contact would occur when driving in the center of the track, an alternative lane guidance can be applied automatically. The track position can be detected via camera data and compared with the track width of the vehicle. Accordingly, an alternative lane guidance or evasive trajectory can be selected, and rail contact can be at least partially or completely avoided. Overall, these examples show how adaptive lane guidance on railway tracks can increase driving comfort and safety.

[0052] Reference symbol list

[0053] 10 rail

[0054] 12 Lane Center

[0055] 14 lateral roadway boundary

[0056] 16 motor vehicle

[0057] 18-inch wheel

[0058] 20 Sensor

[0059] 22 Driver assistance systems

[0060] B Lane width

[0061] S Track width W Gauge

Claims

Patent claims 1. Method for operating a driver assistance system (22) of a multi-track motor vehicle (16) when traveling on a track road, wherein, in the direction of travel, tracks with rails arranged substantially parallel to each other (10.1 , 10.2) run along at least one carriageway of the track road, comprising the steps - Determining the track alignment along the roadway of the track street, - Comparing a track width (S) with a known track gauge (W) of the motor vehicle (16), where the track width (S) specifies the distance between the rails (10.1, 10.2), - Determine, taking into account the track alignment and the comparison between track width (S) and track gauge (W) of the motor vehicle (16), a probability for expected rail contact of at least the wheels (18.1 to 18.4) of one track of the motor vehicle (16) when traveling on the roadway along a standard driving trajectory, - Planning an adapted, offset evasive trajectory for the motor vehicle (16) to at least partially or completely avoid rail contact depending on the probability, and - Controlling at least one longitudinal and / or lateral guidance system of the motor vehicle (16) to follow the evasive trajectory.

2. The method of claim 1, comprising the step - Determining at least one lateral roadway boundary (14.1, 14.2) of the roadway and determining the track alignment also with respect to at least one lateral roadway boundary (14.1, 14.2).

3. Method according to claim 2, wherein a distance of the rails (10.1, 10.2) to the at least lateral roadway boundary (14.1, 14.2) is detected, wherein the distance is taken into account when planning the evasive trajectory.

4. Method according to one of the preceding claims, wherein a predetermined minimum value is set for the probability when the track gauge (W) differs from the track width (S), and wherein a predetermined maximum value is set for the probability when the track gauge (W) is equal to the track width (S).

5. Method according to one of the preceding claims, wherein the planning of the evasive trajectory and the control of the longitudinal and / or lateral guidance system of the motor vehicle (16) to drive along it is only carried out if a value above a predetermined lower probability limit is determined for the probability.

6. Method according to one of the preceding claims, wherein the track alignment and / or a roadway center (12) and / or the at least one lateral roadway boundary (14.1 , 14.2) is determined on the basis of sensor data from a sensor (20), in particular a camera sensor (20), of the motor vehicle (16) and / or on the basis of map data.

7. Method according to one of the preceding claims, wherein, in addition to controlling the longitudinal and / or lateral guidance system of the motor vehicle (16), a warning message is generated and issued for a driver of the motor vehicle (16), wherein the warning message in particular describes a deviation between the standard driving trajectory and the evasive trajectory.

8. Method according to one of the preceding claims, wherein, in the case of only partially avoided rail contact, the braking and / or acceleration behavior of the motor vehicle (16) is adapted by controlling a braking and / or a drive system of the motor vehicle (16).

9. Driver assistance system (22) which is designed to be operated according to a method according to one of the preceding claims.

10. Motor vehicle (16) with a driver assistance system (22) according to claim 9.

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