Method for at least temporarily deactivating at least one partial function of a driver assistance system

Abstract

The invention relates to a method for at least temporarily deactivating at least one partial function (8) of a driver assistance system (7), wherein at least the partial function (8) is designed to at least influence longitudinal guidance of a vehicle (1) and / or to output a warning message when an obstacle is detected. The method comprises: determining (S2) arrangement information (31) describing a position (20) and a direction of travel (21) of the vehicle (1), by applying an arrangement determination criterion (32) to sensor information (30) describing at least part of the surroundings of the vehicle (1); checking (S3) whether the determined arrangement information (31) lies in a specified arrangement information range (34) for which the at least temporary deactivation of at least the partial function (8) of the driver assistance system (7) is specified; if this is the case, at least temporarily deactivating (S4) at least the partial function (8) of the driver assistance system (7) such that the at least influencing of the longitudinal guidance and / or the outputting of the warning message by the driver assistance system (7) is suppressed when a manual control instruction for the longitudinal guidance of the vehicle (1) is detected.

Description

[0001] Method for at least temporarily deactivating at least one sub-function of a driver assistance system

[0002] The invention relates to a method for at least temporarily deactivating at least one sub-function of a driver assistance system. At least the sub-function is configured to influence the longitudinal guidance of a vehicle and / or issue a warning message upon obstacle detection. The invention further relates to a control device for a vehicle, a vehicle, and a computer program for carrying out such a method.

[0003] A vehicle may have at least one driver assistance system designed to influence the vehicle's longitudinal guidance upon obstacle detection, in particular to take over longitudinal control. Alternatively or additionally, the driver assistance system may be designed to issue a warning message upon obstacle detection. An example of such a driver assistance system is an emergency braking assistant, which, upon detecting an obstacle in front of the vehicle, initiates emergency braking, meaning it influences the vehicle's longitudinal guidance in such a way that, for example, the vehicle brakes fully.

[0004] To operate the driver assistance system, sensor information describing at least part of the vehicle's surroundings is evaluated. This sensor information is acquired, for example, by at least one camera, radar, lidar, and / or an ultrasonic sensor on the vehicle. However, depending on factors such as the sensor device used, the nature of the obstacle, and / or current weather conditions, a situation can arise in which an object in the environment is detected as an obstacle, even though it does not actually pose an obstacle to the vehicle. For example, reflections from flat metallic objects, such as a metal threshold at the entrance to a garage, can occur. These reflections can be misinterpreted by an ultrasonic sensor, leading to the detection of a taller object than the flat metallic one.In such a case, the emergency braking assistant may activate and brake the vehicle even though there is a drivable object and therefore no obstacle. Alternatively or additionally, the emergency braking assistant may intervene in a particularly narrow passage, for example in a parking garage, if, due to inaccuracies in the sensor system, a passage that should be passable is assessed as too narrow for the vehicle and therefore as an obstacle, even though it is actually passable.

[0005] It may be the case that the driver feels confident enough to continue driving, or that there is no obstacle at all. In such cases, influencing the longitudinal guidance and / or issuing a warning message is unnecessary and may even be perceived as disruptive. Therefore, it should be reviewed whether the driver assistance system should be adjusted to the current situation.

[0006] WO 2021 / 261034 A 1 discloses a control unit for a driver assistance system that provides support for steering a vehicle between a starting position and a parked position. It also supports an emergency braking system that applies the brakes when the distance to an obstacle falls below a predefined threshold.

[0007] The object of the invention is to provide a solution by means of which a driver assistance system that can at least influence the longitudinal guidance of a vehicle and / or issue a warning message in the event of obstacle detection can be improved.

[0008] The problem is solved by the subject matter of the independent patent claims.

[0009] A first aspect of the invention relates to a method for at least temporarily deactivating at least a partial function of a vehicle's driver assistance system. At least the partial function is configured to at least influence the vehicle's longitudinal guidance when an obstacle is detected. If the vehicle's longitudinal guidance is at least influenced, the vehicle is, for example, at least partially decelerated. In particular, it is decelerated to a standstill. Alternatively or additionally, influencing the longitudinal guidance can include reducing the drive power that can be provided by a drive unit of the vehicle, so that, for example, a driver's acceleration request results in less acceleration of the vehicle compared to operation of the vehicle without at least the partial function of the driver assistance system.Alternatively or additionally, at least one sub-function is designed to issue a warning message upon obstacle detection. For this purpose, an acoustic and / or visual and / or haptic warning message can be issued in the vehicle via an output device.

[0010] The driver assistance system for which this procedure is intended could, for example, be an emergency braking assistant that, upon detecting or identifying an obstacle, actively brakes the vehicle and thus intervenes in its longitudinal control, particularly up to an emergency stop, i.e., until the vehicle comes to a complete stop. The driver assistance system may have several sub-functions, but only one sub-function or a specific group of sub-functions may influence the vehicle's longitudinal control and / or issue the warning message. Other sub-functions of the driver assistance system could, for example, relate to obstacle detection and / or other assistance functions.In this case, only the sub-function or group of sub-functions is deactivated, at least temporarily, so that only the influence on longitudinal guidance and / or the output of the warning message are deactivated. Obstacle detection, for example, can therefore remain active. Alternatively, it is possible that the entire driver assistance system is deactivated, at least temporarily, and thus not just the sub-function.

[0011] The method involves determining arrangement information by applying an arrangement determination criterion to sensor data. The arrangement information describes the vehicle's position and direction of travel. For example, the arrangement information can describe the coordinates of a location where the vehicle is situated. Furthermore, the arrangement information can, for example, describe the vehicle's orientation, along with information on whether the vehicle is moving or will move forward or backward from this orientation. The sensor information describes at least a portion of the vehicle's environment. The sensor information describes the environment, for example, as a static and / or moving image and / or as a point cloud.The sensor information can be acquired, for example, by means of a sensor device in the vehicle and transmitted to a control unit in the vehicle to carry out the procedure, i.e., to determine the arrangement information. The arrangement determination criterion comprises at least one algorithm and / or a rule, the execution of which, based on the sensor information, calculates the position and direction of travel of the vehicle and thus determines the arrangement information. The position that is determined is not determined using data from a global navigation satellite system (GNSS), such as the global positioning system (GPS), but rather based on the sensor information, which describes at least part of the vehicle's surroundings.

[0012] The procedure involves checking whether the determined position information lies within a predefined position information area for which at least the temporary deactivation of at least the sub-function of the driver assistance system is specified or intended. The position information area is fixed. It is stored, for example, in the vehicle, specifically in a memory unit within the vehicle. Thus, a comparison takes place between the determined position information and the predefined position information area. If, according to its position information, the vehicle is located in a position encompassed by the position information area, with a direction of travel also encompassed by the position information area, then there is a match between the determined position information and the predefined position information area.Otherwise, the determined order information lies outside the specified order information range.

[0013] If the detected control information falls within the specified control information range, at least the relevant sub-function of the driver assistance system is temporarily deactivated. This means that, for example, if a manual control input for the vehicle's longitudinal guidance is detected, the driver assistance system will suppress any influence on the longitudinal guidance and / or the issuance of a warning message. In this case, the manual control input is implemented without interference from the vehicle. For instance, the vehicle can then drive over an object incorrectly identified as an obstacle or navigate a narrow passage without an emergency stop, if the driver so desires. However, the deactivation of at least the sub-function of the driver assistance system is only ever carried out if this is explicitly specified, i.e., if a corresponding control information range is defined.This allows the driver assistance system to be selectively deactivated, thereby increasing driver comfort, as particularly narrow and / or potentially falsely detected obstacles will not trigger intervention from the driver assistance system. This improves the driver assistance system, which, upon obstacle detection, can at least influence the longitudinal guidance of a vehicle and / or issue a warning message.

[0014] During the execution of the procedure, the vehicle can travel at a speed greater than 0 kilometers per hour. Alternatively, it can be provided that the vehicle remains stationary during the execution of the procedure, with the vehicle planning or intending to resume or start moving. It can then be provided that, upon resuming or starting moving, at least the sub-function of the driver assistance system is to be deactivated, at least temporarily, if the control information is within the specified control information area. In the case of the vehicle being stationary, the direction of travel can be determined, for example, from the current steering angle position of a steering device of the vehicle and / or a selected gear, distinguishing at least between a forward gear and a reverse gear. The direction of travel expected upon resuming or starting moving can then be predicted, and in particular determined.Furthermore, the transmitter information is used to determine the position and orientation, taking the orientation at least into account to determine the direction of travel.

[0015] One embodiment provides that deactivation only occurs as long as the determined arrangement information lies within the arrangement information area. The system continuously checks whether the vehicle, according to its arrangement information, remains within the predefined arrangement information area, particularly if it is moving. As soon as it is determined that the determined arrangement information lies outside the preceding arrangement information area, the deactivation of at least the sub-function is immediately reversed; that is, the driver assistance system resumes full operation. This means, for example, that the deactivation is only temporary, as it ends as soon as the area defined by the arrangement information area is left.This also means that, for example, if a specific area is traversed in a particular direction and then the direction of travel changes, and the vehicle travels through the same area again in the opposite direction, temporary deactivation may occur in one of the two cases. This is because, due to the vehicle's change of direction, the traffic information may not be within the traffic information area for both journeys. By taking the direction of travel into account, it is therefore possible to specify in great detail in which situations at least temporary deactivation is desired and in which it is not.

[0016] This approach is based on the understanding that low metallic objects near the ground, such as a metal threshold at the entrance to a garage, are often incorrectly overestimated in height by an ultrasonic sensor and detected as obstacles, potentially requiring the vehicle to stop. However, this misidentification of an obstacle only occurs when entering the garage. When exiting in the opposite direction, i.e., when approaching the threshold from the opposite direction, this misidentification typically does not occur. Therefore, at least part of the sensor's function should not be deactivated when exiting.Therefore, deactivation should only occur when driving over the threshold into the garage to prevent the emergency braking system from being triggered. During further driving within the garage and when exiting, the driver assistance system should be fully available. Thus, the system should only deactivate partial functions for the shortest possible time, both spatially and / or temporally, to maximize the benefit of the driver assistance system's influence on longitudinal control and / or warning messages.

[0017] Another embodiment provides that the arrangement information area specifies a position range and exactly one direction of travel for the vehicle within the position range. This one direction of travel can be specified, in particular, taking into account a tolerance range for the direction of travel. The tolerance range for the direction of travel is specifically defined around this one direction of travel. Alternatively, the position range can be described as an area that is arranged, for example, around a predefined position. All positions within this area lie within the position range. In a preferred example, the size of the area is as small as possible; that is, the position range is locally limited around a location where the undesired influence on the longitudinal guidance and / or the output of the warning message is expected.The vehicle does not need to pass through a precisely defined position, but rather the locally limited area specified by the position range. Inaccuracies in position determination therefore have a low probability of preventing deactivation, as the position range represents a tolerance zone around the specified position.

[0018] The positioning area should therefore be kept as small as possible. For example, in the case of the previously described threshold, it could be an area that begins 50 centimeters in front of the threshold and ends 20 centimeters behind it, inside the garage. In this example, the positioning area has a diameter of 70 centimeters plus the width of the threshold. Perpendicular to this longitudinal dimension, the area could, for example, extend across the width of the garage entrance. Larger or smaller positioning areas are possible. The dimensions of the positioning area depend primarily on the situation, that is, on the location and / or the reason for the deactivation.

[0019] The single direction of travel points in exactly one direction. In the example of the threshold, the direction of travel might be perpendicular to the threshold, pointing towards the entrance. The tolerance range for the direction of travel can include deviations from this single direction of travel of 1 degree, 2 degrees, 5 degrees, 10 degrees, 20 degrees, 30 degrees, 40 degrees, 45 degrees, 50 degrees, or, in particular, 60 degrees. Other deviations or deviations between these values ​​are possible. The direction of travel can be described, for example, by specifying an angle. The vehicle's direction of travel can also indicate whether the vehicle is traveling forwards or backwards. The position, together with the direction of travel, can alternatively be described as the vehicle's orientation within its surroundings.

[0020] According to an additional embodiment, position information describing the vehicle's current position is continuously determined by the vehicle's position detection system. This position information should not be confused with the previously described arrangement information, which describes the vehicle's position. The position described by the arrangement information is determined by evaluating sensor data, not by the position detection system. The position information introduced here describes the vehicle's position using data from the position detection system. The position detection system uses, in particular, data from the global navigation satellite system. Such position determination, and thus the position information, is typically accurate to within a few meters.The position information can therefore describe the position as shifted by, for example, up to 10 meters from the actual position. The determined position information is thus relatively inaccurate and unsuitable for precise local determination, which is necessary to deactivate at least the partial function of the driver assistance system. For this reason, the arrangement information is determined and used to trigger the deactivation, and not the position information.

[0021] Based on the position information, the system checks whether the distance between the vehicle's current position (i.e., the position determined by the position information) and the position range defined by the arrangement information range is less than a distance threshold. In other words, it checks how close the vehicle is likely to be, or roughly estimated to be, to the area for which the function is supposed to be deactivated and which is described by the arrangement information range. The distance threshold can be, for example, 5 meters, 10 meters, 20 meters, 50 meters, 100 meters, 200 meters, or, in particular, 500 meters. Preferably, the distance threshold is greater than the accuracy with which the position detection device can determine the position information.

[0022] If, during the check, it is determined that the distance between the vehicle's current position, as defined by the position information, and the position range, as defined by the arrangement information range, is less than the distance threshold, the arrangement information is determined and checked to see if it lies within the specified arrangement information range. However, if the distance is greater than or equal to the distance threshold, the arrangement information is not determined at all, nor is it checked whether it lies within the specified arrangement information range. Therefore, the precise determination of the vehicle's position and direction of travel based on the sensor information is only performed when the vehicle is at least approximately within the spatial proximity of the position range defined by the arrangement information range.This reduces the computational effort for the procedure, as it is only executed in situations where it is actually useful. Another embodiment involves storing the arrangement information area in a memory unit within the vehicle. This memory unit can be assigned to the control device and / or encompassed by the control device and / or configured such that the control device has access to the memory unit. When stored in the vehicle, the memory unit, for example, contains a list of arrangement information areas for which the deactivation of at least the sub-function is predefined. The storage of the arrangement information area in the memory unit occurs prior to the execution of the described procedure.The saving process therefore occurred earlier in time, so it can be assumed that the order information area is already known when the procedure is carried out.

[0023] Alternatively or additionally, the arrangement information can be received from an external device. For example, the vehicle has a communication interface that allows the arrangement information to be received via a wireless communication link to the external device. This external device could be, for example, a server, a backend system, another vehicle, a traffic management system, and / or a parking garage management system. After being received, the arrangement information can be stored, at least temporarily, in the vehicle's memory. The arrangement information may not have been predefined in the vehicle itself, but could have been generated by any person and / or automatically and transmitted to the vehicle. This enables the straightforward sharing of arrangement information between users and / or vehicles.

[0024] Furthermore, one example of the system demonstrates that the arrangement information area is defined by user input after the activation of at least a partial function of the driver assistance system, specifically when longitudinal guidance is influenced and / or perception is output. For instance, after activation of the emergency braking assistant or an alternative driver assistance system, a message can be displayed in the vehicle asking the user to assess whether the emergency braking maneuver was appropriate and desired, or whether it was an unwanted or incorrect activation. Additionally, the system can provide an option to save the position and direction of travel when at least the partial function is activated, determine a corresponding arrangement information area, and store it in the vehicle and / or transmit it to the external device.User input can be provided, for example, via an actuator or input device such as a button, switch, rotary push-button, key, and / or an element on a touchscreen. Alternatively or additionally, input can be provided via voice input and / or gestures. The user can therefore precisely define the situation and, consequently, the specific information area within which the deactivation of at least the sub-function is desired. The information area can thus be manually defined.

[0025] Alternatively or additionally, the parking space information area can be determined automatically after activation. For example, repeated manual parking in a particularly tight parking space can be detected, leading to the conclusion that the driver intends to park in such a tight space. Consequently, an emergency stop before the tight parking space can be prevented, as the system has learned that the user does not want such a stop. A learning algorithm can be implemented in the control unit for this purpose, which can automatically determine the parking space information area based on the behavior of the driver or vehicle user and / or an analysis of triggers from the driver assistance system. This is particularly useful because any feedback from the driver or user is unnecessary.

[0026] Another embodiment involves the information area being predefined only by the user. For example, if the user's input specifies the arrangement information area, this area can be linked to precisely the user who defined it. The user is, in particular, the driver of the vehicle when triggering at least the partial function. The arrangement information area can then be stored, for example, in the user's user profile, so that whenever the user is recognized as the driver, the arrangement information area assigned to that user is taken into account. When the driver changes, this arrangement information area is not predefined. However, when the vehicle changes, the arrangement information area can be reloaded, for example, by receiving it from the external device.A check can be performed to determine whether the arrangement information area is suitable for the new vehicle, or whether it should be discarded due to a change in the vehicle's size. Customizing the arrangement information area is particularly convenient, especially for accommodating different driving styles.

[0027] Another training example involves determining and verifying a vehicle speed to ensure it is below a predefined speed limit. Only if it is below this limit is deactivating at least the relevant part of the driver assistance system permitted. If the speed is equal to or greater than the predefined speed limit, deactivation is not allowed, meaning the driver assistance system remains fully operational. The speed limit could be, for example, 10 km / h, 15 km / h, 30 km / h, or, in particular, 50 km / h. Other speed limits or values ​​between these are also possible.The speed information can be determined, for example, by evaluating the sensor information and / or by evaluating driving information that describes a current journey of the vehicle and is recorded by means of a corresponding sensor in the vehicle.

[0028] It is therefore intended that the vehicle's automatic steering system can only be deactivated at low speeds, where it is assumed that the driver can react quickly enough to manually intervene in the longitudinal control if necessary. Only then can deactivation occur at all, meaning it is permissible or allowed. At higher speeds, for example, safety concerns may preclude even temporary deactivation, as the driver's reaction times could otherwise pose an unacceptably high risk. This provides an additional safeguard, minimizing the risk associated with deactivation.

[0029] In a preferred example, deactivation is provided for and permitted at all speeds.

[0030] Furthermore, one embodiment provides for the arrangement determination criterion to perform simultaneous position determination and mapping of the vehicle. The determination of the arrangement information is thus based on a method by which the vehicle can be located in a known environment. This simultaneous position determination and mapping can alternatively be referred to as Simultaneous Localization and Mapping (SLAM). Simultaneous position determination and mapping can be performed based on sensor information from a camera, radar device, lidar device, and / or an ultrasonic sensor. Known methods for performing simultaneous position determination and mapping can be used to determine the vehicle's position and direction of travel as accurately as possible, that is, to determine the arrangement information as precisely and reliably as possible.

[0031] Furthermore, one embodiment provides that, when determining the arrangement information, at least one driving information is taken into account that describes the vehicle's current journey. This driving information includes, for example, current speed, acceleration, steering wheel angle, wheel angle, gear position, pedal actuation by the driver, and / or other odometry information. Therefore, the arrangement information need not be determined solely based on sensor information, but can also incorporate information about the vehicle's movement and thus its journey, as captured by the vehicle itself. This allows, for example, verification and / or further refinement of the results obtained from evaluating the sensor information.

[0032] According to another embodiment, the driver assistance system is an emergency brake assist, a brake assist, a pedal misuse system, and / or a distance warning system. The emergency brake assist is a predictive driver assistance system that automatically initiates emergency braking in the event of an obstacle, and especially in cases of danger to the vehicle. This means it can bring the vehicle to a standstill by activating the braking system. The emergency brake assist can also influence the vehicle's steering and thus its lateral control, for example, to determine and follow a predetermined emergency braking trajectory. The brake assist is, for example, a brake booster in the vehicle that increases the necessary pedal pressure on the brake pedal to perform emergency braking and stop the vehicle when an obstacle is detected, thus assisting the user with manual braking.The pedal error detection system is designed to intervene, for example, in the event of a pedal being pressed incorrectly. If, for instance, there is a wall in front of the vehicle and a forward gear is mistakenly engaged instead of reverse, the pedal error detection system can reduce the vehicle's drive power, prevent it from moving, and / or brake the vehicle after it has started moving. The distance warning system indicates, via acoustic, visual, and / or haptic signals, how far away an object in the vehicle's surroundings is, provided it is within the detection range for which the distance warning system is configured. Further or alternative driver assistance systems are possible. The prerequisite is that the driver assistance system has at least the partial function of being able to influence the vehicle's longitudinal guidance upon obstacle detection and / or issue a warning message upon obstacle detection.The method is therefore versatile.

[0033] Another embodiment involves acquiring sensor information by means of a sensor device on the vehicle. This is achieved, in particular, by means of at least one camera, specifically a front camera, a rear camera, and / or a side camera. Alternatively, it can be acquired by means of at least one radar device, at least one lidar device, and / or at least one ultrasonic sensor. Combinations of the described sensor devices are possible.

[0034] Except for the acquisition of sensor information, all process steps in a preferred example are carried out using the vehicle's control device.

[0035] Another aspect of the invention relates to a control device for a vehicle. The control device can perform, and in particular carries out, the process steps of the method described above. The control device includes, for example, a processor unit. This unit can include at least one microprocessor, microcontroller, FPGA (Field Programmable Gate Array), and / or DSP (Digital Signal Processor). Furthermore, it can include program code, which can alternatively be referred to as a computer program product. The program code can be stored in a data memory of the processor unit.

[0036] Another aspect of the invention relates to a vehicle. The vehicle is designed to carry out the method described above. The vehicle performs the method. The vehicle is, in particular, a motor vehicle, for example, a passenger car, a truck, a bus, a motorcycle, and / or a moped. The motor vehicle may include the control device.

[0037] Another aspect of the invention relates to a computer program product. The computer program product is a computer program. The computer program product comprises instructions which, when the program is executed by a computer, such as the vehicle's control units, cause it to perform the corresponding steps of the method according to the invention.

[0038] The embodiments described in connection with the method according to the invention, both individually and in combination with one another, apply accordingly, where applicable, to the motor vehicle, the control device, and the computer program product according to the invention. The invention comprises combinations of the described embodiments.

[0039] This shows:

[0040] Fig. 1 is a schematic representation of a vehicle in front of a garage; and

[0041] Fig. 2 shows a schematic representation of a signal flow graph of a method for at least temporarily deactivating at least a sub-function of a driver assistance system.

[0042] In the figures, functionally identical elements are provided with the same reference symbols.

[0043] Figure 1 shows a vehicle 1. Here, vehicle 1 is a minibus as an example. Alternatively, vehicle 1 could be any other motor vehicle. In the sketched example, vehicle 1 is located in front of a garage 2, where it is to be parked. At one entrance to garage 2, there is a threshold 3. This threshold 3 is made of metal, for example. The threshold 3 is low and can actually be driven over by vehicle 1. Therefore, the threshold 3 is not an obstacle for vehicle 1. However, depending on the sensor device 12 used by vehicle 1, the height of the threshold 3 may be incorrectly assessed, potentially leading to it being recognized as an obstacle for vehicle 1.

[0044] Garage 2 has a garage width 4, which in the sketched example corresponds approximately to a vehicle width 5 of vehicle 1, where the garage width 4 is wider than the vehicle width 5, so that vehicle 1 can drive into the narrow garage 2, especially with its side mirrors folded in.

[0045] Vehicle 1 has a control device 6. This device provides a driver assistance system 7, which has at least one sub-function 8 designed to at least influence the longitudinal guidance of vehicle 1 and / or issue a warning message upon obstacle detection. To at least influence the longitudinal guidance, the control device 6 can access a braking system 9 and / or a drive unit 10 of vehicle 1. An output device 11 is provided in vehicle 1 for issuing the warning message, which can be controlled by the control device 6. This output device can, for example, issue an acoustic, visual, and / or haptic warning message.

[0046] Vehicle 1 is equipped with a sensor device 12. This device can be configured as a front camera 13 and / or an ultrasonic sensor 14 in or encompass these components in a front area of ​​vehicle 1. The sensor device 12 can detect at least part of the vehicle 1's surroundings. For example, the garage 2 with its threshold 3 is detected by the sensor device 12. If vehicle 1 is relatively close to the threshold 3, such that it is no longer within the detection range of the front camera 13 and is only detected by the ultrasonic sensor 14, the driver assistance system 7 may be triggered erroneously if the threshold 3 is incorrectly identified as an object high enough to constitute an obstacle for vehicle 1. This can occur due to reflections of ultrasonic waves from the metal threshold 3 and a corresponding misinterpretation of the threshold 3 by the ultrasonic sensor 14.In such a situation, the driver assistance system 7 can be triggered, meaning that longitudinal guidance is influenced and / or a warning message is issued by means of at least sub-function 8, even though there is actually no obstacle, but only the traversable threshold 3. The driver assistance system 7 can be, for example, an emergency brake assist, a brake assist, a pedal misuse system, and / or a distance warning system. Alternatively or additionally to the aforementioned sensor devices 12, at least one other camera of the vehicle 1, such as a rear camera and / or side camera, at least one radar device, at least one lidar device, and / or at least one further ultrasonic sensor 14 can be used as a sensor device 12 for the procedure.

[0047] The vehicle 1 may have a positioning device 15. This device can determine, at least approximately, the location of the vehicle 1 based on data from a global navigation satellite system (GNSS). Alternatively or additionally, the vehicle 1 may have a communication interface 16, which may be configured for wireless communication, for example, between the vehicle 1 and an external device such as a server, a backend, another vehicle 1, an infrastructure device, a parking management system, and / or a traffic monitoring camera. Alternatively or additionally, the vehicle 1 may include a storage unit 17. This storage unit may be part of the control device 6 and / or may be configured such that the control device 6 can access the storage unit 17.

[0048] Fig. 1 shows the current position 20 of vehicle 1 and a direction of travel 21 of vehicle 1. In addition, a position range 22 and a direction of travel 23 around the threshold 3 are sketched.

[0049] Fig. 2 shows the steps of a method for at least temporarily deactivating at least the sub-function 8 of the driver assistance system 7. The vehicle 1 can be moving or stationary while performing the method. In a method step S1, sensor information 30 can be determined using the sensor device 12, which describes at least part of the vehicle 1's environment. For example, the sensor information 30 consists of data from the front camera 13 and / or the ultrasonic sensor 14.

[0050] In process step S2, an arrangement information 31 for vehicle 1 is determined. This describes the position 20 and the direction of travel 21 of vehicle 1 at a current time. The arrangement information 31 can be determined by applying an arrangement determination criterion 32 to at least the sensor information 30. Alternatively or additionally, the arrangement determination criterion 32 can be applied to a driving information 33 that describes a current journey of vehicle 1. The arrangement determination criterion 32 can perform simultaneous position determination and mapping for vehicle 1; that is, it can perform simultaneous localization and mapping.

[0051] In process step S3, a check is performed to determine whether the identified order information 31 lies within a preceding order information area 34. Order information area 34 is specified for at least the temporary deactivation of at least sub-function 8 of the driver assistance system 7. "Specified" here means, for example, that order information area 34 is stored in the memory unit 17 of the vehicle 1 and / or is received by the external device via the communication interface 16 of the vehicle 1. Therefore, when process step S3 is performed, order information area 34 is already known and is not being determined, or in particular, was not determined only recently.

[0052] In process step S3, for example, it is checked whether position 20 lies within position range 22 and whether the direction of travel 21 corresponds to the direction of travel 23, at least taking into account a predefined direction-of-travel tolerance range. The arrangement information area 34, for example, describes position range 22 and exactly one direction of travel 23 of vehicle 1 within position range 22, whereby this direction of travel 23 is defined, in particular, taking into account the direction-of-travel tolerance range around this one direction of travel 23.

[0053] In the situation depicted in Fig. 1, this check reveals that the determined arrangement information 31 is not within the specified arrangement information area 34. In this case, a process step S5 is performed in which the driver assistance system 7 and the sub-function 8 continue to operate as before.

[0054] However, if in process step S3 it is determined that the determined order information 31 lies within the order information area 34, then in process step S4 at least the sub-function 8 of the driver assistance system 7 is deactivated, at least temporarily. This means that, in the case of a detected manual control command, the influence on longitudinal guidance and / or the output of the warning message by sub-function 8 of the driver assistance system 7 is suppressed. In the example of Fig. 1, this occurs when vehicle 1 continues driving as soon as it reaches position area 22 while maintaining its direction of travel 21. This would not be the case when exiting garage 2, as the direction of travel 21 of vehicle 1 would then not correspond to the direction of travel 23 of the order information 31. Therefore, process step S5 is carried out when exiting the garage.

[0055] Deactivation, for example, only occurs as long as the determined order information 31 is located in order information area 34. Therefore, after process step S4, process steps S1 to S3 can be carried out again, in particular until process step S5 is reached.

[0056] It can be provided that, during operation of vehicle 1, position information 35 is repeatedly determined in a process step S6. Position information 35 describes the current position 20 of vehicle 1 and is determined by the position determination device 15 of vehicle 1. In a process step S7, it can be checked whether a distance 36 between the current position 20 of vehicle 1 according to position information 35 on the one hand and the position range 22 according to the arrangement information range 34 on the other hand is less than a predefined distance limit 37. Only if this is the case can process step S2 be carried out, that is, only then is arrangement information 31 determined and subsequently checked in process step S3 whether it lies within the predefined arrangement information range 34.

[0057] The arrangement information area 34 can, for example, be predefined by capturing input from a user of vehicle 1 after at least partial function 8 of the driver assistance system 7 has been triggered, in which at least the longitudinal guidance has been influenced and / or the warning message has been issued. Alternatively or additionally, it can be determined automatically. The arrangement information area 34 can, for example, be predefined only for a specific user, meaning that it can be predefined by a user based on their input and then only used for that user, but not for any other user. In a process step S8, the speed of vehicle 1 can be recorded. For this purpose, speed information 38, which describes the speed of vehicle 1, can be determined.In a process step S9, it can then be checked whether the determined speed information 38 is below a predefined limit speed value 39. Only if this is determined is the deactivation of at least sub-function 8 of the driver assistance system 7 carried out in process step S4; that is, deactivation is only permitted under these circumstances. However, if the speed information 38 is greater than or equal to the limit speed value 39, process step S5 can be carried out. Process steps S8 and S9 can, for example, be carried out as an additional check after process step S3, particularly if it is determined in this step that the determined order information 31 lies within the predefined order information range 34. Alternatively, the process can be speed-independent by omitting process steps S8 and S9.

[0058] At least process steps S2 to S5 and S6 to S9 are preferably carried out by means of the control device 6. Process step S1 can be carried out by the sensor device 12. Process step S6 can be carried out by the position detection device 15. Control commands for the position detection device 15 and / or the sensor device 12 can be generated and provided by the control device 6. Determining the speed information 38 can, for example, be carried out by means of the control device 6 by evaluating data from at least one sensor for speed detection in the vehicle 1.

[0059] Overall, the examples demonstrate a precise automatic deactivation mechanism for certain driver assistance systems 7, in particular for automatic emergency braking. The emergency braking process can be deactivated depending on localization via SLAM (camera, lidar, or radar SLAMS) and the direction of travel 21 (arrangement information 31). For example, the vehicle 1 can detect when parking in a narrow garage 2 and deactivate the resulting emergency braking.

[0060] In real-world scenarios, vehicle 1 may perform emergency braking at certain points (for example, at the threshold 3 or the narrow entrance to garage 2). To prevent vehicle 1 from performing emergency braking every time, the driver assistance system 7 must deactivate this function (sub-function 8) at these points. Normally, emergency braking only occurs in one direction (for example, when entering garage 2), so deactivation should only take place when vehicle 1 enters garage 2.

[0061] The invention is based on a localization mechanism (camera, ultrasound, or radar slam) that determines and takes into account the direction of travel 21. A stored location is compared with the current scene, and precise localization in the real world is performed to switch the sub-function 8 on or off.

[0062] A classic geofencing mechanism cannot determine the direction in which vehicle 1 is traveling. This mechanism only knows that vehicle 1 is within the geofenced area. Subfunction 8 would therefore be deactivated even if vehicle 1 were traveling to the relevant location from a different direction. Therefore, a localization mechanism is used here, which also determines the direction of travel 21; that is, it determines the arrangement information 31. The procedure compares the stored position 20 with the current scene and provides a precise localization in the real world to activate or deactivate subfunction 8.

Claims

Patent claims 1. Method for at least temporarily deactivating at least one sub-function (8) of a driver assistance system (7), wherein at least the sub-function (8) is configured to at least influence the longitudinal guidance of a vehicle (1) upon obstacle detection and / or to issue a warning message, wherein the method comprises: - Determining (S2) an arrangement information (31) that describes a position (20) and a direction of travel (21) of the vehicle (1) by applying an arrangement determination criterion (32) at least to sensor information (30) that describes at least a part of the environment of the vehicle (1); - Check (S3) whether the determined order information (31) lies within a predefined order information area (34) for which the at least temporary deactivation of at least the sub-function (8) of the driver assistance system (7) is specified; and - if this is the case, at least temporary deactivation (S4) of at least the sub-function (8) of the driver assistance system (7), so that in the event of a detected manual control instruction for the longitudinal guidance of the vehicle (1) the influence on the longitudinal guidance and / or the output of the warning message by the driver assistance system (7) is suppressed.

2. Method according to claim 1, wherein the deactivation only takes place as long as the determined arrangement information (31) is in the arrangement information area (34).

3. Method according to one of the preceding claims, wherein the arrangement information area (34) specifies a position area (22) and exactly one direction of travel (23) of the vehicle (1) in the position area (22), in particular taking into account a direction of travel tolerance area around the exactly one direction of travel (23).

4. Method according to claim 3, wherein position information (35) describing a current position (20) of the vehicle (1) is repeatedly transmitted by means of a The vehicle's (1) position determination device (15) determines (S6) and checks (S7) whether a distance (36) between the current position (20) of the vehicle (1) according to the position information (35) and the position area (22) according to the arrangement information area (34) is less than a distance limit (37), whereby only if this is the case, the arrangement information (31) is determined and checked to see if it lies within the specified arrangement information area (34).

5. Method according to one of the preceding claims, wherein the arrangement information area (34) is stored in a storage unit (17) of the vehicle (1) and / or is received from an external device.

6. Method according to one of the preceding claims, wherein the arrangement information area (34) is specified and / or automatically determined after triggering at least the partial function (8) of the driver assistance system (7), in which at least the longitudinal guidance is influenced and / or the warning message is issued, by capturing an input from a user of the vehicle (1).

7. Method according to one of the preceding claims, wherein the arrangement information area (34) is only user-specific.

8. Method according to one of the preceding claims, wherein a speed information (38) describing a speed of the vehicle (1) is determined (S8) and checked (S9) to see if it is below a predetermined limit speed value (39), wherein only if this is the case is the deactivation of at least the sub-function (8) of the driver assistance system (7) permitted.

9. Method according to one of the preceding claims, wherein the arrangement determination criterion (32) performs a simultaneous position determination and mapping for the vehicle (1).

10. Method according to one of the preceding claims, wherein, when determining the arrangement information (31), at least one driving information (33) is taken into account which describes a current journey of the vehicle (1).

11. Method according to any of the preceding claims, wherein the driver assistance system (7) is an emergency brake assist, a brake assist, a pedal misuse system and / or a distance warning system.

12. Method according to one of the preceding claims, wherein the sensor information (30) is acquired by means of a sensor device (12) of the vehicle (1) (S1), in particular by means of at least one camera, at least one radar device, at least one lidar device and / or at least one ultrasonic sensor (14).

13. Control device (6) for a vehicle (1), wherein the control device (6) is configured to perform a method according to any one of claims 1 to 11.

14. Vehicle (1) designed to perform a method according to any one of claims 1 to 12.

15. Computer program product comprising instructions which, when the program is executed by a computer, cause it to perform a method according to any one of claims 1 to 11.

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