Driving assistance system and driving assistance method for a vehicle

Abstract

The invention relates to a driving assistance system (100, 300) for a vehicle (10), comprising: a driving module (310) designed at least for an automated longitudinal guidance 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 an automated distance control is active and, in a second operating mode of the at least two operating modes, the automated distance control is inactive; and an actuation detection module (320) designed to detect a brake pedal actuation by a driver, the driving module (310) being designed to stay in the first operating mode when a brake pedal actuation is detected and reduce a target distance to a control target (30) on the basis of the brake pedal actuation.

Description

[0001] 24-1145

[0002] Driver assistance system and driver assistance procedures for a vehicle

[0003] The present disclosure relates to 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. The present disclosure relates in particular to a flexible stationary control system for a target.

[0004] State of the art

[0005] Adaptive Cruise Control (ACC) is frequently used in modern vehicles. 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.

[0006] Vehicle. Based on this data, it controls the speed of its own vehicle through adaptive engine and brake interventions to adjust the distance accordingly.

[0007] 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, situations can arise that overwhelm the driver or catch them unprepared. For example, the driver may not be aware that pressing the brake pedal deactivates the automatic stop-start system, and environmental factors are no longer taken into account. This could lead to the driver having to intervene unexpectedly to avoid a collision. This can not only create critical situations but also prompt the user to permanently deactivate the driver assistance system.Failure to use driver assistance systems can negatively impact road safety, as they often offer more safety compared to a manual driver.

[0008] Disclosure of the invention

[0009] 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.

[0010] This problem is solved by the subject matter of the independent claims. Advantageous embodiments are specified in the dependent claims. 24-1145

[0011] 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 one automated standstill control is active and in a second operating mode of the at least two operating modes the automated standstill control is inactive; and an actuation detection module configured to detect brake pedal actuation by a driver, wherein the driving module is configured to remain in the first operating mode upon detected brake pedal actuation and to reduce a target distance to a control objective depending on the brake pedal actuation.

[0012] According to the invention, when the brake pedal is pressed, the automated longitudinal control is not completely deactivated, but rather the target distance to the control objective, such as a vehicle ahead, is reduced. In other words, the control system remains active while the brake pedal is pressed, but is adjusted to shorter distances. The vehicle can thus, for example, creep up from a normal distance (e.g., 4 m) to a shorter distance (e.g., 0.5 m) to a stationary vehicle in front. As soon as the shorter distance is reached and, for example, the brake pedal is released, the control system can adjust to the shorter distance, with manual override then only possible via the accelerator pedal. The result is improved user comfort, so that the user sees no reason to deactivate the driver assistance system. This, in turn, can increase road safety.

[0013] The drive module and the actuation detection module may include software components / algorithms designed to run on at least one processor and thereby perform the functionalities of the respective module. 24-1145

[0014] The term "automated longitudinal control" refers to a technology that allows a vehicle to autonomously regulate its distance to a target, such as 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.

[0015] The target distance is the desired or predetermined distance that the vehicle should maintain from a vehicle ahead or an obstacle as part of automated standstill control (such as adaptive cruise control, ACC). This distance can be set, for example, by the driver assistance system or by the driver.

[0016] The target object is the object towards which the automated distance control is directed. It is the object to which the driver assistance system maintains the set distance and to which it regulates speed and distance. The target object can change if, for example, another vehicle moves in front of the vehicle or the original target object changes lanes.

[0017] Preferably, the target vehicle is the vehicle in front.

[0018] Preferably, the target vehicle is a moving or stationary vehicle in front.

[0019] Preferably, the control target is a location-based control target, such as a traffic light.

[0020] Preferably, the target is a clear space boundary, so that, for example, unclassified obstacles can also be approached or controlled. 24-1145

[0021] Preferably, the driving module is configured to reduce the target distance to the control point in a creep mode, depending on the brake pedal actuation, so that the vehicle creeps towards the control point. Creep mode is a function in vehicles, especially those with automatic transmissions or electric vehicles, that moves the vehicle slowly forward when the driver at least partially releases the brake without pressing the accelerator pedal.

[0022] Preferably, the driving module is configured to reduce the target distance to the control objective depending on the brake pedal actuation, so that the time gap of the automated standstill control is variably adjusted. In particular, the distance reduction does not occur with a speed-dependent constant time gap, but rather with a speed-independent or variable time gap. The time gap (also called time interval or time interval) in standstill control refers to the time difference between the vehicle and the vehicle in front. The time gap indicates how many seconds it takes for the ego vehicle to reach the point where the vehicle in front is currently located.

[0023] The drive module is designed to operate in at least two modes. In the first of the two modes, at least automated longitudinal control is active. In other words, automated longitudinal control, specifically automated standstill control, is active in the first mode. In the second of the two modes, automated longitudinal control is not active. In other words, automated longitudinal control, specifically automated standstill control, is inactive in the second mode.

[0024] The terms "active" and "inactive" refer to the system's response to environmental factors within the context of automated longitudinal control. When automated longitudinal control is "active," the driver assistance system continuously uses data from sensors (such as radar or cameras) to monitor the position, speed, and distance of objects in the vehicle's vicinity, such as vehicles ahead or obstacles. Based on this information, the driver assistance system actively intervenes in the driving process, for example, to prevent a collision with a vehicle in front and / or to prevent the distance to the vehicle in front from falling below a safe distance. When automated longitudinal control is "inactive," the driver assistance system no longer considers environmental data, and therefore no automated adaptation to the traffic situation or speed control takes place.The vehicle no longer reacts automatically to other vehicles or obstacles in its vicinity. In this state, the driver must take full manual control of acceleration and braking.

[0025] In the first operating mode, the vehicle maintains a target distance to a control object, such as a vehicle driving ahead or stationary in front of it. According to the embodiments of the present disclosure, this target distance is modified, in particular reduced, by actuating the brake pedal while the standstill control is active, for example, for as long as the brake pedal is actuated or until a minimum safety distance is reached. This allows the target distance to be reduced, for example, to the minimum safety distance, with the driving module permitting the reduction of the actual distance to this minimum safety distance due to the brake pedal actuation. As soon as the minimum safety distance is reached, the driving module actively intervenes again in the driving process to automatically maintain the minimum safety distance, regardless of any further brake pedal actuation.

[0026] For example, with the stationary control active, the vehicle can slowly approach a stationary vehicle in front in creep mode and come to a stop at a preset distance of, for example, 4 meters behind the vehicle in front. However, if the driver applies the brake pedal while creeping, the vehicle can approach the vehicle in front at a reduced creep speed, for example, to within 1.5 meters, before coming to a stop. In this way, the target distance can be modified by simply applying the brake pedal. 24-1145

[0027] In another example, the vehicle is traveling at 120 km / h and, with the automatic stop-start system activated, maintains a 1.8-second gap to the vehicle in front, corresponding to a distance of 60 meters. If the vehicle in front decelerates to 50 km / h, the vehicle would continue to adjust the distance to a 1.8-second gap, which at this speed corresponds to a distance of approximately 25 meters. However, if the driver applies the brakes during the deceleration to 50 km / h, the distance can be reduced to, for example, 15 meters, thereby also reducing the gap. The vehicle then adjusts the distance once it reaches 15 meters.

[0028] In some designs, this reduced distance can be saved and used as the new target distance for future maneuvers. This means that the reduced distance is treated as a new driver request and is automatically set to 15 meters during the next approach. In this way, the target distance can be modified simply by pressing the brake pedal.

[0029] Preferably, the driving module is configured to remain in the first operating mode upon detection of brake pedal actuation and to reduce the target distance to the control objective from a first target position to a second target position, where the first target position corresponds to a predetermined distance without brake pedal actuation. Optionally, the second target distance can correspond to a minimum safety distance.

[0030] Preferably, the driving module is configured to remain in the first operating mode upon detection of brake pedal actuation and to variably reduce the target distance to the control objective depending on at least one circumstance parameter. This allows the new target distance to be set not uniformly, but situationally.

[0031] Preferably, at least one of the circumstantial parameters relates to a type of control target. For example, the reduced target distance for stationary control targets (such as a stationary vehicle in front or a traffic light) can be smaller than for a moving control target (e.g., a vehicle traveling at 100 km / h). 24-1145

[0032] Preferably, at least one of the parameters relates to the speed of the control target. For example, the reduced setpoint distance can be larger for faster control targets than for slower control targets.

[0033] 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.

[0034] 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.

[0035] 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.

[0036] 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, but 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 having to continuously monitor the system; however, the driver must be able to react within a certain timeframe.

[0037] The system takes over vehicle control upon request. In highly automated driving (SAE Level 4), the system assumes 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 a human driver can also handle.

[0038] Furthermore, the term "at least partially automated driving or maneuvering" within this document is understood to encompass 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 onwards.

[0039] Preferably, the driver assistance system is equipped with adaptive cruise control (ACC). Adaptive cruise control is a speed control system that takes the distance to a vehicle ahead into account 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 means of engine and brake intervention.

[0040] 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 means of a driving module, 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 standstill control is active and in a second operating mode of the at least two operating modes the automated standstill control is inactive; detecting, by means of an actuation detection module, a brake pedal actuation by a driver; and a 24-1145

[0041] Remain in the first operating mode and reduce a target distance to a control objective depending on the brake pedal actuation when the brake pedal actuation is detected.

[0042] The driver assistance procedure can implement the aspects of the driver assistance system described in this document.

[0043] 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.

[0044] 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.

[0045] 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.

[0046] 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 associated with 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. 24-1145

[0047] 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).

[0048] Brief description of the drawings

[0049] Examples of the manifestation of the revelation are shown in the figures and are described in more detail below. They show:

[0050] Figure 1 schematically shows a vehicle with a driver assistance system for automated driving according to embodiments of the present disclosure,

[0051] Figure 2 schematically shows an adaptive speed control 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 22, the optional transmission 24, 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 cruise control system that takes the distance d to a vehicle 30 in front into account as an additional feedback and control variable. In adaptive cruise control, the position and speed of the vehicle 30 in front are determined by a sensor, and the speed and distance are adaptively controlled by engine and brake intervention to maintain a specified target distance.

[0062] According to the embodiments of the present disclosure, the target distance is modified by a braking intervention by the driver, as described below with reference to Figure 3. 24-1145

[0063] Figure 3 schematically shows a driver assistance system 300 for a vehicle according to embodiments of the present disclosure.

[0064] The driver assistance system 300 may include or be the driver assistance system for automated driving described with reference to Figures 1 and 2.

[0065] 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 one automated standstill control is active and in a second operating mode of the at least two operating modes the automated standstill control is inactive; and an actuation detection module 320, which is configured to detect a brake pedal actuation by a driver, wherein the driving module 310 is configured to remain in the first operating mode when a brake pedal actuation is detected and to reduce a target distance to a control objective depending on the brake pedal actuation.

[0066] This means that when the brake pedal is pressed, the automated longitudinal control is not completely deactivated, but rather the target distance to the control objective, such as a vehicle ahead, is reduced. In other words, the control system remains active while the brake pedal is pressed, but is adjusted to shorter distances. The vehicle can thus approach the control objective from a normal distance (e.g., 4m) to a shorter distance (e.g., 0.5m). As soon as the shorter distance is reached and, for example, the brake pedal is released, the control system can resume at the shorter distance, at which point manual override is only possible via the accelerator pedal.

[0067] In an illustrative example, with the automatic stop-start system active, the vehicle can slowly approach a stationary vehicle in front in creep mode and come to a stop at a preset distance of, for example, 4 meters behind the vehicle in front. However, if the driver applies the brake pedal while creeping, the vehicle can approach the vehicle in front at a reduced creep speed, for example, to within 1.5 meters, before coming to a stop. In this way, the target distance can be modified simply by applying the brake pedal.

[0068] In another illustrative example, the vehicle is traveling at 120 km / h with a 1.8-second gap (i.e., a distance of 60 meters) behind a vehicle in front, with the automatic distance control active. If the vehicle in front decelerates to 50 km / h, the vehicle would maintain the 1.8-second gap (i.e., 25 meters). However, by applying the brakes during the deceleration to 50 km / h, the distance can be reduced to, for example, 15 meters, at which point the vehicle automatically adjusts the distance. In this way, the target distance can be modified simply by pressing the brake pedal.

[0069] In some embodiments, the drive module 310 is configured to remain in the first operating mode upon detection of brake pedal actuation and to variably reduce the target distance to the control objective depending on at least one circumstance parameter. This allows the setting of the new target distance to be made not generally, but situationally.

[0070] At least one of the parameters can relate to a type of control target. For example, the reduced target distance for stationary control targets (such as a stationary vehicle in front or a traffic light) can be smaller than for a moving control target (e.g., a vehicle traveling at 100 km / h). Additionally or alternatively, at least one parameter can relate to the speed of the control target. For example, the reduced target distance can be larger for faster control targets than for slower control targets.

[0071] 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).

[0072] 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 standstill control is active and in a second operating mode of the at least two operating modes the automated standstill control is inactive; in block 420, the detection, by an actuation detection module, of a brake pedal actuation by a driver; and in block 430, remaining in the first operating mode and reducing a target distance to a control objective depending on the brake pedal actuation when the brake pedal actuation is detected.

[0073] According to the invention, when the brake pedal is pressed, the automated longitudinal control is not completely deactivated, but rather the target distance to the control object, such as a vehicle ahead, is reduced. In other words, the control system remains active while the brake pedal is pressed, but is adjusted to shorter distances. The vehicle can thus approach the control object from a normal distance (e.g., 4 m) to a shorter distance (e.g., 0.5 m). As soon as the shorter distance is reached and, for example, the brake pedal is released, the control system can resume at the shorter distance, with manual override then only possible via the accelerator pedal. The result is improved user comfort, so that the user sees no reason to deactivate the driver assistance system. This, in turn, can increase road safety.

[0074] 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 examples mentioned in 24-1145 are not representative.

[0075] The embodiments shown are merely examples and should not be interpreted in any way as limiting 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, with knowledge of the disclosed

[0076] The inventive concept can be modified in various ways, for example with regard to the function or 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

24-1145 Patent claims 1. Driver assistance system (100, 300) for a vehicle (10), comprising: a driving module (310) configured for at least 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 one automated standstill control is active and in a second operating mode of the at least two operating modes the automated standstill control is inactive; and an actuation detection module (320) configured to detect brake pedal actuation by a driver, wherein the driving module (310) is configured to remain in the first operating mode when brake pedal actuation is detected and to reduce a target distance to a control target (30) depending on the brake pedal actuation.

2. Driver assistance system (100, 300) according to claim 1, wherein the control target (30) comprises or is: a moving or stationary front vehicle; and / or a location-based control target, in particular a traffic light; and / or a clearance boundary.

3. Driving assistance system (100, 300) according to claim 1 or 2, wherein the driving module (310) is configured to reduce the target distance to the control target (30) in a creep mode depending on the brake pedal actuation, so that the vehicle creeps towards the control target.

4. Driving assistance system (100, 300) according to one of claims 1 to 3, wherein the driving module (310) is configured to reduce the target distance to the control objective (30) depending on the brake pedal actuation, so that a time gap of the automated standstill control is variably adjusted. 24-1145 5. Driver assistance system (100, 300) according to one of claims 1 to 4, wherein the driving module (310) is configured to remain in the first operating mode when the brake pedal is detected and to reduce the target distance to the control target (30) from a first target distance to a second target distance, wherein the first target distance corresponds to a predetermined distance without brake pedal actuation.

6. Driving assistance system (100, 300) according to one of claims 1 to 5, wherein the driving module (310) is configured to remain in the first operating mode when the brake pedal actuation is detected and to variably reduce the target distance to the control target (30) depending on at least one circumstance parameter.

7. Driver assistance system (100, 300) according to claim 6, wherein the at least one circumstance parameter relates to a type and / or speed of the control target (30).

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 driving module (310), at least one automated longitudinal guidance of the vehicle (10), wherein the driving module (310) is configured to be operated in at least two operating modes, wherein in a first operating mode of the at least two operating modes at least one automated stand-by control is active and in a second operating mode of the at least two operating modes the automated stand-by control is inactive; Detect (420), by means of an actuation detection module (320), a brake pedal actuation by a driver; and Remain (430) in the first operating mode and reduce a target distance to a control target (30) depending on the brake pedal actuation when the brake pedal actuation is detected. 19 24-1145 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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