DE102024104904A1 - Driver assistance system and driver assistance procedure for a vehicle - Google Patents

Abstract

The present disclosure relates to a driver assistance system (100, 300) for a vehicle (10). The driver assistance system (100, 300) comprises a driving module (310) configured at least for automated longitudinal guidance of the vehicle (10). The driving module (310) is further configured to adapt the longitudinal dynamics of the vehicle (10) depending on the situation when automated longitudinal guidance is resumed.

Description

The present disclosure relates to a driver assistance system for a vehicle, a vehicle having such a driver assistance system, a driver assistance method for a vehicle, and a storage medium for executing the driver assistance method. In particular, the present disclosure relates to dynamic adaptation during an automatic resumption of automated longitudinal guidance after a brake pedal actuation.

State of the art

Adaptive cruise control (ACC) is often used in vehicles today. This form of cruise control not only automatically adjusts the driving speed but also takes the distance to the vehicle ahead into account, incorporating it as an additional control and feedback variable. Using sensors such as radar, lidar, or cameras, the ACC system detects the position and speed of the vehicle ahead. Based on this data, it controls the speed of the vehicle itself through adaptive engine and braking interventions to adjust the distance accordingly.

This intelligent longitudinal control enables dynamic adaptation to different traffic situations, such as automatic acceleration and deceleration depending on the movement patterns of the vehicle in front or other traffic conditions. The system aims to maintain a safe and comfortable distance while optimizing driving flow. However, under certain circumstances, such as abrupt movements of the vehicle in front or rapid changes in speed, acceleration and braking may occur that the user may perceive as unpleasant. This may prompt the user to deactivate the driving assistance system. Deactivating the driving assistance system can have a negative impact on road safety, as driving assistance often offers greater safety than manual driving. Typically, a lack of (subjective) system trust can lead the driver to (unintentionally) deactivate the system by braking.

Disclosure of the invention

It is an object of the present disclosure to provide a driver assistance system for a vehicle, a vehicle with such a driver assistance system, a driver assistance method for a vehicle, and a storage medium for executing the driver assistance method, which can maximize the service life of the driver assistance system and thus increase road safety. In particular, it is an object of the present disclosure to provide a user with no reason to deactivate the driver assistance system.

This object is achieved by the subject matter of the independent claims. Advantageous embodiments are specified in the subclaims.

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 guidance of the vehicle, wherein the driving module is configured to operate in at least two operating modes, wherein at least one automated cruise control occurs in a first operating mode of the at least two operating modes and no automated cruise control occurs in a second operating mode of the at least two operating modes; and an actuation detection module configured to detect a brake pedal actuation by a driver. The driving module is further configured to switch from the first operating mode to the second operating mode upon a detected brake pedal actuation, and to automatically switch back to the first operating mode following the brake pedal actuation and to adapt the longitudinal dynamics of the vehicle.

The driving module and the actuation detection module may comprise software components/algorithms configured to be executed on at least one processor and thereby to perform the functionalities of the respective module.

According to the invention, a situation-dependent dynamic adjustment occurs when automated longitudinal guidance is resumed following a temporary suspension of the same due to a braking intervention by the driver. For example, the resumption of automated longitudinal guidance can occur, depending on the situation, with a reduced acceleration compared to a possible maximum acceleration, which can change gradually or according to a characteristic curve over time. In other words, the dynamics can be reduced in certain situations so that the driver does not perceive an unpleasant system reaction. Overall, a more intuitive system behavior can be achieved. On the one hand, the system does not have to be (completely) deactivated due to a brake pedal operation and, on the other hand, the driver is not given any reason to deactivate the driver assistance system, so that the service life of the driver assistance system can be maximized.

By reducing acceleration compared to the maximum possible acceleration, critical traffic situations caused by vehicle behavior can be avoided. As a result, road safety can be increased.

1. A) Ein Fahrer fährt mit einer Geschwindigkeit von 80 km/h und aktiviert das ACC-System, indem er eine Setz-Geschwindigkeit von 130 km/h wählt. Das Fahrzeug beschleunigt daraufhin, um die eingestellte Geschwindigkeit zu erreichen.
2. B) Bei der gleichen Setz-Geschwindigkeit von 130 km/h bremst der Fahrer das Fahrzeug manuell auf 80 km/h ab.

The longitudinal dynamics according to the embodiments of the present disclosure differ from the behavior of previous ACC systems. This becomes particularly clear when considering the following two scenarios:

1. A) A driver is traveling at 80 km/h and activates the ACC system by selecting a set speed of 130 km/h. The vehicle then accelerates to reach the set speed.
2. B) At the same set speed of 130 km/h, the driver manually brakes the vehicle to 80 km/h.

Instead of accelerating with the same dynamics as in case A to reach the set speed, in the embodiments of the present disclosure the behavior of the vehicle may change in scenario B: after the manual deceleration by the driver, the vehicle may now accelerate in a manner different from that in scenario A.

The term "longitudinal dynamics," as used in the present disclosure, refers to the acceleration behavior of the vehicle along its longitudinal axis or in the direction of travel. This acceleration behavior can include both positive accelerations (i.e., an increase in speed) and negative accelerations (i.e., a reduction in speed/deceleration, e.g., due to braking).

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

The driving module is configured to operate in at least two operating modes. In a first operating mode of the at least two operating modes, at least one automated cruise control (or automated longitudinal guidance) is implemented, and in a second operating mode of the at least two operating modes, no automated cruise control (or automated longitudinal guidance) is implemented. In other words, the automated cruise control is (at least) inactive in the second operating mode.

In the first operating mode, the driver assistance system actively controls the vehicle's speed, e.g., according to a set speed specified by the driver or a maximum speed specified by the driver. In the first operating mode, the driver assistance system therefore intervenes continuously to regulate the speed without the driver having to intervene, as long as the conditions are within the system limits. In the case of an ACC system, the driver assistance system also maintains the distance to vehicles ahead within a range set by the driver. The driver assistance system uses sensors such as radar, lidar, ultrasound, and/or cameras to measure the distance to the vehicle ahead and automatically adjusts the speed to maintain this distance. If the vehicle ahead slows down, the driver assistance system reduces the speed of the host vehicle by reducing engine power, actively braking, etc. If the vehicle ahead accelerates, the driver assistance system also accelerates the host vehicle up to the set speed or maximum speed set by the driver.

In the second operating mode, the control by the driving assistance system is temporarily deactivated or interrupted when the driver depresses the brake pedal. The logic behind this is that the manual operation of the brake pedal by the driver signals conscious intervention and the desire for direct control over the vehicle. When the driver depresses the brake pedal, the driving assistance system assumes that the driver has detected a situation requiring immediate manual intervention, whether due to a perceived subjective or objective danger or for other reasons, such as a lack of system confidence. At this moment, the driving assistance system interrupts the automated longitudinal control to give the driver control. at least for longitudinal guidance. After the brake pedal is released, the driver assistance system automatically switches back to the first operating mode to resume automated longitudinal guidance.

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

Preferably, the at least two operating modes further comprise a third operating mode, wherein the third operating mode is a deactivated mode in which the driver assistance system is deactivated, in particular completely deactivated. Therefore, in the third operating mode, automated longitudinal guidance cannot be automatically resumed, e.g., when the brake pedal is released.

Thus, in some embodiments, the second operating mode represents an intermediate mode between a fully active or activated mode (first operating mode) and a fully inactive or deactivated mode (third operating mode).

The transitions between the first operating mode and the second operating mode are dependent on the brake pedal application. The term "brake pedal application" refers to the process by which the driver presses the brake pedal with their foot or otherwise operates it to activate the vehicle's braking system and thus slow the vehicle. Brake pedal application activates a series of mechanical, hydraulic, electrical, and/or electronic systems, depending on the vehicle's specific braking system.

Brake pedal actuation is generally detected by one or more sensors. The sensors can be connected to the brake pedal and monitor the position and/or movement of the brake pedal, generating an actuation signal as soon as the brake pedal is actuated. There are various types of sensors that can be used for this task, such as switch-based sensors, potentiometers, Hall sensors, and piezoelectric sensors. However, the embodiments of the present disclosure are not limited thereto, and brake pedal actuation can also be detected indirectly via driver movement. A non-limiting example of this is an interior camera that captures movement of a driver's right foot and/or leg, from which brake pedal actuation can be inferred.

When a brake pedal actuation is detected, the driver assistance system switches from the first operating mode to the second operating mode. The switch can occur essentially immediately at the time the brake pedal actuation is detected. Alternatively, the switch can occur with a predetermined time offset after the brake pedal actuation is detected.

Following the brake pedal application, the driver assistance system automatically switches from the second operating mode back to the first operating mode to resume automated longitudinal guidance. The switch can occur essentially immediately at the time the brake pedal application is (completely) terminated. Alternatively, the switch can occur with a predetermined time offset after the (completely) terminated brake pedal application. The termination of brake pedal application can be detected when the driver has completely released the brake pedal and/or the brake pedal has returned to a neutral position in which no braking effect is generated.

The change of operating mode can be indicated to the driver by at least one driver message.

Preferably, the vehicle, in particular the driver assistance system, comprises a user interface module which is configured to output the at least one driver instruction to the driver optically and/or acoustically and/or haptically.

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

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

The user interface module can comprise at least one third output device for outputting the haptic driver instructions or can be connected to at least one third output device and control it to output the haptic driver instructions. The at least one third output device can comprise, for example, a vibration mechanism of a steering wheel and/or a belt tensioner of a driver's seat.

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

Preferably, the longitudinal dynamics of the vehicle are adjusted based on at least one characteristic of the detected brake pedal actuation and/or at least one operating parameter of the vehicle and/or at least one environmental parameter of the vehicle. This allows for flexible adjustment of the longitudinal dynamics, which can vary depending on the situation.

It should be understood that even with reduced longitudinal dynamics, the vehicle's behavior is designed so that the driver assistance system always operates safely in traffic and fulfills its assigned driving tasks with regard to safety, maintaining a safe distance, and other relevant aspects. For example, when the driver assistance system operates with reduced dynamics, it can intervene earlier but with a gentler braking intensity compared to scenarios in which it operates with higher dynamics.

The individual parameters for dynamic adjustment are explained in detail below.

Characteristics of the detected brake pedal operation

Preferably, the at least one characteristic of the detected brake pedal actuation comprises or relates to an actuation force with which the driver actuates a brake pedal.

The actuation force can, for example, be a brake pedal force and/or a brake pedal pressure. Brake pedal force and brake pedal pressure describe the physical force or pressure that the driver exerts on the brake pedal to apply the brakes. This force (e.g., measured in Newtons or kilogram-force) or pressure (e.g., measured in Pascals or bars) can be detected by sensors that measure the intensity of the actuation and provide corresponding signals. The actuation force also influences the deceleration force, i.e., how hard the brakes are applied.

The vehicle's longitudinal dynamics can be adjusted based on the force applied. For example, the lower the force applied, the more the longitudinal dynamics or acceleration can be reduced. In particular, with moderate force applied, it can be assumed that the driver prefers a comfortable driving style, so the longitudinal dynamics are reduced accordingly, at least temporarily.

Additionally or alternatively, the at least one characteristic of the detected brake pedal actuation comprises or relates to a temporal change in the brake pedal actuation. The temporal change in the brake pedal actuation can in particular be a gradient of the brake pedal actuation, e.g., over a predetermined period of time since the detection of the brake pedal actuation (e.g., x seconds) or over the entire time since the detection of the brake pedal actuation. The longitudinal dynamics of the vehicle can be adjusted based on the temporal change in the brake pedal actuation. For example, the flatter the gradient, the more the longitudinal dynamics can be reduced. In particular, with a flat gradient, it can be assumed that the driver prefers a comfortable driving style, so that the longitudinal dynamics are reduced accordingly, at least temporarily. If, on the other hand, the brake pedal is released suddenly, i.e., with a high gradient, higher longitudinal dynamics can be adjusted or permitted.

Additionally or alternatively, the at least one characteristic of the detected brake pedal actuation includes or relates to a duration of the brake pedal actuation. The duration of the brake pedal actuation can be defined between the time of detection of the brake pedal actuation and the time of termination of the brake pedal actuation. The longitudinal dynamics of the vehicle can be adjusted based on the duration of the brake pedal actuation. For example, the longer the duration, the more the longitudinal dynamics can be reduced. In particular, during prolonged braking, it can be assumed that the driver prefers a comfortable driving style, so that the longitudinal dynamics are reduced accordingly, at least temporarily.

Additionally or alternatively, the at least one characteristic of the detected brake pedal actuation comprises or relates to a number of brake pedal actuations. The number of brake pedal actuations can be recorded, for example, within a predetermined period of time (e.g., x seconds) and/or over the entire time since the activation of the automated longitudinal guidance or the first operating mode. In some embodiments, the longitudinal dynamics of the vehicle can be further reduced the greater the number of brake pedal actuations. In particular, the dynamic reduction can progress further with the increasing number of brake pedal actuations. For example, a first longitudinal dynamic (e.g., 0.5 m/s ² positive and/or negative acceleration) could be selected when the brake is first released. If braking occurs again within a certain time (e.g., x seconds), the first longitudinal dynamic can be reduced to a second longitudinal dynamic (e.g., 0.25 m/s ² positive and/or negative acceleration), etc.

Vehicle operating parameters

Preferably, the at least one operating parameter of the vehicle includes or relates to an actual speed of the vehicle. The actual speed refers to the actual, instantaneous speed at which the vehicle is moving relative to the ground. This speed can be measured, for example, by wheel speed sensors. The longitudinal dynamics of the vehicle can be adjusted based on the actual speed. For example, the greater the actual speed, the more the longitudinal dynamics can be reduced. This can prevent sudden accelerations and/or decelerations at high speeds, thereby providing the vehicle occupants with a greater sense of safety.

Additionally or alternatively, the at least one operating parameter of the vehicle includes or relates to a target speed of the vehicle. The target speed of the vehicle designates the target speed that the driver or the driver assistance system wishes to reach or maintain. In contrast to the actual speed, which indicates the current, actual speed of the vehicle, the target speed represents a desired state. The target speed can be a set speed that is specified or adjusted by the driver. In further embodiments, the target speed can essentially correspond to the speed of a vehicle ahead, to which the driver assistance system wishes to adjust, e.g., at a predetermined distance. The longitudinal dynamics of the vehicle can be adjusted based on the target speed. For example, the greater the target speed, the more the longitudinal dynamics can be reduced. This can, for example, prevent strong accelerations and/or decelerations after reaching the target speed, thereby giving the vehicle occupants a better sense of safety.

Additionally or alternatively, the at least one operating parameter of the vehicle comprises or relates to a difference between the actual speed of the vehicle and the target speed of the vehicle. The difference between the actual speed of the vehicle and the target speed can, for example, be a difference between the actual speed of the vehicle and the target speed of the vehicle (i.e. v _actual -v _target or v _target -v _actual ). The longitudinal dynamics of the vehicle can be adjusted based on the difference between the actual speed of the vehicle and the target speed of the vehicle. For example, the smaller the difference (e.g. in terms of amount), the more the longitudinal dynamics can be reduced. This can, for example, prevent strong accelerations during the short time it takes to reach the target speed, thereby giving the vehicle occupants a better feeling of safety.

Additionally or alternatively, the at least one operating parameter of the vehicle comprises or relates to a performance of an environment detection system, in particular a current environment detection performance of an environmental sensor system of the vehicle. The performance of the environment detection refers to the effectiveness and reliability with which the vehicle can perceive, interpret, and react to its surroundings. This includes the vehicle's ability to detect other vehicles, pedestrians, lane markings, traffic signs, obstacles, and other relevant objects in the traffic environment. The vehicle's longitudinal dynamics can be adjusted based on the performance of the environment detection system. For example, the more the longitudinal dynamics can be reduced, the poorer the performance of the environment detection system is (e.g., if lane markings or lanes are not detected or are not clearly detected). This can, for example, prevent the driver from being unable to reliably assume control of the vehicle due to excessive dynamics if hazards are not detected by the environment detection system.

Preferably, the environmental sensor system comprises at least one lidar system and/or at least one radar system and/or at least one Camera and/or at least one ultrasound system. The environmental sensor system can provide environmental data (also referred to as "environmental data") that depicts an area surrounding the vehicle and is used for environmental recognition. In some embodiments, environmental recognition is performed using classification. In the context of environmental recognition, classification generally refers to labeling objects and/or subjects detected in the environmental data (e.g., "vehicle,""pedestrian,""tree," etc.).

Environmental parameters of the vehicle

Preferably, the at least one environmental parameter of the vehicle comprises or relates to a positioning of the vehicle. The positioning of the vehicle can be derived, for example, from a GPS position, digital map data and/or the environmental data of the environmental sensors. The longitudinal dynamics of the vehicle can be adjusted based on the positioning of the vehicle. In some embodiments, the longitudinal dynamics of the vehicle can be adjusted based on whether the vehicle is in a building or outdoors. The longitudinal dynamics can be smaller in buildings (e.g., in underground car parks) than outdoors. In further embodiments, the longitudinal dynamics of the vehicle can be adjusted based on a type of environment, e.g., outdoors. The longitudinal dynamics can, for example, be smaller in supermarket car parks than on a road.

Additionally or alternatively, the at least one environmental parameter of the vehicle includes or relates to at least one road characteristic. In some embodiments, the at least one road characteristic may include a width characteristic (e.g., a road width and/or lane width), a road type (e.g., city street or highway), and/or a number of lanes.

Additionally or alternatively, the at least one environmental parameter of the vehicle comprises or relates to at least one current and/or upcoming traffic control situation. The current and/or upcoming traffic control situation can be derived, for example, from a GPS position, digital map data, and/or the environmental data of the environmental sensors. The traffic regulations can comprise formal traffic regulations and/or non-formal local traffic regulations. Formal traffic regulations can be legal norms from (country-specific) traffic law. Non-formal local traffic regulations can result from typical (e.g., country-specific) behavior of road users and can, in particular, indicate or be generally accepted and/or local behavior of road users. In some embodiments, the at least one current and/or upcoming traffic control situation can be a right-of-way situation.

The vehicle's longitudinal dynamics can be adjusted based on the current and/or upcoming traffic situation. For example, the longitudinal dynamics can be reduced if proximity to a right-of-way situation is detected. In particular, deceleration can occur earlier but more gently, thus providing a greater sense of safety for the vehicle occupants.

Additionally or alternatively, the at least one environmental parameter of the vehicle includes or relates to at least one other road user, such as a position and/or speed and/or acceleration of the at least one other road user. The position and/or speed and/or acceleration of the at least one other road user can be derived, for example, from the environmental data of the environmental sensors. The at least one other road user can be another vehicle, a pedestrian, or a cyclist, but is not limited to these.

The longitudinal dynamics of the vehicle can be adjusted based on the position and/or speed and/or acceleration of the at least one other road user. For example, the longitudinal dynamics can be set higher if the at least one other road user is close to the host vehicle and/or is traveling at high speed and/or is driving with high dynamics. This can prevent safety-critical situations from occurring, for example, due to aggressive and unexpected driving maneuvers by the at least one other road user.

Additionally or alternatively, the at least one environmental parameter of the vehicle includes or relates to a traffic density. The term “traffic density” refers to the number of road users (e.g., vehicles) that are located on a specific section of a road or in a traffic network at a specific time. Traffic density is expressed, for example, as the number of vehicles per kilometer in a lane. The longitudinal dynamics of the vehicle can be adjusted based on the traffic density. For example, the longitudinal dynamics can be reduced when there is a high traffic density. This can, for example, prevent strong accelerations and/or decelerations in heavy traffic. which can give vehicle occupants a better sense of security.

Further exemplary embodiments and aspects of the driver assistance system according to the invention are explained below.

The driving module is preferably configured to adapt the longitudinal dynamics of the vehicle following the brake pedal actuation when switching back to the first operating mode according to at least one characteristic curve. The at least one characteristic curve can, for example, comprise or be a time-acceleration characteristic curve and limit a permissible acceleration of the driver assistance system. This allows the longitudinal dynamics to be adapted in a simple manner. The characteristic curve can also be discontinuous. The characteristic curve can, in particular, be designed as a step function. The step function can increase the acceleration by ym/s ² (or 0.ym/s ² ) every x seconds. The exact step height and/or step width of this increase in acceleration is variable and can depend on the at least one characteristic of the detected brake pedal actuation and/or the at least one operating parameter and/or the at least one environmental parameter.

Preferably, separate characteristic curves are provided for positive accelerations and negative accelerations. In other words, sets of characteristic curves can be provided for specific dynamic adaptation scenarios, i.e., one characteristic curve for positive acceleration and another for negative acceleration.

In some embodiments, the at least one characteristic curve may be at least partially linear and/or at least partially non-linear. For example, a first part of the at least one characteristic curve may be linear, and a second part of the at least one characteristic curve may be non-linear. In particular, the second part of the at least one characteristic curve may approach a maximum acceleration value of the corresponding dynamic adaptation in a non-linear manner.

In some embodiments, multiple characteristic curves can be provided, wherein, for example, a characteristic curve for the dynamic adaptation is selected based on the at least one characteristic of the detected brake pedal actuation and/or the at least one operating parameter of the vehicle and/or the at least one environmental parameter of the vehicle. The selection criteria can be suitably defined, for example, taking into account a safety aspect and/or occupant comfort. In further embodiments, the characteristic curve can also be calculated analytically.

In some embodiments, the multiple characteristic curves may have respective maximum acceleration values. The maximum acceleration values may be at least partially different. In particular, each characteristic curve may approximate (e.g., non-linearly) its corresponding maximum acceleration value.

Preferably, the driving module is configured to adapt the longitudinal dynamics of the vehicle following the brake pedal actuation when switching back to the first operating mode such that a deceleration, i.e., a negative acceleration, occurs following the brake pedal actuation when switching back to the first operating mode. This may, for example, only be the case in certain situations, in particular depending on the at least one characteristic of the detected brake pedal actuation and/or the at least one operating parameter of the vehicle and/or the at least one environmental parameter of the vehicle.

For example, if the brake pedal is applied sharply, the system can initially decelerate further after releasing the brake to avoid an immediate, potentially unpleasant, acceleration maneuver following the sharp braking maneuver. In another example, if the surroundings detection system is performing poorly and the actual speed is high, the system can initially decelerate further after releasing the brake to give the driver the opportunity to reliably assume control of the vehicle if hazards are not detected by the surroundings detection system. In another example, in dense traffic, the system can initially decelerate further after releasing the brake to give the vehicle occupants a better sense of security in heavy traffic.

Preferably, the driving module is configured to adapt the longitudinal dynamics of the vehicle following the brake pedal actuation when switching back to the first operating mode in such a way that the longitudinal dynamics are limited to deceleration, i.e., negative acceleration. This prevents immediate positive acceleration, at least temporarily, after switching back to the first operating mode, in order to provide the vehicle occupants with a greater sense of safety.

Preferably, the deceleration corresponds to the vehicle's coasting level. The coasting level of a vehicle refers to the vehicle's ability to and to continue driving or coasting for a certain distance without active braking by the driver. This characteristic is influenced by various factors, including the vehicle's aerodynamics, the rolling resistance of the tires, the vehicle's weight, and mechanical losses in the powertrain. In electric vehicles and hybrid vehicles, the coasting level is also influenced by regenerative braking systems, which convert the kinetic energy during coasting or braking into electrical energy and use it to charge the battery.

Preferably, the driving module is further configured to perform automated cruise control in the first operating mode with maximum longitudinal dynamics, and to adapt, in particular reduce or limit, the longitudinal dynamics of the vehicle with respect to the maximum longitudinal dynamics when switching back to the first operating mode following brake pedal actuation. This allows for at least a temporary reduction in dynamics after switching back to the first operating mode in order to provide the vehicle occupants with a better sense of safety.

The maximum longitudinal dynamics can preferably be specified by a driver and/or are predetermined by the system. For example, maximum values for (positive) acceleration and/or braking operations can be specified, which define the maximum longitudinal dynamics. The driver can set the maximum longitudinal dynamics, for example, using a user interface module. The user interface module can, for example, be a central information output and information input device of an infotainment system, such as a head unit or a pillar-to-pillar display. The user interface module is preferably permanently installed in the vehicle. In further embodiments, the maximum longitudinal dynamics can be predetermined by the system, in particular by the manufacturer and/or by system limits.

Preferably, the driving module is configured to perform automated longitudinal guidance in the first operating mode with maximum longitudinal dynamics if at least one dynamic adaptation exit condition is met. In particular, a condition for dynamic adaptation may no longer exist, causing it to be terminated (e.g., with hysteresis). Thus, dynamic adaptation can only be performed temporarily and terminated when one or more dynamic adaptation exit conditions are met.

Preferably, the at least one dynamic adaptation exit condition includes or relates to a change in the at least one operating parameter of the vehicle. For example, the performance of the surroundings detection system may improve, allowing the dynamic adaptation to be withdrawn and the vehicle to drive with maximum longitudinal dynamics again.

Additionally or alternatively, the at least one dynamic adaptation exit condition includes or relates to a change in the at least one environmental parameter of the vehicle. For example, traffic density may decrease, so that the dynamic adaptation can be withdrawn and the vehicle can be driven again with maximum longitudinal dynamics.

Additionally or alternatively, the at least one dynamic adaptation exit condition includes or relates to a period of time since the last brake pedal actuation. For example, no brake pedal actuation may occur for a certain period of time (e.g., x seconds), so that the dynamic adaptation is canceled and the vehicle is driven again with maximum longitudinal dynamics.

Additionally or alternatively, the at least one dynamic adaptation exit condition includes or relates to at least one driver action, such as a change in a set speed and/or an accelerator pedal operation. Thus, the dynamic adaptation can be maintained until a driver interaction, e.g., also taking into account a characteristic of the driver interaction, such as the accelerator pedal operation.

Additionally or alternatively, the at least one dynamic adaptation exit condition includes or relates to a completed adjustment to a target object. For example, a speed and a distance to a vehicle ahead can be adjusted so that the dynamic adaptation is withdrawn and the vehicle is driven again with maximum longitudinal dynamics.

Preferably, the driving module is further configured for automated lateral guidance of the vehicle. The term “automated lateral guidance” refers to a technology that enables the vehicle to automatically control and adjust its position within a lane. Automated lateral guidance typically includes steering the vehicle to keep it centrally located in the lane, as well as adjusting the lane position when necessary, for example, when changing lanes or navigating curves. Such driver assistance systems utilize various sensors such as radar, lidar, ultrasound, and/or cameras to collect information about the vehicle’s surroundings, in particular lanes. Based on this data, the vehicle can then to steer continuously without the driver having to intervene.

Preferably, the automated lateral guidance remains active when switching from the first operating mode to the second operating mode upon detecting brake pedal actuation. Alternatively, the automated lateral guidance can be at least temporarily suspended when switching from the first operating mode to the second operating mode upon detecting brake pedal actuation.

According to a further independent aspect of the present disclosure, which can be combined with the previously described aspects, 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 guidance of the vehicle. The driving module is further configured to adapt the longitudinal dynamics of the vehicle depending on the situation when automated longitudinal guidance is resumed.

According to a further 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.

The term "vehicle" includes cars, trucks, vans, buses, mobile homes, motorcycles, etc., used to transport people, goods, etc. In particular, the term includes motor vehicles used to transport people.

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

In assisted driving (SAE Level 1), the system performs longitudinal or lateral guidance in specific driving situations. In partially automated driving (SAE Level 2), the system assumes longitudinal and lateral guidance in specific driving situations, although the driver must continuously monitor the system, as in assisted driving. In conditionally automated driving (SAE Level 3), the system assumes longitudinal and lateral guidance in specific driving situations without the driver having to continuously monitor the system; however, the driver must be able to assume control of the vehicle within a certain time period upon request from the system. In highly automated driving (SAE Level 4), the system assumes control of the vehicle in certain driving situations, even if the driver does not respond to a request for intervention, thus eliminating the driver as a fallback. In fully automated driving (SAE Level 5), the system can perform all aspects of the dynamic driving task under any road surface and environmental conditions that can also be mastered by a human driver.

Furthermore, the term "at least partially automated driving or maneuvering" is also understood in this document to include 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 up to and including SAE Level 2.

The driver assistance system is preferably configured for adaptive cruise control (ACC). Adaptive cruise control is a cruise control system that considers the distance to a vehicle ahead as an additional feedback and control variable. With adaptive cruise control, the position and speed of the vehicle ahead are determined using a sensor, and the speed and distance are adaptively controlled using engine and braking intervention.

According to a further independent aspect of the present disclosure, a driver assistance method for a vehicle, in particular a motor vehicle, is specified. The driver assistance method comprises carrying out, by a driving module, at least one automated longitudinal guidance of the vehicle, wherein the driving module 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 cruise control takes place and in a second operating mode of the at least two operating modes no automated cruise control takes place; detecting, by an actuation detection module, a brake pedal actuation by a driver; a change, by the driving module, from the first operating mode to the second operating mode in response to the detected brake pedal actuation; and an automatic change, by the driving module, back to the first operating mode following the brake pedal actuation, wherein during the change back to the first operating mode, a longitudinal dynamics of the vehicle is adapted based on at least one characteristic of the detected brake pedal actuation and/or at least one operating parameter of the vehicle and/or at least one environmental parameter of the vehicle.

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

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

According to a further independent aspect of the present disclosure, a storage medium is provided. The storage medium can comprise a software program configured to be executed on one or more processors and thereby to execute the driver assistance method for a vehicle described in this document.

According to a further independent aspect of the present disclosure, software with program code is provided. The software is configured to implement the driver assistance method for a vehicle when the software runs on one or more software-controlled devices.

According to a further independent aspect of the present disclosure, a system is provided. The system comprises one or more processors; and at least one memory connected to the one or more processors and containing instructions executable by the one or more processors to carry out the driver assistance method for a vehicle described in this document.

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 drives an algorithm (process).

Short description of the drawings

• 1 schematisch ein Fahrzeug mit einem Fahrassistenzsystem zum automatisierten Fahren gemäß Ausführungsformen der vorliegenden Offenbarung,
• 2 schematisch eine adaptive Geschwindigkeitsregelung gemäß Ausführungsformen der vorliegenden Offenbarung,
• 3 schematisch ein Fahrassistenzsystem für ein Fahrzeug gemäß Ausführungsformen der vorliegenden Offenbarung,
• 4 schematisch eine Kennlinie zur Dynamikanpassung gemäß Ausführungsformen der vorliegenden Offenbarung, und
• 5 ein Flussdiagramm eines Fahrassistenzverfahrens für ein Fahrzeug gemäß Ausführungsformen der vorliegenden Offenbarung.

Embodiments of the disclosure are illustrated in the figures and are described in more detail below. They show:

• 1 schematically shows a vehicle with a driver assistance system for automated driving according to embodiments of the present disclosure,
• 2 schematically an adaptive cruise control according to embodiments of the present disclosure,
• 3 schematically shows a driver assistance system for a vehicle according to embodiments of the present disclosure,
• 4 schematically shows a characteristic curve for dynamic adjustment according to embodiments of the present disclosure, and
• 5 a flowchart of a driver assistance method for a vehicle according to embodiments of the present disclosure.

Embodiments of the disclosure

In the following, unless otherwise stated, the same reference symbols are used for identical and equivalent elements.

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

In automated driving, within the scope of the present disclosure, the longitudinal guidance and optionally the lateral guidance of the vehicle 10 are carried out automatically. The driver assistance system 100 thus assumes at least partial vehicle guidance. To this end, the driver assistance system 100 controls the drive 20, the (e.g., hydraulic) service brake 24, the optional transmission 22, and optionally the steering 26 via intermediate units (not shown).

To plan and implement 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 may comprise at least one environmental sensor configured to record environmental data indicating the vehicle's surroundings. The at least one environmental sensor may, for example, be one or more lidar systems, one or more radar systems, one or more ultrasound sensors. sensors and/or one or more cameras.

In some embodiments, the driver assistance system 100 is configured for adaptive cruise control (ACC).

2 schematically shows an adaptive cruise control according to embodiments of the present disclosure.

Adaptive cruise control is a cruise control system that considers the distance d to a vehicle 30 ahead as an additional feedback and control variable. With adaptive cruise control, the position and speed of the vehicle 30 ahead are determined using a sensor, and the speed and distance are adaptively controlled using engine and brake intervention.

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

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

The driver assistance system 300 comprises a driving module 310 configured at least for automated longitudinal guidance of the vehicle. The driving module 310 is configured to operate in at least two operating modes, wherein at least one automated cruise control occurs in a first operating mode of the at least two operating modes, and no automated cruise control occurs in a second operating mode of the at least two operating modes. The driving module 310 is further configured to switch from the first operating mode to the second operating mode upon detection of a brake pedal operation, and to automatically switch back to the first operating mode following the brake pedal operation and to adapt the longitudinal dynamics of the vehicle.

It should be understood that even with a reduction in longitudinal dynamics (e.g., gentle braking), the vehicle's longitudinal behavior is designed so that the driver assistance system 300 always operates safely in traffic and fulfills its assigned driving tasks with regard to safety, maintaining a safe distance, and other relevant aspects. For example, if the driver assistance system 300 operates with reduced dynamics, it can intervene earlier but with a gentler braking intensity compared to scenarios in which it operates with higher dynamics.

In some embodiments, a third operating mode may be provided, wherein the third operating mode is a deactivated mode in which the driver assistance system 300 is deactivated, in particular completely deactivated. Therefore, in the third operating mode, automated longitudinal guidance cannot be automatically resumed, e.g., upon release of the brake pedal. Thus, in some embodiments, the second operating mode represents an intermediate mode between a fully active or activated mode (first operating mode) and a fully inactive or deactivated mode (third operating mode).

The changes between the first operating mode and the second operating mode occur depending on the brake pedal actuation. Brake pedal actuation is generally detected by one or more sensors. The sensors can be connected to the brake pedal and monitor the position and/or movement of the brake pedal, generating an actuation signal as soon as the brake pedal is actuated. However, the embodiments of the present disclosure are not limited thereto, and brake pedal actuation can also be detected indirectly via a driver movement captured by an interior camera.

When a brake pedal actuation is detected, the driver assistance system 300 switches from the first operating mode to the second operating mode. The switch can occur essentially immediately at the time the brake pedal actuation is detected. Alternatively, the switch can occur with a predetermined time offset after the brake pedal actuation is detected.

Following the brake pedal actuation, the driver assistance system 300 automatically switches from the second operating mode back to the first operating mode to resume automated longitudinal guidance. The switch can occur essentially immediately at the time of (complete) cessation of the brake pedal actuation. Alternatively, the switch can occur with a predetermined time offset after the (complete) cessation of the brake pedal actuation.

The adaptation of the longitudinal dynamics of the vehicle can be based on at least one characteristic of the detected brake pedal actuation and/or at least one operating parameter of the vehicle and/or at least one environmental parameter of the vehicle. This allows for flexible adjustment of the longitudinal dynamics, which can vary depending on the situation.

• - eine Betätigungsstärke, mit der der Fahrer ein Bremspedal betätigt (z.B. kann bei mäßiger Betätigungsstärke angenommen werden, dass der Fahrer einen komfortablen Fahrstil bevorzugt, so dass die Längsdynamik zumindest temporär entsprechend reduziert wird); und/oder
• - eine zeitliche Änderung der Bremspedalbetätigung (z.B. kann bei flachem Gradienten angenommen werden, dass der Fahrer einen komfortablen Fahrstil bevorzugt, so dass die Längsdynamik zumindest temporär entsprechend reduziert wird. Wird das Bremspedal dagegen schlagartig gelöst, also mit hohem Gradienten, so kann eine höhere Längsdynamik eingestellt bzw. zugelassen werden); und/oder
• - eine Dauer der Bremspedalbetätigung (z.B. kann bei langem Bremsen angenommen werden, dass der Fahrer einen komfortablen Fahrstil bevorzugt, so dass die Längsdynamik zumindest temporär entsprechend reduziert wird); und/oder
• - eine Anzahl an Bremspedalbetätigungen, wobei die Längsdynamik des Fahrzeugs weiter reduziert wird, je größer die Anzahl an Bremspedalbetätigungen ist (z.B. kann beim ersten Lösen der Bremse eine erste Längsdynamik ausgewählt werden. Wird innerhalb einer bestimmten Zeit erneut gebremst, kann die erste Längsdynamik auf eine zweite Längsdynamik reduziert werden usw.).

The at least one characteristic of the detected brake pedal actuation may include or relate to one or more of the following aspects:

• - the force with which the driver operates a brake pedal (e.g., with moderate force, it can be assumed that the driver prefers a comfortable driving style, so that the longitudinal dynamics are at least temporarily reduced accordingly); and/or
• - a temporal change in the brake pedal actuation (e.g., with a flat gradient, it can be assumed that the driver prefers a comfortable driving style, so that the longitudinal dynamics are at least temporarily reduced accordingly. If, on the other hand, the brake pedal is released suddenly, i.e. with a high gradient, a higher longitudinal dynamics can be set or permitted); and/or
• - a duration of brake pedal operation (e.g. during prolonged braking it can be assumed that the driver prefers a comfortable driving style, so that the longitudinal dynamics are at least temporarily reduced accordingly); and/or
• - a number of brake pedal actuations, whereby the longitudinal dynamics of the vehicle are further reduced the greater the number of brake pedal actuations (e.g., a first longitudinal dynamic can be selected when the brake is first released. If braking is performed again within a certain time, the first longitudinal dynamic can be reduced to a second longitudinal dynamic, etc.).

• - eine Ist-Geschwindigkeit des Fahrzeugs (z.B. kann die Längsdynamik stärker reduziert werden, je größer die Ist-Geschwindigkeit ist); und/oder
• - eine Soll-Geschwindigkeit des Fahrzeugs (z.B. kann die Längsdynamik stärker reduziert werden, je größer die Soll-Geschwindigkeit ist); und/oder
• - einen Unterschied zwischen der Ist-Geschwindigkeit des Fahrzeugs und der Soll-Geschwindigkeit des Fahrzeugs (z.B. kann die Längsdynamik stärker reduziert werden, je kleiner der Unterschied ist); und/oder
• - eine Performance einer Umfelderkennung (z.B. kann die Längsdynamik stärker reduziert werden, je schlechter die Performance der Umfelderkennung ist, insbesondere wenn Spurbegrenzungen bzw. Fahrspuren nicht oder nicht eindeutig erkannt werden können).

The at least one operating parameter of the vehicle may include or relate to one or more of the following aspects:

• - an actual speed of the vehicle (e.g. the greater the actual speed, the more the longitudinal dynamics can be reduced); and/or
• - a target speed of the vehicle (e.g. the longitudinal dynamics can be reduced more the higher the target speed); and/or
• - a difference between the actual speed of the vehicle and the target speed of the vehicle (e.g. the smaller the difference, the more the longitudinal dynamics can be reduced); and/or
• - the performance of an environment recognition system (e.g. the longitudinal dynamics can be reduced more the worse the performance of the environment recognition system is, especially if lane boundaries or lanes cannot be recognized or cannot be clearly recognized).

• - eine Positionierung des Fahrzeugs (z.B. kann die Längsdynamik des Fahrzeugs basierend darauf eingestellt werden, ob sich das Fahrzeug in einem Gebäude oder im Freien befindet); und/oder
• - wenigstens eine Straßeneigenschaft, insbesondere eine Breiteneigenschaft (z.B. eine Straßenbreite und/oder Spurbreite), einen Straßentyp (z.B. Stadtstraße oder Autobahn) und/oder eine Spurenanzahl; und/oder
• - wenigstens eine aktuelle und/oder bevorstehende Verkehrsregelsituation (z.B. kann die Längsdynamik reduziert werden, wenn eine räumliche Nähe zu einer Vorfahrtsituation erkannt wird. Insbesondere kann früher, aber dafür sanfter verzögert werden, wodurch den Fahrzeuginsassen ein besseres Sicherheitsgefühl vermittelt werden kann); und/oder
• - wenigstens einen weiteren Verkehrsteilnehmer (z.B. kann die Längsdynamik höher eingestellt werden, wenn der wenigstens eine weitere Verkehrsteilnehmer nahe am Egofahrzeug ist und/oder mit hoher Geschwindigkeit fährt und/oder hochdynamisch fährt); und/oder
• - eine Verkehrsdichte (z.B. kann die Längsdynamik reduziert werden, wenn eine hohe Verkehrsdichte vorliegt).

The at least one environmental parameter of the vehicle may include or relate to one or more of the following aspects:

• - positioning of the vehicle (e.g. the longitudinal dynamics of the vehicle can be adjusted based on whether the vehicle is indoors or outdoors); and/or
• - at least one road characteristic, in particular a width characteristic (e.g. a road width and/or lane width), a road type (e.g. city street or motorway) and/or a number of lanes; and/or
• - at least one current and/or impending traffic control situation (e.g., the longitudinal dynamics can be reduced if a spatial proximity to a priority situation is detected. In particular, deceleration can occur earlier but more gently, which can give the vehicle occupants a better sense of safety); and/or
• - at least one other road user (e.g. the longitudinal dynamics can be set higher if the at least one other road user is close to the ego vehicle and/or is driving at high speed and/or is driving with high dynamics); and/or
• - a traffic density (e.g. the longitudinal dynamics can be reduced if there is a high traffic density).

In some embodiments, the driving module 310 can be further configured to adapt the longitudinal dynamics of the vehicle following the brake pedal actuation during the transition back to the first operating mode such that the longitudinal dynamics are limited to a deceleration, i.e., a negative acceleration. Thus, after the transition back to the first operating mode, no immediate positive acceleration can occur, at least temporarily, in order to provide the vehicle occupants with a better sense of safety. The deceleration preferably corresponds to the vehicle's coasting level.

In some embodiments, the driving module 310 may be further configured to adapt the longitudinal dynamics of the vehicle when changing back to the first operating mode following the brake pedal actuation with respect to maximum longitudinal dynamics, in particular to reduce This allows for a reduction in dynamics, at least temporarily, after switching back to the first operating mode in order to give the vehicle occupants a better sense of safety.

The maximum longitudinal dynamics can be specified by a driver and/or be predetermined by the system. For example, maximum values for (positive) acceleration and/or braking can be specified, which define the maximum longitudinal dynamics. The driver can set the maximum longitudinal dynamics, for example, using a user interface module. In further embodiments, the maximum longitudinal dynamics can be predetermined by the system, in particular by the manufacturer and/or by system limits.

In some embodiments, the driving module 310 can be further configured to (again) perform the automated longitudinal guidance in the first operating mode with the maximum longitudinal dynamics if at least one dynamic adaptation exit condition is met. Thus, the dynamic adaptation can only be performed temporarily and can be terminated when one or more dynamic adaptation exit conditions are met.

• - eine Änderung in Bezug auf den wenigstens einen Betriebsparameter des Fahrzeugs (z.B. kann sich die Performance der Umfelderkennung verbessern, so dass die Dynamikanpassung zurückgenommen und wieder mit der maximalen Längsdynamik gefahren werden kann); und/oder
• - eine Änderung in Bezug auf den wenigstens einen Umfeldparameter des Fahrzeugs (z.B. kann eine Verkehrsdichte abnehmen, so dass die Dynamikanpassung zurückgenommen und wieder mit der maximalen Längsdynamik gefahren werden kann); und/oder
• - einen Zeitraum seit einer zuletzt erfolgen Bremspedalbetätigung (z.B. kann für einen bestimmten Zeitraum keine Bremspedalbetätigung erfolgen, so dass die Dynamikanpassung zurückgenommen und wieder mit der maximalen Längsdynamik gefahren wird); und/oder
• - wenigstens eine Fahrerhandlung (z.B. kann die Dynamikanpassung bis zu einer Fahrerinteraktion gehalten werden, wie eine Änderung einer Setz-Geschwindigkeit und/oder eine Fahrpedalbetätigung); und/oder
• - eine abgeschlossene Einregelung auf ein Zielobjekt (z.B. können eine Geschwindigkeit und ein Abstand zu einem vorausfahrenden Fahrzeug eingeregelt sein, so dass die Dynamikanpassung zurückgenommen und wieder mit der maximalen Längsdynamik gefahren wird).

The at least one dynamic adjustment exit condition may include or relate to one or more of the following aspects:

• - a change in at least one operating parameter of the vehicle (e.g. the performance of the environment detection may improve, so that the dynamic adaptation can be withdrawn and the vehicle can be driven with the maximum longitudinal dynamics again); and/or
• - a change in at least one environmental parameter of the vehicle (e.g. traffic density may decrease, so that the dynamic adjustment can be withdrawn and the vehicle can be driven with the maximum longitudinal dynamics again); and/or
• - a period of time since the last brake pedal operation (e.g. no brake pedal operation can be carried out for a certain period of time, so that the dynamic adaptation is withdrawn and the vehicle is driven again with the maximum longitudinal dynamics); and/or
• - at least one driver action (e.g., the dynamic adjustment can be maintained until a driver interaction, such as a change of a set speed and/or an accelerator pedal actuation); and/or
• - a completed adjustment to a target object (e.g. a speed and a distance to a vehicle in front can be adjusted so that the dynamic adjustment is withdrawn and the vehicle is driven again with the maximum longitudinal dynamics).

In some embodiments, the driving module 310 can be further configured for automated lateral guidance of the vehicle. The automated lateral guidance preferably remains active when switching from the first operating mode to the second operating mode upon detecting brake pedal actuation. Alternatively, the automated lateral guidance can be at least temporarily suspended when switching from the first operating mode to the second operating mode upon detecting brake pedal actuation.

4 schematically shows a characteristic curve 400 for dynamic adaptation according to embodiments of the present disclosure.

In the example of 4 the x-axis indicates time t, and the y-axis indicates acceleration a.

In some embodiments, the driver assistance system can adapt the longitudinal dynamics of the vehicle following the brake pedal actuation when switching back to the first operating mode according to at least one characteristic curve 400. In the example of 4 the brake pedal is released at time t=t0 at an initial acceleration value a0.

In some embodiments, the at least one characteristic curve 400 may be at least partially linear and/or at least partially non-linear. For example, a first part 410 of the at least one characteristic curve 400 may be linear (in particular, increase linearly), and a second part 420 of the at least one characteristic curve 400 may be non-linear (in particular, increase non-linearly). In particular, the second part 420 of the at least one characteristic curve 400 may approach a maximum acceleration value aMax in a non-linear manner.

A transition between the first part 410 and the second part 420 can occur at a time t1, which can, for example, form a boundary between two speed ranges. The two speed ranges can, for example, be defined depending on the speed-dependent acceleration and braking capabilities of the vehicle.

In some embodiments, a plurality of characteristic curves may be provided, wherein, for example, a characteristic curve for the dynamic adaptation is determined based on the at least one characteristic of the detected brake pedal actuation and/or the at least one operating parameter of the vehicle and/or the at least one environmental parameter of the vehicle. The selection criteria can be determined appropriately, for example, taking into account a safety aspect and/or occupant comfort.

It should be understood that in some embodiments, separate characteristic curves may be provided for both positive acceleration (acceleration) and negative acceleration (braking). In other words, for specific dynamic adaptation scenarios, sets of characteristic curves may be present, i.e., one characteristic curve for positive acceleration and another characteristic curve for negative acceleration. These two characteristic curves may be designed differently and depend, in particular, on the vehicle's acceleration and braking capabilities. Such differentiation enables fine-tuned control of the vehicle dynamics, optimally utilizing both the vehicle's acceleration and braking capabilities and adapting them to the respective situation.

5 shows a flowchart of a driver assistance method 500 for a vehicle according to embodiments of the present disclosure. The driver assistance method 500 can be implemented by appropriate software executable by one or more processors (e.g., a CPU).

The driver assistance method 500 comprises, in block 510, a driving module carrying out at least one automated longitudinal guidance 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 cruise control takes place and in a second operating mode of the at least two operating modes no automated cruise control takes place; in block 520, a brake pedal actuation by a driver is detected by an actuation detection module; in block 530, a change, by the driving module, from the first operating mode to the second operating mode in response to the detected brake pedal actuation; and in block 540, an automatic change, by the driving module, back to the first operating mode following the brake pedal actuation, wherein during the change back to the first operating mode, a longitudinal dynamics of the vehicle is adapted based on at least one characteristic of the detected brake pedal actuation and/or at least one operating parameter of the vehicle and/or at least one environmental parameter of the vehicle.

According to the invention, a situation-dependent dynamic adjustment takes place when automated longitudinal guidance is resumed following a temporary suspension of the same due to a driver braking intervention. For example, the automated longitudinal guidance can be resumed depending on the situation with a reduced acceleration compared to a possible maximum acceleration, which can change gradually or according to a characteristic curve over time. In other words, the dynamics can be reduced in certain situations so that the driver does not perceive an unpleasant system reaction. Overall, this allows for more intuitive system behavior. On the one hand, the system does not have to be (completely) deactivated due to a brake pedal application, and on the other hand, the driver is not given any reason to deactivate the driver assistance system, thus maximizing the service life of the driver assistance system. By reducing the acceleration compared to the possible maximum acceleration, critical traffic situations due to vehicle behavior can also be avoided. As a result, road safety can be increased.

Although the invention has been 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 therefrom by those 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 embodiments mentioned by way of example really only represent examples that are not to be understood in any way as limiting the scope of protection, possible applications, or configuration of the invention. Rather, the foregoing description and the description of the figures enable those skilled in the art to specifically implement the exemplary embodiments. The skilled person, with knowledge of the disclosed inventive concept, can make various changes, for example with regard to the function or arrangement of individual elements mentioned in an exemplary embodiment, without departing from the scope of protection defined by the claims and their legal equivalents, such as further explanations in the description.

Claims (16)

Driver assistance system (100, 300) for a vehicle (10), comprising: a driving module (310) which is configured at least for 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 at least one automated cruise control occurs in the at least two operating modes and no automated cruise control occurs in a second operating mode of the at least two operating modes; 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: - switch from the first operating mode to the second operating mode upon a detected brake pedal actuation, and - automatically switch back to the first operating mode following the brake pedal actuation and adapt a longitudinal dynamics of the vehicle (10) based on at least one characteristic of the detected brake pedal actuation and/or at least one operating parameter of the vehicle (10) and/or at least one environmental parameter of the vehicle (10). Driver assistance system (100, 300) according to Claim 1 , wherein the at least one characteristic of the detected brake pedal actuation comprises or relates to: - an actuation force with which the driver actuates a brake pedal, in particular wherein the actuation force relates to a brake pedal force and/or a brake pedal pressure; and/or - a temporal change in the brake pedal actuation, in particular a gradient of the brake pedal actuation; and/or - a duration of the brake pedal actuation; and/or - a number of brake pedal actuations, in particular wherein the longitudinal dynamics of the vehicle (10) are further reduced the greater the number of brake pedal actuations. Driver assistance system (100, 300) according to Claim 1 or 2 , wherein the at least one operating parameter of the vehicle (10) comprises or relates to: - an actual speed of the vehicle (10); and/or - a target speed of the vehicle (10); and/or - a difference between the actual speed of the vehicle (10) and the target speed of the vehicle (10), in particular a difference between the actual speed of the vehicle (10) and the target speed of the vehicle (10); and/or - a performance of an environment detection system, in particular a current environment detection performance of an environment sensor system (12) of the vehicle (10). Driver assistance system (100, 300) according to one of the Claims 1 until 3 , wherein the at least one environmental parameter of the vehicle (10) comprises or relates to: - a positioning of the vehicle (10); and/or - at least one road property, in particular a width property and/or a road type and/or a number of lanes; and/or - at least one current and/or impending traffic control situation, in particular wherein the at least one current and/or impending traffic control situation is a right-of-way situation; and/or - at least one other road user, in particular a position and/or speed and/or acceleration of the at least one other road user; and/or - a traffic density. Driver assistance system (100, 300) according to one of the Claims 1 until 4 , wherein the driving module (310) is configured to adapt the longitudinal dynamics of the vehicle (10) following the brake pedal actuation when changing back to the first operating mode according to at least one characteristic curve (400), in particular wherein the at least one characteristic curve (400) comprises or is a time-acceleration characteristic curve and limits a permissible acceleration of the driver assistance system. Driver assistance system (100, 300) according to one of the Claims 1 until 5 , wherein the driving module (310) is configured to adapt the longitudinal dynamics of the vehicle (10) following the brake pedal actuation when changing back to the first operating mode such that: - a deceleration occurs; and/or - the longitudinal dynamics are limited to a deceleration. Driver assistance system (100, 300) according to Claim 6 , where the deceleration corresponds to a coasting level. Driver assistance system (100, 300) according to one of the Claims 1 until 7 , wherein the driving module (310) is configured to: - carry out the automated cruise control in the first operating mode with a maximum longitudinal dynamics (aMax), and - adapt, in particular reduce, the longitudinal dynamics of the vehicle (10) with respect to the maximum longitudinal dynamics (aMax) when changing back to the first operating mode following the brake pedal actuation. Driver assistance system (100, 300) according to one of the Claim 8 , whereby the maximum longitudinal dynamics (aMax) can be specified by a driver and/or is specified by the system. Driver assistance system (100, 300) according to Claim 8 or 9 , wherein the driving module (310) is a is directed to carry out the automated longitudinal guidance in the first operating mode with the maximum longitudinal dynamics (aMax) if at least one dynamic adaptation exit condition is met. Driver assistance system (100, 300) according to Claim 10 , wherein the at least one dynamic adaptation exit condition comprises or relates to: - a change in relation to the at least one operating parameter of the vehicle (10); and/or - a change in relation to the at least one environmental parameter of the vehicle (10); and/or - a period of time since a last brake pedal actuation; and/or - at least one driver action, in particular a change in a set speed and/or an accelerator pedal actuation; and/or - a completed adjustment to a target object. Driver assistance system (100, 300) according to one of the Claims 1 until 11 , wherein the driving module (310) is further configured for automated lateral guidance of the vehicle (10), and wherein: - the automated lateral guidance remains active when changing from the first operating mode to the second operating mode in response to the detected brake pedal actuation, or - the automated lateral guidance is at least temporarily suspended when changing from the first operating mode to the second operating mode in response to the detected brake pedal actuation. Driver assistance system (100, 300) according to one of the Claims 1 until 12 , wherein the at least two operating modes further comprise a third operating mode, wherein the third operating mode is a deactivated mode in which the driver assistance system (100, 300) is switched off. Vehicle (10), in particular motor vehicle, comprising the driver assistance system (100, 300) according to one of the Claims 1 until 13 . A driver assistance method (500) for a vehicle (10), comprising: - performing (510) at least one automated longitudinal guidance of the vehicle (10) by a driving module (310), wherein the driving module (310) is configured to operate in at least two operating modes, wherein at least one automated cruise control occurs in a first operating mode of the at least two operating modes and no automated cruise control occurs in a second operating mode of the at least two operating modes; - detecting (520) a brake pedal actuation by a driver by an actuation detection module (320); - switching (530) by the driving module (310) from the first operating mode to the second operating mode upon the detected brake pedal actuation; and - automatically switching (540), by the driving module (310), back to the first operating mode following the brake pedal actuation, wherein, during the switch back to the first operating mode, a longitudinal dynamics of the vehicle (10) is adapted based on at least one characteristic of the detected brake pedal actuation and/or at least one operating parameter of the vehicle (10) and/or at least one environmental parameter of the vehicle (10). Storage medium comprising a software program which is designed to be executed on one or more processors and thereby to implement the driver assistance method (500) according to Claim 15 to execute.