DE102018210367A1 - Driver assistance system, vehicle, method for operating the driver assistance system, computer program and computer-readable storage medium - Google Patents

Abstract

The invention relates to a driver assistance system (2) for a vehicle (1), in particular a motor vehicle, with a plurality of parameters for operating the driver assistance system, at least one first parameter characterizing a state of a driver, with at least one first operating mode for operating the vehicle and at least a second one Operating mode for operating the vehicle, and with at least one setpoint in relation to the first parameter, wherein in the first operating mode the vehicle (1) can be operated as a tracking vehicle in the lane of a leading vehicle and in the second operating mode the vehicle (1) as an autonomous one or semi-autonomous single vehicle can be operated, the at least one setpoint being adjustable on the basis of the operating mode. The invention further relates to a vehicle, a method for operating the driver assistance system, a computer program and a computer-readable storage medium

Description

The invention relates to a driver assistance system for a vehicle, in particular a motor vehicle, with a plurality of parameters for operating the driver assistance system, at least one first parameter characterizing a state of a driver, with at least one first operating mode for operating the vehicle and at least one second operating mode for operating the vehicle, and with at least one setpoint in relation to the first parameter. The invention further relates to a vehicle, a method for operating the driver assistance system, a computer program and a computer-readable storage medium.

Driver assistance systems are additional electronic devices in vehicles to support the driver in driving a vehicle. These include, for example, traffic sign recognition, a lane keeping assistant or lane keeping support, a cruise control, an automatic emergency braking device, an anti-lock braking system, an anti-slip control, an electronic stability program, adaptive headlight controls, an automatic parking aid and a driver status detection. The driver assistance systems intervene partially autonomously or autonomously or piloted in the drive, control or signaling devices. The system must be reliable. Systems in which the driver assistance system intervenes in the active driving dynamics, especially in the case of various traffic situations that go beyond the scope of the system, for example in the event of aging-related failures, component failures or component failures, need to restart the driving task as quickly and reliably as possible to be able to hand over the driver. This requires that the driver is in an attentive state, that is, that he is not tired, is not unsuitable for driving or is in an inattentive state. On the part of the driver, however, it is desirable to have a maximum degree of freedom in order to devote himself to other non-driving activities without endangering driving safety.

The US 9,721,474 B2 discloses a system for adapting a control algorithm that has at least one driver-dependent parameter, the control algorithm regulating the control of a vehicle convoy that contains at least a first vehicle with a first driver and a second vehicle with a second driver. The system comprises a measuring device that has a detector for measuring at least one physical parameter of the first driver; and a communication module configured to communicate the measured value to the control unit; and a control unit configured to determine the stress level of the first driver based on the measurement performed and to adapt the control algorithm to the determined stress level of the first driver and also to send a stress alarm message to other drivers of the vehicles in the vehicle convoy if the certain stress levels of the first driver exceed a limit.

The invention is therefore based on the object of specifying a solution to the above problem. This object is achieved by a driver assistance system with the features of claim 1, a vehicle with the features of claim 8, a method with the features of claim 9 and a computer program with the features of claim 14 and a computer-readable storage medium with the features of claim 15 solved. The subclaims list further advantageous measures which can be combined with one another as desired in order to achieve further advantages.

The task related to the driver assistance system is achieved by specifying a driver assistance system for a vehicle, in particular a motor vehicle, with a plurality of parameters for operating the driver assistance system, at least one first parameter characterizing a state of a driver, with at least one first operating mode for operating the vehicle and at least a second mode of operation for operating the vehicle, and with at least one setpoint in relation to the first parameter.

Within the scope of the invention it is proposed that in the first mode of operation the vehicle can be operated as a tracking vehicle in the lane of a lead vehicle and in the second mode of operation the vehicle can be operated as an autonomous or semi-autonomous individual vehicle, the at least one setpoint being adjustable on the basis of the mode of operation.

Leading vehicles, by means of a leading message which can be sent by means of vehicle-to-X communication, offers other vehicles the possibility of being autonomously tracked by the leading vehicle as a follow-up vehicle.

The following vehicle is understood to mean a vehicle that is autonomously or automatically tracking in the lane of a leading vehicle, the leading vehicle, on the other hand, being controlled by a driver, for example, and / or being operated in the autonomous or semi-autonomous driving mode (not following a leading leading vehicle autonomously). In other words, a Follower vehicle autonomously controlled by the driver assistance system as a follower vehicle in a group, whereby the expression "on the track of a leading vehicle" is not to be understood literally, but is to be understood in the sense that a following vehicle follows a leading vehicle or, within a column / group, a preceding vehicle Vehicle follows.

The invention is described in more detail below, for example, using three different operating modes; namely a first mode of operation in which the vehicle autonomously follows a lead vehicle as a "follow-on vehicle", a second mode of operation in which the vehicle is operated or controlled as an "individual vehicle" in autonomous or semi-autonomous operating mode, i.e. does not autonomously follow a leading lead vehicle, and one third mode of operation in which the vehicle is operated or controlled manually by the driver. In the second mode of operation and / or in the third mode of operation, the vehicle can also be designed to function / function as a leading vehicle for one or more subsequent vehicles.

The term "single vehicle" is to be regarded as the "counterpart" to "following vehicle". In this context, semi-autonomous or autonomous individual vehicle is understood to mean operating a vehicle in a semi-autonomous or autonomous mode of operation. In this context, partially autonomous is understood to mean that the driver assistance system takes over one or more driving functions of the driver. Autonomous is understood here to mean that the driver assistance system performs all driving functions. Driver assistance systems intervene partially autonomously or autonomously in the drive, control system (e.g. parking-steering assistant) or signaling devices of the vehicle or warn the driver shortly before or during critical situations using suitable human-machine interfaces.

Driver-related parameters can be all parameters related to the driver, such as attention, heart rate or other health or driver-capable parameters or physical or psychophysiological parameters that affect the driver.

According to the invention, it was recognized that when the vehicle is in operation as a follow-up vehicle, the operation can be classified more safely than when it is in operation as a single vehicle, since vehicle-to-vehicle communication (car-to-car communication) and tracking of the vehicle on the Trace of the lead vehicle reactions to possible sources of danger can be reduced. Such sources of danger are caused, for example, by third-party vehicles and their driving behavior as well as stationary obstacles or danger spots. Furthermore, the driver assistance system does not reach its predefined system limits as quickly as a result of driving the vehicle as a following vehicle, for example due to loss of the lane or its marking, exceeding a maximum value of the lateral acceleration, or the like, in which the driver must take control.

By means of the invention, a setpoint is set with respect to at least one parameter related to the driver depending on the first operating mode for operating the vehicle and the second operating mode for operating the vehicle. In the first operating mode, the vehicle is autonomously controlled by the driver assistance system as a follow-up vehicle in the network. In the second operating mode, the driver assistance system controls the vehicle autonomously or partially autonomously as a single vehicle. The setpoint is set depending on the respective operating mode. This makes it possible to differentiate the setpoint of the at least one driver-related parameter based on the mode of operation of the vehicle.

This results in different degrees of freedom for the driver in relation to the driver-related parameters while maintaining safety in the vehicle guidance. For example, in relation to the vehicle-related parameter “attention”, the driver has a higher degree of freedom when operating the vehicle in the first mode of operation than when operating in the second mode of operation. This allows the driver to deal more with non-driving activities when the vehicle is operating in the first operating mode.

In the first mode of operation, a first setpoint is preferably provided in relation to the first parameter and in the second mode of operation a second setpoint is provided in relation to the first parameter. The setpoints can be stored in the driver assistance system so that they are set automatically when the driver selects one of the two operating modes for operating the vehicle. Alternatively, the driver assistance system can also set the setpoints independently. If the vehicle is operated by the driver assistance system, for example as a tracked vehicle, the associated target value can be adjusted independently by the driver assistance system. At the end of the journey as a tracked vehicle, the driver assistance system can reset the setpoint.

In a preferred embodiment, if the target value is undershot, at least one emergency measure, in particular an emergency measure in relation to the driver, is to increase the first Parameters, can be initiated. The emergency measure can be, for example, a warning signal or another visual and / or acoustic and / or haptic warning of the driver, which causes the driver to pay more attention. Other emergency measures are, for example, braking / reducing the speed of the vehicle or warning the surrounding traffic, for example by switching on a hazard warning system.

The at least one first parameter is also preferably the driver's level of attention. The driver's level of attention is required for driving safety. A target value in relation to the level of attention is to be understood as the level of attention that is required in order to quickly pass the vehicle control back to the driver in a dangerous situation. The degree of attention can be detected, for example, by means of an optical detection system, for example using an interior camera. This can capture the current line of sight. The frequency at which the driver turns his eyes away from the road can be determined from the detection of the current line of sight. The driver's current level of attention can be determined from this frequency. Further methods according to the prior art for determining the driver's level of attention can also be used, such as, for example, the detection and evaluation of driver's biometric parameters, as will be explained in more detail below, the first parameter / the driver's level of attention being directly or indirectly the driver's level of fatigue can be derived from the second parameter.

Furthermore, in the first operating mode the first setpoint for the driver's degree of attentiveness is lower than in the second operating mode the second setpoint for the driver's attentiveness. In other words, this means that the setpoint of the driver's level of attentiveness is less permitted when the driver assistance system runs autonomously as a "tracked vehicle in a group" than when the trip is carried out autonomously as a "single vehicle", since a ride as tracked Vehicle in the group can be classified as safer. This is because, on the one hand, the driver assistance system does not reach the system limits as quickly, and also because the danger component, which arises, for example, from the surrounding vehicles or other sources of danger, can be significantly reduced by means of communication, in particular with the lead vehicle , The lower set first setpoint value in the driver assistance system allows the driver to increasingly turn to non-driving activities when driving as a tracked vehicle in the first operating mode, without the driving safety being impaired. The individual setpoints can be found in a database which is stored in the driver assistance system. These setpoints can also be updated regularly, for example in the cloud or when visiting a workshop.

Furthermore, it proves to be advantageous that a second parameter is provided and the second parameter is a measure of the fitness and / or state of health of the driver, in particular a degree of fatigue, the first setpoint for fitness or the state of health being in the first mode of operation of the driver is less than in the second mode of operation. The degree of fatigue can be determined depending on various driver-specific variables, for example the current driving time, the current time, the steering behavior, the accelerator and brake pedal actuation or the switching behavior. Other parameters are, for example, the driver's heart rate or facial expression.

Furthermore, it proves to be advantageous that a third operating mode is provided and in the third operating mode the vehicle can be operated manually by the driver. The third mode of operation preferably corresponds to manual vehicle guidance by the driver. In this case, the driver either completely or almost completely takes over the respective driving task. In the latter case, the driver can, for example, only take over all driving tasks that relate to driving safety.

Furthermore, in the first mode of operation, a first setpoint is preferably set in relation to the at least one first parameter, and in the second mode of operation a second setpoint is set in relation to the at least one first parameter, and in the third mode of operation a third setpoint is set in relation to the at least one set a first parameter, the first setpoint being less than the second setpoint and the second setpoint being less than the third setpoint. This means that the setpoint is highest in the third mode of operation. If the third mode of operation is manual vehicle guidance, in this mode of operation the driver must, for example, have a particularly high level of attention and must not be distracted by activities that are not related to driving.

Another object of the invention relates to a vehicle with a driver assistance system according to the preceding description. This is especially a passenger car.

• - Bereitstellen mehrerer Parameter zum Betreiben des Fahrerassistenzsystems, wobei mindestens ein erster Parameter einen Zustand eines Fahrers kennzeichnet, und
• - Bereitstellen mindestens einer ersten einstellbaren Betriebsweise zum Betreiben des Fahrzeugs und mindestens einer zweiten einstellbaren Betriebsweise zum Betreiben des Fahrzeugs, und
• - Bereitstellen mindestens eines Sollwerts in Bezug auf den ersten Parameter, und
• - Betreiben des Fahrzeugs in der ersten Betriebsweise als nachgeführtes Folgefahrzeug auf der Spur eines Leitfahrzeuges und in der zweiten Betriebsweise als autonomes oder teilautonomes Einzelfahrzeug, und
• - Einstellen des mindestens eines Sollwertes anhand der Betriebsweise.

Another object of the invention relates to a method with several parameters for operating the driver assistance system, with the steps:

• - Providing a number of parameters for operating the driver assistance system, at least one first parameter identifying a state of a driver, and
• - Providing at least one first adjustable operating mode for operating the vehicle and at least one second adjustable operating mode for operating the vehicle, and
• - Providing at least one setpoint in relation to the first parameter, and
• - Operation of the vehicle in the first mode of operation as a tracking vehicle in the lane of a lead vehicle and in the second mode of operation as an autonomous or semi-autonomous individual vehicle, and
• - Setting the at least one setpoint based on the operating mode.

A driver's level of attention is preferably formed as at least one first parameter. Furthermore, a first setpoint for the driver's degree of attention is provided in the first mode of operation and a second setpoint for the driver's level of attention is provided in the second mode of operation, and the first setpoint for the driver's level of attention is set lower in the first mode of operation than in the second mode of operation the second setpoint for the driver's level of attention.

The advantages of the method essentially correspond to those of the driver assistance system.

A periodically recurring detection of the at least one first parameter is preferably carried out, the at least one first parameter being compared with the setpoint. The periodic recording can take place after a predetermined time, for example starting with the start of the journey and ending at the end of the journey. Alternatively, the periodic recording can take place depending on the level of attention itself. For example, with a low level of attention close to the respective target value, more frequent detection can take place. The detected parameter can also be fed to an evaluation and storage unit. This evaluation and storage unit can be arranged in the vehicle or externally, outside the vehicle. If, in the comparison, the at least one first parameter falls below the setpoint value, an alarm or another measure can preferably be carried out.

In the first mode of operation, a first setpoint is preferably set in relation to the first parameter and in the second mode of operation a second setpoint is set in relation to the first parameter, the first setpoint being less than the second setpoint and measures being taken if the respective setpoint is undershot In relation to the driver to increase the first parameter, an alarm is output in particular. The alarm can be configured as an optical, acoustic or haptic alarm.

Another object of the invention relates to a computer program comprising commands which, when the program is executed by the computer, cause the computer to carry out the method as described above, which subsequently expands an automated vehicle with a method as described above. This subsequent expansion can be done externally, for example, by the driver assistance system manufacturer or the vehicle manufacturer.

Another object of the invention relates to a computer-readable storage medium comprising instructions which, when executed by the computer, cause the computer to carry out the method as described above. In particular, the first parameter recorded periodically by the method can be stored.

• 1: schematisch ein Fahrzeug mit einem erfindungsgemäßen Fahrerassistenzsystem,
• 2: das erfindungsgemäße Verfahren in einer ersten Ausgestaltung,
• 3: das erfindungsgemäße Verfahren in einer zweiten Ausgestaltung,
• 4: das erfindungsgemäße Verfahren in einer dritten Ausgestaltung,
• 5: das erfindungsgemäße Verfahren in einer vierten Ausgestaltung.

Further features, properties and advantages of the present invention will become apparent from the following description with reference to the accompanying figures. It shows schematically:

• 1 : schematically a vehicle with a driver assistance system according to the invention,
• 2 the method according to the invention in a first embodiment,
• 3 the method according to the invention in a second embodiment,
• 4 the method according to the invention in a third embodiment,
• 5 : the method according to the invention in a fourth embodiment.

Although the invention has been illustrated and described in detail by the preferred exemplary embodiment, the invention is not restricted by the disclosed examples. Variations on this can be derived by those skilled in the art without departing from the scope of the invention as defined by the following claims.

1 shows a vehicle 1 with a driver assistance system 2 according to the invention. The driver assistance system 2 includes several functions 3 which a driving style both as a tracking vehicle, as an autonomous or enable semi-autonomous single vehicle and in a manual driving style. The vehicle also includes 1 a detection device 4 , here for example a camera and / or sensors, to record the driver's gaze behavior. The driver's level of attention can be calculated / determined from this viewing behavior. The vehicle also includes 1 more sensors 5 to determine the steering behavior and to record the accelerator and brake pedal actuation as well as the switching behavior of the driver, from which the degree of fatigue can be calculated with the help of the current time and the current driving time.

In addition, an evaluation unit 6 be provided for calculating the degree of attention from the driver's gaze behavior. The evaluation unit 6 is outside the vehicle in this example 1 arranged. The evaluation unit 6 can have a non-volatile memory 7 to store the collected data. This can be used to create an expert system or a database. Using this expert system or database, the degree of attention and optionally the degree of fatigue can be calculated more easily by machine learning or by another AI method. The evaluation unit 6 receives and sends data preferably wirelessly.

Furthermore, an input device 8th provided for entering the mode of operation of the vehicle. A distinction is made here between a first or a second or a third mode of operation. In the first mode of operation, the vehicle is operated as a tracking vehicle, in the second mode of operation the vehicle as an autonomous or semi-autonomous individual vehicle, and in the third mode of operation the vehicle is operated manually by the driver. The input can be configured as an operating element with a drop-down menu or another selection menu, in which the driver can select the appropriate operating mode. Alternatively, the driver assistance system 2 recognize the operating mode yourself and set the setpoint automatically. The respective setpoint for the degree of attention can be set automatically depending on the selected / recognized operating mode.

2 shows the inventive method in a first embodiment. This is the first step S1 the vehicle 1 ( 1 ) put into operation by the driver. In a second step S2 the driver's level of attention is determined. This is done by a camera that records the driver's gaze behavior. The driver's level of attention is then calculated from this viewing behavior. In step S3 is through the driver assistance system 2 ( 1 ) determines whether the vehicle is 1 ( 1 ) is in an autonomous or semi-autonomous mode of operation.

Is the vehicle ( 1 ) in an autonomous or semi-autonomous mode of operation, so in a further step S4 checks whether the vehicle ( 1 ) is operated as a follow-up vehicle or as an autonomous individual vehicle. Will the vehicle 1 ( 1 ) operated as a follow-up vehicle, then a first setpoint 10 ( 3 ) in one step S5 determined. The first setpoint 10 ( 3 ) can be found, for example, in a stored database.

Then the first setpoint 10 ( 1 ) compared with the driver's calculated level of attention. The comparison can be made by a target / actual comparison S10 of the first setpoint 10 ( 3 ) with the level of attention. If the driver's level of attention is greater than the required first setpoint 10 ( 3 ), ie if the target / actual comparison is positive, the driver's level of attention is determined again at periodic intervals and the method starts in the step S2 again.

The level of attention is lower than the first setpoint 10 ( 3 ), that is, a target / actual comparison of the first target value 10 ( 3 ) with the level of attention negative, so in one step S11 an alarm or other emergency measure has been carried out. The alarm can be haptic and / or visual but preferably acoustic in nature, for example a howling or continuous continuous tone. If the emergency measure has ended, the method starts in the step S2 again.

The procedure ends when the trip is in one step S14 is ended.

Is the vehicle ( 3 ) in an autonomous or semi-autonomous mode of operation, so in a further step S4 checks whether the vehicle is operated as a follow-up vehicle as an autonomous individual vehicle. If the vehicle is not operated as a tracked follow-up vehicle in the network, there is an operating mode as an autonomous or semi-autonomous individual vehicle. According to this mode of operation in one step S6 a second setpoint 11 ( 3 ) certainly. This can be found in a stored database.

Then the second setpoint 11 ( 3 ) compared with the driver's calculated level of attention. The comparison is through the target / actual comparison S10 bewerkstelligbar. If the driver's level of attention is greater than the required second setpoint 11 ( 3 ), ie, if the target / actual comparison is positive, the driver's level of attention will be repeated at periodic intervals determined and the process starts in the step S2 again.

The procedure is finished when the trip is in one step S 14 is ended.

The level of attention is lower than the second set point 11 ( 3 ), that is, if the target / actual comparison is negative, then in one step S11 an alarm or other emergency measure has been carried out. The alarm can be haptic and / or visual but preferably acoustic in nature, for example a howling or continuous continuous tone. When the emergency measure has ended, the driver's level of attention is determined again at periodic intervals and the method starts in the step S2 again.

The procedure is finished when the trip is in one step S 14 is ended.

If the vehicle is not in a semi-autonomous or autonomous mode of operation, the vehicle is in a manual mode of operation. In S7 becomes the third setpoint 12 ( 3 ) set for the level of attention. This can also be found in a stored database.

Then the third setpoint 12 ( 3 ) compared with the driver's calculated level of attention. The comparison is through the target / actual comparison S10 , feasible. If the driver's level of attention is greater than the required third setpoint 12 ( 3 ), ie if the target / actual comparison is positive, the driver's level of attention is determined again at periodic intervals and the method starts in the step S2 again.

The procedure is finished when the trip is in one step S 14 is ended.

The level of attention is lower than the third set point 12 ( 3 ), that is, if the target / actual comparison is negative, then in one step S11 an alarm or other emergency measure has been carried out. The alarm can be haptic and / or visual but preferably acoustic in nature, for example a howling or continuous continuous tone. If the emergency measure or the alarm has ended, the method starts in the step S2 again.

The emergency measure can be braking until the vehicle stops. The emergency measure ends when it has been carried out. For example, an alarm can be ended after a certain period of time.

Instead of the target / actual comparison, other useful comparisons can also be used.

3 shows schematically the first setpoint 10 , the second setpoint 11 as well as the third setpoints 12 , The degree of attention is plotted on the y-axis. Furthermore, the three setpoints 10 . 11 , 12 drawn. The higher the y value, the greater the level of attention required. Here is the first setpoint 10 lower than the second setpoint 11 , which in turn is lower than the third setpoint 12 , is. The third setpoint corresponds to this 12 the highest level of driver attention. This means that if the vehicle is operated manually, the driver must have full attention.

The second setpoint 11 corresponds to an operating mode as an autonomous or semi-autonomous single vehicle. Since the driver receives more support from the driver assistance system in this mode of operation, it is possible to give the driver certain freedom with regard to non-driving activities. This means that the required level of attention, here the second setpoint 11 , can be set lower than the third setpoint 12 , The driver can therefore devote himself to non-driving activities to a certain extent.

The first setpoint 10 corresponds to a journey carried out autonomously by the driver assistance system as a follow-up vehicle in the network, here the mode of operation as a follow-up vehicle. Since the operation of the following vehicle, for example, the actions of the surrounding vehicles can be better taken into account in the operating mode, it is possible to reduce the source of danger by misconduct of the surrounding vehicles, that is to say by third parties, to which the driver should react. In addition, the driver assistance system does not reach its system limits as quickly as the tracked follow-up vehicle, since the mode of operation as the tracked follow-up vehicle is significantly easier in terms of the level of requirements than the mode of operation as an autonomous or semi-autonomous single vehicle.

This makes it possible to give the driver maximum freedom with regard to non-driving activities, which means that he can increasingly turn to non-driving activities without endangering driving safety. This means that the required level of attention, here the first setpoint 10 , is set lower than the second setpoint 11 ,

4 shows a further embodiment of the method according to the invention. Here is in one step AS 1 put the vehicle into operation.

Then in one step AS 2 The operating mode is set manually by the driver via an operating element. This can be done via a dropdown menu. The first mode of operation is the mode of operation of the vehicle as a follow-up vehicle in the group. If this mode of operation is selected, the driver assistance system 2 ( 1 ) in one step type AS 3 automatically a required first setpoint 10 ( 3 ) adjusted with regard to the level of attention. The second mode of operation is the mode of operation of the vehicle as a semi-autonomous or autonomous individual vehicle. If this mode of operation is selected, the driver assistance system 2 ( 1 ) in one step AS 4 a required second setpoint 11 ( 3 ) adjusted with regard to the line of attention. The third mode of operation is the mode of operation of the vehicle in a manual driving mode. If this mode of operation is selected, the driver assistance system ( 1 ) in one step AS 5 a required third setpoint 12 ( 3 ) adjusted with regard to the level of attention.

In a subsequent step AS 6 the driver's current level of attentiveness is then determined by detection by, for example, a camera or sensors.

In a further step AS 7 a target / actual comparison of the target value set for this operating mode is carried out with the driver's current level of attention.

If the driver's degree of attentiveness is greater than the required setpoint value, that is, if the target / actual comparison is positive, the driver's degree of attentiveness is determined again at periodic intervals and the method starts in the step AS 6 again.

If the degree of attention is lower than the respective target value, that is, if the target / actual comparison is negative, then in one step AS 8th an alarm or other emergency measure has been carried out. The alarm can be haptic and / or visual but preferably acoustic in nature, for example a howling or continuous continuous tone. The emergency measure can also be braking until the vehicle stops. If the emergency measure has ended, the method starts in the step AS 6 again. The emergency measures are preferably ended when they have been carried out; for example, an alarm can be ended after a certain period of time.

5 shows a further embodiment of the method according to the invention. Here is in one step OS 1 put the vehicle into operation. Then in one step OS 2 The operating mode is set manually by the driver via an operating element. This can be done via a drop down menu. The first mode of operation is the mode of operation of the vehicle as a follow-up vehicle in the group. If this mode of operation is selected, the driver assistance system 2 ( 2 ) in one step OS 3 automatically a required first setpoint 10 ( 3 ) adjusted with regard to the level of attention. Furthermore, as another first setpoint 10 ( 3 ) set a first level of fatigue.

The second mode of operation is the mode of operation of the vehicle as a semi-autonomous or autonomous individual vehicle. If this mode of operation is selected, the driver assistance system ( 2 ) in one step OS 4 a required second setpoint 11 ( 3 ) adjusted with regard to the line of attention.

Furthermore, a second degree of fatigue is set as a further setpoint.

The third mode of operation is the mode of operation of the vehicle in a manual driving mode. If this mode of operation is selected, the driver assistance system does in one step OS 5 a required third setpoint 12 ( 3 ) adjusted with regard to the level of attention. A degree of fatigue is also set as the third setpoint.

In a subsequent step OS 6 the current level of attentiveness of the driver is determined by a detection by a camera and / or sensors and the current level of fatigue of the driver is determined on the basis of various parameters.

In a further step OS 7 a target / actual comparison of the target value set for this operating mode is carried out with the current degree of attention, and a target / actual comparison of the target value set for this operating mode with the current level of fatigue of the driver.

If the driver's level of attention is greater and the driver's level of tiredness is less than the required setpoint value, i.e. if the target / actual comparison is positive, the driver's level of attention and level of fatigue is determined again at regular intervals and the process starts in step OS 6 again.

If the driver's level of attention is lower than the respective target value and / or the driver's level of fatigue is greater than the respective target value, that is, the target / actual comparison negative, so in one step OS 8th an alarm or other emergency measure has been carried out. The alarm can be haptic and / or visual but preferably acoustic in nature, for example a howling or continuous continuous tone. The emergency measures can include braking until the vehicle stops.

If the emergency measure or the alarm has ended, the method starts in the step OS 6 again. The emergency measures are preferably ended when they have been carried out; for example, an alarm can be ended after a certain period of time.

The procedure is finished when the trip is in one step OS 10 is ended.

LIST OF REFERENCE NUMBERS

1

vehicle

2

Driver assistance system

3

features

4

detection device

5

sensors

6

evaluation

7

non-volatile memory

8th

input device

10

First setpoint

11

Second setpoint

12

Third setpoint

S, AS, OS

steps

QUOTES INCLUDE IN THE DESCRIPTION

This list of documents listed by the applicant has been generated automatically and is only included for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Patent literature cited

• US 9721474 B2 [0003]

Claims (15)

Driver assistance system (2) for a vehicle (1), in particular a motor vehicle, with a plurality of parameters for operating the driver assistance system, at least one first parameter characterizing a state of a driver, with at least one first operating mode for operating the vehicle and at least one second operating mode for operating the Vehicle, and with at least one setpoint in relation to the first parameter, characterized in that in the first mode of operation the vehicle (1) can be operated as a tracking follower vehicle in the lane of a lead vehicle and in the second mode of operation the vehicle (1) as an autonomous or semi-autonomous single vehicle can be operated, the at least one setpoint being adjustable on the basis of the operating mode. Driver assistance system (2) Claim 1 , characterized in that in the first mode of operation a first setpoint (10) is provided in relation to the first parameter and in the second mode of operation a second setpoint (11) is provided in relation to the first parameter. Driver assistance system (2) Claim 1 or 2 , characterized in that at least one emergency measure, in particular an emergency measure in relation to the driver to increase the first parameter, can be initiated if the setpoint is undershot. Driver assistance system (2) according to one of the preceding claims, characterized in that the at least one first parameter is a driver's level of attentiveness. Driver assistance system (2) Claim 4 , characterized in that in the first mode of operation the first setpoint (10) for the driver's level of attention is lower than in the second mode of operation the second setpoint (11) for the driver's level of attention. Driver assistance system (2) according to one of the preceding claims, characterized in that a third operating mode is provided and in the third operating mode the vehicle (1) can be operated manually by the driver. Driver assistance system (2) Claim 6 , characterized in that in the first mode of operation a first setpoint (10) is set in relation to the at least one first parameter and in the second mode of operation a second setpoint (11) is set in relation to the at least one first parameter, and in third mode of operation, a third setpoint (12) is set in relation to the at least one first parameter, the first setpoint (10) being less than the second setpoint (11) and the second setpoint (11) being less than the third setpoint (12) , Vehicle (1) with a driver assistance system (2) according to one of the preceding claims. Method for operating a driver assistance system (2) for a vehicle (1), in particular a motor vehicle, characterized by : - providing a plurality of parameters for operating the driver assistance system (2), at least one first parameter characterizing a driver's state, - providing at least a first adjustable one Operating mode, for operating the vehicle and a second adjustable operating mode for operating the vehicle, and - providing at least one setpoint value in relation to the first parameter, and - operating the vehicle (1) in the first operating mode as a follow-up vehicle in the lane of a leading vehicle and in the second mode of operation as an autonomous or semi-autonomous individual vehicle, and - setting the at least one target value on the basis of the mode of operation. Method for operating a driver assistance system (2) according to Claim 9 , characterized in that a driver's level of attention is formed as at least one first parameter. Method for operating a driver assistance system (2) according to Claim 10 , characterized in that a first setpoint (10) for the driver's level of attention is provided in the first mode of operation and a second setpoint (11) for the driver's level of attention is provided in the second mode of operation and the first setpoint (10) for in the first mode of operation the driver's level of attention is set lower than in the second operating mode the second setpoint (11) for the driver's level of attention. Method for operating a driver assistance system (2) according to one of the Claims 9 to 11 , characterized in that in a third mode of operation the vehicle (1) is operated manually by the driver. Method for operating a driver assistance system (2) according to one of the Claims 9 to 12 , characterized in that a periodically recurring detection of the at least one first parameter takes place, the at least one first Parameter is compared with the setpoint. Computer program which is designed to implement a driver assistance system with a method according to one of the Claims 9 to 13 expand later. Computer-readable storage medium comprising instructions which, when executed by a computer, cause the computer to execute the method according to one of the Claims 9 to 13 perform.

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