DE102020200405B4 - Safer transfer of the steering task from an automatic to a driver - Google Patents

Abstract

Method (100) for handing over control of the lateral guidance of a vehicle (1) from an at least partially automated system (2) to a driver (3) of the vehicle (1), wherein• in the state in which the system (2) has control over the lateral guidance, a steering torque sensor (4) that can be operated by the driver (3) is monitored (110), and• in response to the fact that a steering torque (4a) input by the driver (3) via the steering torque sensor (4) is at least one predetermined criterion (130) is met, control of the lateral guidance is transferred from the system (2) to the driver (3) (140), so that the driver (3) can henceforth control the lateral guidance of the vehicle (1) with the steering torque sensor (4th ) is able to control, wherein• the predetermined criterion (130) based on a history (1a) of situations in which control was previously transferred from the system (2) to the driver (3), and/or based on advance information (3a ) is determined (120) by the driver (3) of the vehicle (1), the predetermined criterion (130) including (121, 131) that the steering torque (4a) entered by the driver (3) exceeds a predetermined threshold value ( 4b) exceeds, and wherein the threshold value (4b) based on the previous history (1 a) of situations, or based on the advance information (3a) about the driver (3), is determined (122), • wherein the steering torque sensor (4). steering wheel that can be moved by the driver (3), characterized in that• the movement of this steering wheel when the steering torque is input by the driver (3) is inhibited with a counterforce or counter-torque until the input steering torque exceeds the threshold value (4b), wherein the steering wheel turns with the steering movements of the automated system,• whereby if the input steering torque exceeds the threshold value, both the counterforce or the countertorque and the influence of the system on the lateral guidance of the vehicle are reduced using a preset fade-out function , and• wherein the steering torque (4a) input by the driver (3) that is above the threshold value (4b) is not taken as an opportunity (132) to transfer control of the lateral guidance from the system (2) to the driver (3), if◯ the steering torque (4a) entered by the driver (3) is not maintained for at least a predetermined period of time (132a), and/or◯ the steering torque (4a) entered by the driver (3) rises above the threshold value faster than a predetermined maximum rate (132b), and/or◯ in coincidence with the entered steering torque (4a) by means of a vibration sensor (6) an impact against the steering torque transmitter (4) is registered (132c).

Description

The present invention relates to a method for transferring control of the lateral guidance of a vehicle from an at least partially automated system to a driver of the vehicle according to the preamble of claim 1. The invention also relates to a computer program for one or more computers for executing such a method as well as a machine-readable data medium and/or a downloadable product with a computer program. In addition, the invention relates to a computer equipped with such a computer program and/or such a machine-readable data carrier and/or such a downloadable product."

State of the art

Many vehicles are already equipped with automatic distance control systems which, when activated, automatically regulate the distance to the vehicle in front depending on the speed, so that both a specified maximum speed and the necessary safety distance are maintained. An automatic of this type can often be overruled or deactivated by pressing the accelerator or brake pedal.

Higher automated vehicles also take over the lateral guidance, i.e. the steering of the vehicle. Here, too, it may be necessary for the driver to take back control in the event of malfunctions in the automatic system or due to traffic. In analogy to automatic distance control, it is intuitive for the driver to operate the steering wheel for this purpose.

The generic writing DE 10 2018 210 320 A1 discloses a driving system with at least automated lateral guidance, which can be deactivated via a steering intervention on the driver's side, and a method for deactivating an automated lateral guidance via a steering intervention.

The document DE 10 2016 007 187 A1 discloses a method for deactivating an automated driving function of a vehicle, the driving function being deactivated by driver intervention by a driver of the vehicle if the driver intervention exceeds a predefinable deactivation threshold, the deactivation threshold depending on an operating time of the driving function and/or depending on the responsiveness of the driver is specified.

The font DE 10 2017 104 255 A1 discloses an autonomous driving control device. The device can start autonomous driving control without driver's operation and reduce a possibility that a situation occurs in which the driver cannot start manual driving contrary to his intention. Autonomous travel control is switched to manual travel when a determination section determines that the operation amount by the driver is equal to or greater than a first threshold before a predetermined time elapses after the autonomous travel control is automatically started. Autonomous driving control is switched to manual driving when the determining section determines that the operation amount by the driver is equal to or larger than a second threshold that is larger than the first threshold on or after the lapse of the predetermined time.

The document DE 10 2016 210 452 A1 discloses a method for a vehicle that can be operated autonomously and manually, with a transition between manual and autonomous or between autonomous and manual driving operation taking place when a driver releases a means for steering the vehicle or returns to it himself Hand takes, and also a driver's intention to change the driving operation is checked for plausibility.

The font DE 10 2015 215 052 A1 discloses a method of driving a vehicle and a vehicle for performing the method.

From FUCHS, Robert; TAMURA, Tsutomu ; MOREILLON, Maxime: Steering functions for automated driving. In: Automobiltechnische Zeitung (ATZ), vol. 121, 2019, p.26-31. - ISSN 2192-8800 (E) discloses a procedure for handing over responsibility, which takes the driver's steering by at least a certain angle against the automated system as an opportunity to seamlessly return control of the lateral guidance to the driver. This also works bidirectionally, i.e. the driver can hand over control back to the automated system.

The object of the present invention is to ensure that control of the lateral guidance of a vehicle is handed over to the driver more safely.

Disclosure of Invention

The above object is achieved according to the invention according to independent claims 1 and 9 to 11. The above-mentioned object is therefore achieved by a method with the features of claim 1, by a computer program with the features of claim 9, by a machine-readable data carrier and/or by a downloadable product with the features of claim 10 and by a computer with the features of claim 11. Advantageous developments result from the dependent claims."

A method was developed as part of the invention for handing over control of the lateral guidance of a vehicle from an at least partially automated system to a driver of the vehicle. The at least partially automated system can work in particular, for example, on the level 3 or 4 degree of automation scale defined by the Society of Automotive Engineers. This means that in a wide range of situations the system is ready to carry out all driving functions, while the driver has the opportunity to take control. The difference between Level 3 and Level 4 is that in Level 3 the driver must be ready at all times to take control when the system requests it.

In the state where the system is in control of lateral guidance, a driver-operable steering torque transducer, such as a steering wheel, is monitored. In response to the fact that a steering torque entered by the driver via the steering torque sensor meets at least one predetermined criterion, control of the lateral guidance is transferred from the system to the driver, so that the driver can henceforth control the lateral guidance of the vehicle with the steering torque transmitter.

In this case, the predefined criterion is determined on the basis of a history of situations in which control was previously transferred from the system to the driver and/or on the basis of advance information about the driver of the vehicle.

It was recognized that in this way, on the one hand, it can be recognized more reliably whether the driver really wants to take control of the lateral guidance. On the other hand, the transfer of control itself can also be made more intuitive and thus safer by a criterion for the transfer of control that is adapted to the previous history or to the driver. For example, if the force or torque that the driver must exert on the steering torque sensor to take control is approximately comparable to the force that the driver would have to exert to achieve the desired maneuver in a vehicle that is not laterally automated with regard to lateral control, then the vehicle's eventual response is likely to be more in line with the driver's intent. In particular, the reaction no longer overshoots the driver's intention, or at least not as much. The need to correct the trajectory of the vehicle immediately after taking control by countersteering is reduced. The vehicle deviates less from its actually intended track.

• • einer Trajektorie folgt, die der Fahrer nicht möchte,
• • zu nah an Straßenbegrenzungen, wie etwa Leitplanken, fährt,
• • zu abrupt einer Spurverbreiterung bzw. Spurverengung folgt,
• • fälschlicherweise einer Abbiegespur nachfährt,
• • plötzlich weißen statt gelben Fahrbahnmarkierungen in Baustellen folgt oder
• • eine missverständliche, unvollständige oder widersprüchliche Beschilderung oder Fahrbahnmarkierung, deren Sinn sich für den Fahrer dennoch erschließt, falsch deutet.

The reason for the driver to override the automated system and take control is usually a sudden event. Examples of such events are that the vehicle

• • follows a trajectory that the driver does not want,
• • drives too close to road boundaries, such as crash barriers,
• • Follows a lane widening or narrowing too abruptly,
• • mistakenly follows a turning lane,
• • Suddenly follows white instead of yellow road markings in construction sites or
• • Misinterpreting ambiguous, incomplete or contradictory signage or lane markings that the driver nevertheless understands.

In such situations, the driver does not have much time to think, but will react intuitively. A possible intuitive reaction is in particular to make a steering intervention with the strength that the driver is used to from non-automated vehicles. If the criterion for returning control of the vehicle's lateral control to the driver is tailored based on a history of such handovers and/or based on advance information about the driver, then the probability that the driver's intervention will have exactly the desired effect is increased achieved.

According to the invention, the predefined criterion includes that the amount of the steering torque input by the driver exceeds a predefined threshold value. This threshold value is then established on the basis of the previous history of situations, or on the basis of advance information about the driver.

For this purpose, according to the invention, the steering torque transmitter includes a steering wheel that can be moved by the driver as an operating element. When the driver inputs the steering torque, the movement of this control element can then be inhibited with a counterforce or a countertorque until the input steering torque exceeds the threshold value. For example, a steering wheel can turn with the steering movements of the automated system. If the driver does not agree with the course followed by the system, he can grab the system's steering wheel in a similar way as a driving instructor does with his learner driver, who is not on the right course. This can also include, for example, simply holding the steering wheel and entering a negative steering torque that works against the steering torque actually intended by the system.

If the entered steering torque exceeds the threshold value, according to the invention both the counterforce or the countertorque and the influence of the system on the lateral guidance of the vehicle are reduced using a predetermined fade-out function. This makes the handover of control fluid and avoids the vehicle executing a jerky maneuver at the moment of handover. For example, a jerky maneuver in a situation in which the maximum coefficient of friction of the tire-road contact has already been exhausted (e.g. on an icy road) could lead to the static friction of this contact changing to sliding friction, making it difficult to control the vehicle is.

In a particularly advantageous embodiment, a prognosis of the steering torque can be determined on the basis of the previous history, or on the basis of the advance information, which the driver is likely to input in order to take over control of the lateral guidance. The threshold is set based on this prediction. In addition to the said previous history and the said advance information about the driver, such a prognosis can also include, for example, an evaluation of the current driving situation. For example, in a driving situation in which an accident is imminent, a stronger reaction from the driver can be expected than in a driving situation in which the vehicle only takes a route that does not correspond to the driver's intention.

• • das Fahrzeug um mehr als einen vorgegebenen Toleranzbetrag in der durch das Lenkmoment vorgegebenen Richtung querversetzt wird, und/oder
• • der Fahrer den Lenkwinkel um mehr als einen vorgegebenen Betrag in einer dem ursprünglichen Lenkmoment entgegengesetzten Richtung korrigiert,

der Schwellwert für das Lenkmoment erhöht wird. Diese beiden Feststellungen zeigen an, dass die Korrektur des vom System vorgegebenen Lenkwinkels um den Eingriff des Fahrers insgesamt stärker ausgefallen ist als dies vom Fahrer beabsichtigt war.In a particularly advantageous embodiment, the system can learn for the future from situations in which control is handed over to the driver by responding to the fact that

• • the vehicle is laterally displaced by more than a predetermined tolerance amount in the direction predetermined by the steering torque, and/or
• • the driver corrects the steering angle by more than a specified amount in a direction opposite to the original steering torque,

the threshold value for the steering torque is increased. These two findings indicate that the correction of the steering angle specified by the system by the driver's intervention turned out to be greater overall than the driver intended.

Alternatively or in combination with this, in a further particularly advantageous embodiment, a measure of the arm force that can be exerted by the driver is determined, and the threshold value is established on the basis of this measure of the arm force. This is based on the knowledge that an intuitive reaction by the driver (e.g. "little", "medium" or "firm" countersteering) often takes place with a certain proportion of the maximum available arm strength. That is, different people will respond to the same situation with roughly the same proportion of their maximum arm strength, but the absolute amounts of these forces will vary significantly from person to person.

For example, the weight and/or volume of the driver can be determined and included in the arm strength measure. Weight sensors are already installed in many vehicles to control airbags and other restraint systems. The driver's volume can be estimated, for example, from recordings from an interior camera, or from the driver's seat and mirror settings made by the driver himself.

Lighter or volumetrically smaller people tend to have less arm strength. For example, the threshold value for the steering torque can be lowered in proportion to the driver's weight. The weight or other constitution of the driver can also be retrieved, for example, after appropriate release from a fitness or health app on the driver's smartphone, or the driver can be asked for the first time using the vehicle for the relevant information, which is then in a memory are stored.

In particular, a profile can be stored for each driver, for example, in the case of a vehicle that is regularly driven by a number of people, for example a family, a company or a car-sharing pool. Each time the vehicle is used, the driver can then be recognized by any means, for example using an individualized vehicle key or using biometric features. Once detected, the appropriate profile can be retrieved and the threshold adjusted accordingly.

In a further particularly advantageous embodiment, the steering torque transmitter is mechanically coupled to at least one steering axle of the vehicle. The threshold value is selected to be higher than a minimum steering torque required to follow the current trajectory.

The mechanical coupling of the steering moment transmitter (such as a steering wheel) to the steering axle is easier to secure against technical failure compared to a decoupled system, in which the desired steering angle is determined by sensors and transmitted to the steering axle via an actuator (“by-wire system”). Even if no auxiliary energy is available, for example for power assistance, the vehicle can still be steered, albeit with increased effort. However, a mechanical coupling does not only work in one direction, but the forces between the tires and the road also have an effect on the steering column. A certain minimum steering torque is therefore required so that the vehicle can, for example, follow a tight curve even at low speeds. The threshold for handing over control of the lateral guidance to the driver should be higher than this minimum steering torque.

• • das vom Fahrer eingegebene Lenkmoment nicht mindestens über eine vorgegebene Zeitspanne aufrechterhalten wird, und/oder
• • das vom Fahrer eingegebene Lenkmoment schneller als mit einer vorgegebenen Maximalrate über den Schwellwert ansteigt, und/oder
• • in Koinzidenz mit dem eingegebenen Lenkmoment mittels eines Erschütterungssensors ein Stoß gegen den Lenkmomentgeber registriert wird,

das vom Fahrer eingegebene, oberhalb des Schwellwerts liegende Lenkmoment nicht zum Anlass genommen, die Kontrolle über die Querführung vom System an den Fahrer zu übergeben. Auf diese Weise kann erfindungsgemäß sichergestellt werden, dass die Kontrolle über die Querführung nur dann an den Fahrer übergeben wird, wenn dieser dies auch tatsächlich wünscht und zur Übernahme der Kontrolle auch aktuell bereit ist. Erfindungsgemäß führen die genannten Ereignisse, die eher auf unabsichtliche Berührungen des Lenkrads oder anderen Lenkmomentgebers hindeuten, nicht zu einer Übergabe der Kontrolle. Eine solche Übergabe würde für den Fahrer völlig überraschend kommen, so dass er hierauf möglicherweise zu spät reagiert.According to the invention in response to that

• • the steering torque input by the driver is not maintained for at least a predetermined period of time, and/or
• • the steering torque input by the driver increases above the threshold value faster than a predetermined maximum rate, and/or
• • a shock against the steering torque sensor is registered in coincidence with the entered steering torque by means of a vibration sensor,

the steering torque input by the driver, which is above the threshold value, is not taken as an opportunity to hand over control of the lateral guidance from the system to the driver. In this way, it can be ensured according to the invention that control of the lateral guidance is only handed over to the driver if he actually wants it and is currently ready to take over control. According to the invention, the events mentioned, which tend to indicate unintentional touching of the steering wheel or other steering torque generator, do not lead to a transfer of control. Such a handover would come as a complete surprise to the driver, so that he might react too late.

In particular, the methods can be fully or partially computer-implemented. The invention therefore also relates to a computer program with machine-readable instructions which, when executed on one or more computers, cause the computer or computers to carry out one of the methods described. In this sense, control devices for vehicles and embedded systems for technical devices that are also able to execute machine-readable instructions are also to be regarded as computers.

The invention also relates to a machine-readable data carrier and/or a download product with the computer program. A downloadable product is a digital product that can be transmitted over a data network, i.e. can be downloaded by a user of the data network and that can be offered for sale in an online shop for immediate download, for example.

Furthermore, a computer can be equipped with the computer program, with the machine-readable data carrier or with the downloadable product.

Further measures improving the invention are presented in more detail below together with the description of the preferred exemplary embodiments of the invention with the aid of figures.

character list

• 1 Ausführungsbeispiel des Verfahrens 100;
• 2 Beispielhafte Anwendung des Verfahrens an einem Fahrzeug 1.

It shows:

• 1 embodiment of the method 100;
• 2 Exemplary application of the method on a vehicle 1.

1 is a schematic flowchart of an exemplary embodiment of method 100. In step 110, starting from the state in which an at least partially automated system 2 has control over the lateral guidance of a vehicle 1, a steering torque transmitter that can be operated by a driver 3 is monitored. In response to the fact that a steering torque 4a input by the driver 3 via the steering torque generator 4 meets a predetermined criterion 130 (truth value 1), control of the lateral guidance of the vehicle 1 is transferred from the system 2 to the driver 3 in step 140 . In this way, the driver 3 is able to control the lateral guidance of the vehicle 1 with the steering torque transmitter 4 from now on.

The criterion 130 is specified in step 120 in detail. For this purpose, a previous history 1a of situations in which control of the lateral guidance has previously been handed over from the system 2 to the driver 3 is used. Alternatively or in combination with this, preliminary information 3a about the driver 3 of the vehicle 1 can be used.

Box 120 shows an example of how criterion 130 for input steering torque 4a can be formed. According to block 121, the predetermined criterion 130 include that the amount of the steering torque 4a input by the driver 3 exceeds a predetermined threshold value 4b. According to block 122, this threshold value can be established based on the previous history 1a of situations, or based on the advance information 3a about the driver 3. Box 122 shows an example of how this can be done in detail.

According to block 122a, a prognosis 4a′ of the steering torque that the driver (3) is likely to enter to take over control of the lateral guidance can be determined based on the previous history 1a or based on the preliminary information 3a. According to block 122b, the threshold value 4b is determined on the basis of this prognosis 4a'.

According to block 124, a measure 3b for the arm force that can be applied by the driver 3 can be determined, for example on the basis of the preliminary information 3a. According to block 124a, in particular the weight 3c and/or the volume 3d of the driver 3 can be determined and used for this purpose. The threshold value 4b for the steering torque 4a is determined according to block 125 on the basis of the measure 3b for the arm force.

• • das Fahrzeug 1 um mehr als einen vorgegebenen Toleranzbetrag in der durch das Lenkmoment 4a vorgegebenen Richtung querversetzt wird (Block 123a), und/oder
• • der Fahrer 3 den Lenkwinkel um mehr als einen vorgegebenen Betrag in einer dem ursprünglichen Lenkmoment 4a entgegengesetzten Richtung korrigiert (Block 123b),

der Schwellwert 4b für das Lenkmoment 4a erhöht werden.According to block 123, in response to the fact that within a predetermined period of time after a transfer of control from the system 2 to the driver 3

• • the vehicle 1 is transversely offset by more than a predetermined tolerance amount in the direction predetermined by the steering torque 4a (block 123a), and/or
• • the driver 3 corrects the steering angle by more than a predetermined amount in a direction opposite to the original steering torque 4a (block 123b),

the threshold value 4b for the steering torque 4a can be increased.

If the steering torque sensor is mechanically coupled to at least one steering axle 5 of the vehicle 1, according to block 126 the threshold value 4b can be selected to be higher than a minimum steering torque 4c required for following the current trajectory.

Box 130 shows in more detail how criterion 130 can be checked.

According to block 131, it can be checked, for example, whether the amount of steering torque 4a input by driver 3 exceeds a predefined threshold value 4b, the determination of which is shown in detail in box 120.

• • das vom Fahrer 3 eingegebene Lenkmoment 4a nicht mindestens über eine vorgegebene Zeitspanne aufrechterhalten wird (Block 132a), und/oder
• • das vom Fahrer 3 eingegebene Lenkmoment 4a schneller als mit einer vorgegebenen Maximalrate über den Schwellwert ansteigt (Block 132b), und/oder
• • in Koinzidenz mit dem eingegebenen Lenkmoment 4a mittels eines Erschütterungssensors 6 ein Stoß gegen den Lenkmomentgeber 4 registriert wird (Block 132c),

das vom Fahrer 3 eingegebene, oberhalb des Schwellwerts 4b liegende Lenkmoment 4a nicht zum Anlass genommen, die Kontrolle über die Querführung vom System 2 an den Fahrer 3 zu übergeben.According to block 132, the transfer of control to the driver can be secured against unintentional operation of the steering torque generator 4. To that end, in response to that

• • the steering torque 4a entered by the driver 3 is not maintained for at least a predetermined period of time (block 132a), and/or
• • the steering torque 4a input by the driver 3 rises above the threshold value faster than a predetermined maximum rate (block 132b), and/or
• • in coincidence with the input steering torque 4a, an impact against the steering torque sensor 4 is registered by means of a vibration sensor 6 (block 132c),

the steering torque 4a input by the driver 3, which is above the threshold value 4b, is not taken as an opportunity to hand over control of the lateral guidance from the system 2 to the driver 3.

As long as the input steering torque 4a does not exceed the specified threshold value 4b (truth value 0), the movement of the control element of the steering torque transmitter 4 that can be moved by the driver can be inhibited according to block 150 with a counterforce or a countertorque 4d. If the input steering torque 4a later exceeds the threshold value 4b, both the counterforce or the countertorque 4d and the influence of the system 2 on the lateral guidance of the vehicle 1 can be gradually reduced according to block 160 using a predefined fade-out function 160a.

2 shows an exemplary application of the method 100 to a vehicle 1, in which most parts have been omitted for the sake of clarity. The steering axle 5 is controlled as part of the at least partially automated driving function via the system 2 and is also connected to the steering wheel 4 as a steering torque generator. The steering wheel 4 therefore turns when the system 2 steers the wheels coupled to the steering axle 5 . The driver 3 has the option at any time of taking the steering wheel 4 in his hand and overriding the system 2 with a steering torque 4a. This overriding is controlled according to the method 100 previously described. If the steering torque 4a does not exceed the previously discussed adaptively obtained threshold value 4b, the movement of the steering wheel 4 is inhibited by the counter-torque 4d. If the threshold value 4b is exceeded, the counter-torque 4b fades to zero with a fade-out, and the driver 3 can steer the steering axle 5 freely.

Claims (11)

Method (100) for transferring control of the lateral guidance of a vehicle (1) from an at least partially automated system (2) to a driver (3) of the vehicle (1), wherein • in the state in which the system (2) has control over the lateral guidance, a steering torque sensor (4) that can be operated by the driver (3) is monitored (110), and • in response to the fact that a steering torque (4a) input by the driver (3) via the steering torque sensor (4) is at least one predetermined criterion (130) is met, control of the lateral guidance is transferred from the system (2) to the driver (3) (140), so that the driver (3) can henceforth control the lateral guidance of the vehicle (1) with the steering torque sensor (4th ) is able to control, wherein • the predefined criterion (130) based on a previous history (1a) of situations in which control was previously transferred from the system (2) to the driver (3), and/or based on advance information (3a ) About the driver (3) of the vehicle (1), is determined (120), wherein the given A criterion (130) includes (121, 131) that the amount of the steering torque (4a) input by the driver (3) exceeds a predetermined threshold value (4b), and wherein the threshold value (4b) is based on the previous history (1a) of situations, or based on the preliminary information (3a) about the driver (3), is determined (122), • wherein the steering torque generator (4) comprises a driver (3) movable steering wheel, characterized in that • the movement of this steering wheel when inputting of the steering torque is inhibited by the driver (3) with a counterforce or counter-torque until the input steering torque exceeds the threshold value (4b), with the steering wheel turning along with the steering movements of the automated system, • where, if the input steering torque exceeds the threshold value , both the counterforce or the countertorque and the influence of the system on the lateral guidance of the vehicle can be reduced using a predetermined fade-out function, and • where the driver (3) input level steering torque (4a) above the threshold value (4b) is not taken as an opportunity (132) to hand over control of the lateral guidance from the system (2) to the driver (3) if ◯ the input from the driver (3). Steering torque (4a) is not maintained for at least a predetermined period of time (132a), and/or ◯ the steering torque (4a) input by the driver (3) increases above the threshold value faster than a predetermined maximum rate (132b), and/or ◯ in Coincidence with the input steering torque (4a) by means of a vibration sensor (6) an impact against the steering torque sensor (4) is registered (132c). Method (100) according to claim 1 , wherein based on the history (1a), or based on the preliminary information (3a), a forecast (4a ') of the steering torque (4a) is determined (122a), which the driver (3) is expected to enter to take control of the lateral guidance is, and wherein the threshold value (4b) based on this forecast (4a ') is determined (122b). Method (100) according to any one of Claims 1 or 2 , wherein in response to the fact that within a predetermined period of time after a transfer of control from the system (2) to the driver (3) • the vehicle (1) by more than a predetermined tolerance amount in the direction specified by the steering torque (4a). is transversely offset (123a), and/or • the driver (3) corrects the steering angle by more than a predetermined amount in a direction opposite to the original steering torque (4a) (123b), the threshold value (4b) for the steering torque (4a) increases becomes (123). Method (100) according to any one of Claims 1 until 3 , wherein a measure (3b) for the arm force that can be applied by the driver (3) is determined (124) and wherein the threshold value (4b) for the arm force is determined using this measure (3b) (125). Method (100) according to claim 4 , The weight (3c) and/or the volume (3d) of the driver (3) being determined and included in the measure (3b) for the arm strength (124a). Method (100) according to one of the preceding claims, wherein the steering torque sensor (4) is mechanically coupled to at least one steering axle (5) of the vehicle (1) and wherein the threshold value (4b) is higher than a minimum steering torque ( 4c) is selected (126). Method (100) according to one of the preceding claims, wherein the steering torque transmitter (4) comprises a control element which can be moved by the driver and wherein the movement of this control element when the steering torque (4a) is input by the driver (3) with a counterforce or a countertorque (4d ) is inhibited (150) until the input steering torque (4a) exceeds the threshold value (4b) (131). Method (100) according to one of the preceding claims, wherein in response to the fact that the input steering torque (4a) exceeds (131) the threshold value (4b), both the opposing force or the counter-torque (4d) and the influence of the system (2) on the lateral guidance of the vehicle (1) are gradually reduced (160) using a predetermined fade-out function (160a). Computer program containing machine-readable instructions which, when executed on one or more computers, cause the computer or computers to perform a method (100) according to one of Claims 1 until 8th to execute. Machine-readable data carrier and/or download product with the computer program claim 9 . Computer equipped with the computer program according to claim 10 , and/or with the machine-readable data medium and/or download product claim 10 .

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