DE102021131188A1 - METHOD, COMPUTER PROGRAM PRODUCT, DRIVER ASSISTANCE SYSTEM AND VEHICLE - Google Patents

Abstract

Method for operating a driver assistance system (110) for a vehicle (100), comprising: receiving (S1) a driving condition sensor signal (SIG1) indicative of a driving condition of the vehicle (100) and determining a vehicle speed as a function of the received driving condition sensor signal (SIG1 ), Determination (S2) of a steering request of a user of the vehicle (100) as a function of a received user sensor signal (SIG2), automatic steering (S3) of at least one steerable axle (106) of the vehicle (100) to change a steering angle of the axle ( 106) as a function of the determined steering request if the determined vehicle speed is less than or equal to a predetermined threshold value, and ending (S4) the automatic steering if a predetermined ending criterion is met.

Description

The present invention relates to a method for operating a driver assistance system, a computer program product, a driver assistance system and a vehicle with a driver assistance system.

Servo steering systems are known which support the user of a motor vehicle during steering movements. Furthermore, it is known to adapt a translation of the steering system or an assistance performance of a servo-steering system as a function of the driving situation, in particular the vehicle speed. However, these systems are only active in a supportive manner, which means that they cannot perform any steering movements of their own. Assistance systems are also known, such as lane departure warning systems or autonomous parking assistance systems, which can carry out independent steering movements.

U.S. 2018/0370532 A1 discloses an assistance system that supports a user to perform a one-turn turning process (U-Turn). Here, for example, on the basis of map data, it is determined whether a single turn is possible at the current position of the vehicle. KR 2020/0055869 A discloses another conventional system.

Against this background, an object of the present invention is to improve the operation of a vehicle with a driver assistance system.

• Empfangen eines für einen Fahrzustand des Fahrzeugs indikativen Fahrzustand-Sensorsignals und Ermitteln einer Fahrzeuggeschwindigkeit in Abhängigkeit des empfangenen Fahrzustand-Sensorsignals,
• Ermitteln eines Lenkwunsches eines Nutzers des Fahrzeugs in Abhängigkeit eines empfangenen Nutzer-Sensorsignals,
• automatisches Lenken zumindest einer lenkbaren Achse des Fahrzeugs zum Verändern eines Lenkwinkels der Achse in Abhängigkeit des ermittelten Lenkwunsches, falls die ermittelte Fahrzeuggeschwindigkeit kleiner oder gleich einem vorbestimmten Schwellwert ist, und
• Beenden des automatischen Lenkens, wenn ein vorbestimmtes Beendigungs-Kriterium erfüllt ist.

Accordingly, a method for operating a driver assistance system for a vehicle is proposed. The procedure includes the steps:

• receiving a driving condition sensor signal indicative of a driving condition of the vehicle and determining a vehicle speed as a function of the received driving condition sensor signal,
• Determining a steering request of a user of the vehicle depending on a received user sensor signal,
• Automatic steering of at least one steerable axle of the vehicle to change a steering angle of the axle as a function of the determined steering request if the determined vehicle speed is less than or equal to a predetermined threshold value, and
• Terminating automatic steering when a predetermined termination criterion is met.

This method has the advantage that a steering movement can be carried out fully automatically as part of a manual drive. This can relieve the user. This is particularly advantageous in situations in which a large change in the steering angle is necessary, such as multi-step turning maneuvers on a narrow street, parking and exiting or similar maneuvering. The driver assistance system advantageously changes the steering angle, but without triggering an autonomous driving function of the vehicle.

The driving status sensor signal is recorded in particular by a vehicle's own driving status sensor and output to the driver assistance system. The driving condition sensor includes at least one speed sensor and can also include a steering angle sensor, a wheel speed sensor, a wheel angle sensor, an acceleration sensor, a yaw rate sensor, a driving position sensor and the like.

The driving condition sensor signal is transmitted from the driving condition sensor to the driver assistance system via a data bus of the vehicle, for example.

The user sensor signal is recorded by, in particular, an on-board sensor that is set up to record an action by the user, and is output to the driver assistance system. An example of a user action is a manual steering movement that the user makes via a steering wheel of the vehicle, which can be detected by a torque sensor on a steering column of the vehicle. Touching the steering wheel can also be detected via a touch-sensitive sensor and is an action by the user. Furthermore, the user action can be recorded via a user interface, wherein the user interface can be designed both for haptic operation using buttons or the like and for voice operation and/or gesture operation.

The detected user sensor signal is indicative of a steering request by the user. This means that the user's desired steering can be determined using the user sensor signal. For example, the user sensor signal is subjected to a corresponding evaluation or analysis for this purpose. Rule-based algorithms can be used for the evaluation or analysis, but trained artificial intelligence algorithms such as neural networks can also be used.

The desired steering includes in particular a direction for the steering. Furthermore, the desired steering can include an indication of a target steering angle up to which automatic steering is to take place.

After the user's steering request has been determined, automatic steering of at least one steerable axle of the vehicle is initiated if the determined vehicle speed is less than or equal to a predetermined threshold value. The predetermined threshold value is, for example, 10 km/h, preferably 5 km/h, more preferably 3 km/h or even less. In one embodiment, the vehicle must be stationary for automatic steering to be initiated. This prerequisite for automatic steering increases the safety of the system.

The automatic steering takes place in particular by controlling a motor assigned to the steerable axle. This can be a servo motor, which can also provide a supporting function during a manual steering process, for example, and/or which can carry out an automatic steering process in an autonomous driving mode of the vehicle.

The steering angle of the steerable axle is changed automatically by the automatic steering. One can also say that the vehicle steers itself or carries out an automatic steering maneuver. This means that the user does not carry out any manual steering movements during automatic steering. However, it should be emphasized that the automatic steering does not take place as part of an autonomous or automatic driving maneuver. Specifically, during the automatic steering, only automatic control of the steerable axle is performed, but no other system of the vehicle that affects a running state of the vehicle is automatically controlled. In particular, the vehicle is not accelerated or braked. An exception to this can be safety-related functions such as an emergency stop or an emergency brake assistant, which can also be active during the automatic steering process.

The automatic steering can be carried out with one or more steerable axles, such as a steerable front axle and at the same time with a steerable rear axle of a motor vehicle. The deflection direction of the axes can be opposite here.

The automatic steering is terminated as soon as a predetermined termination criterion is met.

The termination criterion includes, for example, reaching a predetermined steering angle, reaching a predetermined change in the steering angle and/or a predetermined user action.

The system can be configured in different ways in this regard. For example, the automatic steering can be terminated when the steering angle has been changed according to a full turn of the steering wheel. Alternatively, the automatic steering can be continued until a predetermined user action, such as user intervention in the steering wheel, is detected. If the user action is not detected, the automatic steering is only ended, for example, when a predetermined maximum steering angle (full lock) is reached.

• Empfangen eines Lenkwinkel-Sensorsignals und/oder eines Nutzer-Sensorsignals, und
• Ermitteln, ob der vorbestimmte Lenkwinkel und/oder die vorbestimmte Änderung des Lenkwinkels erreicht ist in Abhängigkeit des empfangenen Lenkwinkel-Sensorsignals und/oder ob der Nutzer die vorbestimmte Nutzer-Aktion durchgeführt hat in Abhängigkeit des empfangenen Nutzer-Sensorsignals.

According to one embodiment of the method, this additionally includes:

• receiving a steering angle sensor signal and/or a user sensor signal, and
• Determining whether the predetermined steering angle and/or the predetermined change in the steering angle has been reached depending on the received steering angle sensor signal and/or whether the user has carried out the predetermined user action depending on the received user sensor signal.

The steering angle sensor signal is in particular indicative of the current steering angle of the steerable axle. This means that the current steering angle and the change in the steering angle since the start of automatic steering can be determined at any time.

The user sensor signal that is used to determine the predetermined user action can be the same user sensor signal that is used to determine the desired steering, but it can also be a different user sensor signal. For example, the user sensor signal includes a torque sensor signal from a torque sensor on the steering column, which is indicative of user intervention in the steering wheel. The user sensor signal can also be a signal from a touch-sensitive sensor which, for example, detects a touch on the steering wheel by the user. However, the user sensor signal can also include a camera image of the user, from which a touch of the steering wheel by the user and/or a specific gesture by the user can also be derived.

According to a further embodiment of the method, the predetermined user action includes intervention in the automatic steering, a voice command from the user and/or a user gesture.

According to a further embodiment of the method, the steering angle of the axle is maintained after stopping the automatic steering.

This means that the automatically set steering angle remains fixed until the user of the vehicle initiates a manual steering operation. This avoids a self-steering effect of the vehicle after automatic steering, for example when the user moves the vehicle under the automatically set steering angle.

According to a further embodiment of the method, the user sensor signal for determining the desired steering includes a predetermined manual actuation of the steerable axle by the user.

One can also say that pattern recognition is carried out on the basis of the manual steering movements. For example, the desired steering is determined when the user deflects the steering wheel twice in quick succession by a small amount in a specific direction. The small amount includes, for example, a deflection of less than 10°.

According to a further embodiment of the method, the desired steering is determined as a function of a predetermined steering movement carried out manually by the user.

The predetermined steering movement includes, for example, manual steering up to a very large steering angle, which is close to a full lock, for example. "Nearby" means, for example, that the manual steering angle is greater than or equal to 70%, 80% or 90% of a full lock steering angle of the respective vehicle and in the respective steering direction. After such a manual steering process, it is very likely that the user will next carry out a steering movement in the opposite direction. The predetermined steering movement can also include a started steering movement in the opposite direction as a further condition for determining the desired steering, so that the desired steering is only determined when the user has already initiated the steering movement in the opposite direction.

According to a further embodiment of the method, the user sensor signal for determining the desired steering includes a user input received via a user interface.

The user interface includes, for example, a button on the steering wheel and/or a steering wheel touch sensor. The user interface is used in particular to interact with the driver assistance system.

The user input is therefore in particular not an action by the user to manually control the vehicle (ie in particular no manual steering movement).

According to a further embodiment of the method, the automatic steering includes an automatic changing of the steering angle at a constant speed.

In this context, speed is understood to be the steering speed or rate of change of the steering angle. For example, the automatic steering is performed at a steering speed of one turn of the steering wheel in a certain period of time, such as one second or two.

In embodiments, the automatic steering can take place at a speed dependent on a user action.

This is preferably done dynamically, with the speed being variable during the automatic steering. For example, automatic steering can initially be started with a high initial steering speed and if the user touches the steering wheel lightly, automatic steering is continued at a lower steering speed than the initial steering speed until the user completely grips the steering wheel. This corresponds to a multi-level control of the steering speed based on multi-level user actions, which enables the user to achieve more precise adjustment of the steering angle through automatic steering.

According to a further embodiment of the method, the steering angle of the axle is output to the user via a user interface during the automatic steering.

The output is preferably visual. This enables the user to end the automatic steering process as soon as a certain steering angle is reached.

According to a further embodiment of the method, the user sensor signal for determining the desired steering includes a predetermined steering angle and/or a predetermined change in the steering angle, the termination criterion comprising reaching the predetermined steering angle and/or the predetermined change in the steering angle.

In this embodiment, the user can specify the termination criterion with the steering request. This can be done, for example, via appropriate buttons on the steering wheel or via appropriate gesture control.

• Empfangen eines für eine Umgebung des Fahrzeugs indikativen Umgebungs-Sensorsignals,
• Ermitteln eines von dem Nutzer beabsichtigten Fahrmanövers in Abhängigkeit des Umgebungs-Sensorsignals und des Fahrzustands-Sensorsignals,
• Ermitteln eines für die Durchführung des beabsichtigten Fahrmanövers benötigten Lenkwinkels, und
• automatisches Lenken der lenkbaren Achse zum Einstellen des benötigten Lenkwinkels.

According to a further embodiment of the method, this additionally comprises:

• Receiving an environment sensor signal indicative of an environment of the vehicle,
• Determining a driving maneuver intended by the user as a function of the surroundings sensor signal and the driving condition sensor signal,
• Determining a steering angle required to carry out the intended driving maneuver, and
• Automatic steering of the steerable axle to set the required steering angle.

In this embodiment, the driver assistance system advantageously recognizes the intended driving maneuver and controls the automatic steering accordingly. One can also speak of situation recognition. For example, it is determined that the user would like to carry out a multi-step turning maneuver. Such a turning maneuver comprises, for example, three moves (forward with steering in a first direction, backward with steering in the other direction, forward with steering in the other direction until the wheels are parallel to the road). Then, in the third move, the automatic steering can be done such that the wheels of the steerable axle are set parallel to the road.

Alternatively, the situation detection can also be carried out without an environment sensor signal and exclusively with the driving state sensor signal and the user sensor signal. In particular, the vehicle speed, the driving level selected by the user, the current steering angle and a chronological progression of the steering angle in the past few seconds are evaluated together. If the user drives the vehicle with the maximum steering angle, stops the vehicle and then sets the gear in the opposite direction, it can be concluded that the steering angle will now also be changed in the opposite direction, for example because the user wants to turn the vehicle. Accordingly, the driver assistance system can initiate automatic steering in the appropriate direction. In this case, it is also possible to additionally wait for the user to manually begin the opposite steering movement, and only then initiate the automatic steering.

In a further scenario, it is recognized, for example, that a certain maximum steering angle should not be exceeded or should not fall below a certain minimum steering angle, since otherwise a collision with an object in the area, such as a parked car or a building, can occur . Accordingly, the steering angle is adjusted in the automatic steering.

According to a second aspect, a computer program product is proposed which comprises instructions which, when the program is executed by a computer, cause the latter to execute the method according to the first aspect.

For example, a driver assistance system of a vehicle is designed as such a computer.

A computer program product, such as a computer program means, can be made available or supplied by a server in a network, for example, as a storage medium such as a memory card, USB stick, CD-ROM, DVD, or in the form of a downloadable file. This can be done, for example, in a wireless communication network by transferring a corresponding file with the computer program product or the computer program means.

• eine Empfangseinheit zum Empfangen eines für einen Fahrzustand des Fahrzeugs indikativen Fahrzustand-Sensorsignals,
• eine Ermittlungseinheit zum Ermitteln einer Fahrzeuggeschwindigkeit in Abhängigkeit des empfangenen Fahrzustand-Sensorsignals und zum Ermitteln eines Lenkwunsches eines Nutzers des Fahrzeugs in Abhängigkeit eines empfangenen Nutzer-Sensorsignals, und
• eine Steuerungseinheit zum Steuern eines automatischen Lenkens zumindest einer lenkbaren Achse des Fahrzeugs zum Verändern eines Lenkwinkels der Achse in Abhängigkeit des ermittelten Lenkwunsches, falls die ermittelte Fahrzeuggeschwindigkeit kleiner oder gleich einem vorbestimmten Schwellwert ist, wobei die Steuerungseinheit dazu eingerichtet ist, das automatische Lenken zu beenden, wenn ein vorbestimmtes Beendigungs-Kriterium erfüllt ist.

According to a third aspect, a driver assistance system for a vehicle is proposed. The driver assistance system has:

• a receiving unit for receiving a driving condition sensor signal indicative of a driving condition of the vehicle,
• a determination unit for determining a vehicle speed depending on the received driving condition sensor signal and for determining a steering request of a user of the vehicle depending on a received user sensor signal, and
• a control unit for controlling automatic steering of at least one steerable axle of the vehicle in order to change a steering angle of the axle as a function of the determined steering request if the determined vehicle speed is less than or equal to a predetermined threshold value, the control unit being set up to end the automatic steering, when a predetermined termination criterion is met.

The embodiments and features described for the proposed method according to the first aspect apply accordingly to the proposed driver assistance system. The proposed driver assistance system is preferably operated using the method according to the first aspect.

The respective unit of the driver assistance system can be implemented in terms of hardware and/or software. In the case of a hardware implementation, the respective unit can be embodied, for example, as a computer or as a microprocessor. In the case of a software implementation, the respective unit can be designed as a computer program product, as a function, as a routine, as an algorithm, as part of a program code or as an executable object. Furthermore, each of the units mentioned here can also be designed as part of a higher-level control system of the vehicle, such as a central electronic control device and/or an engine control unit (ECU: Electronic Control Unit).

According to a fourth aspect, a vehicle having a driving condition sensor for detecting and outputting a driving condition sensor signal indicative of the driving condition of the vehicle, a user sensor unit for detecting and outputting a user sensor signal, a steering system that can be driven by a motor, and a driver assistance system according to proposed to the third aspect.

The vehicle is, for example, a passenger car or a truck.

The driving condition sensor includes at least one speed sensor and can also include a steering angle sensor, a wheel speed sensor, a wheel angle sensor, an acceleration sensor, a yaw rate sensor and the like.

The user sensor unit can comprise a sensor unit which detects a manipulation by the user of a control element of the vehicle provided for manual control of the vehicle, such as a torque sensor on a handlebar of the vehicle connected to the steering wheel. Alternatively or additionally, the user sensor unit can include a sensor unit of a user interface, the user interface being set up for the interaction of the user with vehicle systems, in particular with the driver assistance system. Examples of such a sensor unit include a microphone for detecting a voice command, a camera or a proximity sensor for detecting a gesture by the user, a touch-sensitive input field, in particular a touch-sensitive screen, and haptic control elements such as buttons, rotary controls, sliders and the like.

The embodiments and features described for the proposed method according to the first aspect apply correspondingly to the proposed vehicle and vice versa.

Further possible implementations of the invention also include combinations of features or embodiments described above or below with regard to the exemplary embodiments that are not explicitly mentioned. The person skilled in the art will also add individual aspects as improvements or additions to the respective basic form of the invention.

• 1 zeigt eine schematische Ansicht eines Fahrzeugs aus einer Vogelperspektive;
• 2A - 2C zeigen ein Fahrmanöver, das mit Unterstützung durch das Fahrerassistenzsystem durchgeführt wird;
• 3 zeigt ein schematisches Blockdiagramm einer Ausführungsform eines Fahrerassistenzsystems; und
• 4 zeigt ein schematisches Blockschaltbild eines Ausführungsbeispiels für ein Verfahren zum Betreiben eines Fahrerassistenzsystems.

Further advantageous refinements and aspects of the invention are the subject matter of the dependent claims and of the exemplary embodiments of the invention described below. The invention is explained in more detail below on the basis of preferred embodiments with reference to the enclosed figures.

• 1 Fig. 12 shows a schematic view of a vehicle from a bird's eye view;
• 2A - 2C show a driving maneuver that is carried out with the support of the driver assistance system;
• 3 shows a schematic block diagram of an embodiment of a driver assistance system; and
• 4 shows a schematic block diagram of an exemplary embodiment of a method for operating a driver assistance system.

Elements that are the same or have the same function have been provided with the same reference symbols in the figures, unless otherwise stated.

1 FIG. 12 shows a schematic view of a vehicle 100 from a bird's eye view. The vehicle 100 is, for example, a car that has four wheels 101 - 104 that are arranged in pairs on a rear axle 105 and a front axle 106 . It is, for example, a vehicle 100 with front-wheel drive and front steering. The vehicle 100 has a driver assistance system 110, which in particular as based on the 3 explained trained and to perform the basis of 4 described procedure is set up.

A driving condition sensor 121 is arranged on rear axle 105 and is set up to output a driving condition sensor signal SIG1 to driver assistance system 100 . It is, for example, a speed sensor that detects the speed of the rear axle 105, on the basis of which the vehicle speed can be determined, taking into account the wheel circumference of the rear wheels 101, 102.

A steering system 122 is arranged on the front axle 106 , which in this example comprises a steering column 107 with a steering wheel 108 attached thereto and a toothed rack 109 . A servomotor 124 is also provided, which can support the user during a steering operation. In addition, the servomotor 124 can record a current steering angle, for example. A torque sensor 123 is arranged on the steering column 107 and detects an actuation of the steering wheel 108 by a user. The detected torque is output to driver assistance system 110 as user sensor signal SIG2. For example, the servo motor 124 can be controlled on the basis of the user sensor signal SIG2.

The driver assistance system 110 is set up in particular to automatically change a steering angle of the wheels 103, 104 of the front axle 106 using the servomotor 124, ie to automatically steer.

The vehicle 100 with the driver assistance system 110 is, for example, to carry out the following based on the 2A - 2C explained supported driving maneuvers set up.

2A - 2C show a driving maneuver performed with a vehicle 100, which is supported by a driver assistance system 110 (see 1 or 3 ) is carried out. The driving maneuver is a turning process on a road 200, which is carried out in three moves.

The 2A shows the first move of the turning manoeuvre. This first move is performed manually by the user of the vehicle 100 . For example, the user manually turns completely to the left in order to set a maximum steering angle and thus achieve a minimum curve radius. Before the vehicle 100 leaves the road 200, the user stops the vehicle 100. The dashed lines TR3, TR4 represent the respective trajectory of the wheels 103, 104 as an example.

The vehicle 100 is now in a reversal point in which the user engages reverse gear, for example, and begins to change the steering angle of the front wheels 103, 104 in the opposite direction.

For example, during the first move, driver assistance system 110 receives both the driving condition sensor signal SIG1 (see 1 or 3 ) as well as the user sensor signal SIG2 (see 1 or 3 ). On the basis of the driving condition sensor signal SIG1, the driver assistance system 110 ascertains, for example, that the vehicle 100 has come to a standstill. Furthermore, the driver assistance system 110 can determine, for example, that the current steering angle is a maximum steering angle to the left. On the basis of the user sensor signal SIG2, which, for example, contains the signal from the torque sensor 123 (see 1 ) on the steering column 107 (see 1 ) is, the driver assistance system 110 also determines that the user has the steering wheel 108 (see 1 ) now rotates in the opposite direction, with which driver assistance system 110 determines a user's steering request.

Based on this information, driver assistance system 110 concludes, for example, that the user will now carry out a larger steering movement in the opposite direction, as in FIG 2 B is shown. Driver assistance system 110 supports the user in this steering movement by initiating an automatic steering movement 130 . The automatic steering movement 130 takes place here without the user directing the steering movement and over a larger steering angle range. In particular, it is not just a matter of power steering that requires constant torque from the user.

Driver assistance system 110 can optionally also detect, for example, that the user has engaged reverse gear for vehicle 100 . A situation detection can be carried out on the basis of this additional information, in which the driver assistance system 110 determines, for example, that the user is performing a multi-step turning maneuver and initiates the automatic steering in accordance with the detected situation.

The automatic steering movement 130 is terminated, for example, when the user engages the steering wheel 108, a predetermined steering angle, in particular a maximum steering angle, is reached, and/or when the user lets the vehicle 100 roll and as soon as the vehicle 100 exceeds a predetermined speed threshold. These are examples of termination criteria.

The second turn of the turning maneuver is complete after the user backs up and stops the vehicle 100 with the changed steering angle. The dashed lines TR3, TR4 show the probable respective trajectory of the wheels 103, 104 when the user reverses with the vehicle 100 after the automatic steering 130.

Now the user begins, for example, to change the steering angle back in the opposite direction, as in 2C shown. The driver assistance system 110 thus ascertains a further steering request by the user and supports this again by initiating an automatic steering system 130 .

For example, vehicle 100 has an area camera (not shown), on the basis of which driver assistance system 110 determines a direction of road 200 . By recognizing the situation, driver assistance system 110 determines that the user wants to turn vehicle 100 on road 200 . Since the turning maneuver is completed with the third turn, driver assistance system 110 determines, for example, the steering angle that corresponds to a parallel position of wheels 103, 104 with road 200, and defines this steering angle as the target steering angle for automatic steering 130. The automatic steering 130 is thus ended as soon as this target steering angle is set, without the user having to intervene in the steering wheel 108 . It should be noted that the automatically adjusted steering angle in the 2C is not oriented parallel to the road, since vehicle 100 is in the wrong lane and a corrective movement must therefore first be carried out. It should also be noted that the determination of the target steering angle, as explained above, is only optional.

3 shows a schematic block diagram of an embodiment of a driver assistance system 110 for a vehicle 100. It is, for example, the driver assistance system 110 of the vehicle 100 of FIG 1 . Driver assistance system 110 includes a receiving unit 112 for receiving a driving condition sensor signal SIG1 indicative of a driving condition of vehicle 100 and for receiving a user sensor signal SIG2, a determination unit 114 for determining a vehicle speed as a function of the received driving condition sensor signal SIG1 and for determining a steering request of a user of vehicle 100 as a function of the received user sensor signal SIG2, and a control unit 116 for controlling automatic steering 130 (see 2 B and 2C ) at least one steerable axle of vehicle 100 for changing a steering angle of the axle as a function of the determined desired steering. In particular, automatic steering 130 is only initiated when the ascertained vehicle speed is less than or equal to a predetermined threshold value. The control unit 116 is also set up to end the automatic steering 130 when a predetermined termination criterion is met.

4 FIG. 1 shows a schematic block diagram of an exemplary embodiment of a method for operating a driver assistance system 110 for a vehicle 100, for example driver assistance system 110 in FIG 1 or the 3 and the vehicle 100 of 1 or 2A - 2C . In a first step S1, a driving condition sensor signal SIG1 (see FIG 1 or 3 ) received and a vehicle speed determined as a function of the received driving condition sensor signal SIG1. In a second step S2, a steering request by a user of vehicle 100 is determined as a function of a received user sensor signal SIG2 (see 1 or 3 ) determined. In a third step S3, automatic steering 130 (see 2 B and 2C ) causes at least one steerable axle of vehicle 100 to change a steering angle of the axle as a function of the determined desired steering if the determined vehicle speed is less than or equal to a predetermined threshold value. In a fourth step S4, automatic steering 130 is terminated when a predetermined termination criterion is met.

Although the present invention has been described using exemplary embodiments, it can be modified in many ways.

Reference List

100

vehicle

101

wheel

102

wheel

103

wheel

104

wheel

105

rear axle

106

front axle

107

steering column

108

steering wheel

109

rack

110

driver assistance system

112

receiving unit

114

investigation unit

116

control unit

121

driving condition sensor

122

steering system

123

user sensor unit

124

steering drive

130

automatic steering

200

Street

S1

process step

S2

process step

S3

process step

S4

process step

SIG1

Driving condition sensor signal

SIG2

user sensor signal

TR3

trajectory

TR4

trajectory

QUOTES INCLUDED IN DESCRIPTION

This list of documents cited by the applicant was generated automatically and is included solely 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 2018/0370532 A1 [0003]
• KR 2020/0055869 A [0003]

Claims (15)

Method for operating a driver assistance system (110) for a vehicle (100), with: Receiving (S1) a driving condition sensor signal (SIG1) indicative of a driving condition of the vehicle (100) and determining a vehicle speed as a function of the received driving condition sensor signal (SIG1), Determining (S2) a steering request of a user of the vehicle (100) as a function of a received user sensor signal (SIG2), Automatic steering (S3) of at least one steerable axle (106) of the vehicle (100) to change a steering angle of the axle (106) as a function of the determined steering request if the determined vehicle speed is less than or equal to a predetermined threshold value, and Ending (S4) the automatic steering when a predetermined termination criterion is met. procedure after claim 1 , characterized in that the predetermined termination criterion comprises reaching a predetermined steering angle, reaching a predetermined change in the steering angle and/or a predetermined user action. procedure after claim 2 , characterized by : receiving a steering angle sensor signal and/or a user sensor signal, and determining whether the predetermined steering angle and/or the predetermined change in the steering angle has been reached as a function of the received steering angle sensor signal and/or whether the user has the predetermined user -Action carried out depending on the received user sensor signal. procedure after claim 2 or 3 , wherein the predetermined user action comprises an intervention in the automatic steering, a voice command from the user and/or a user gesture. Method according to one of the preceding claims, characterized in that the steering angle of the axle (106) is maintained after automatic steering has ended. Method according to one of the preceding claims, characterized in that the user sensor signal (SIG2) for determining the desired steering includes a predetermined manual actuation of the steerable axle (106) by the user. procedure after claim 6 , characterized in that the desired steering is determined as a function of a predetermined steering movement carried out manually by the user. Method according to one of the preceding claims, characterized in that the user sensor signal (SIG2) for determining the desired steering includes a user input received via a user interface. Method according to one of the preceding claims, characterized in that the automatic steering comprises an automatic changing of the steering angle at a constant speed. Method according to one of the preceding claims, characterized in that the steering angle of the axle (106) is output to the user via a user interface during automatic steering. Method according to one of the preceding claims, characterized in that the user sensor signal (SIG2) for determining the desired steering includes a predetermined steering angle and/or a predetermined change in the steering angle, the termination criterion being the achievement of the predetermined steering angle and/or the predetermined Changing the steering angle includes. Method according to one of the preceding claims, characterized by : receiving an environment sensor signal indicative of an environment (200) of the vehicle (100), determining a driving maneuver intended by the user as a function of the environment sensor signal and the driving state sensor signal (SIG1), Determining a steering angle required to carry out the intended driving maneuver, and automatically steering the steerable axle (106) to set the required steering angle. Computer program product, comprising instructions which, when the program is executed by a computer, cause the latter to carry out the method according to one of Claims 1 - 12 to execute. Driver assistance system (110) for a vehicle (100), with a receiving unit (112) for receiving a driving condition sensor signal (SIG1) indicative of a driving condition of the vehicle (100), a determination unit (114) for determining a vehicle speed as a function of the received driving condition sensor signal (SIG1) and for determining a steering request of a user of the vehicle (100) as a function of a received user sensor signal (SIG2), and a control unit (116) for controlling automatic steering of at least one steerable axle (106) of the vehicle (100) for changing a steering angle of the axle (106) as a function the steering request determined if the vehicle speed determined is less than or equal to a predetermined threshold value, the control unit (116) being set up to end the automatic steering if a predetermined ending criterion is met. Vehicle (100) with a driving condition sensor (121) for detecting and outputting a driving condition sensor signal (SIG1) indicative of the driving condition of the vehicle (100), a user sensor unit (123) for detecting and outputting a user sensor signal (SIG2), a steering system (122) that can be driven by a motor (124), and having a driver assistance system (110). Claim 14 .

Images