EP2238009A1

EP2238009A1 - Driver assistance system

Info

Publication number: EP2238009A1
Application number: EP09705475A
Authority: EP
Inventors: Jürgen Pfeiffer; Mattias Strauss; Enrico RÜCK; Ulrich STÄHLIN; Stefan LÜKE; Matthias Komar
Original assignee: Continental Teves AG and Co OHG
Current assignee: Continental Teves AG and Co OHG
Priority date: 2008-01-31
Filing date: 2009-01-30
Publication date: 2010-10-13
Also published as: US20110032119A1; DE102009006976B4; DE102009006976A1; JP2011514274A; WO2009095487A1

Abstract

The invention relates to a driver assistance system (12) which outputs information to the driver (14) on the traffic situation (10) in the surroundings and provides assistance, by means of vehicle components (21, 23, 25), in order for the driver (14) to handle a current traffic situation (10).

Description

Driver assistance system

Field of the invention

The invention relates to a driver assistance system.

Technological background

Driver assistance systems are known which support a driver in certain situations. In principle, this reacts to the activities performed by the driver through the driver assistance system. The focus is on the support in the control of the vehicle's own dynamics. In such driver assistance systems, however, there is the danger that the driver may feel under-challenged or feel the intervention of the driver assistance system as a loss of control over the control of the vehicle.

Summary of the invention

The object of the invention is to provide an alternative driver assistance system. This object is achieved with a driver assistance system and a method according to the independent claims. Advantageous developments of the invention are the subject of the dependent claims.

An exemplary embodiment is based on the generic state of the art by a driver assistance system in which information about the surrounding traffic situation and support via vehicle components, in particular a steering system, a brake system and a power control system, are output to the driver for coping with the present traffic situation.

The invention is a new comprehensive consideration for a driver assistance system called the "Active Car", which is intended to assist the driver both in his decision-making and in the control tasks The idea is to take advantage of the fact that previous innovations in the automotive sector have become more prevalent if they were easy to use and applicable for every user and every situation Previously successful assistance system ESP intervened in such a way in the driving behavior of the vehicle that the driver's request is maintained within the physical possibilities.This type of driver assistance promises to be successful, the current figures.

On this basis, the driver assistance system builds and continues technologically decisive steps. The driver should no longer be supported only in situations in which one Loss of control over your own vehicle threatens, but should be informed at all times about the current traffic situation.

The focus is not on assisting in controlling the vehicle's own dynamics, but on mastering the traffic situation itself. One possibility would be the autonomous control of the vehicle in the longitudinal and transverse direction or an audible or visual warning of the driver. These solutions should not be pursued, because in these solutions threatens an under-demand or the warning from the driver to the corresponding situation is poorly assigned.

According to a further exemplary embodiment, the vehicle components can be operated via vehicle operating elements, in particular a steering wheel, a brake pedal and an accelerator pedal, and the information is output via the vehicle operating elements. Instead of the steering wheel, brake pedal and accelerator pedal, a joystick can also be used, which partially or completely combines the function of the first three vehicle control elements.

According to a further embodiment, the information is haptically output to the driver. Thus, the driver can be reached quickly without distracting him from the traffic situation. Furthermore, the driver's warning is thus intuitively assigned to the corresponding situation.

Moreover, in one embodiment, the driver assistance system may determine the extent of the haptic warnings of the criticality of the traffic situation. This gives the driver a good picture of the urgency of his actions.

A further exemplary embodiment is directed to the driver assistance system changing the actuation force of the vehicle operating elements, so that the driving feeling thereby changed provides an information source for the driver. The driver is thus informed directly about the vehicle control elements to be operated anyway, whereby the information is easily assigned by the driver.

Furthermore, it can be provided that the driver assistance system maintains a control chain between the vehicle and the driver. Thus, the control chain for guiding the vehicle is never interrupted, giving the driver the feeling of being in control of the vehicle at all times.

In addition, it can be provided that the extent of the support is dependent on a road type. Thus, the extent of support can depend on whether it is city traffic, a highway or a highway, which improves the quality of support, because the type of road may depend on the urgency of the driver's actions.

In addition, it can be provided that the extent of the support is dependent on the measurement accuracy of the traffic situation detection. This also improves the quality of the information and support provided by the driver assistance system. Furthermore, it can be provided that, in addition, a display is provided which visually informs the driver of the cause of the assistance. Thus, the driver remains informed about the reason of the support, even if the reason is, for example, in a speed limit and the corresponding road sign has long been passed.

According to a further exemplary embodiment, provision may be made for sensors to be mounted on the vehicle in order to detect the traffic situation. These can be, for example, camera systems, radar sensors and / or lidar sensors.

Furthermore, it can be provided that a satellite navigation receiver and / or a digital map, preferably a road map, is provided for detecting the traffic situation.

Furthermore, provision can be made for the driver assistance system to communicate with a traffic infrastructure and / or with other vehicles in order to detect the traffic situation. Thus, information can be transmitted to the driver assistance system, which remain hidden from the sensors described above, whereby the driver assistance system even more accurate information and support.

According to further embodiments, it may be provided that the support comprises a steering torque or steering angle superposition and / or a force superposition for brake pedal actuation.

Furthermore, it can be provided that the driver's subjective driving sensation is determined and evaluated. According to this Embodiment attempts to estimate the behavior of a driver in advance and to provide assistance in coping with a traffic situation.

In addition, the present invention provides a vehicle having such a driver assistance system. This vehicle provides the advantages described above in a metaphorical manner.

In the following, embodiments of the invention will be described with reference to the figures.

Short description of the figures

1 shows a schematic functional diagram of the driver assistance system according to an exemplary embodiment of the invention;

Fig. 2 is a diagram showing the amount of information and assistance of the driver assistance system 12;

Fig. 3 is a diagram illustrating a degree of information and support over time;

4 illustrates the required range of sensors for detecting the traffic situation;

Fig. 5 shows an embodiment of a sensor concept; and Fig. 6 shows a further embodiment of a sensor concept.

Detailed description of embodiments

FIG. 1 shows a schematic functional diagram of the driver assistance system according to one exemplary embodiment of the invention. A present traffic situation 10 is detected by the driver assistance system 12 and perceived by the driver 14. The driver assistance system 12 comprises a CPU 11 and a memory unit 13 connected thereto in which a multiplicity of potential traffic situations and parameters that establish a connection between potential traffic situations and outputs of the driver assistance system 12 are stored. The driver assistance system 12 supports the driver 14 depending on the traffic situation 10 in coping with the traffic situation 10, so that the driver 14 controls a vehicle 16 in a suitable manner. The control of the vehicle 16 in turn has an influence on the traffic situation 10, which in turn is detected by the driver assistance system 12 and by the driver 14. The control or operation of the vehicle 16 via schematically illustrated vehicle components, such as a steering system 21, a brake system 23 and a power control system 25. The steering system 21 includes a steering wheel 20, the brake system 23 includes a brake pedal 22 and the power control system 25 includes an accelerator pedal 24th The interface between these vehicle components and the driver 14 is established via the steering wheel 20, the brake pedal 22 and the accelerator pedal 24, collectively referred to as Vehicle controls are called. The vehicle controls may further include a windshield wiper lever, a light switch, a turn signal lever, and so on. Instead of the steering wheel, brake pedal and / or accelerator pedal, a joystick can also be used. In this embodiment, however, only the classic vehicle controls will be described. However, an implementation via a joystick is covered by the invention.

In this case, the driver 14 in all traffic situations 10 haptically learns via the vehicle operating elements 20, 22, 24 whether he or the other road users behave correctly in accordance with the valid traffic regulations and is made aware of the situation in an adaptive manner to misconduct. In doing so, he always retains control of the vehicle 16, i. the driver is always part of the rule chain. The functionality of the driver assistance system 12 does not include any autonomous intervention in the control of the vehicle 16.

The driver assistance system 12 should be designed so that it always remains functional, regardless of whether highway, highway or city. For this purpose, an electronic road map can be used which is coupled to a GPS receiver 18 in order to differentiate between the types of road and to adapt parameters of the driver assistance system 12. So in the city must be taken into account that for all maneuvers less space is available. The interventions must therefore be made a little later, but stronger. Exceptions are traffic situations 10 in which haptic information is output to the driver 14 via the steering wheel 20 and relevant objects are located on both sides of the own vehicle 16. Here, the driver 14 can be permanently informed. However, it must be ensured that the driver 14 is not guided by the driver assistance system 12 away from stationary vehicles to sidewalks or cycle paths.

In this driver assistance system 12, the driver 14 is to be constantly informed haptically via the vehicle operating elements 20, 22, 24 in accordance with the traffic situation 10 and thus be indirectly intervened in the vehicle behavior. Thus, the driver always remains master of the situation, i. Part of the control chain to control the vehicle, but is better informed.

Assistance should take place in almost all of the driver's duties 14, namely, accelerating, braking, steering, flashing, and operating windshield wipers and light.

In order to reach the driver 14 as quickly as possible, all interventions are realized on a haptic basis. In addition, an optical, as subtle as possible, information about what dangerous situation exists, be provided. There should be no autonomous braking or steering intervention. The system is primarily for informing the driver.

In this case, the driver assistance system 12 is intended to recognize, inter alia, the following traffic situations 10 and to inform and support them accordingly:

1. Assistance in maintaining a safety distance:

If the driver falls below the safety distance, the accelerator pedal can be pressed against the situation depending on the situation. In addition, in critical situations, the vehicle can be easily decelerated to give the driver a to give more haptic feedback. The driver always has the opportunity to override this intervention with the accelerator pedal.

2. Support during braking:

If the driver has to brake due to a traffic situation, the brake pedal should be smoother. This is achieved by increasing the brake pressure to the pressure necessary to cope with the traffic situation without decoupling the brake pedal.

3. Assistance in approaching and crossing intersections:

If the driver drives too fast towards a crossroads, he can be warned before crossing red lights or notices of right of way, as described under points 1 and 2.

4. Assistance in compliance with speed prescriptions:

In this case, the driver should be warned when exceeding the prescribed speed according to point 1. At this point, it is advantageous that the driver is also visually informed about his error, since the corresponding shield is no longer visible when engaging the driver assistance system.

5. Warning of driving on a street opposite to the prescribed direction of travel (one-way street, motorway): Here, a one-way street sign can be treated like a red traffic light. Due to the high criticality, the warning is slightly stronger, so the driver according to point 1 and 2 can bring his vehicle to a stop in front of the corresponding signs. In addition, it is made difficult to retract by removing the gas pedal.

6. Support during acceleration:

If the driver changes the adjacent lane at too low a speed, a return torque of the accelerator pedal can be reduced, so that the vehicle accelerates faster with the same foot force without hiding the driver's request. Also, the ratio accelerator pedal position to vehicle acceleration is always maintained and is therefore plausible for the driver. Point 1 and

2, however, have priority.

7. Tracking assistance:

To make it easier for the driver to keep the lane, a slight counter-torque can be applied to the steering when approaching the lane marking by the driver assistance system.

8. Support when changing lanes:

To warn the driver of a dangerous lane change, the steering system can be superimposed with a stronger counter-torque. The driver can easily hold against it until a lane change is possible and will then feel that the counter-torque is reduced. If there is a risk of a staggered collision with the front vehicle, it is not supported in the steering system but in principle intervened in accordance with points 1 and 2. 9. Assistance in the approach of other vehicles to the own:

If the own vehicle laterally too close to fixed obstacles or other vehicles, so the steering wheel is superimposed on a corresponding counter-torque. This can be very high according to the situation, but must remain overridden by the driver.

10. Flash support:

Should the driver enforce a lane change despite the counter-torque in the steering wheel, the turn signal can be activated automatically at this moment.

11. Support in adapting the speed to the environment:

If the speed for the next corner is too high, the driver can be informed of the traffic situation in accordance with points 1 and 2. Again, an additional visual information is necessary because the danger to the driver is obviously not recognizable.

As already mentioned above, the driver assistance system is coupled to three vehicle operating elements 20, 22, 24 or actuators, which will be explained in more detail below. These vehicle control elements 20, 22, 24 form the man-machine interface between the driver assistance system 12 and the driver 14 and between the vehicle 16 and the driver 14.

The accelerator pedal 24 is a force-feedback pedal, which can apply a force in the same direction or against the operating force on the part of the driver 14 by means of an actuator. In this case, the driver 14 is the Accelerator pedal 24 is pressed against in a dangerous situation or the restoring torque is reduced. It should be noted that the accelerator pedal 24 must be designed in such a way that autonomous acceleration can never occur.

The steering wheel 20 is coupled to an actuator which can superimpose on the steering torque or steering angle applied by the driver 14 a supporting or opposing torque or a supporting or opposing steering angle. Alternatively, an electric steering can be provided in order to be able to apply the corresponding supporting moments or counter torques to the steering wheel 20. The superimposed additional torque (or the superimposed additional angle) must be limited so that the driver 14 is always given the opportunity to override this additional torque (or this additional angle). In addition to the absolute values, above all, the body speed must be limited accordingly.

The brake pedal 22 is provided with an actuator or the brake system 23 is constructed as an active brake system, so that without external force on the part of the driver 14 brake pressure can be built up. Since this brake pressure build-up is not overridden by the driver 14, it should be limited to a maximum of 0.2 g to notify the driver 14 here the cause of the haptic support, the brake pedal 22 must not be decoupled, but must depending on (by the driver assistance system 12th ) instructed Bremsdruckaufbau be moved.

In addition, an optical human-machine interface is provided which informs the driver 14 of the reason for the intervention. For this purpose, offers a display 26, as it also already installed in most middle and upper class vehicles. The ad should be with the exception of

Exceeding the speed limit (cases 4 + 11) as discreetly as possible. Ideally, the information can only be recognized by the driver 14, as otherwise the passenger could be unnecessarily confused.

FIG. 2 shows a diagram which represents the extent of the information and the assistance of the driver assistance system 12. The extent of all haptic warnings is adjusted to the criticality. The criticality is given in [ ^m / s ² ] and corresponds to the acceleration with which the driver would have to react in order to avoid an imminent accident. In order to be able to ensure that the function remains operational under almost any weather condition, 5 ^m / s ^{2 is} assumed to be a permanently possible maximum. However, this value must remain configurable both for development and later. For example, it could be adapted by the driver when he sets a comfort or sport mode in the chassis, for example. In other words, the driver assistance system 12 must inform and support so early that, assuming a maximum (positive or negative) acceleration of 5 ^m / s ^2, the traffic situation 10 can be mastered.

Figure 3 is a diagram illustrating a degree of information and support over time. The longer the period in which measurements are made about a relevant object or a traffic situation 10, the more reliable and accurate these measurements are. To take advantage of this effect and at the same time be able to ensure that in the haptic warnings no force or moment jumps occurrences that might irritate the driver 14, the haptic warnings are defined in their strength over time. In other words, this means that the intensity of the information and the assistance of the driver assistance system increases over time until the full information and support is available after a period of time T.

The duration of the increase depends mainly on an estimated reliability of the measurements of sensors intended to detect the traffic situation. The haptic warnings remain limited in their power so that the driver 14 always has the opportunity to override them. Thus, the vehicle 16 remains controllable even in case of potential incorrect operations of the driver assistance system 12 for the driver 14.

In order to be able to react in traffic situation 10 in which the measurement data are unreliable due to the measured data number or measurement noise, but a situation analysis recognizes a dangerous situation, it is precisely in such traffic situations 10 that the applied counterforce in accelerator pedal 24 is reduced in the event of a warning. Thus, by feeling the driver 14 still learns something about the traffic situation 10 and can react immediately. In addition, it is prevented that erroneous measurements that would be interpreted as a dangerous situation, the vehicle assist system 12 and the driver 14 is inappropriately reacted.

One of the biggest advantages of the reacting or operating driver assistance system 12 is that it is always possible, and especially via the ramp functions shown above, that behavior of the driver assistance system 12 to parameterize. Thus, on the one hand, an original equipment manufacturer can ensure that his vehicle 16 equipped with the driver assistance system 12 behaves in accordance with the company philosophy. On the other hand, the behavior of the driver assistance system 12 can also be influenced or switched off by the driver 14 by means of corresponding control elements.

Due to the very simple for the driver 14 easily understandable man-machine interface drops the driver 14 a large part of the information processing chain, which is greatly relieved. In addition, it allows the driver 14 to look in any direction to detect a possibly dangerous situation and can still be pointed to another dangerous situation. This is not possible with visual warnings and with acoustic warnings very difficult.

The driver assistance system can thus be parameterized via the engagement characteristics shown in FIGS. 2 and 3.

FIG. 4 illustrates the required range of sensors for detecting the traffic situation. For the detection of the traffic situation 10 sensors are mounted on the vehicle. For example, sensors 100, 101 (eg, camera systems, lidar systems, or radar systems) may be placed behind the front and rear windows or in the front and rear bumpers of the vehicle 16. These sensors 100, 101 detect areas which are indicated by the reference numerals 102 and 103 in FIG. Furthermore, sensors 110, 111 may be mounted laterally on the vehicle 16, which detect the areas 112 and 113. With increasing efficiency of the sensors at the Vehicle 16 may include not only other vehicles or larger objects in the outputs of driver assistance system 12, but also smaller objects, pedestrians, or cyclists.

In order to implement the corresponding warnings effectively, the information about the surrounding situation must be available holistically. Due to the mostly high relative speeds in the longitudinal direction, the corresponding sensors must have very long ranges. As a guideline for a well representable function should be here, as shown in Figure 4, 200-30Om sufficient. In the side area, however, are sufficient 10-15m, since the speeds in the transverse direction in the road are usually not high. In intersection situations in which vehicles come from the side exist for the driver assistance system 12 described here, anyway, little meaningful intervention options. For interventions on highways, however, objects on the neighboring lanes must also be considered. This would require detection in the range of 15-20m. In order for the driver assistance system 12 to warn of dangerous bends, there must be appropriate map material and a functionally coupled satellite navigation system (e.g., GPS or Galileo). The minimum sensor requirements are thus 200m in the longitudinal direction of the vehicle and 15m in the transverse direction of the vehicle.

An additional solution would be the use of C2I ("Car-to-Infrastructure") communication to transfer local properties of curves, which would also include friction coefficient conditions, while C2C (Car-to-Car) communication can be used can be used to extend or even replace the detection ranges of the sensors. The minimum requirements for this sensor concept would also be the detection ranges shown in FIG. 4, not to scale.

All warnings and interventions should only take place in the comfort area. Corresponding emergency brake and emergency steering functions remain separate as a separate function and should intervene only in real emergency situations. By restricting the function and thus the occurring accelerations on the comfort range can be further ensured that the systems remain ready for use under almost any weather condition.

During implementation, two basic conditions should be observed. On the one hand, the objects, which move from the front or the back, are to be validated by a second sensor system, which is orthogonal in its properties. Thus, it would also be possible to better warn in Auffahrsituationen with high relative speeds and better support the driver during braking. To the side beam sensors are sufficient, since here except in crossing situations with cross traffic no high relative speeds occur. In such situations, however, the driver 14 may not be adequately supported by the driver assistance system 12 because the evasive options are very limited.

Furthermore, a hands-off detection is needed to warn the driver 14 to give the control to the vehicle 16, because the driver 14 is always needed to adaptively respond in extremely dynamic dangerous situations. Therefore, the vehicle 16 must also slow down as soon as the driver 14 releases the steering wheel 20.

Forwards, it is advantageous to use a camera system to detect signs (right of way, speed) and traffic lights.

A use of Lidarsensoren would have the advantage that especially at construction sites and objects can be detected, which are not necessary as the radar, conductive. Thus, it can also be guaranteed that the driver 14 can be pointed haptically on construction site entrances, which are limited by construction site barges.

As an example of vehicle integration, the following, not necessarily single configurations are to be used. From the requirement that no too high costs should occur in the choice of sensors, the following, presented in Figures 5 and 6, sensor concepts would offer.

FIG. 5 shows an exemplary embodiment of a sensor concept. In this concept, 79GHz radar sensors 200, 201 for the far range are integrated with the front and rear bumpers of the vehicle 16. These cover areas which are indicated by the reference numerals 202 and 203. Further, camera systems 210, 211 are placed behind the front and rear windows of the vehicle 16. The camera systems detect areas which are indicated in FIG. 5 by the reference symbols 212 and 213. Similarly, lidar sensors 220, 221 are placed behind the front and rear windows of the vehicle 16 to which the detection areas 222 and 223 are associated. In the Integration of the camera systems 210, 211 and the lidar sensors 220, 221 care should be taken that both systems should be mounted in the wiped or protected area of the vehicle windows. Radar systems 230, 231, which serve to monitor the lateral areas of the vehicle 16, are integrated in the rocker of the vehicle 16 under the C-pillars. These radar systems 230, 231 cover the areas 232 and 233.

FIG. 6 shows a further exemplary embodiment of a sensor concept. In this concept, a radar sensor 300 is integrated into the front bumper of the vehicle 16, which covers a long range, labeled 301. Further, a radar sensor 302 is integrated in the front bumper which covers a vicinity 303. In the rear bumper of the vehicle 16, a radar sensor 304 for the far range 305 and a radar sensor 306 for the near range 307 are integrated. All these radar sensors work with a frequency of 79GHz. Further, camera systems 310, 311 are placed behind the front and rear windows of the vehicle 16. The camera systems 310,

311 detect areas which are indicated in FIG

312 and 313 are indicated. When integrating the camera systems 310, 311 care must be taken to ensure that these systems are installed in the wiped or protected area of the vehicle windows. In the front and rear fenders of the vehicle 16 radar systems 320, 321, 322, 323 are integrated, which serve to monitor the lateral areas of the vehicle 16. These radar systems 320-323 cover the areas 324, 325, 326 and 327. As an additional function, in one embodiment, an ACC or a lane keeping functionality and a parking assistant can be realized. These functions must then be switched on separately by the driver 14 and have to transfer the control functions back to the driver 14 as soon as the system limits are reached. The design of this transfer entails additional risk factors and should not be part of the driver assistance system 12. However, such additional features can improve the cost-to-functionality ratio.

According to one exemplary embodiment, it is provided that the driver 14 is assisted in maintaining a safety distance as information about the surrounding traffic situation, the accelerator pedal 24 being pressed against the situation when the safety distance is undershot and the vehicle 16 is autonomously delayed in a critical traffic situation in order to avoid this Driver 14 to give another haptic feedback.

According to a further embodiment, it is provided that to assist in braking, a brake pedal 22 will be easier to operate by the brake pressure is increased to the necessary pressure without decoupling the brake pedal 22.

According to a further embodiment, it is provided that the driver 14 is assisted in driving too fast and crossing intersections.

According to a further embodiment, it is provided that the driver 14 in the observance of Speed rules is supported and that the driver 14 is also visually informed about the current speed, which is above the prescribed speed limit.

According to a further embodiment, it is provided that a warning against driving on a road opposite to the prescribed direction of travel takes place.

In addition, it should be noted that features which have been described with reference to one of the above developments can also be used in combination with other features of other developments described above. Reference signs in the claims are not to be considered as limiting.

Claims

Claims:

Characterized in that information about the surrounding traffic situation (10) and a support via vehicle components (21, 23, 25) to cope with an existing traffic situation (10) to the driver (14) are output.

2. driver assistance system (12) according to claim 1, wherein the vehicle components via vehicle control elements (20, 22, 24) are operable and the information about the vehicle control elements (20, 22, 24) are output.

3. Driver assistance system (12) according to one of the preceding claims, wherein the information is haptically output to the driver (14).

4. driver assistance system (12) according to claim 3, wherein the extent of the haptic information on the criticality of the traffic situation (10) depends.

5. driver assistance system (12) according to one of claims 2 to 4, wherein the driver assistance system (12) changes the actuation force of the vehicle operating elements (20, 22, 24), so that the driving feeling thereby changed provides an information source for the driver (14).

6. driver assistance system (12) according to one of the preceding claims, wherein the driver assistance system (12) a Maintains control chain between the vehicle (16) and the driver (14).

7. driver assistance system (12) according to one of the preceding claims, wherein the extent of the support is dependent on a road type.

8. Driver assistance system (12) according to one of the preceding claims, wherein the extent of the support is dependent on the measurement accuracy of the traffic situation detection.

9. driver assistance system (12) according to any one of the preceding claims, further comprising a display (26) is provided, which informs the driver (14) visually about the cause of the assistance.

10. Driver assistance system (12) according to one of the preceding claims, wherein for detecting the traffic situation sensors

(100, 101, 111, 112, 200, 201, 210, 211, 220, 221, 230, 231) are mounted on the vehicle.

11. driver assistance system (12) according to one of the preceding claims, wherein for detecting the traffic situation, a satellite navigation receiver (18) and / or a digital map is provided.

12. Driver assistance system (12) according to one of the preceding claims, wherein for detecting the traffic situation, the driver assistance system (12) communicates with a traffic infrastructure and / or with other vehicles.

13. Driver assistance system (12) according to one of the preceding claims, wherein the support comprises a steering torque or steering angle superposition.

14. The driver assistance system according to claim 1, wherein the assistance comprises a force superimposition for the brake pedal actuation.

15. Driver assistance system (12) according to one of the preceding claims, wherein the subjective driving sense of the driver (14) is determined and evaluated.

16. vehicle (16) with a driver assistance system (12) according to one of the preceding claims.

17. A method for assisting a driver (14) with the steps:

Detecting the traffic situation (10), and informing and supporting the driver (14) via

Vehicle components (21, 23, 25) for coping with the present traffic situation (10).