WO2013117313A1

WO2013117313A1 - Driver assistance system for a motor vehicle, motor vehicle and method for operating a driver assistance system

Info

Publication number: WO2013117313A1
Application number: PCT/EP2013/000333
Authority: WO
Inventors: Martin Wimmer; Karl-Heinz Siedersberger; Heike Sacher; Anton Hundsdorfer
Original assignee: Audi Ag
Priority date: 2012-02-06
Filing date: 2013-02-04
Publication date: 2013-08-15
Also published as: DE102012002303B4; DE102012002303A1

Abstract

The aim of the present invention is to ensure the clarity in the operation of a motor vehicle having a driver assistance system that can guide the motor vehicle in an either fully or partially automated manner. The driver assistance system (14) according to the invention can be switched between a plurality of assistance modes, which differ from each other in a degree of autonomy of the driver assistance system (14) when the motor vehicle (10) is driven. The driver assistance system (14) has an operating device (28) with a plurality of operating elements (34 to 40), wherein each operating element (34 to 40) has, in the non-actuated state, a rest position, in which a state of the operating device (28) is determined by the operating elements (34 to 40) in their rest positions, wherein the rest positions of a plurality of the operating elements (34 to 40) can be adjusted independently from one another by respective actuators of the operating device (28), and a control device (16) of the driver assistance system (14) is configured to determine the state of the operating device (28) by activating the actuators as a function of the currently active assistance mode.

Description

Driver assistance system for a motor vehicle, motor vehicle and method for

Operating a driver assistance system

DESCRIPTION:

The invention relates to a driver assistance system which is designed to guide the motor vehicle independently during a drive of the motor vehicle and which in this case is switchable between at least two assistance modes, which differ from one another in a degree of independence of the driver assistance device when driving the motor vehicle. The term "driving the motor vehicle" here comprises on the one hand the steering of the motor vehicle (consequences of a road, aligning the motor vehicle within a lane, lane change maneuvers), which is also referred to as transverse guidance, and on the other hand controlling the driving speed of the motor vehicle (acceleration, braking , Emergency braking, stopping, maintaining the speed), which is also referred to as longitudinal guidance The invention also includes a motor vehicle and a method for operating a motor vehicle, by means of which an operation of the driver assistance system is made possible.

A driver assistance system of the type mentioned is known from DE 10 2010 022 433 A1. After that, a driver assistance system can execute the guidance of the vehicle completely independently in a fully automatic assistance mode. The driver of the motor vehicle must then operate while driving neither the steering wheel nor the pedals of the motor vehicle and therefore can devote his attention to other things for a relatively long period of time, such as the operation of an infotainment system. Under an independent guidance of the motor vehicle is in the context of the invention but also a semi-automatic assistance mode to understand, in which the degree of independence of the driver assistance system is reduced in the management of the motor vehicle and which then, for example, can consist only in functionality, to regulate the driving speed of the motor vehicle to a set or set speed, which the driver prescribes by setting a value of the corresponding driving parameter of the driver assistance system (driving speed control).

Another desirable assistance mode is the autonomous guidance of the motor vehicle by a driver assistance device. In contrast to the fully automatic assistance mode, in the autonomous assistance mode, the driver assistance device also decides which values are to be executed in the driving parameters (target distances, target speed) for a currently executed driving maneuver and / or driving maneuvers (lane change, turning, parking and the like). In the fully automatic assistance mode, on the other hand, it is provided that the driver prescribes via a user interface which driving maneuvers are to be executed or which distances and speeds are to be adjusted by the driver assistance device when driving on a traffic lane in the case of a driving maneuver currently being carried out. Another difference between the two assistance modes may be how the driver assistance device reacts in the case of an unforeseen development of the traffic situation, that is to say when secure guidance by the driver assistance device is no longer guaranteed. In the fully automatic assistance mode, it is then provided that the driver assistance device is deactivated and the control of the motor vehicle is given to the driver, whereas, in the autonomous assistance mode, the motor vehicle is brought into a safe state by the driver assistance device itself, for example by is stopped.

Depending on the currently active assistance mode, certain management tasks are performed autonomously by the motor vehicle during the journey, that is to say without any intervention on the part of the driver. However, for each assistance mode in which the driver assistance device can be operated, it must be ensured that the driver always knows to what degree the driver assistance system monitors and guides the motor vehicle, which intervention options are still given to the driver himself when driving the motor vehicle, and which It is imperative that the driver performs the executive tasks himself. Loses the driver here the overview, it can lead to a threat to his safety. For example, if the driver mentions the driver assistance device in fully automatic assistance mode, he lets go of the steering wheel in order to familiarize himself with the infotainment system In this case, the vehicle can move away from the road because the driver assistance device is not activated at all, ie a completely manual driving style is required by the driver (here therefore referred to as a manual assistance mode).

The range of autonomy of the driver assistance device (automation spectrum) extending from manual driving through partial and full automation to autonomy should be transparent and comprehensible to the user in its complexity. A manageable complexity of these four named assistance modes, a clear demarcation of the individual assistance modes as well as characteristic operating modalities within the individual assistance modes are important characteristics of future operating concepts. Whilst established controls such as keys, steering wheel or lever are available for the partial automation (eg cruise control, active lane control), there are only conceptual approaches to the prototypical operation of full automation and autonomy. These approaches are often just extensions or extensions of existing operating concepts and represent isolated island solutions. Such isolated solutions are usually exhausted in mere functional integration into existing controls, which leads to an increase in the functional density of the individual controls and so due to the variety and complexity of the resulting Operating devices is not effective. The manageability and functionality of current controls has already been exhausted.

An object of the present invention is to ensure the clarity in its operation in a motor vehicle with a driver assistance system that can lead the car completely or partially independently.

The object is achieved by a driver assistance system according to claim 1, a motor vehicle according to claim 11 and a method according to claim 12. Advantageous developments of the driver assistance system according to the invention are given by the subclaims.

The driver assistance system according to the invention has an operating device with a variable shape, ie a variable one three-dimensional shape. According to the inventive method, the shape of the operating device is determined by a control device depending on which assistance mode is currently set in the driver assistance system. In order to determine the shape of the operating device, it is provided here to change the relative position of a plurality of adjoining operating elements of the operating device by respective actuators, which for this purpose are correspondingly controlled by the control device. In order to be able to operate the driver assistance system over the entire automation spectrum, ie to activate it in a manual drive, to configure it in partial and full automation and to deactivate it in autonomous assistance mode, an operating device is provided according to the invention which is variable in its basic form. This has the advantage that the haptic Anformung, the appearance and the operable functionality can be set variable and this depends on the currently selected assistant mode. This improves the learnability of the operating options in the different assistance modes. In addition, the risk of incorrect operation is reduced. The driver assistance system according to the invention enables the implementation of the principle of a control device with a variable shape for handling different degrees of automation in the following manner. The driver assistance system is configured to independently guide the motor vehicle during a drive of the motor vehicle, wherein it is switchable between a plurality of assist modes, which differ in a degree of independence of the driver assistance system when driving the motor vehicle from each other. The assistance modes can be, for example, a selection of the assistance modes already described (manual assistance mode, semi-automatic assistance mode, fully automatic assistance mode, autonomous assistance mode). The driver assistance system according to the invention has an operating device with a plurality of operating elements, each of which has a rest position which it occupies independently when a user does not actuate the operating element. Under a control here are the known switching elements such as buttons, rocker switch, rotary switch, lever and the like to understand. A preferred embodiment of the invention also provides a ring, which is operable as a turntable. By the controls is in their rest positions a total of visually and haptically perceptible by the driver shape of the Control device set. The controls are preferably arranged immediately adjacent to each other. In the driver assistance system according to the invention, the rest positions of several of the operating elements can now be adjusted by respective actuators of the operating device. At least some of the controls are preferably designed to be movable independently of each other by the actuators. A control device of the driver assistance system is configured to determine the shape of the operating device by activating the actuators in dependence on the currently active assistance mode. In connection with the above-mentioned ring, it is intended to make it moveable by means of an actuator between two rest positions, wherein the ring is extended in the first rest position from a housing of the operating device and in this case is operable at least as a turntable and is sunk in the housing in the second rest position , By sinking the ring there is the advantage that the driver does not accidentally try to operate the turntable, if this is not provided in a certain assistance mode. In addition, it is possible to release by sinking the ring access to arranged in the ring further controls.

Thus, an inventive embodiment of the assistance system according to the invention, in the ring to arrange a control or control lever so that it is surrounded in the first rest position of the ring of this and in the second rest position of the ring when it is recessed in the housing, is tangible. The control lever has at least one touch surface on its front side and can be operated as a keypad in a first assistance mode of the driver assistance system by pressing on the touch surface. In a second assistance mode, it is then provided to additionally operate the control lever as such, so that it can be actuated by rotational deflection (eg by tilting about a foot point) and / or by turning and / or translational deflection transversely to a longitudinal axis of the rod shape. In other words, the operating element can then be actuated as a kind of "joystick." By arranging the control lever within the ring, it is easily possible to block the deflection of the control lever, since the control lever can only be laterally gripped and deflected when the ring is sunk. The control lever may also be provided without the keypad. A preferred embodiment of the driver assistance system according to the invention provides to design at least one of the operating elements to generate a force feedback to an operator of the operating device. In this way, information can be transmitted to a user of the operating device, for example a warning (eg due to vibration), that the value which the user is trying to set could lead to a critical driving condition of the motor vehicle. This has the advantage that the user does not have to look away from the traffic to perceive this warning. Likewise, parameters from environmental awareness (image processing based on a camera or a radar) can be communicated to the user.

According to another advantageous development, it is provided to design the control device of the operating device to set a force-displacement characteristic in at least one of the operating elements by means of an actuator. A force-displacement characteristic curve describes an amount of a restoring force of the operating element acting in the rest position of the operating element as a function of a deflection of the operating element from this rest position. By a force-displacement curve, for example, a proposal for a particularly favorable driving speed of the driver assistance system to the user of the control element are communicated by, for example, a sink in the force-displacement curve of the control element is realized.

A very particularly preferred embodiment of the driver assistance system according to the invention has the four assistance modes already described, between which the driver assistance system can then be switched. Here, the adjustment of the rest positions of the individual operating elements described below is preferred. In manual mode, when the driver assistance system does not drive the car so that the car is completely manual to the driver, it only allows the driver to activate another assistance mode via one of the controls, with all other controls then in the housing the operating device are sunk. The operated for activating control then stands a bit far out of the case so that it is easily recognized by the driver as the operable active control. The control is virtually offered to the driver. The driver then activates the by operating the control element Driver assistance system, so this preferably switches to the semi-automatic assistance mode, in which the driver assistance system then leads the car based on driving parameters, such as a desired distance to a preceding vehicle or a target speed, if no vehicle ahead, or a desired distance to the side of the motor vehicle located road stripes. These driving parameters can be adjusted by the driver by means of the operating device. For this purpose, preferably the ring already described is extended. Since it is a semi-automatic mode, it is provided that by maintaining a corresponding mechanical coupling is possible that the driver engages by means of a steering handle, so for example a steering wheel, and / or a pedal directly into the leadership of the motor vehicle.

By pressing one of the controls, the driver can then switch to a fully automatic assistance mode, in which the driver assistance system fully automatically leads the car by an independent lateral and longitudinal guidance. In this case, the driver is then enabled to select a driving maneuver to be carried out by the driver assistance system via the operating device and / or to set driving parameters of a currently performed driving maneuver, ie to set target distances or a set speed. The steering wheel and pedals remain available for pick-up or brief intervention. Finally, it is provided that the driver changes to the autonomous assistance mode by operating one of the control elements, in which the driver assistance system not only leads the motor vehicle completely independently, but also autonomously determines the driving parameter values. The driver can thus turn away completely from the driving. In this mode, it is then merely provided that the driver deactivates the assistance mode again via one of the operating elements, all other operating elements being sunk back into the housing of the operating device. As already mentioned, the invention also includes a motor vehicle with an embodiment of the assistance system according to the invention. In the motor vehicle then a steering device, an acceleration device and a braking device of the motor vehicle with coupled to the driver assistance system, so that this can lead the car according to the currently active assistance mode.

The invention further includes further developments of the method according to the invention which have features which correspond to the features of the previously described developments of the driver assistance system according to the invention. For this reason, the developments of the method according to the invention are not explained again here.

In the following, the invention will be explained again with reference to concrete embodiments. 1 shows a schematic representation of an embodiment of the motor vehicle according to the invention; 1, on which an operating device of a driver assistance system of the motor vehicle of FIG. 1 is located, the driver assistance system being switched to a manual assistance mode; FIG. a schematic representation of a plan view of the operating device of Fig. 2; a schematic representation of the center console of Figure 2, wherein the driver assistance system is connected in a semi-automatic mode. a schematic representation of the center console of Figure 2, wherein the driver assistance system is connected in a fully automatic assistance mode. and the center console of Fig. 2, wherein the driver assistance system is switched to an autonomous assistance mode.

The examples illustrate preferred embodiments of the invention. 1 shows a motor vehicle 10, which can be guided on the one hand by a driver 12 and on the other hand by a driver assistance system 14. The motor vehicle 10 may be, for example, a passenger car.

The driver assistance system 14 has a control unit 16 which is coupled to an engine control unit 18 for regulating the driving speed of the motor vehicle 10, a power steering 20 and brakes 22, 24 of the motor vehicle. The control unit 16 can thereby adjust the motor vehicle 10 to desired setpoints as a function of values of driving parameters. For the control, the driver assistance system 14 further comprises a detection device 26, which may include, for example, a camera or an on-board radar and also a navigation device. The driver assistance system 14 may be operated in a manual assistance mode in which it merely waits to be activated, in a semi-automatic assistance mode, a fully automatic assistance mode and in an autonomous assistance mode. In order to be able to set values for driving parameters in the semi-automatic and fully automatic assistance mode, the driver assistance system has a user interface in the form of an operating device 28, at which the driver 12 can specify the values for the driving parameters or (in the fully automatic assistance mode) can select a driving maneuver that should be executed independently by the driver assistance system 14. A partially automatic guidance can consist, for example, in that only the driving speed of the motor vehicle and / or a distance to a vehicle in front is regulated by the driver assistance system 14, while the driver 12 still performs the transverse guiding, that is to say the steering of the motor vehicle 10.

The construction and the mode of operation of the operating device 28 are explained in more detail below with reference to FIGS. 2 to 6.

The operating device 28 is installed in a center console 30 of the motor vehicle 10, for example between a driver and a passenger seat. A casing 32 of the center console 30 forms a housing of the operating device 28. The control device 28 may also be arranged at other locations in the motor vehicle interior, for example in the side door. The operating device 28 has a total of five operating elements: a rotatable ring 34, an activation button 36, an off button 38, a resume button 40 and a control lever 42 (FIG. 5). The buttons 36, 38, 40 are installed on an end face of the control lever 42 in this. The operating elements 34 to 42 are movable independently of one another along a vertical axis H of the motor vehicle 10 in a positive and negative Z direction by actuators of the operating device 28, which are located in the interior of the housing 32. Suitable actuators are, for example, electric motors or piezoelectric microactuators.

The position of the controls 34 to 42 is dependent on the currently active assistance mode of the driver assistance system 14 and is set by the control unit 16 by driving the actuators. The position of the operating elements 34 to 42 shown in FIG. 2 is set when the driver assistance system 14 is in the manual assistance mode. In Fig. 3, an exemplary labeling concept for touch surfaces 44, 46, 48 of the keys 36 to 40 is shown to the keys 36 to 40. FIG. 4 shows the rest positions of the operating elements 34 to 42 in the semi-automatic assistance mode, in which an automatic cruise control (speed control and optionally tracking assistance) is provided by the driver assistance system. Fig. 5 shows the rest positions in the fully automatic assistance mode, Fig. 6, those in autonomous assistance mode. In manual mode (manual assistance mode), the ring 34, the off button 38 and the resume button 40 are flush mounted in the center console 30. The next higher degree of automation is the semi-automatic assistance mode in which can be changed by pressing the activation key 36. This is indicated to the driver 12 by the symbol A +. Furthermore, the activation key 36 offers a position of rest raised in the Z direction to the driver in order to be able to activate the partial automation more easily by actuating the activation key 36.

Upon actuation of the activation key 36, the control unit 16 moves the ring 34 and the keys 36 to 40 from the recessed position in the center console 30. The setting speed for the ACC system can be done by rotating the ring 34 about its vertical axis. The ring 34 is capable of generating an opposing force via an actuator. Thus, for example, about force sinking in the force-displacement curve at a rotation of the ring 34th allows the driver to recommend 12 specific speeds. By way of example, a speed recommendation of the ACC system based on detected traffic signs can be deposited, which have been recognized by means of the recognition device 26. But also, for example, the optimal setting speed of a traffic light phase assistant can be haptically communicated. The steps of the speed adjustment can be realized by a haptic screening. A direct analogy and complete compatibility of the speed adjustment to a visual indication via a light-emitting tachometer rim in the instrument cluster of the motor vehicle 10 may also be provided. About a translational, monostable movement in an XY plane perpendicular to the vehicle's vertical axis H or a rotational, monostable tilting movement of the ring 34 and the extended keys 36 to 40 therein in the vehicle longitudinal direction (X direction) in the semi-automatic assistance mode setting the target time gap, the is the desired distance to a vehicle in front, be made. A direct analogy to the desired movement of the vehicle is thus given. The two smaller, symmetrically designed keys 36, 40 are haptically depending on the current availability of the automation modes by each raised in relation to the Resume button 30 in the Z direction: If detected by the controller 16 that activation of the fully automatic assistance mode is safe, the activation key 36 is raised. For example, if the driver assistance system 14 is in the semi-automatic assistance mode and if the fully automatic assistance mode is available, the two keys 36, 38 are extended out of the housing in the Z direction. If the fully automatic assistance mode is not available, then the off-key 38 is further extended, that is to say at an increased level compared to the activation key 36. In the case of bidirectional transitions from the manual assistance mode to the stand-by mode of the semi-automatic assistance mode (stand-by mode). Operation: Cruise control can be activated either by the driver by pressing the resume button 40), and from full automation to autonomy they behave the active buttons 36, 38 in the same way. The larger, in the forward direction (+ X direction) back resume button 40 realized in addition to the resume function and a drive-in trigger. If the vehicle is automatically stopped by the control device 16, the driver 12 has an automatic Restart the motor vehicle 10 by the control unit 16 only by pressing the Resume button 40 confirm. By means of a relatively long push (long push), a further, additional function can also be activated, for example a boost function for rapid acceleration of the motor vehicle 10 to the desired speed by the driver assistance system 14.

By pressing the activation button 36 again can be changed to the fully automatic assistance mode. The outer, rotatable ring 34 is flush recessed into the casing 32 of the center console 30 again. The adjusting lever 42 of the operating device 28 with the keys 36 to 40 stops. The lever 42 can now be encompassed by the driver 12 and used as a joystick. Via this joystick, the driver 12 can make the driver assistance system 14 travel specifications in the form of driving maneuvers or driving parameters to be adjusted. For example, provision may be made for the driver 12 to operate a user interface via the joystick, as was filed for patent by the applicant together with the present application on the same day. In fully automatic assistance mode, the resume button 40 is still used as a start-up trigger or as a resume button, that is, by pressing the individual buttons 36, 38, 40, it is also possible to implement key functionalities. On the adjusting lever 42, a force feedback (force feedback) can be generated. The force feedback is generated by means of actuators, which are located in the interior of the center console 30, from the operating device 28.

By pressing the activation key 36 again, the autonomous assistance mode is activated. Then, the ring 34 and the keys 36 to 40 are recessed in the center console, wherein for an interaction only the off button 36 so far out in the Z direction from the casing 32 that a driver can recognize it as a usable key (Fig. 6).

The following table once again summarizes the operating options offered to the driver via the operating device 28 as a function of the different assistance modes, by the individual operating elements (the keys 36 to 40 and the ring 34) depending on the currently active assistance mode Functionalities of the driver assistance system 14 are assigned. Manual drive (Fig. 2)

Function Operation Explanation

Change to the key 36 controls

Partial automation extended

Partial automation (Fig. 4)

Function Operation Explanation

Stand-by mode button 38 no active

Cruise control

SET (set speed rotation (ring 34) haptic coding of the current speed in the force-displacement curve

Speed control rotation (ring 34)

Distance control ± X direction Tilting the ring 34

Resume

(Cruise control button 40

activate)

Anfahrtrigger

boost

Change to the key 36 key 36 offers ent¬

Full automation speaking

(Raising in the Z direction)

OFF (long push) button 38 Controls move to

Position for the manual drive

Full automation (Fig. 4)

Function Operation Explanation

Approach trigger button 40

potential trigger

Driving maneuver select shift in primary shift across

X-Y plane to

Vehicle longitudinal direction (± Y direction)

Change to the autonomy button 36 button offers itself

accordingly (start in Z-direction) OFF Button 38 Move the controls to the position

Partial automation (stand-by operation)

Autonomy (Fig. 5)

OFF button 38 Controls move to position

Partial automation (stand-by operation)

As the table shows, depending on the currently active assistance mode, at least one of the operating elements is assigned a function of the driver assistance system and, as a result, the function can be activated by actuating the operating element.

Instead of the two buttons 36 and 38 may also be provided a monostable rocker switch, by means of which the increase and decrease of the degree of automation (switching between the assist modes) can be made possible. The rocker switch then has the two touch surfaces 44 and 46.

The examples show how different forms of presentation and movement possibilities depending on the automation of the motor vehicle management, that is, the degree of independence of the driver assistance device while driving the motor vehicle, as well as the active design of the keys, the rotary knob and the entire formed from the keys middle part allow the user to convey a strong system-specific operability of the respective assistance modes. This fulfills the system transparency and simplifies the learnability of the automation spectrum. The similarity to already established control elements such as rotary pushbutton or joystick reduces the user's fears of contact and reduces the entry barrier. The rotatable ring for setting the speed ensures by the direct analogy to the arc shape of a speedometer, a high degree of intuitive operation. The active design of the ring (force feedback and force-displacement curve) allow new functionalities, such as haptically backed speed suggestions of the driver assistance system, which can be realized for example in the manner described via a force sinks in the force · distance curve.

Claims

CLAIMS:

Driver assistance system (14) for a motor vehicle (10),

- Which is designed to run the car (10) independently during a drive of the motor vehicle (10), and

- Which is switchable between a plurality of assistance modes, which differ in a degree of autonomy of the driver assistance system (14) when driving the motor vehicle (10) from each other, and

- Which has an operating device (28) with a plurality of operating elements (34 to 40), wherein each operating element (34 to 40) in the unactuated state has a rest position and in this case by the operating elements (34 to 40) in their rest positions a total of the Operating device (28) is fixed, characterized in that

the rest positions of a plurality of the operating elements (34 to 40) are adjustable by respective actuators of the operating device (28) and a control device (16) of the driver assistance system (14) is adapted to the shape of the operating device (28) as a function of the currently active assistance mode Control the actuators set.

Driver assistance system (14) according to claim 1, wherein the operating device (28) comprises a ring (34) which is movable by means of one of the actuators between two rest positions, wherein the ring (34) in the first rest position of a housing (32) of the operating device (28) extended and in this case is operable at least as a turntable and is sunk in the second rest position in the housing (32).

Driver assistance system (14) according to claim 1 or 2, wherein at least one operating element as a control lever (42) is configured, which at one end face at least one further operating element (36, 38, 40) with at least one touch surface (44 to 48), wherein the Control lever (42) is operated in a first assistance mode as a keypad, which is actuated by pressing a touch surface (44 to 48), and in a second assistance mode additionally as a control lever (42) is operated by rotational deflection and / or turning and / or translational deflection along at least one direction is actuated.

Driver assistance system (14) according to claim 3 in reference to claim 2, wherein the control lever (42) in the first rest position of the ring (34) are surrounded by this.

Driver assistance system (14) according to one of the preceding claims, wherein at least one of the operating elements (34 to 40) is adapted to generate a force feedback to an operator (12) of the operating device (28).

Driver assistance system (14) according to one of the preceding claims, wherein the control device (16) is adapted to adjust at least one of the operating elements (34 to 40) by means of at least one actuator, a force-displacement curve.

Driver assistance system (14) according to any one of the preceding claims, wherein the driver assistance system (14) is adapted to lead the motor vehicle (10) semi-automatically in a semi-automatic assistance mode on the basis of driving parameters, by means of the operating device (28) by a driver (12 ) are adjustable, and thereby to allow by maintaining a corresponding mechanical coupling, that the driver (12) by means of a steering handle and / or a pedal directly into the guide of the motor vehicle (10) engages.

Driver assistance system (14) according to any one of the preceding claims, wherein the driver assistance system (14) is designed to fully automatically guide the motor vehicle (10) in a fully automatic assistance mode by an independent lateral and longitudinal guidance and thereby by the driver (12) via the operating device ( 28) to receive a selection of a driving maneuver to be executed by the driver assistance system (14) and / or a driving parameter value for a driving parameter of a currently executed driving maneuver.

Driver assistance system (14) according to any one of the preceding claims, wherein the driver assistance system (14) is adapted, in an autonomous assistance mode, the motor vehicle (10) by a automatically and autonomously guide a driving parameter value to a driving parameter of a currently executed driving maneuver and thereby to provide that a driver (12) deactivates the assistance mode via one of the operating elements (38), wherein in the assistance mode all other operating elements (34, 36, 40) in a housing (32) of the operating device (28) are sunk.

10. Driver assistance system (14) according to one of the preceding claims, wherein the driver assistance system (14) is designed not to guide the motor vehicle (10) in a manual assistance mode, so that the motor vehicle (10) can be moved completely manually by a driver (12 ), and in this case to provide that the driver (12) activates another assistance mode via one of the operating elements (36), wherein all other operating elements (34, 38, 40) in a housing (32) of

Operating device (28) are sunk.

11. Motor vehicle (10) with a driver assistance system (14) according to one of the preceding claims, which is provided with a steering device (20), an acceleration device (18) and a braking device (22,

24) of the motor vehicle (10) is coupled for guiding it in accordance with the currently active assistance mode.

12. A method for operating a driver assistance system (14) by a shape of an operating device (28) of the driver assistance system

(14) is determined by a control device (16) as a function of which assistance mode is currently set in the driver assistance system (14), wherein for determining the shape, the relative position of a plurality of adjoining operating elements (34 to 40) of the operating device (28) is changed by actuators, which are for this purpose controlled by the control device (16).