WO2024217948A1

WO2024217948A1 - Method for guiding a vehicle using an electronic vehicle guidance system, in particular a distance-maintaining assistance system, and vehicle guidance system

Info

Publication number: WO2024217948A1
Application number: PCT/EP2024/059655
Authority: WO
Inventors: Anja Dehde; Nicolas Jecker; David Stauch; Markus EGNER
Original assignee: Valeo Schalter Und Sensoren Gmbh
Priority date: 2023-04-20
Filing date: 2024-04-10
Publication date: 2024-10-24
Also published as: DE102023109960A1

Abstract

The invention relates to a method for guiding a vehicle (1) using a vehicle guidance system (2): - detecting a lead vehicle (4) traveling directly in front of the vehicle (1) and determining movement information of the lead vehicle (4) on the basis of detected information (S1); - providing the movement information (S2); - detecting a surrounding region (10) in front of the lead vehicle (4), wherein an offset movement of the entire vehicle (1) is carried out in the direction (P) transverse to the lane (3a) so that the vehicle (1) is traveling in an offset manner relative to the lead vehicle (4) in the transverse direction (P), and the surrounding region (10) in front of the lead vehicle (4) can be detected laterally past the lead vehicle (4); - determining additional movement information which characterizes the movement pattern of at least one other vehicle (5) traveling in front of the lead vehicle (4) in the surrounding region (10) if another vehicle (5) is detected in said surrounding region (10); - providing the additional movement information; and - determining the guidance of the vehicle (1) by the vehicle guidance system (2) on the basis of the movement information and the additional movement information.

Description

Method for driving a vehicle with an electronic vehicle guidance system, in particular a distance keeping assistance system, and a vehicle guidance system

One aspect of the invention relates to methods for driving a vehicle with an electronic vehicle guidance system.

Another aspect of the invention relates to a vehicle guidance system for guiding a vehicle.

A vehicle-mounted radar device is known from US 2006/0284760 A1. The radar device has a transmitting and receiving device for transmitting and receiving a radar wave in the form of a radio wave. The radar device also has an object detection means for detecting a plurality of objects that are spaced apart from a vehicle with the on-board radar device and reflect the transmitted radar wave, based on an output signal of the transmitting and receiving device. The radar device also has a target vehicle extraction means for extracting the target vehicle to be monitored from the plurality of detected objects. The radar device has an object extraction means for extracting a blind spot object.

A disadvantage of the known radar device is that objects located in front of a lead vehicle, which is driving in front of one of its own vehicles with the radar device, often cannot be detected because they are obscured by the lead vehicle.

From US 2021/0264788 A1, a method and a system for generating a collision warning for a driver of a host vehicle are known. The system includes an on-board sensor of the host vehicle to detect the presence of a preceding vehicle, a wireless communication circuit to establish wired communication with a remote vehicle, and a processing circuit to detect the existence of a slow remote vehicle ahead of the host vehicle, to track an immediately preceding vehicle ahead of the host vehicle, and to confirm that the slow remote vehicle is affecting the travel speed of the host vehicle by detecting that the immediately preceding vehicle is decelerating. The invention is based on the object of creating a method and a vehicle guidance system in which or with which an environment located in front of a leading vehicle can be detected in an improved manner.

The object is achieved by the subject matter of the independent patent claims. Advantageous developments of the invention are defined by the dependent patent claims, the following description and the figures.

One aspect of the invention relates to methods for guiding a vehicle with an electronic vehicle guidance system, in particular a distance keeping assistance system, having the following steps: a) detecting a leading vehicle driving directly in front of the vehicle with a detection unit and determining movement information of the leading vehicle on the basis of detected information; b) providing the movement information to an evaluation unit of the vehicle guidance system; c) detecting an environmental area in front of the leading vehicle with a detection unit of the vehicle; d) determining additional movement information that characterizes a movement pattern of at least one other vehicle driving in the environmental area in front of the leading vehicle if another vehicle is detected in this environmental area; e) providing the additional movement information to the evaluation unit; f) determining a guidance of the vehicle with the vehicle guidance system depending on the movement information and the additional movement information;

To carry out step c), at least one offset movement of the entire vehicle is carried out at least once in the transverse direction to the lane, so that the vehicle travels offset from the leading vehicle in this transverse direction and a detection unit of the vehicle can detect or detects the surrounding area in front of the leading vehicle laterally past the leading vehicle. In particular, the offset movement is carried out up to an offset position of the vehicle. In this way, the additional movement information relating to the other vehicle driving in front of the lead vehicle can be recorded more reliably and used to improve the driving of the vehicle. This means that more comprehensive and more precise knowledge of at least one other vehicle driving in front of the lead vehicle is achieved. This means that this potential information about this other vehicle can also be used more effectively for driving the vehicle. Because the offset movement can detect the vehicle passing the side of the lead vehicle, a particularly large area of the area in front of the lead vehicle can also be recorded. This is because there is then no further limitation of the detection area upwards and to the front, for example. Detection is also easier with such a laterally offset position. This also means that more comprehensive and more meaningful information can be obtained about the area in front of the lead vehicle. This in turn has advantages in that the movement of a potentially existing additional vehicle can be detected more precisely and comprehensively. This in turn results in improved use of this information for driving the vehicle itself.

The implementation of an offset movement is therefore defined and deliberate in the invention. The implementation is started and ended in a defined manner. The implementation of a lateral offset movement is also particularly advantageous in that the type of offset movement and/or the distance by which the vehicle is laterally offset is not generally specified in one embodiment, but can be carried out individually. This also enables a defined and deliberate dynamic during the process of offsetting. Depending on the situation, an offset can therefore be carried out as required, for example a small lateral offset or a very large lateral offset can be set. This allows the best possible offset position to be set in a variety of ways in order to be able to detect the surrounding area in front of the lead vehicle as comprehensively as possible.

The lane is the lane of the road on which the vehicle and the leading vehicle are driving. The lane can also be referred to as the traffic lane.

The detection unit can be, for example, an environmental sensor system. An environmental sensor system can be understood, for example, as a sensor system that is able to generate sensor data or sensor signals that depict, represent or reproduce an environment of the environmental sensor system. In particular, the ability to detect electromagnetic or other signals from the environment is not sufficient to consider a sensor system as an environmental sensor system. For example, cameras, radar systems, lidar systems or ultrasonic sensor systems can be considered environmental sensor systems.

In particular, the vehicle is guided by the vehicle guidance system in such a way that it does not leave the lane. In particular, the vehicle remains behind the lead vehicle during the staggered journey. This means that the sequence of the vehicles is not changed.

An electronic vehicle guidance system can be understood as an electronic system that is set up to guide a vehicle autonomously, in particular fully automatically or fully autonomously, in particular without the need for a driver to intervene in the control system. The vehicle then automatically carries out all the necessary functions, such as steering, braking and/or acceleration maneuvers, the observation and detection of road traffic and corresponding reactions. In particular, the electronic vehicle guidance system can implement a fully automatic or fully autonomous driving mode of the motor vehicle according to level 5 of the classification according to SAE J3016. An electronic vehicle guidance system can also be understood as a driver assistance system (ADAS), which supports the driver in partially automated or semi-autonomous driving. In particular, the electronic vehicle guidance system can implement a partially automated or semi-autonomous driving mode according to levels 1 to 4 according to the SAE J3016 classification. Here and in the following, “SAE J3016” refers to the corresponding standard in the April 2021 version.

The at least partially automatic vehicle guidance can therefore include guiding the vehicle according to a fully automatic or fully autonomous driving mode of level 5 according to SAE J3016. The at least partially automatic vehicle guidance can also include guiding the vehicle according to a partially automated or partially autonomous driving mode according to levels 1 to 4 according to SAE J3016.

The offset movement is a conscious and deliberate movement of the vehicle transverse to the direction of travel. For example, the offset movement is defined, in particular in terms of time and/or location. In particular, the offset movement is not a corrective movement of the vehicle guidance system but a calculated trajectory. The surrounding area refers, for example, to an area in front of the leading vehicle that extends, for example, up to 100 m, in particular up to 50 m, in particular up to 30 m, in particular up to 20 m, in front of the leading vehicle. It is possible that several vehicles are detected in front of the leading vehicle in the surrounding area. In this case, the additional movement information may contain information about several vehicles, in particular all vehicles detected in the detection area, or only about the vehicle driving directly in front of the leading vehicle.

Because the additional movement information is recorded more reliably, it can also be recognized, for example, when the other vehicle brakes before the lead vehicle brakes. For example, in certain cases a rear-end collision can be avoided because the vehicle can react early on, and in particular brake. This is also possible when keeping in lane. If the other vehicle is driving more centered in the lane than the lead vehicle, for example, the trajectory of the other vehicle can be taken into account when the vehicle moves, and in particular given priority. This can also apply, for example, to an evasive maneuver that the other vehicle performs, for example due to objects on the road or wild animals crossing the road. Even if the lead vehicle has not yet reacted in this regard, this additional movement information can at least be used to prepare the vehicle to initiate specific driving maneuvers early on using the vehicle guidance system.

In particular, however, the driving behaviour of the lead vehicle must always be taken into account and, in particular, prioritised at least in critical traffic situations in order to avoid an accident involving the vehicle, in particular with the lead vehicle.

In one embodiment, the offset movement is started depending on at least one start criterion. This means that only the area in front of the leading vehicle, in particular any other vehicle that may be present there, is of interest depending on the situation. This avoids a blanket or permanent execution of an offset movement. This enables the vehicle to move in a calm manner and provides a pleasant driving experience. For example, a width of the roadway is recorded. In particular, the recorded width is provided to the evaluation unit. The start criterion can optionally be that the recorded width of the roadway is greater than a predefined minimum width. In particular, the minimum width depends on the width of the vehicle. Alternatively or additionally, it can be checked whether the lead vehicle is present. In other words, the offset movement is started in one embodiment, in particular when the roadway is sufficiently wide and/or the lead vehicle is present.

Further or alternative starting criteria can characterize a course of the roadway that the lane has and/or weather conditions and/or a traffic density on the roadway and/or a speed of the vehicle. The traffic density of the roadway can characterize the traffic density on the lane and/or the traffic density of the oncoming lane that is intended for oncoming traffic. As a starting criterion, in addition to or instead of the other parameters mentioned, the position of the lead vehicle in the lane can also be taken into account, for example. For example, the position in the width direction of the lane can be taken into account. If the lead vehicle is driving, for example, particularly very off-center in the lane, an offset movement in the width direction in which the lead vehicle is already driving off-center can be disadvantageous. In one embodiment, the offset movement can then take place in the other width direction.

In particular, the at least one start criterion is checked at predetermined time intervals. This means in particular that a value of the at least one start criterion is updated at the predetermined intervals. This means that very current information is always available to assess whether an offset movement is possible and, if so, in what way.

For example, if the weather conditions are such that visibility is poor and/or the road surface is slippery, the offset movement may not be started or may only be carried out very carefully, particularly with regard to steering movement and/or speed, i.e. no abrupt or sharp steering movements and/or speed changes are made.

The traffic density can be recorded, for example, by providing it to the vehicle from an external unit or by means of the The vehicle's own detection unit is used to detect the movement. It is possible that the offset movement will not be started if there is a high traffic density on the opposite lane. The traffic density on the opposite lane can be detected and assessed as vehicles per time interval, for example. This can prevent drivers of vehicles on the opposite lane from being frightened.

It is possible that the offset movement is only started at a current speed of the vehicle that is, for example, greater than 30 km/h and/or less than 150 km/h, in particular less than 120 km/h.

The at least one start criterion ensures that the offset movement is carried out safely and, if necessary, not unnecessarily.

In particular, it is provided that, depending on the situation, a detection mode for detecting the surrounding area in front of the leading vehicle is activated. This can be dependent on at least one activation criterion. This can, for example, correspond to at least one of the start criteria mentioned above. The offset movement is then carried out depending on such an activated detection mode. In particular, this takes place when it is possible, i.e. in particular without compromising road safety. In particular, a detection mode is ended when a specific period of time has elapsed after activation and/or detection of another vehicle was successful, in particular was successful for a detection period. In particular, when the detection mode is ended, the execution of an offset movement, in particular an offset movement pattern, is also ended.

In one embodiment, in a continuously performed offset movement pattern, the offset movement is performed at least once in a direction toward a lane center or at least once in a direction toward a lane edge.

In other words, the vehicle leaves a starting position, in particular, for example, in a central area, within the lane to the left or to the right, without leaving the lane. This means in particular that the vehicle does not drive on or over a center line or a side lane marking. This allows a detection area of the detection unit to be moved.

In particular, the detection range is shifted so that the area in front of the leading vehicle can be detected and is no longer in the detection shadow of the leading vehicle. In other words, the detection range can be used more effectively.

It is possible that the vehicle initially drives in one direction, then it is checked whether the surrounding area in front of the leading vehicle can be detected. If the surrounding area in front of the leading vehicle cannot be detected or cannot be detected sufficiently, the vehicle may drive back to the starting position or further in that direction, in particular up to the center line or the lane edge marking. This can in particular be referred to as the continuous offset movement pattern. The continuous offset movement pattern is carried out in particular for one, in particular a single, detection process.

In general, a coherently executed offset movement pattern is understood to mean an offset movement sequence of the vehicle that is carried out in a single planned or executed detection process for detecting the surrounding area in front of the leading vehicle. Several individual processes of this kind each have their own offset movement pattern.

In one embodiment, it is determined based on at least one decision criterion whether the offset movement is carried out at least once in the direction towards the center of the road or at least once in the direction towards the edge of the road.

For example, the decision criterion is at least one of the start criteria already mentioned. For example, the offset movement is carried out at least once in the direction of the edge of the road if an increased traffic density is detected on the opposite lane. This in particular prevents the vehicles on the opposite lane from being affected by the offset movement.

It is possible that the decision criterion characterizes the course of the road. It is advantageous that the offset movement is made to the left in the case of a left-hand bend. This means that in right-hand traffic the offset movement can be made towards the middle of the road if a left-hand bend is detected. The course of the road can determined by map data or by the detection device. When making a right turn, the offset movement is carried out particularly to the right. This also allows the area in front of the leading vehicle to be detected better.

In one embodiment, in a continuously performed offset movement pattern, the offset movement is performed alternately at least once in the direction toward the center of the road and at least once in the direction toward the edge of the road.

In other words, in this embodiment, the offset movement pattern carried out in a continuous manner can be described as serpentine or sinusoidal. This is a very advantageous example, since here both lateral areas are detected at least once past the leading vehicle, or at least an attempt is made to do so. This allows more comprehensive and possibly more precise information to be obtained about the surrounding area in front of the leading vehicle.

It is possible that the offset movement pattern is interrupted when the additional vehicle is detected. In particular, a current offset position of the vehicle is then maintained. In this way, the additional movement information can be continuously recorded, for example. In particular, a suitable offset position can be determined in which the additional vehicle can be detected in front of the leading vehicle.

In one embodiment, a direction decision criterion is used to determine whether the offset movement is first carried out in the direction toward the center of the road or in the direction toward the edge of the road.

For example, the directional decision criterion is at least one of the start criteria already mentioned.

This also helps to avoid any unnecessary and/or inaccurate and/or critical displacement movements.

In one embodiment, depending on offset criteria, it is determined, in particular dynamically, how close the vehicle is to a lane boundary that forms a boundary to the adjacent lane during the offset movement and/or how close to the vehicle's approach to an outer lane boundary during the offset movement.

For example, the offset criteria are at least one of the start criteria already mentioned.

In other words, a permissible driving area in the transverse direction is determined for the vehicle within the lane. This can increase the safety of the vehicle and, in particular, also increase the efficiency of the process.

In one embodiment, to carry out step c), the detection unit on the vehicle is moved in the height direction and/or in the width direction relative to the vehicle.

For this purpose, the detection unit is mounted on a fastening unit that can be moved relative to the vehicle, for example. This increases the flexibility of the detection area. In particular, it is also possible to detect the surrounding area above or below the leading vehicle. If necessary, the vehicle in front of the leading vehicle can also be detected even better if the offset movement alone is not sufficient.

In one embodiment, the surrounding area is detected with at least one radar sensor as a detection unit.

In particular, the radar sensor is designed to detect the surrounding area.

In one embodiment, the offset movement is carried out as a sinusoidal travel trajectory, in particular in relation to a travel trajectory of the leading vehicle.

In one embodiment, a prediction of the further movement of the leading vehicle and/or the other vehicle is carried out depending on the movement information and the additional movement information and the prediction result is taken into account in the determination in step f). Through such a prediction analysis, the subsequent driving of the vehicle can be further improved, in particular also made safer.

In particular, the prediction is made depending on the course of the lane. In particular, the current offset position can be adjusted dynamically and the additional vehicles can be recorded, especially continuously. This allows the additional movement information to be determined reliably.

In one embodiment, the detection unit and/or another detection unit generates a sensor signal which is evaluated by a computing unit in order to determine the start criterion and/or decision criterion and/or direction decision criterion and/or the offset criteria.

The detection unit is, for example, a camera or a different sensor for detecting the environment. The computing unit is, for example, the evaluation unit or a sub-unit thereof. For example, the computing unit is part of the vehicle.

In one embodiment, the offset movement is carried out in such a way that a maximum value for a lateral acceleration of a passenger of the vehicle is not exceeded. This can prevent the passenger from perceiving the offset movement as unpleasant.

In one embodiment, if the additional vehicle is detected, a current transverse position within the lane is maintained for a predetermined period of time relative to a centerline.

The current transverse position can also be referred to as the current offset position. The vehicle continues to drive forward. Only the distance to the center line or to the road edge marking remains, in particular essentially, constant.

A further aspect of the invention relates to an electronic vehicle guidance system for guiding a vehicle. The vehicle guidance system has at least one detection unit and at least one evaluation unit. The at least one detection unit is designed to detect a leading vehicle driving directly in front of the vehicle and, depending on the situation, to detect an area of the surroundings in front of the leading vehicle. The at least one evaluation unit is designed to determine movement information of the leading vehicle on the basis of the information detected. In addition, the evaluation unit is designed to determine additional movement information, depending on the situation, to guide the vehicle depending on the movement information and the additional movement information. The vehicle guidance system is designed so that, in order to detect the area of the surroundings in front of the leading vehicle, at least one Offset movement of the entire vehicle is carried out transversely to the lane, so that the vehicle travels offset in this transverse direction to the leading vehicle and the vehicle's detection unit can detect the surrounding area in front of the leading vehicle laterally past the leading vehicle.

The evaluation unit can be a computing unit or have one. A computing unit can be understood in particular as a data processing device that contains a processing circuit. The computing unit can therefore in particular process data to carry out computing operations. This may also include operations to carry out indexed access to a data structure, for example a conversion table, LUT (English: "look-up table"). The evaluation unit can be one unit or be made up of at least two units. It can therefore also be an evaluation system.

The computing unit can in particular contain one or more computers, one or more microcontrollers and/or one or more integrated circuits, for example one or more application-specific integrated circuits (ASICs), one or more field-programmable gate arrays (FPGAs), and/or one or more single-chip systems (SoCs). The computing unit can also contain one or more processors, for example one or more microprocessors, one or more central processing units (CPUs), one or more graphics processing units (GPUs) and/or one or more signal processors, in particular one or more digital signal processors (DSPs). The computing unit can also contain a physical or virtual network of computers or other of the aforementioned units.

In various embodiments, the computing unit includes one or more hardware and/or software interfaces and/or one or more memory units.

A memory unit can be a volatile data storage device, for example a dynamic random access memory (DRAM) or a static random access memory (SRAM), or a non-volatile data storage device, for example a read-only memory (ROM), a programmable read-only memory (PROM), an erasable programmable Read-only memory, EPROM (English: “erasable programmable read-only memory”), as electrically erasable programmable read-only memory, EEPROM (English: “electrically erasable programmable read-only memory”), as flash memory or flash EEPROM, as ferroelectric random access memory, FRAM (English: “ferroelectric random access memory”), as magnetoresistive random access memory, MRAM (English: “magnetoresistive random access memory”) or as phase-change random access memory, PCRAM (English: “phase-change random access memory”).

A further aspect of the invention relates to a vehicle which has a vehicle guidance system according to the invention or an embodiment thereof.

Further embodiments of the vehicle guidance system according to the invention and of the vehicle according to the invention follow directly from the various embodiments of the method according to the invention and vice versa. In particular, individual features and corresponding explanations as well as advantages relating to the various embodiments of the method according to the invention can be transferred analogously to corresponding embodiments of the vehicle guidance system according to the invention and of the vehicle according to the invention. In particular, the vehicle guidance system according to the invention and the vehicle according to the invention are designed or programmed to carry out a method according to the invention. In particular, the vehicle guidance system according to the invention and the vehicle according to the invention carry out the method according to the invention.

The invention also includes combinations of the features of the described embodiments.

The following show:

Fig. 1 is a schematic representation of an exemplary traffic situation in which an embodiment of a vehicle according to the invention with an embodiment of a vehicle guidance system according to the invention is shown; Fig. 2 is a further schematic representation of an exemplary traffic situation in which the vehicle is shown in a lateral offset position to a leading vehicle;

Fig. 3 is a flow chart of an embodiment of the method according to the invention.

Fig. 1 shows an example of a traffic situation in a schematic plan view. A vehicle 1 has an electronic vehicle guidance system 2. The vehicle 1 is guided within a lane 3a of a roadway 3 using this electronic vehicle guidance system 2, in particular a distance keeping assistance system and/or a lane centering system. In the example, the roadway 3 also has an oncoming lane 3b. A lead vehicle 4 is driving in front of the vehicle 1. Another vehicle 5 can drive in front of the lead vehicle 4, for example.

The leading vehicle 4 driving directly in front of the vehicle 1 can be detected with at least one detection unit 6. The detection unit 6 is here part of the vehicle 1. In particular, this detection unit 6 is a radar sensor. It can preferably be arranged on a front corner area 1a of the vehicle 1. In particular, this detection unit 6 is arranged in a fixed position on the corner area 1a.

Likewise, at least one further detection unit 7 can be present. It can preferably be arranged on an opposite further front corner area 1b of the vehicle 1. In particular, this detection unit 7 is a radar sensor.

In particular, the detection unit 6 can have a detection area 8. For the sake of clarity, the detection area of the further detection unit 7 is not shown.

The vehicle guidance system 2 has at least one evaluation unit 9. This can have a computing unit. The evaluation unit 9 is here part of the vehicle 1.

Fig. 1 shows a traffic situation in which the vehicle 1 is driving centrally or essentially centrally behind the leading vehicle 4. Such a lane-keeping following has the disadvantage that, as shown in Fig. 1, a surrounding area 10 in front of the leading vehicle 4 cannot be detected, or can only be detected to a very limited extent, with the detection unit 6 and/or the detection unit 7. As shown schematically in Fig. 1, a partial area Wa of the surrounding area 10, which is essentially in front of the leading vehicle 4, cannot be detected. If, as shown by way of example in Fig. 1, the other vehicle 5 is in this partial area 10a, it cannot be detected with the detection units 6 and 7, or can only be detected inadequately. A further partial area 10b of the surrounding area 10, located to the side and in front of the leading vehicle 4, can, however, be detected. Here, however, this essentially concerns an area in the oncoming lane 3b. This is of secondary interest for driving the vehicle 1 as a follower of the leading vehicle 4. Fig. 1 also schematically shows an area drawn forward from the leading vehicle 4 with a solid line, which indicates a detection shadow area. This cannot be detected with the detection unit 6 and/or 7. The other vehicle 5 is located in this detection shadow area.

In the present configuration, it is intended that the vehicle 1 performs an offset movement. This is shown in a static snapshot according to the schematic representation in Fig. 2.

Fig. 2 shows an example of a situation in which the vehicle 1 has carried out an offset movement towards the middle of the road in a defined and deliberate manner, in particular initiated by a start criterion. When carrying out the offset movement, the vehicle 1 was therefore moved from the position in Fig. 1 to a center line 11. However, this was not crossed. In this example, a preferably maximum possible lateral movement of the vehicle 1 was carried out as a lateral offset movement. This means that the vehicle 1 can better detect the surrounding area 10 with at least the detection unit 6 laterally past the lead vehicle 4. This is because the detection area 8 then also detects the partial area 10a at least partially. This means that the other vehicle 5 can also be detected or detected more extensively in the example. The detection shadow area is shifted here and the other vehicle 5 is no longer completely contained therein.

In particular, the detection area 8 can be "shifted" relative to the surroundings by the offset movement so that the other vehicle 5 can be covered, in particular at least partially, by the detection area 8. This allows the other vehicle 5 to be detected more comprehensively. This allows, for example, Additional movement information can be determined which characterizes a movement pattern of the other vehicle 5. If necessary, the additional movement information can be made available to the evaluation unit 9.

Optionally, the vehicle 1 in Fig. 2 can maintain a current offset position, in particular if it can detect the other vehicle 5 in this offset position. In particular, maintaining the current offset position means that the vehicle 1 maintains a constant distance in the transverse direction P when driving, for example relative to a center line 9 that delimits the carriageway 2 from the oncoming carriageway 8.

The offset movement can be designed in many different ways. This can depend on specific criteria. An offset movement is carried out as a coherent offset movement pattern. This means that for a detection process for improved detection of the surrounding area 10, this offset movement pattern is carried out with a defined start to a defined end, in particular in terms of time and/or location.

An example of a process sequence is explained below using a schematic flow chart. In particular, the steps of the process do not necessarily have to be carried out in the order shown. The steps can, for example, be swapped in their order and/or at least partially carried out simultaneously.

In a step S1, the leading vehicle 4 driving directly in front of the vehicle 1 can be detected with a detection unit of the vehicle 1. This detection unit can be the detection unit 6 and/or 7. In addition to or instead of this, another further detection unit, for example a camera, of the vehicle 1 can also be used for this purpose. Movement information of the leading vehicle 4 is determined on the basis of the detected information.

In a step S2, the movement information can be provided to the evaluation unit 9 of the vehicle guidance system 2.

In an optional step S3, criteria, in particular start criteria, for assessing whether an offset movement of the vehicle 1 is to be carried out can be detected by the detection unit 6, 7 and/or another detection unit or transmitted from an external unit and received by the vehicle 1 and provided to the evaluation unit 9.

The criteria can, for example, characterize a width of the lane 3a and/or a course of the lane 3a, and/or weather conditions and/or a traffic density on the lane 3a and/or a traffic density of an oncoming lane 3b and/or a current speed of the vehicle 1.

For example, the at least one starting criterion can be that the lane 3a is wider than the vehicle 1 by at least a predetermined value, for example at least 40%. This can possibly be the case in Fig. 1 and if the criterion mentioned as an example forms the only starting criterion, the starting criterion is met. In particular, several selected criteria can be the at least one starting criterion. In particular, the starting criterion is only met if all selected criteria are met.

In an optional query A1, it can be checked whether the start criterion is met, in particular by evaluating the recorded or transmitted criteria. If the start criterion is not met, a predetermined time, for example between 1 second and 1 minute, in particular 10 seconds, can be waited for before the criteria, in particular only the selected criteria, are recorded and evaluated again.

Once it has been decided that an offset movement in the transverse direction P to lane 3 is to be carried out, it can then be assessed how this offset movement should be designed.

In an optional step S4, a direction decision criterion can be evaluated for this purpose. As a result of the evaluation, in one embodiment it can be determined whether the offset movement is carried out as a coherent offset movement pattern first at least once in the direction towards the middle of the road, i.e. towards the center line 11, or first at least once in the direction towards the edge of the road. During the offset movement, the surrounding area 10 is detected continuously or at discrete time intervals according to a step S5.

In an optional query A2, it can be checked whether the environment in front of the leading vehicle 4 can be detected, in particular sufficiently. If the If the surroundings in front of the leading vehicle 4 cannot be detected, in particular not sufficiently, an extended offset movement pattern can be continued and a further offset movement can be carried out, for example further in the same direction or in the opposite direction along the transverse direction P. If, for example, the offset movement pattern has been completely carried out, the start criterion can optionally be detected again in step S3 after a predetermined time interval and checked in query A1. If the surroundings in front of the leading vehicle 3 can be detected, in particular sufficiently, a step S6 or S7 can optionally be carried out.

In a step S6, additional movement information that characterizes a movement pattern of the further vehicle 5 if another vehicle is detected in this surrounding area can be determined.

In a step S7, the additional movement information can be provided to the evaluation unit 9.

In a step S8, the vehicle 1 can be guided using the vehicle guidance system 2 depending on the movement information and the additional movement information.

Claims

patent claims

1. Method for guiding a vehicle (1) with an electronic vehicle guidance system (2), in particular a distance keeping assistance system, comprising the following steps: a) detecting a leading vehicle (4) driving directly in front of the vehicle (1) with a detection unit (6, 7) and determining movement information of the leading vehicle (4) on the basis of detected information (S1); b) providing the movement information to an evaluation unit (9) of the vehicle guidance system (S2); c) detecting an environmental area (10) in front of the leading vehicle (4) with a detection unit (6, 7) of the vehicle (1); d) determining additional movement information which characterizes a movement pattern of at least one further vehicle (5) driving in the environmental area (10) in front of the leading vehicle (4), if another vehicle (5) is detected in this environmental area (10); e) providing the additional movement information to the evaluation unit (9); f) determining a guidance of the vehicle (1) with the vehicle guidance system (2) depending on the movement information and the additional movement information; characterized in that to carry out step c), at least one offset movement of the entire vehicle (1) in the transverse direction (P) to the lane (3a) is carried out at least once, so that the vehicle (1) travels in this transverse direction (P) offset from the leading vehicle (4) and a detection unit (6, 7) of the vehicle (1) can detect the surrounding area (10) in front of the leading vehicle (4) laterally past the leading vehicle (4).

2. The method according to claim 1, wherein the offset movement is started depending on at least one start criterion.

3. Method according to one of the preceding claims, wherein in a continuously performed offset movement pattern the offset movement is carried out at least once in a direction towards a lane centre (11) or at least once in one direction towards the edge of the road.

4. Method according to claim 3, wherein it is determined based on at least one decision criterion whether the offset movement is carried out at least once in the direction towards the roadway center (11) or at least once in the direction towards the roadway edge.

5. Method according to claim 1 or 2, wherein in a continuously performed offset movement pattern the offset movement is performed alternately at least once in the direction towards the roadway center (11) and at least once in the direction towards the roadway edge.

6. Method according to claim 5, wherein a direction decision criterion is used to determine whether the offset movement is first carried out in the direction towards the roadway center (11) or in the direction towards the roadway edge.

7. Method according to one of the preceding claims, wherein it is determined depending on offset criteria, in particular dynamically, how close the vehicle (1) approaches a lane boundary (11) during the offset movement, which forms a boundary to the adjacent lane (3b), and/or how close the vehicle (1) approaches an outer lane boundary during the offset movement.

8. Method according to one of the preceding claims, wherein to carry out step c) the detection unit (6, 7) on the vehicle (1) is moved in the height direction and/or in the width direction relative to the vehicle (1).

9. Method according to one of the preceding claims, wherein the surrounding area (10) is detected with at least one radar sensor as detection unit (6, 7).

10. Method according to one of the preceding claims, wherein the offset movement is carried out as a sinusoidal travel trajectory, in particular in relation to a travel trajectory of the leading vehicle (4).

11. Method according to one of the preceding claims, wherein a prediction of the further movement of the leading vehicle (4) and/or of the further vehicle (5) is carried out depending on the movement information and the additional movement information and the prediction result is taken into account in the determination in step f).

12. Method according to one of claims 2 to 11, wherein the detection unit (6, 7) and/or a further detection unit generates a sensor signal which is evaluated by a computing unit in order to determine the start criterion and/or decision criterion and/or direction decision criterion and/or the offset criteria.

13. Method according to one of the preceding claims, wherein the offset movement is carried out such that a maximum value for a lateral acceleration of a passenger of the vehicle (1) is not exceeded.

14. Method according to one of the preceding claims, wherein if the further vehicle (5) is detected, a current transverse position within the lane (3a) is maintained for a predetermined period of time relative to a center line (11).

15. Vehicle guidance system (2) for guiding a vehicle (1), comprising:

- at least one detection unit (6, 7) for detecting a leading vehicle (4) driving directly in front of the vehicle (1), and, depending on the situation, for detecting an environmental area (10) in front of the leading vehicle (4);

- at least one evaluation unit (9) for determining movement information of the leading vehicle (4) on the basis of the recorded information, depending on the situation for determining additional movement information and for determining a driving of the vehicle (1) depending on the movement information and the additional movement information; characterized in that the vehicle guidance system (2) is set up so that, in order to detect the surrounding area (10) in front of the leading vehicle (4), an offset movement of the entire vehicle (1) in the transverse direction (P) to the lane (3a) is carried out at least once, so that the vehicle (1) travels in this transverse direction (P) offset from the leading vehicle (4) and the detection unit (6, 7) of the vehicle (1) can detect the surrounding area (10) in front of the leading vehicle (4) laterally past the leading vehicle (4).