Method for vehicle operation and device for performing the method

Abstract

Method for operating a vehicle and device for carrying out the method. The invention relates to a method for operating a vehicle (1), in which a lane-keeping adjustment of the vehicle (1) is carried out along the lane alignment of the lane (FS) traveled by the vehicle (1). According to the invention, the lane alignment is determined based on the detected lane markings when the lane markings are detected, and the lane alignment is determined in a map-based manner based on the data of a digital map (2) when the lane markings are not detected, wherein a rough positioning of the vehicle (1) and a precise positioning of the vehicle (1) are carried out. Furthermore, the invention relates to a device (4) for carrying out the method.

Description

Technical Field

[0001] The present invention relates to a method for vehicle operation according to the preamble features of claim 1 and to a device for carrying out the method. Background Art

[0002] As described in EP 2 049 521 B1, a driver assistance system and a method for assisting a driver in keeping in a lane in which a vehicle is currently traveling are known from the prior art. In this method, the current lane is identified and the movement trajectory of a preceding vehicle traveling ahead of the vehicle is determined as a target lane. The assistance can be carried out as a pure lane-related assistance based on the measured current lane, or as a pure target-related assistance based on the determined target lane, or as a hybrid assistance based on the measured current lane and the measured target lane. The assistance is provided over the entire speed range in which the vehicle can travel. Depending on the current traveling speed of the vehicle, one of the assistance types is set as the lateral operation mode for carrying out the assistance.

[0003] DE 10 2010 007 240 A1 describes a method for determining the lane alignment of a connecting driving route between a first vehicle and a second vehicle. The first vehicle travels ahead of the second vehicle and has a lane alignment detection mechanism for determining the lane alignment of the driving route traveled by it. For the first vehicle, the lane alignment of the driving route traveled by it is determined and transmitted to the second vehicle. The lane alignment of the connecting driving route between the two vehicles is determined by determining the position of the second vehicle on the transmitted lane alignment.

[0004] A method for vehicle operation is disclosed in DE 10 2015 015 097 A1. In this method, if a hands-off situation is recognized after the end of a predetermined time period, a warning message is sent to the vehicle driver. The warning message includes a request for the driver to place at least one hand on the vehicle steering wheel. If the hands-off situation still exists after another predetermined time has elapsed after the warning message is sent, the emergency stop assistance is activated. When the emergency stop assistance is activated, the actual speed of the vehicle is reduced while decelerating in at least two deceleration stages until the vehicle stops or the emergency stop assistance is deactivated. If the actual speed of the vehicle is lower than a predetermined threshold when the emergency stop assistance is activated, the warning flashers are activated. Summary of the Invention

[0005] Therefore, an object of the present invention is to provide an improved method for vehicle operation and a device for implementing the method with respect to the prior art.

[0006] According to the present invention, this object is achieved by a method for vehicle operation having the features of claim 1 and a device for carrying out the method having the features of claim 7.

[0007] Advantageous designs of the invention are the subject matter of the dependent claims.

[0008] In a method for vehicle operation according to the invention, lane keeping adjustment of the vehicle is carried out along the lane alignment of the lane traveled by the vehicle. When lane markings are detected, the lane alignment is determined based on the detected lane markings. When lane markings are not detected, the lane alignment is determined based on a map according to the data of a digital map, wherein the vehicle position is determined within the digital map for determining the lane alignment based on the map. Here, "not detected" not only means not detected at all, but also means partially not detected. For this purpose, for a rough positioning of the vehicle in the digital map, a rough position of the vehicle within the digital map is determined. This determination is carried out here using a conventional positioning system, in particular by means of a global navigation satellite system (such as the Global Positioning System) and / or by triangulation for mobile radio masts emitting radio signals. Based on the determined rough position, lanes are identified in the digital map, in particular lane sections in the surrounding area of the determined rough position. For a precise positioning of the vehicle within the digital map, the lane alignment, in particular the alignment of the identified lane section, is compared with the recorded alignment of the section of the road traveled by the vehicle. The comparison of the lane alignment, in particular the alignment of the identified lane section, with the recorded alignment of the section of the road traveled by the vehicle is carried out in particular by cross-correlating the lane alignment and in particular the alignment of the identified lane section with the recorded alignment of the section of the road traveled by the vehicle. Thus, for the purpose of comparison, it is advantageous to cross-correlate the lane alignment, in particular the alignment of the identified lane section, with the recorded alignment of the section of the road traveled by the vehicle. At the position of the vehicle, the cross-correlation indicates the highest degree of consistency between the identified lane section and the recorded alignment of the section of the road traveled by the vehicle.

[0009] Even when lane markings are not detected, the method of the invention allows lane keeping adjustment of the vehicle along the lane alignment of the lane traveled by the vehicle, wherein this is subsequently carried out based on the map, i.e., according to the data of the digital map. This is achieved in such a way that the vehicle is not only roughly positioned in the digital map with insufficient precision for carrying out lane keeping adjustment, but also a fine positioning is additionally carried out, in particular based on the rough positioning. By means of the fine positioning of the vehicle in the digital map, the current fine position of the vehicle in the digital map, in particular within the lane, in particular within the identified lane section of the lane, is advantageously determined. Thereby, the vehicle position can be accurately determined, and thereby the lane section to be subjected to lane keeping adjustment in front of the vehicle can be accurately determined from the digital map, so that lane keeping adjustment can be carried out with a high degree of precision.

[0010] This is particularly significant in the case of a lane bend, because the vehicle must then be guided to move precisely along the bend of the lane, i.e., the curved lane alignment, by means of lane keeping adjustment. For this, it may be particularly necessary to change the vehicle steering angle, because if the current steering angle is maintained, the vehicle will deviate from the lane towards the lane edge on the inner side of the bend at the exit of the bend, and when steering straight, the vehicle will deviate from the lane towards the lane edge on the outer side of the bend in the bend.

[0011] Therefore, the bend of the lane is advantageously recognized as a lane section. Thus, the method, in particular the lane keeping adjustment of the vehicle or at least the determination of the lane alignment based on map data of a digital map or at least the positioning of the vehicle in the digital map or at least the fine positioning of the vehicle in the digital map is carried out by means of this method, in particular along the curved lane alignment of the lane on which the vehicle is traveling, i.e., in a lane section designed as a bend, for example, only along such a curved lane alignment of the lane on which the vehicle is traveling, i.e., only in the lane section designed as a bend of the lane.

[0012] In particular, when lane markings are absent or at least one lane boundary marking is not clearly detected, i.e., in particular when lane markings are not detected, the lane alignment is determined based on the map in combination with the data of the digital map.

[0013] In particular, during an emergency stop maneuver, i.e., for performing an emergency stop action, i.e., executing this method, at this time the vehicle is braked to a stop under lane keeping adjustment, for example, when the driver is unfit to drive. This allows the vehicle to stop safely without endangering the vehicle occupants and / or other road users.

[0014] "The driver is unfit to drive" is particularly determined by judging that the driver does not respond to the action request sent to the driver. Such an action request is especially the so-called hands-off warning, i.e., a request to grip the vehicle steering wheel again or a request to take over vehicle control, especially in the case of automated, especially highly automated driving. "The driver does not respond to the action request sent" can be used as sufficient evidence that the driver is unfit to drive.

[0015] Thus, in the method, in particular for lane-keeping adjustment of the vehicle according to the lane direction of the lane on which the vehicle is traveling, when lane markings are detected, the lane direction is determined based on the detected lane markings, and when lane markings are not detected, in particular when lane markings are partially or completely absent or cannot be clearly detected, the lane direction is determined based on the digital map data of the map. When determining the lane direction based on the map, the position of the vehicle in the digital map needs to be determined. For this purpose, for example, the vehicle is roughly positioned by means of a global navigation satellite system (GNSS), and a lane section in the area around the roughly positioned vehicle position (i.e., the rough position of the vehicle) is advantageously identified in the digital map. This lane section is advantageously determined as the target lane. For fine positioning, the direction of the so-determined target lane is compared with the recorded direction of the section of the road traveled by the vehicle, i.e., calibrated. Here, this comparison is advantageously carried out by cross-correlating the direction of the target lane with the recorded direction of the section of the road traveled by the vehicle.

[0016] The device for carrying out the method according to the invention comprises: an adjustment unit designed to adjust at least one steering device of the vehicle, in addition to preferably adjusting the drive train and / or the braking device of the vehicle, so as to perform lane-keeping adjustment of the vehicle along the lane direction of the lane on which the vehicle is traveling; at least one detection unit designed to detect lane markings; a digital map; a receiving unit designed to receive signals from a positioning system such as a global navigation satellite system or a triangulation positioning system based on radio signals, in particular mobile phone signals; a sensor system designed to detect the direction of the section of the road traveled by the vehicle, in particular by detecting the passed waypoints; and a storage unit designed to record the detected direction of the section of the road traveled by the vehicle; and at least one processing unit designed to determine the lane direction based on the detected lane markings when lane markings are detected, and to determine the lane direction in a map-based manner based on the data of the digital map when lane markings are not detected. The vehicle can be positioned in the digital map by means of the processing unit for map-based determination of the lane direction. For this purpose, for rough positioning of the vehicle in the digital map, the rough position of the vehicle in the digital map can be determined by means of the positioning system, and based on the determined rough position, lanes, in particular lane sections in the area around the determined rough position, can be identified in the digital map. For fine positioning of the vehicle in the digital map, the lane direction, in particular the direction of the identified lane section, can be compared with the recorded direction of the section of the road traveled by the vehicle, wherein the comparison of the lane direction, in particular the direction of the identified lane section, with the recorded direction of the section of the road traveled by the vehicle can be carried out by cross-correlating the lane direction, in particular the direction of the identified lane section, with the recorded direction of the section of the road traveled by the vehicle.

[0017] The advantages described for the method are thus obtained.

[0018] In a possible embodiment, the device is designed to execute the method during an emergency stop operation, during which the vehicle can be braked in a lane-keeping adjustment manner when the driver is unfit to drive. Thus, the advantages described above are obtained.

[0019] The device advantageously includes at least one determination unit, which is designed to determine that "the driver does not respond to the action request sent to the driver" and thus determine that the driver is unfit to drive. However, it is also conceivable to determine unfitness by observing the driver with the aid of a camera or by determining an illegal continuous manipulation of the accident-prevention safety switch. Description of the Drawings

[0020] Embodiments of the present invention will be described in detail below with reference to the drawings, wherein:

[0021] Figure 1 Schematically shows a bend structure,

[0022] Figure 2 Schematically shows traveling on a bend with a constant steering angle,

[0023] Figure 3 Schematically shows traveling on a bend when the steering torque decreases to zero,

[0024] Figure 4 Schematically shows traveling on a bend along a specified target motion trajectory,

[0025] Figure 5 Schematically shows a bend and the process of change in bend curvature,

[0026] Figure 6 Schematically shows a bend, the process of change in bend curvature, and a vehicle traveling on the bend along the curvature change process,

[0027] Figure 7 Schematically shows the start of the bend traveling process,

[0028] Figure 8 Schematically shows a further process of bend traveling,

[0029] Figure 9 Schematically shows a further process of bend traveling,

[0030] Figure 10 Schematically shows a further process of bend traveling,

[0031] Figure 11 Schematically shows a further process of bend traveling,

[0032] Figure 12 Schematically shows the end of the bend traveling process,

[0033] Figure 13 Schematically shows a device for performing a method for vehicle operation, wherein lane-keeping adjustment of the vehicle is performed along the lane direction of the lane on which the vehicle travels. Detailed implementation

[0034] In all the figures, corresponding components carry the same reference numerals.

[0035] The following is combined with Figures 1-13 to describe a method for vehicle 1 operation and a device 4 for performing this method. In this method, lane-keeping adjustment of vehicle 1 is performed along the lane direction of lane FS on which vehicle 1 travels. When lane markings are detected, the lane direction is determined based on the detected lane markings. When lane markings are not detected, especially when lane markings do not exist or are not clearly detected, the lane direction is determined digitally based on map data, wherein the vehicle 1 is positioned digitally Figure 2 to determine the lane direction based on the map. Figure 2

[0036] For this purpose, in order to roughly position vehicle 1 digitally Figure 2 inside, the rough position of vehicle 1 is determined by means of a global navigation satellite system in the digital Figure 2 inside. In combination with the determined rough position, lane FS is identified digitally Figure 2 especially a section A of lane FS in the surrounding area of the determined rough position.

[0037] For the precise positioning of vehicle 1 digitally Figure 2 inside, the direction of lane FS, especially the direction of the identified section A of lane FS, is compared with the recorded direction of the road section WA traveled by vehicle 1. The comparison of the direction of lane FS, especially the direction of the identified section A of lane FS, with the recorded direction of the road section WA traveled by vehicle 1 is especially performed by cross-correlating the direction of lane FS, especially the direction of the identified section A of lane FS, with the recorded direction of the road section WA traveled by vehicle 1 and the result is processed. By this precise positioning of vehicle 1 digitally Figure 2 inside, the current precise position of vehicle 1 digitally Figure 2 inside, especially in lane FS and especially within the identified section A of lane FS, is advantageously determined.

[0038] The bend K of lane FS is advantageously identified as section A of lane FS. Thus, this method, especially "lane-keeping adjustment of vehicle 1" or at least "determining the lane direction based on map data in combination with digital Figure 2 data" or at least "positioning vehicle 1 digitally Figure 2 inside" or at least "positioning vehicle 1 digitally​Figure 2 The "precise positioning of vehicle 1" is carried out by means of this method, especially along the curved lane direction of the lane FS on which vehicle 1 travels, that is, in the lane FS section A designed as a curve K. For example, only along such a curved lane direction of the lane FS on which vehicle 1 travels, that is, only in the lane FS section A designed as a curve K.

[0039] This method is particularly employed, that is, carried out, during an emergency stop action, that is, for performing an emergency stop action, at which time vehicle 1 is braked in a lane-keeping adjustment manner when the driver of vehicle 1 is unfit to drive.

[0040] "The driver is unfit to drive" is particularly determined by judging that "the driver does not respond to the action request sent to the driver". Such an action request is especially the so-called hands-off warning, that is, a request to grip the steering wheel of vehicle 1 again or a request to take over vehicle control, especially in the case of automated and especially highly automated driving.

[0041] This method is especially a steering assistance method. This method advantageously controls vehicle 1 continuously and automatically within lane FS. The working mode of the hitherto known steering assistance methods is mainly based on data generated by the detection unit 3, especially an image acquisition device such as a camera. With the help of the said data, lane markings can be recognized and detected. The steering assistance method can use this information to automatically control vehicle 1 within lane FS.

[0042] Although such hitherto known steering assistance methods are effective, the vehicle driver should monitor them and be ready to intervene at any time. This is called highly automated driving (level 2). In order to ensure that the vehicle driver is always present, he should continuously grip the steering wheel, or can only release it temporarily for a very short time. Here, "touching the steering wheel" can be detected based on the hand torque applied by the vehicle driver to the steering wheel or with the help of a capacitive sensor. If the lane markings are no longer correctly recognized or it is necessary to cross the lane markings due to external conditions, the vehicle driver should be able to intervene at any time.

[0043] In an emergency situation where the vehicle driver is, for example, unconscious or can no longer act and thus can no longer drive, it is no longer possible to ensure manual intervention by the vehicle driver. Advantageously, vehicle 1 should then stop safely. During the braking process, vehicle 1 should also remain as smoothly as possible within lane FS so as not to endanger the vehicle driver and other road users. In particular, when the detection unit 3 and especially an image-based system cannot recognize the lane, that is, cannot recognize the lane markings or cannot provide reliable data, the aforementioned behavior should also occur. But in such an emergency situation, neither can one turn to the vehicle driver for help, nor do the hitherto known steering assistance methods provide a reliable and feasible solution for still maintaining the lane direction. Although it is sufficient to provide data with the help of a highly accurate environmental map, these methods are costly and vulnerable to environmental changes.

[0044] This problem is solved by the method described herein. This solution allows, for example, a steering assistance method that normally operates only at an automation level of 2 to be extended in an emergency to a quasi-fully automatic assistance method similar to an automation level of 4. The vehicle 1 can thus achieve lane keeping in a manner without a vehicle driver and without an image-based method, i.e., especially within the curve K without recognizing lane markings, thereby reducing the risk or severity of an accident during braking.

[0045] The problem solved by the method described herein lies especially in that, while the current steering angle can be maintained in the case of a straight lane FS, additional correction should be made within the curve K, and the problem has been encountered due to the original method.

[0046] The structure of the curve K is shown in Figure 1 All curves K include three curve segments KS1, KS2, and KS3. The first curve segment KS1 is an entrance ramp with a positive curvature. The second curve segment KS2 has a constant curvature. The third curve segment KS3 is an exit ramp with a negative curvature. Before the curve K, i.e., in front of the first curve segment KS1, there is a straight road G in the shown example, and in the shown example, there is also another straight road G connected to the curve K, i.e., the third curve segment KS3.

[0047] In the previously known methods, the steering torque can be reduced to zero or the current steering angle can be maintained. Although these methods are sufficient for a straight lane FS, the curve K cannot be driven through thereby. This behavior is shown in Figure 2 and Figure 3

[0048] Figure 2 The behavior of the vehicle 1 when the steering angle is kept constant is shown. The target motion trajectory ST is shown, along which the vehicle 1 should originally travel to drive through the curve K normally, and the actual driving route TF of the vehicle 1 is also shown. Within the second curve segment KS2, i.e., within the constant curvature of the curve K, the vehicle 1 follows the predetermined target motion trajectory ST. However, once the vehicle 1 enters the exit ramp, i.e., the third curve segment KS3, the changing curvature of the curve K causes a lateral acceleration, and the vehicle 1 deviates from the lane alignment of the lane FS. This results in a traffic accident.

[0049] Figure 3 The behavior of the vehicle 1 when the steering torque is set to zero within the curve K is shown. The vehicle 1 then immediately deviates from the lane alignment of the lane FS and poses a serious threat to all road users.

[0050] As can be seen from Figure 2 and Figure 3It can be clearly seen that there is no predefined behavior that can be used to reliably keep the vehicle 1 in the lane FS within the bend K. Therefore, the solution described here is required in order to be able to safely drive through the bend K in an emergency, as Figure 4 shown. Here, the specified target movement trajectory ST for being able to drive through the bend K within the lane FS coincides with the actual driving route TF of the vehicle 1.

[0051] The position resolution of the global navigation satellite system is not sufficient to precisely determine the position of the vehicle 1 within the bend K. However, it can be used to digitally identify Figure 2 the current bend K within. That is, as already described above, for a rough positioning of the vehicle 1 within, the rough position of lane 1 within is determined with the aid of the global navigation satellite system, and on the basis of the determined rough position, lane FS is identified within, in particular the section A of lane FS in the area around the determined rough position, especially the bend K of lane FS in the area around the determined rough position. With the high-resolution digital Figure 2 and knowing which bend K is involved, the required bend parameters can be determined to determine the expected curvature trend KV within the bend K and thus the trend of lane FS. This is illustrated by way of example in Figure 2 the rough position within is determined with the aid of the global navigation satellite system, and on the basis of the determined rough position, lane FS is identified within, in particular the section A of lane FS in the area around the determined rough position, especially the bend K of lane FS in the area around the determined rough position. With the high-resolution digital Figure 2 and knowing which bend K is involved, the required bend parameters can be determined to determine the expected curvature trend KV within the bend K and thus the trend of lane FS. This is illustrated by way of example in Figure 2 which shows the bend K of lane FS and the curvature trend KV of the bend K with respect to the path s passing through the bend K. Figure 5 which shows the bend K of lane FS and the curvature trend KV of the bend K with respect to the path s passing through the bend K.

[0052] After the bend K has been identified within in the manner described, it is possible to determine the bend segments KS1, KS2, KS3 of the bend K in which the vehicle 1 is currently located. For this purpose, the vehicle 1 should store the passed bend trend KV and compare it with the expected bend trend KV of the bend K. That is, as already described, precise positioning of the vehicle 1 within is achieved by comparing the trend of lane FS, in particular the trend of the identified section A of lane FS and thus the curvature trend KV of the bend K of lane FS, with the recorded trend of the road section WA traveled by the vehicle 1. Figure 2 After the bend K has been identified within in the manner described, it is possible to determine the bend segments KS1, KS2, KS3 of the bend K in which the vehicle 1 is currently located. For this purpose, the vehicle 1 should store the passed bend trend KV and compare it with the expected bend trend KV of the bend K. That is, as already described, precise positioning of the vehicle 1 within is achieved by comparing the trend of lane FS, in particular the trend of the identified section A of lane FS and thus the curvature trend KV of the bend K of lane FS, with the recorded trend of the road section WA traveled by the vehicle 1. Figure 2 After the bend K has been identified within in the manner described, it is possible to determine the bend segments KS1, KS2, KS3 of the bend K in which the vehicle 1 is currently located. For this purpose, the vehicle 1 should store the passed bend trend KV and compare it with the expected bend trend KV of the bend K. That is, as already described, precise positioning of the vehicle 1 within is achieved by comparing the trend of lane FS, in particular the trend of the identified section A of lane FS and thus the curvature trend KV of the bend K of lane FS, with the recorded trend of the road section WA traveled by the vehicle 1.

[0053] For this purpose, a comparison method between the expected curvature profile KV and the traveled curvature profile KV can be used, for example, cross-correlation (also known as autocorrelation). That is, as described above, the comparison between the lane FS profile, in particular the profile of the identified section A of the lane FS, and the recorded profile of the section WA traveled by the vehicle 1 is advantageously performed by cross-correlating the lane FS profile, in particular the profile of the identified section A of the lane FS, with the recorded profile of the section WA traveled by the vehicle 1. Therefore, for this comparison, the lane FS profile, in particular the profile of the identified section A of the lane FS, is advantageously cross-correlated with the recorded profile of the section WA traveled by the vehicle 1. Thus, in the example where the section A of the lane FS shown here is a curve K and thus has a curvature profile KV, in particular the expected curvature profile KV is cross-correlated with the recorded curvature profile KV that has been traveled.

[0054] By considering the curvature profile KV, the starting points of the current curve segments KS1, KS2, KS3, that is, the starting points of the curve segments KS1, KS2, KS3 where the vehicle 1 is located, can also be determined. Based on the section WA traveled by the vehicle 1 within the curve segments KS1, KS2, KS3, which can also be determined from the correspondingly recorded vehicle 1 data, the exact position of the vehicle 1 within the curve K, that is, the precise position of the vehicle 1, can be determined. The vehicle 1 can now continue to follow the lane FS profile according to the expected target motion trajectory ST in order to stay within the lane FS within the curve K. Figure 6 The curvature profile graph in [reference] shows the entire driving route SG along the curvature profile KV, which is divided into the traveled driving route part SA and the driving route part SZ yet to be traveled along the curvature profile KV.

[0055] According to Figures 7-12 , the process of the method when passing through the curve K shown here will be described below. Here, in Figures 7-12 each figure, the lower curvature profile graph shows the curvature profile KV of the curve K, which has been determined in the digital [reference] after the rough positioning of the vehicle 1 by means of global navigation satellites in the digital [reference]. Figure 2 In the digital [reference], after the rough positioning of the vehicle 1 by means of global navigation satellites. Figure 2 In Figures 7-12 each figure, the upper curvature profile graph shows the traveled driving route part SA of the respective curvature profile KV.

[0056] In Figure 7 the vehicle 1 is at the starting point of the curve driving of the curve K. The driver of the vehicle 1 is still healthy here. Since it is at the starting point of the curve, the traveled driving route part SA of the curvature profile KV is not drawn in the upper curvature profile graph.

[0057] In Figure 8In this case, vehicle 1, together with the still healthy driver, drives into bend K. The traversed section SA of the curvature profile KV is shown in the curvature profile graph above. This corresponds to the recorded profile of the section WA traversed by vehicle 1 in bend K.

[0058] In Figure 9 vehicle 1 has continued to drive into bend K. The traversed section SA of the curvature profile KV is shown in the curvature profile graph above. This corresponds to the recorded profile of the section WA traversed by vehicle 1 in bend K. The lane markings cannot be reliably detected by means of the detection unit 3 or a plurality of detection units 3, in particular cameras, so the lane orientation cannot be determined based on the lane markings. In this case, the traversed curvature profile KV, i.e., the traversed section SA of the curvature profile KV, is cross-correlated with the curvature profile KV determined numerically for bend K, i.e., compared by means of cross-correlation, i.e., in order to Figure 2 precisely locate vehicle 1 in Figure 2 the lane orientation of lane FS, in particular the orientation of the identified section A of lane FS, is compared with the recorded profile of the section WA traversed by vehicle 1 by means of cross-correlation to determine the bend sections KS1, KS2, KS3 in which vehicle 1 is currently located, here the second bend section KS2. Based on the traversed angle within bend section KS2, the exact position within bend K, i.e., the precise position of vehicle 1, can be determined.

[0059] Figure 10 The position of vehicle 1 in the curvature profile KV determined numerically for bend K is shown in the lower curvature profile graph. Now, the remaining traversable route section SZ of the curvature profile KV in bend K can be determined based on the curvature profile KV, as shown in Figure 2 the upper curvature profile graph in Figure 11 .

[0060] Vehicle 1 now continues to follow the curvature profile KV of bend K according to the determined remaining traversable route section SZ of the curvature profile KV and, in this way, successfully drives through bend K, as Figure 12 shown.

[0061] To determine the position within the curve K, it is advantageous to determine the curve segments KS1, KS2, KS3 and to record the course of the distance already traveled, i.e., the part SA of the traveled driving route and further the course of the section WA traveled by the vehicle 1 within the curve segments KS1, KS2, KS3. Thus, the described approach can be implemented in particular in the curve K. For example, in the case of the straight section A of the lane FS, serious errors may occur after a long time when calculating the driving distance, i.e., the course of the section WA traveled by the vehicle 1. However, in the case of the straight section A of the lane FS, it can be determined that the vehicle 1 is currently traveling on the straight section A of the lane FS by means of a rough positioning using the global navigation satellite system, and then, for example, a predefined behavior can be utilized, such as the steering torque can be adjusted to zero.

[0062] To carry out the method, it is preferably necessary to have traveled at least a small part of the curve K in order to be able to determine the current curve segments KS1, KS2, KS3 by comparing the course of the distance traveled, i.e., the section WA traveled by the vehicle 1. In addition, the probability is thus increased that the at least one detection unit 3, such as a camera, will again recognize the lane markings at the end of the curve K and can thus again determine the lane course based on the detected lane markings and can perform the lane keeping adjustment of the vehicle 1 based on this.

[0063] Figure 13 There is shown a device 4 for carrying out the method. It includes an adjustment unit 5 which is designed to adjust at least one steering device 6 of the vehicle 1 in addition to preferably adjusting the drive train 7 and / or the braking device 8 of the vehicle 1 to perform the lane keeping adjustment of the vehicle 1 along the lane course of the lane FS on which the vehicle 1 is traveling. The device also includes at least one detection unit 3 designed to detect lane markings, digitally Figure 2 a receiving unit 9 designed to receive global navigation satellite system signals, a sensor system 10 designed to detect and record the course of the section WA traveled by the vehicle 1, a storage unit 11, and a processing unit 12 designed to determine the lane course based on the detected lane markings when lane markings are detected and to determine the lane course based on a map digitally Figure 2 based on the data when no lane markings are detected.

[0064] The vehicle 1 can be positioned digitally Figure 2 by means of the processing unit 12 for determining the lane course based on a map. The procedure is that in order to roughly position the vehicle 1 using the global navigation satellite system digitally Figure 2 the rough position of the vehicle 1 in the digital Figure 2 can be determined. Based on the determined rough position, the lane FS, in particular the section A of the lane FS within the environmental area of the determined rough position, can be identified in the digital Figure 2 and in order to in the digitalFigure 2 For the precise positioning of the vehicle 1 in , the direction of travel of the lane FS, in particular of the identified section A of the lane FS, can be compared with the recorded direction of travel of the section WA traversed by the vehicle 1. Here, the direction of travel of the lane FS, in particular of the identified section A of the lane FS, can be compared with the recorded direction of travel of the section WA traversed by the vehicle 1 by performing cross-correlation between the direction of travel of the lane FS, in particular of the identified section A of the lane FS, and the recorded direction of travel of the section WA traversed by the vehicle 1.

[0065] The device 4 is preferably designed to perform this method during an emergency stop operation, where the vehicle 1 can be braked in a lane-keeping adjustment manner when the driver of the vehicle 1 is unable to drive.

[0066] The device 4 also advantageously includes at least one determination unit 13, which is designed to determine that "the driver does not respond to the action request sent to the driver" and thereby determine that the driver is unable to drive.

Claims

1. A method for operating a vehicle (1), wherein, Lane-keeping adjustment of the vehicle (1) is performed along the lane direction of the lane (FS) traveled by the vehicle (1), wherein when lane markings are detected, the lane direction is determined based on the detected lane markings. It is characterized in that when lane markings are not detected, the lane direction is determined in a map-based manner based on the data of the digital map (2), wherein the vehicle (1) is positioned in the digital map (2) in the following manner to determine the lane direction in a map-based manner, that is, - For the rough positioning of the vehicle (1) in the digital map (2), the rough position of the vehicle (1) in the digital map (2) is determined by means of a positioning system. - Based on the determined rough position, the lane (FS) is identified in the digital map (2). - For the precise positioning of the vehicle (1) in the digital map (2), the direction of the lane (FS) is compared with the recorded direction of the section (WA) traveled by the vehicle (1), wherein the comparison of the direction of the lane (FS) with the recorded direction of the section (WA) traveled by the vehicle (1) is carried out by cross-correlating the direction of the lane (FS) with the recorded direction of the section (WA) traveled by the vehicle (1).

2. The method according to claim 1, characterized in that Based on the determined rough position, a section (A) of the lane (FS) in the surrounding area of the determined rough position is identified in the digital map (2).

3. The method according to claim 2, wherein For the precise positioning of the vehicle (1) in the digital map (2), the direction of the identified section (A) of the lane (FS) is compared with the recorded direction of the section (WA) traveled by the vehicle (1), wherein the comparison of the direction of the identified section (A) of the lane (FS) with the recorded direction of the section (WA) traveled by the vehicle (1) is carried out by cross-correlating the direction of the identified section (A) of the lane (FS) with the recorded direction of the section (WA) traveled by the vehicle (1).

4. The method according to claim 1, wherein The current precise position of the vehicle (1) in the digital map (2) is determined by the precise positioning of the vehicle (1) in the digital map (2).

5. The method according to claim 4, characterized in that The current precise position of the vehicle (1) in the digital map (2) within the lane (FS) is determined by the precise positioning of the vehicle (1) in the digital map (2).

6. The method according to claim 4, wherein The current precise position of the vehicle (1) in the digital map (2) within the identified section (A) of the lane (FS) is determined by the precise positioning of the vehicle (1) in the digital map (2).

7. The method according to any one of claims 1 to 6, characterized in that, The bend (K) of the lane (FS) is identified as a section (A) of the lane (FS).

8. The method according to any one of claims 1 to 6, characterized in that, When the lane markings do not exist or are not clearly detected, the lane direction is determined in a map-based manner based on the data of the digital map (2).

9. The method according to any one of claims 1 to 6, wherein the method is performed during an emergency stop action, during which the vehicle (1) is braked in a lane-keeping adjustment manner when the driver of the vehicle (1) is unfit to drive.

10. The method according to claim 9, wherein It is determined that the vehicle driver is unfit to drive by determining that "the driver does not respond to the action request sent to the driver".

11. A device (4) for performing the method according to any one of the preceding claims, comprising: - An adjustment unit (5), which is designed to adjust at least one steering device (6) of the vehicle (1) in order to perform a lane-keeping adjustment of the vehicle (1) along the lane direction of the lane (FS) on which the vehicle (1) is traveling, - At least one detection unit (3), which is designed to detect lane markings, - A digital map (2), - A receiving unit (9), which is designed to receive signals of a global navigation satellite system, - A sensor system (10) and a storage unit (11), which are designed to detect and record the direction of the section (WA) traveled by the vehicle (1), - At least one processing unit (12), which is designed such that, when lane markings are detected, the lane direction is determined based on the detected lane markings, and when no lane markings are detected, the lane direction is determined in a map-based manner based on the data of the digital map (2), wherein the vehicle (1) can be positioned in the digital map (2) by means of the processing unit (12) in the following manner in order to determine the lane direction in a map-based manner, namely, - For a rough positioning of the vehicle (1) in the digital map (2), the rough position of the vehicle (1) in the digital map (2) can be determined by means of a positioning system, - Based on the determined rough position, the lane (FS) can be identified in the digital map (2), - For a precise positioning of the vehicle (1) in the digital map (2), the direction of the lane (FS) can be compared with the recorded direction of the section (WA) traveled by the vehicle (1), wherein the comparison of the direction of the lane (FS) with the recorded direction of the section (WA) traveled by the vehicle (1) can be carried out by cross-correlating the direction of the lane (FS) with the recorded direction of the section (WA) traveled by the vehicle (1).

12. The device (4) according to claim 11, wherein, Based on the determined rough position, a section (A) of the lane (FS) in the area around the determined rough position can be identified in the digital map (2).

13. The device (4) according to claim 12, wherein, For a precise positioning of the vehicle (1) in the digital map (2), the direction of the identified section (A) of the lane (FS) can be compared with the recorded direction of the section (WA) traveled by the vehicle (1), wherein the comparison of the direction of the identified section (A) of the lane (FS) with the recorded direction of the section (WA) traveled by the vehicle (1) can be carried out by cross-correlating the direction of the identified section (A) of the lane (FS) with the recorded direction of the section (WA) traveled by the vehicle (1).

14. The device (4) according to any one of claims 11 to 13, which is designed to perform the method during an emergency stop action, during which the vehicle (1) can be braked in a lane-keeping adjustment manner when the driver of the vehicle (1) is unfit to drive.

15. The device (4) according to claim 14, characterized in that, Having at least one determination unit (13), which is designed to determine that "the driver has not reacted to the action request sent to the driver".

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