Vehicle driving control procedure, vehicle driving control device and computer program product

Abstract

Vehicle driving control procedure for assuming the driving behavior of another vehicle, wherein the vehicle driving control procedure comprises the following: - Checking for the presence of another vehicle by means of at least one sensor of a carrier vehicle; - Assuming a driving behavior of the other vehicle if the other vehicle has been detected by at least one sensor of the carrier vehicle, and - repeated checks to see if the other vehicle is still detectable by at least one sensor of the carrier vehicle, whereby - a position of the other vehicle is estimated on the basis of at least the known driving behavior of the other vehicle and / or at least a last known position of the other vehicle, if it is determined that the other vehicle is no longer detectable and a field of view of the at least one sensor is referenced to map information, such that the field of view is determined by geometric coordinates of a part of a road that is covered by the field of view and on which the carrier vehicle and the other vehicle are driving.

Description

[0001] The present subject matter relates in particular to a vehicle control method, a vehicle control device, a carrier vehicle containing the vehicle control device, and a computer program product designed to execute the vehicle control method. A particular technical advantage is that the control system enables automated or computer-assisted driving of a carrier vehicle, especially during cornering scenarios, with increased safety and driving comfort.

[0002] WO 2015 / 181 611 A2 describes a driving assistance device for a carrier vehicle that estimates the position of a moving body traveling parallel to the carrier vehicle. According to this prior art, it is assumed that the carrier vehicle has a predefined blind spot area along one of its sides.

[0003] EP 2 853 458 A1 describes a method and a device that create a modified G-Vectoring Control (GVC) as described in EP 1 992 537 A2, called the "Preview G-Vectoring Control" (PGVC). The PGVC enables the control of longitudinal acceleration, where the longitudinal direction is aligned with the direction of travel of the carrier vehicle, based on information about lateral acceleration (where the lateral direction is perpendicular to the longitudinal direction) and lateral jerk of the vehicle. The carrier vehicle can adapt to the driving behavior of a preceding vehicle by applying, among other things, the PGVC.

[0004] However, the prior art does not describe a vehicle control method for a driver assistance system or for an autonomous driving system that supports continuous adaptive cruise control (ACC) and / or predictive traffic stability control (PGVC) if the detected object, such as a vehicle ahead, has moved out of the field of view (FOV) of the vehicle's object detection sensors, particularly during a cornering scenario. WO 2015 / 181 611 A2 does not apply PGVC and merely estimates the position of a detected object within a fixed area of ​​the blind spot on the side of the vehicle. EP 2 853 458 A1 does not consider a scenario in which the detected object, such as a vehicle ahead, moves out of the vehicle's FOV.DE 100 06 403 A1 describes a method for controlling the speed of a motor vehicle and the distance of the motor vehicle to at least one preceding motor vehicle, in which a target following distance to the preceding motor vehicle is specified, in which, with the aid of at least one detection device, at least the speed of the motor vehicle, the distance and the relative speed to the preceding motor vehicle are determined, in which, if the detected distance deviates from the target following distance, the motor vehicle is braked or accelerated depending on the relative speed, and in which, if the preceding motor vehicle is lost from the detection range of the detection device (target loss), the speed of the preceding motor vehicle is calculated from the relative speed determined before the target loss and the driving speed of the motor vehicle and the actual distance.

[0005] The subject matter described and claimed herein addresses the technical problem of creating at least one control method and one driving control device for a carrier vehicle that further enhances the comfort and safety of automated or computer-assisted driving. This technical problem is solved by the attached claims.

[0006] According to the subject matter set out in the attached claims, a vehicle (driving) control method, a vehicle driving control device [or an automated driving device or an (advanced) driver assistance device], a vehicle using an automated driving control device, and a computer program product are proposed.

[0007] According to a first aspect, a vehicle driving control procedure is described that can assume / mimicking / imitation the driving behavior of another vehicle; that is, the control system causes a carrier vehicle to behave in accordance with another vehicle. In other words, the driving behavior is imitated. The driving behavior can include one or more driving characteristics such as speed and lateral and / or longitudinal deceleration / acceleration. The assumption of driving behavior can optionally be executed under predefined conditions, e.g., the driving behavior assumption cannot begin / stop if the other vehicle is at a distance from the carrier vehicle that is greater than a predefined value, is traveling at a lower or higher speed than a predefined value, and so on.

[0008] The control system can include checking for the presence of another vehicle near the carrier vehicle using at least one sensor on the carrier vehicle. The carrier vehicle's sensor can be a single sensor, a detection unit, or multiple detection units capable of scanning the carrier vehicle's surroundings, such as lidar, radar, IR sensors, an electromagnetic wave unit, etc. If another vehicle is detected, the vehicle control system can automatically, preferably when activated, assume the driving behavior of the detected vehicle, so that the carrier vehicle mimics that driving behavior (the assumption optionally beginning only if further predefined conditions for initiating the assumption of the driving behavior are met).This procedure can be repeated so that the carrier vehicle can assume the actual driving behavior of the detected other vehicle. If, during repeated checks, it is discovered that the other vehicle has been lost, i.e., is no longer detectable by at least one sensor of the carrier vehicle, the position of the previously detected and now lost other vehicle can be determined based on the last known driving behavior of the other known vehicle. The last known driving behavior can include the last known speed, the last known position of the other vehicle, the last known lateral acceleration, etc.The term "known" here preferably means that the driving behavior of the detected vehicle is not only repeatedly detected, but is also repeatedly saved / buffered in a memory of a control device that is installed in the carrier vehicle, or at a remote location such as a server to which the data is wirelessly transmitted from the carrier vehicle.

[0009] If the other vehicle can be tracked even though it has moved out of the field of view (FOV) of the carrier vehicle or its sensor(s) ("virtual tracking"), the safety and comfort of the carrier vehicle's driver are increased because the other vehicle cannot suddenly disappear from sensor detection due to a specific driving scenario. For example, a human driver can still see the other vehicle if it is traveling ahead on a winding road. However, sensors with a fixed FOV can lose the signal to the other vehicle if it enters a sharp curve or similar situation.

[0010] Even more advantageous is the ability to continuously assume / imit / reproduce the driving behavior of the other vehicle, even when the other vehicle is no longer detectable. Since the assumption of the other vehicle's driving behavior is not interrupted because the vehicle is out of "sight" of the sensor(s), this offers even greater advantages in terms of driving safety and comfort. The assumption can continue based on the virtual tracking of the other vehicle's position.

[0011] It is assumed that the other vehicle in the steering method described herein is preferably a vehicle traveling ahead of the carrier vehicle in the same longitudinal direction. "Same direction" here preferably means that the other vehicle is traveling in the same direction as the carrier vehicle on the same road. The preferred driving scenario for the steering method is a road with curves, in particular a curve driving scenario.

[0012] Although the carrier vehicle can be controlled to drive automatically on a road or to assist the driver through many other control processes, it can preferably, and most preferably, be controlled during a cornering scenario where the carrier vehicle is traveling on a winding / windy road by determining a longitudinal acceleration target value based on a lateral acceleration and one or more set parameters, and by controlling the longitudinal acceleration of the carrier vehicle based on the calculated longitudinal acceleration target value. When the carrier vehicle is cornering during a cornering scenario, it can proceed without causing discomfort to the driver. Furthermore, the set parameters allow the driver to specify the level of acceleration forces they wish to experience.Preferably, the above control system assumes that the carrier vehicle does not adopt the driving behavior of another vehicle, for example, because there is no vehicle within the field of view (FOV) or the initial conditions for the assumption are not met. In other words, the above control system can control the carrier vehicle during automated driving without detecting another vehicle.

[0013] Furthermore, the carrier vehicle can preferably be controlled by estimating or determining the driving behavior of the other vehicle and by adjusting one or more parameters for calculating the target longitudinal acceleration value based on the other vehicle's driving behavior. The lateral acceleration acting on the other vehicle is estimated based on the other vehicle's determined speed and road curve information from the map data. Preferably, one or more parameters can be based on the estimated or predicted driving behavior of the other vehicle.Preferably, estimating or determining the driving behavior of the other vehicle includes estimating or determining a lateral acceleration acting on the other vehicle during cornering, wherein one or more setting parameters for calculating the longitudinal acceleration target value can preferably be set on the basis of the estimated or determined lateral acceleration acting on the other vehicle during cornering.

[0014] In other words, a method for performing driver assistance / automated driving for a carrier vehicle moving longitudinally on a road is proposed, comprising, among other things and preferably, determining a longitudinal acceleration target value based on a (determined and / or predicted / estimated) lateral acceleration of the carrier vehicle and one or more setting parameters, and controlling a longitudinal acceleration of the carrier vehicle based on the calculated longitudinal acceleration target value.Furthermore, it includes estimating or determining a driving characteristic (of driving properties or driving behavior) of a preceding vehicle moving longitudinally on the road in front of the carrier vehicle, and preferably setting one or more setting parameters for calculating the longitudinal acceleration target value based on the estimated or determined driving characteristic (driving properties) of the preceding vehicle during cornering.

[0015] Preferably, the driving behavior of the vehicle ahead can be determined or estimated based on information received from the vehicle ahead and / or from a data center that possesses information about the vehicle ahead, using a communication protocol between the carrier vehicle and the vehicle ahead and / or the data center.Preferably, the driving behavior of the vehicle ahead is estimated or determined based on information detected by sensors of the carrier vehicle, the driving behavior of the vehicle ahead is estimated or determined based on the longitudinal acceleration and / or lateral acceleration acting on the vehicle ahead, and / or the driving behavior of the vehicle ahead is estimated based on a predicted longitudinal acceleration and / or lateral acceleration that will act on the vehicle ahead.

[0016] It is noted that information about the driving behavior of the vehicle ahead (which may include speed, position, lateral acceleration, and / or longitudinal acceleration) can be obtained between a data center and the carrier vehicle, with the data sensor receiving the data from the vehicle ahead or from other external vehicle sensors. Alternatively, or in addition, information about the driving behavior can be obtained from sensor data, such as from sensors on the carrier vehicle that can detect relative speed and position between the carrier vehicle and the vehicle ahead.Subsequently, the speed, position, and longitudinal acceleration of the vehicle ahead can be determined based on the speed and / or position of the carrier vehicle and the relative speed and / or position between the carrier vehicle and the vehicle ahead. The lateral acceleration of the vehicle ahead can be estimated based on the estimated speed and position of the vehicle ahead and on curvature information indicating the curvature of a road at the vehicle ahead's position. This curvature information, and similar data, can be obtained from a data center that can provide map information, including curvature information, for the carrier vehicle.The curvature information can include the curvature of the road at a specific point, the curvature profile of the entire curve, and / or a derivative of the curvature with respect to the path, i.e., the x- and / or y-axis. Furthermore, an onboard system of the carrier vehicle, such as a navigation device or similar, can also provide map information.

[0017] In addition to or as a representation of the step of estimating / determining the driving behavior of the vehicle ahead, the procedure may include estimating (e.g., predicting) or determining a lateral acceleration that acts or will act on a vehicle ahead, moving longitudinally on the road in front of the carrier vehicle, during cornering, and adjusting one or more setting parameters for calculating the longitudinal acceleration target value based on the estimated lateral acceleration that acts or will act on the vehicle ahead during cornering.

[0018] For example, controlling longitudinal acceleration without any information about the vehicle ahead can adversely lead to a situation where the distance to the vehicle ahead can decrease below a certain threshold while cornering. The driver of the towing vehicle may then have to actively use the brakes in addition to controlling longitudinal acceleration to prevent a further reduction in the distance to the vehicle ahead, or adaptive cruise control (ACC) may activate to reduce the speed of the towing vehicle to prevent a further reduction in the distance to the vehicle ahead, which can reduce driving comfort for the driver of the towing vehicle.

[0019] However, by setting one or more parameters for calculating the longitudinal acceleration target value based on the estimated lateral acceleration acting on the vehicle ahead during cornering, the longitudinal acceleration control can be based on an estimated lateral acceleration acting on the vehicle ahead. In particular, it is advantageous to adjust the parameters so that the longitudinal acceleration control, based on the lateral acceleration of the vehicle in front, adapts to the estimated lateral acceleration of the vehicle ahead. This helps to prevent the distance to the vehicle ahead from being reduced too much, thus eliminating the need for the driver to actively decelerate using the brakes or for the dynamic cruise control to activate.

[0020] Preferably, the method of assuming vehicle control can include determining the speed of the vehicle ahead, wherein the lateral acceleration acting on the vehicle ahead is preferably estimated based on the determined speed of the vehicle ahead and curvature information. This has the advantage that the lateral acceleration acting on the vehicle ahead can be reliably and accurately estimated based on curvature information such as the curvature of the road ahead of the vehicle, as can be derived, for example, from map data (e.g., navigation map data).Preferably, the method can further include determining the position of the vehicle ahead based on map data and determining the curvature of the road at the position of the vehicle ahead based on map data, wherein the lateral acceleration acting on the vehicle ahead is preferably estimated on the basis of the determined speed of the vehicle ahead and the determined curvature of the road at the position of the vehicle ahead.

[0021] In accordance with the above, it is preferred that the position of the vehicle ahead is determined on the basis of position data received from the vehicle ahead; and / or the method may further include determining a position of the carrier vehicle and determining a distance from the carrier vehicle to the vehicle ahead (e.g. by means of a sensor such as radar, sonar or light reflection, etc.), wherein the position of the vehicle ahead is preferably determined on the basis of the position of the carrier vehicle and the determined distance to the vehicle ahead.

[0022] Furthermore, the step of determining the longitudinal acceleration target value based on a lateral acceleration of the carrier vehicle and one or more setting parameters is preferably carried out in one of several setting modes, wherein the one or more setting parameters can preferably be set differently in each of the several setting modes in such a way that an average lateral acceleration and / or a maximum lateral acceleration acting on the carrier vehicle during cornering are different for each of the several setting modes when controlled on the basis of longitudinal acceleration control.Accordingly, possibly according to the driver's preferences, setting modes may be provided that offer less longitudinal deceleration during cornering (upon entering the curve) than other setting modes and / or provide higher positive acceleration when exiting the curve than other setting modes.

[0023] Furthermore, it is preferred in the above that the multiple setting modes comprise at least a first setting mode and a second setting mode, wherein an average lateral acceleration and / or a maximum lateral acceleration acting on the carrier vehicle during cornering is greater in the second setting mode than in the first setting mode, wherein the step of setting one or more setting parameters for calculating the longitudinal acceleration target value based on the estimated lateral acceleration acting on the vehicle ahead during cornering preferably involves selecting the first setting mode if an absolute value of the estimated lateral acceleration acting on the vehicle ahead is less than a threshold value, and / or selecting the second setting mode if the absolute value of the estimated lateral accelerationwhich affects the vehicle in front, is greater than the threshold value.

[0024] Accordingly, the first setting mode is still selected for longitudinal acceleration control, even if a driver of the carrier vehicle may have pre-selected the second setting mode as a default setting according to driver preference, if it is determined that the estimated lateral acceleration acting on the vehicle ahead during cornering may be less than the threshold, resulting in a lower average lateral acceleration and / or a lower maximum lateral acceleration acting on the carrier vehicle during cornering compared to the pre-defined control behavior, thus efficiently and advantageously preventing the distance to the vehicle ahead from decreasing too much during cornering.

[0025] Furthermore, the method can include a step of determining which setting mode has been pre-defined as a default setting according to the driver's preferences, i.e., whether the driver has pre-selected the first or second setting mode (or another setting mode). Preferably, the above selection of a setting mode can also be performed depending on the pre-defined setting mode.For example, the second setting mode is preferably not selected, even if the absolute value of the estimated lateral acceleration acting on the vehicle ahead is greater than the threshold, if the user has preset the first setting mode (or another setting mode in which the average lateral acceleration and / or the maximum lateral acceleration acting on the carrier vehicle during cornering is even lower than in the first setting mode). Instead, the preset setting mode is preferably maintained.The second setting mode (or a higher setting mode) is preferably selected only if the absolute value of the estimated lateral acceleration acting on the vehicle ahead is greater than the threshold value when the user has preset the second setting mode (or another higher setting mode in which the average lateral acceleration and / or the maximum lateral acceleration acting on the carrier vehicle during cornering is even higher than in the second setting mode).

[0026] More precisely, in the above, it is preferred that the multiple setting modes comprise at least a first setting mode and a second setting mode, wherein an average lateral acceleration and / or a maximum lateral acceleration acting on the carrier vehicle during cornering is higher in the second setting mode than in the first setting mode, wherein the step of setting one or more setting parameters for calculating the longitudinal acceleration target value based on the estimated lateral acceleration acting on the vehicle ahead during cornering preferably involves selecting the first setting mode if an absolute value of the estimated lateral acceleration acting on the vehicle ahead is greater than a threshold value (although the driver may have pre-selected the second setting mode), selecting the first setting mode,if the absolute value of the estimated lateral acceleration acting on the vehicle ahead is greater than the threshold, but the user has pre-selected the first setting mode, and / or includes selecting the second setting mode if the absolute value of the estimated lateral acceleration acting on the vehicle ahead is greater than the threshold and the user has pre-selected the second setting mode.

[0027] In all the above aspects, the position of the vehicle ahead can be determined based on position data received from the vehicle ahead, and / or the speed of the vehicle ahead can be determined based on speed data received from the vehicle ahead. The lateral and / or longitudinal acceleration acting on the vehicle ahead can also be determined based on sensor data received from the vehicle ahead. Alternatively or additionally, the position of the vehicle ahead can be determined based on a relative position of the vehicle ahead, as determined by sensors from the carrier vehicle (e.g.,The system can detect the direction and / or distance to the vehicle ahead, determine the speed of the vehicle ahead, and / or determine the speed of the vehicle ahead based on its relative speed to the carrier vehicle using sensor data such as camera, sonar, lidar, and / or radar. Additionally, the data can be exchanged wirelessly.

[0028] Furthermore, one or more setting parameters can include at least one gain factor for controlling the negative longitudinal acceleration of the vehicle, wherein an absolute value of the longitudinal acceleration target value increases with increasing gain factor and decreases with decreasing gain factor. Preferably, the step of setting one or more setting parameters for calculating the longitudinal acceleration target value based on the estimated lateral acceleration acting on the vehicle ahead during cornering includes setting the at least one gain factor for controlling the negative longitudinal acceleration of the vehicle based on a function of the estimated lateral acceleration acting on the vehicle ahead during cornering.Preferably, the at least one amplification factor for controlling the negative longitudinal acceleration of the vehicle as a function of the estimated lateral acceleration acting on the vehicle ahead during cornering decreases with increasing absolute value of the estimated lateral acceleration acting on the vehicle ahead during cornering.

[0029] Accordingly, at least one amplification factor during the control of the negative longitudinal acceleration (deceleration control) of the carrier vehicle (e.g. when entering a curve) is determined on the basis of the function of the absolute value of the estimated lateral acceleration of the vehicle ahead, which decreases with increasing absolute value of the estimated lateral acceleration acting on the vehicle ahead.

[0030] This means that if it is determined that the estimated lateral acceleration acting on the vehicle ahead is lower, indicating a lower cornering speed for the vehicle ahead, the at least one gain factor is set to a higher value, resulting in a greater longitudinal deceleration of the carrier vehicle; and if it is determined that the estimated lateral acceleration acting on the vehicle ahead is higher, indicating a higher cornering speed for the vehicle ahead, the at least one gain factor is set to a lower value, resulting in a lesser longitudinal deceleration of the carrier vehicle.

[0031] Accordingly, it is possible to implement longitudinal acceleration control efficiently, reliably and appropriately in such a way that the distance to the vehicle in front does not easily fall below a safety distance at which either the driver must be able to actively decelerate or at which an additional dynamic speed and distance control may be necessary to decelerate the vehicle at the expense of practicality and driving comfort for the driver.

[0032] Furthermore, one or more setting parameters can include at least one amplification factor for controlling the positive longitudinal acceleration of the vehicle, wherein an absolute value of the longitudinal acceleration target value increases with increasing amplification factor and decreases with decreasing amplification factor.Preferably, the step of adjusting one or more setting parameters for calculating the longitudinal acceleration target value based on the estimated lateral acceleration acting on the vehicle ahead during cornering comprises adjusting the at least one gain factor for controlling the positive longitudinal acceleration of the vehicle based on a function of the estimated lateral acceleration acting on the vehicle ahead during cornering, wherein the at least one gain factor for controlling the positive longitudinal acceleration of the vehicle as a function of the estimated lateral acceleration acting on the vehicle ahead during cornering increases with increasing absolute value of the estimated lateral acceleration acting on the vehicle ahead during cornering.

[0033] Accordingly, at least one amplification factor during the positive longitudinal acceleration control (positive acceleration control) of the carrier vehicle (e.g. when exiting a curve) is determined on the basis of the function of the absolute value of the estimated lateral acceleration of the vehicle ahead, which increases with increasing absolute value of the estimated lateral acceleration acting on the vehicle ahead.

[0034] This means that if it is determined that the estimated lateral acceleration acting on the vehicle ahead is lower, indicating a lower cornering speed for the vehicle ahead, the at least one gain factor is set to a lower value, resulting in a less pronounced positive longitudinal acceleration of the carrier vehicle; and if it is determined that the estimated lateral acceleration acting on the vehicle ahead is higher, indicating a higher cornering speed for the vehicle ahead, the at least one gain factor is set to a higher value, resulting in a stronger positive longitudinal acceleration of the carrier vehicle.

[0035] Accordingly, it is possible to implement longitudinal acceleration efficiently, reliably, and appropriately in such a way that the distance to the vehicle in front does not easily fall below a safety distance at which either the driver must be able to actively decelerate or an additional dynamic speed and distance control may be necessary to decelerate the vehicle at the expense of practicality and driver comfort.

[0036] Furthermore, determining the longitudinal acceleration target value may include determining another (second) longitudinal acceleration target value, which is calculated on the basis of a specific longitudinal acceleration and a corresponding lateral jerk of the vehicle during cornering.

[0037] Furthermore, determining the longitudinal acceleration target value can alternatively or additionally include determining another (third) longitudinal acceleration target value, calculated based on an estimated lateral acceleration of the vehicle at a preview point. This preview point is preferably located at a predetermined preview distance ahead of the carrier vehicle or at a preview distance preferably calculated based on a predetermined preview time and the current speed of the vehicle. The estimated lateral acceleration at a preview point is preferably calculated based on an estimate of the road curvature at the preview point and the current speed of the carrier vehicle. The longitudinal acceleration target value can be determined based on the second and third longitudinal acceleration target values.

[0038] Furthermore, the control method can use at least one known (preferably the last buffered) value / parameter of the preceding vehicle for "virtually tracking" the preceding vehicle when the preceding vehicle is no longer detectable by the sensor(s) of the carrier vehicle or due to a communication interruption with a data server, which constitutes a specifically preferred aspect of the claimed subject matter. This can preferably be done on the basis of equation (3) described below, which provides a relationship between a longitudinal acceleration and a speed of the preceding vehicle and a curvature of the road.

[0039] The last known parameter can be the last known longitudinal acceleration value of the vehicle ahead before the other vehicle moved out of the field of view of at least one sensor of the carrier vehicle or before the sensor(s) were lost. This last known value can be used to (continuously) extrapolate the position of the other vehicle outside the field of view and its actual driving behavior. Instead of, or in addition to, the last known longitudinal acceleration, it can also be a last known speed and / or a last known position of the other vehicle. Furthermore, for virtual tracking, it can be assumed that the previously determined setting parameters do not change while the vehicle ahead is outside the field of view.Furthermore, it can be assumed that the vehicle ahead cannot increase its speed above the last measured speed before entering the curve while driving through a curve.

[0040] Preferably, the above extrapolation can be performed as follows: determining an extrapolated speed of the other vehicle based on the last known longitudinal acceleration of the other vehicle and on the basis of a time difference between determining the last known longitudinal acceleration and the actual determination, determining an extrapolated distance of the other vehicle to the carrier vehicle based on the extrapolated speed and the time difference, determining an extrapolated position of the other vehicle based on the extrapolated distance and from chart information, and determining an extrapolated longitudinal acceleration at least on the basis of curvature information about the extrapolated position from the chart information.Furthermore, the last known position and speed can be used alternatively or additionally to determine an extrapolated lateral acceleration, from which an extrapolated position can be estimated. Additionally, the last known setting parameter values ​​can be used for extrapolation and for assuming the driving behavior of the other vehicle while it is out of sight.

[0041] With the extrapolated control described above, the other vehicle can be "virtually" tracked, and its driving behavior can be imitated based on the further control described above, without the need for the vehicle ahead to be constantly in the field of view once it has been detected. The extrapolation options described above can be repeated as long as the other vehicle is out of the field of view, with the extrapolated values ​​being replaced by newly extrapolated values ​​during each repetition / extrapolation loop.

[0042] The extrapolation can assume that the other vehicle is a vehicle traveling ahead, continuing on the same road it was traveling on while within the field of view, after it has moved out of view. Furthermore, the above extrapolation can assume that the setting parameters remain constant / unchanged compared to the last known setting parameter values ​​during the time the other vehicle is outside the field of view / during the extrapolation.

[0043] Preferably, the field of view of the at least one sensor is referenced to map information, so that the field of view can be determined based on geometric coordinates (which preferably include geographic coordinates), whereby the other vehicle can be determined as no longer detectable if it is outside the area of ​​the geometric coordinates referenced to the field of view of the at least one sensor of the carrier vehicle. Furthermore, or alternatively, the field of view of the at least one sensor can be determined based on geometric calculations using different road curvature values, and it is determined that the other vehicle is no longer detectable if it is outside the field of view calculated on the basis of different road curvature values.

[0044] Determining the field of view in relation to the road on which the carrier vehicle and the other vehicle are traveling allows the position of the other vehicle to be estimated precisely at the moment it begins to become undetectable. This is another preferred option to avoid having to buffer the other vehicle's position (using buffered information about its position). If the last position within the field of view can be estimated based on the determination of the field of view and its boundaries in relation to the road, the last position does not need to be provided from memory but can be estimated / calculated.If the position of the other vehicle is repeatedly buffered along with other information such as speed, parameter settings, and / or lateral acceleration, the field of view does not need to be calculated, and the step of determining whether the other vehicle is within or outside the field of view can be replaced by checking whether the other vehicle was detected once and then not. Both options offer safe and reliable ways to begin virtual tracking of the other vehicle.

[0045] Preferably, some or all of the control steps of the procedure described above can be repeated or performed in one or more loops and sub-loops and / or in a different order of steps.

[0046] Preferably, stop conditions can be implemented for virtual tracking, allowing the control system to be stopped, for example, if the other vehicle is not detectable for a predefined period or longer. Furthermore, the control system can be stopped if the map information indicates that the road ahead has many different driving options, such as intersections. Since the virtual tracking can be automatically stopped if it starts to become inaccurate, this further increases the safety of the above procedure / aspect.

[0047] Furthermore, a device (such as a control unit or control system that is integrated or installable in a vehicle) for performing driver assistance / automated driving of a carrier vehicle moving longitudinally on a road is proposed according to a method as described above in one of the preceding claims, comprising a longitudinal acceleration target value determiner for determining a longitudinal acceleration target value based on a lateral acceleration of the carrier vehicle and one or more setting parameters, and a longitudinal acceleration control device for controlling a longitudinal acceleration of the carrier vehicle based on the calculated longitudinal acceleration target value.

[0048] Furthermore, the device may include a driving characteristics determination means for estimating or determining the driving characteristics of a preceding vehicle moving longitudinally on the road in front of the carrier vehicle, and an adjustment means for adjusting one or more setting parameters for calculating the longitudinal acceleration target value based on the estimated or predicted driving characteristics of the preceding vehicle.

[0049] In other words, a device (such as a control unit or control system that is integrated into or mountable in a vehicle) can be provided for carrying out the procedure as described in any of the aspects / features above. The device can include a longitudinal acceleration target value determiner for determining a longitudinal acceleration target value based on a lateral acceleration of the carrier vehicle and one or more setting parameters, and a longitudinal acceleration control device for controlling a longitudinal acceleration of the carrier vehicle based on the calculated longitudinal acceleration target value.Furthermore, the device may also include a lateral acceleration estimator for estimating a lateral acceleration acting on a preceding vehicle during cornering, which is moving longitudinally on the road ahead of the carrier vehicle, and an adjustment device for adjusting one or more setting parameters for calculating the longitudinal acceleration target value based on the estimated lateral acceleration acting on the preceding vehicle during cornering.

[0050] Furthermore, a program product is proposed that includes a computer program tool for causing a vehicle control device to perform the steps of a procedure described in any of the above aspects / features.

[0051] In the above, the term “acceleration” may refer to a derivative of a velocity (or velocity vector) with respect to time, and the term “jerk” refers to a derivative of the acceleration with respect to time or to a second derivative of the velocity (or velocity vector) with respect to time. Unless otherwise stated, the term “acceleration,” as used in the present disclosure, can normally include both positive acceleration (i.e., increasing velocity) and negative acceleration (i.e., deceleration or decreasing velocity).

[0052] A lateral direction of the vehicle can also be described as the direction of the vehicle's pitch axis, and a longitudinal direction of the vehicle can be described as the direction of the vehicle's roll axis. Although the velocity vector, acceleration, and jerk are generally vector quantities, terms such as lateral acceleration, longitudinal acceleration, and lateral jerk are usually referred to as scalar quantities. In a Cartesian coordinate system of the vehicle with the yaw, pitch, and roll axes as the principal axes, lateral acceleration refers to the pitch axis coordinate of the acceleration vector, and longitudinal acceleration refers to the roll axis coordinate of the acceleration vector. Similarly, lateral jerk refers to the pitch axis coordinate of the jerk vector.

[0053] Although the longitudinal acceleration in the vehicle control system preferably needs to distinguish between positive acceleration (acceleration of the vehicle in the sense of increasing speed) and negative acceleration (deceleration) of the vehicle in the sense of reducing speed and / or braking, the lateral acceleration does not necessarily need to distinguish between positive lateral acceleration (i.e. acceleration to the left / right) and negative lateral acceleration (acceleration to the right / left), since the vehicle control system should preferably be implemented similarly for driving a left turn and a right turn.

[0054] Thus, a lateral acceleration can preferably be related to the absolute value of the pitch axis coordinate of the acceleration vector, whereas a lateral jerk can then preferably be related to the derivative of the absolute value of the lateral acceleration with respect to time. On the other hand, a lateral jerk must preferably again distinguish between a positive jerk (i.e., an increase in lateral acceleration) and a negative jerk (i.e., a decrease in lateral acceleration).

[0055] In summary, the reliability of a vehicle control system and a vehicle control device of a vehicle such as a passenger car, a truck, a motorcycle and the like is increased, and in particular driving safety and comfort can be improved.

[0056] The claimed subject matter is further explained below on the basis of at least one preferred example and with reference to the accompanying exemplary drawings, wherein: Fig. Figure 1 shows an exemplary time graph of the speed of a carrier vehicle and a vehicle ahead, the distance to the vehicle ahead, the longitudinal acceleration (Gx), and the lateral acceleration (Gy) while driving around a curve with a vehicle ahead. Gx is controlled by a PGVC and ACC system. Fig. 2. An example of a relationship between lateral acceleration Gy and lateral jerk Ġ y and shows a longitudinal acceleration target value Gxt_GVC determined according to the GVC. Fig. Figure 3 shows an example of a gg-diagram. Fig. 4. An example of a longitudinal acceleration model based on a general preview concept for a Preview G-Vectoring Control (PGVC) is presented. Fig. Figure 5 shows an example of acceleration control by the PGVC. Fig. Figure 6 shows an exemplary representation of acceleration control by the PGVC. Fig. Figure 7 shows an example of a two-curve track layout. Fig. Figure 8 shows an example comparison of the longitudinal acceleration caused by an experienced driver and a calculation result of the PGVC command (Gxt_PGVC). Fig. Figure 9 shows an example of the lateral and longitudinal acceleration with several PGVC setting modes. Fig. 10 exemplary g-diagrams of the setting operating modes of Fig. 9 shows. Fig. Figure 11 shows an example of a schematic block diagram of a controller system for the PGVC. Fig. Figure 12 shows an exemplary schematic block diagram of a controller system for an advanced PGVC. Fig. Figure 13 shows, by way of example, a relationship between PGVC settings in several setting modes as a function of the absolute value of GyestPV. Fig. Figure 14 shows, by way of example, a relationship between PGVC gain factors and the absolute value of GyestPV for the deceleration control (14A) and for the acceleration control (14B). Fig. 15. An example time diagram of the speed of the carrier vehicle and the vehicle ahead, the distance from the vehicle ahead, the longitudinal acceleration (G) x ) and the lateral acceleration (G y ) while driving around a curve with a vehicle in front. G x is controlled by the advanced PGVC and ACC system. Fig. Figure 16 shows an example of a control system arrangement for controlling longitudinal acceleration by ACC, combined with PGVC. Fig. Figure 17 shows, for example, a sharp turn taken by a vehicle ahead, so that it moves outside the FOV of the carrier vehicle. Fig. Figures 18a and b show an example of a possible option for calculating the FOV range / blind angle of sensors of a carrier vehicle. Fig. 19 and Fig. 20. An example of a procedure for virtual tracking is shown. Fig. Figure 21 shows an exemplary schematic block diagram of a controller system for an advanced PGVC that includes virtual tracking.

[0057] Preferred embodiments of the present invention are described below with reference to the accompanying figures. The described features and aspects of the embodiments can be modified or combined to form further embodiments of the present invention.

[0058] Longitudinal acceleration control for cornering or cornering scenarios (Preview G-Vectoring Control: PGVC) is a driver assistance system designed to reduce the driver's pedal work, for example, when driving on a winding road. PGVC can automatically decelerate or accelerate the vehicle depending on the shape of the road / path. Furthermore, adaptive cruise control (ACC) can be used for deceleration or acceleration to maintain a distance from another vehicle ahead. It is possible to combine PGVC and ACC, but this can result in independent longitudinal acceleration controls that may change longitudinal acceleration discontinuously, which could be a source of discomfort for the driver of the vehicle in front.To avoid discontinuous changes in longitudinal control, the PGVC (Processed Gearbox Control Vehicle) can receive input from an object detection device (vehicle environment sensing unit, sensor(s)) of the carrier vehicle and modify the longitudinal acceleration control for cornering based on information about the vehicle ahead, such as distance and / or speed. PGVC parameters are set to decelerate / accelerate the carrier vehicle for cornering in the same way as the vehicle ahead.For example, the lead vehicle will also corner slowly if the vehicle ahead is cornering slowly to reduce lateral acceleration during the turn, even if the driver has selected a high-acceleration cornering setting, provided the PGVC function allows different settings such as sport driving, high-acceleration cornering, comfort driving, or similar. As a result, the lead vehicle maintains its distance from the vehicle ahead during the turn and would not activate any deceleration control by the ACC to maintain a gap to the vehicle ahead; longitudinal acceleration during the turn remains smooth.

[0059] Fig. Figure 1 shows, by way of example, the speed V of the carrier vehicle (solid line) and the speed of a vehicle ahead (dashed line), the distance from the vehicle ahead (dashed line) and the distance to the target (dotted line), the longitudinal acceleration (Gx) and the lateral acceleration (Gy) while driving around a curve with a vehicle ahead. The carrier vehicle is the vehicle to be controlled, which is subsequently also referred to as the controlled vehicle.

[0060] The longitudinal acceleration Gx of the carrier vehicle is controlled, as is known, by a PGVC and ACC system. While driving on a straight road ( Fig. 1, Section A) The carrier vehicle detects the vehicle ahead, and the distance between the carrier vehicle and the vehicle ahead decreases due to the speed difference (in this example, the carrier vehicle is faster than the vehicle ahead). However, the actual distance is still sufficiently greater than the target distance, and the ACC does not slow the carrier vehicle. After the vehicle ahead begins to curve, the carrier vehicle's sensors lose detection of the vehicle ahead ( Fig. 1, Section B). In accordance with a comparative example without “virtual tracking” (the virtual tracking is further described below, among other things). Fig. 19) would delay the PGVC during this period (section B), whereby the carrier vehicle would receive, for example, the curvature information of the route ( Fig. 1, Section C). At the end of the turn, the carrier vehicle would detect the vehicle ahead again and would detect that the actual distance is less than a target distance ( Fig. 1, Section D). Thus, the ACC would suddenly begin to decelerate the vehicle ( Fig. 1, Section E), which would at least cause discomfort to the driver of the carrier vehicle. In the above-explained Fig. 1. The carrier vehicle may have lost sight of the vehicle ahead due to limitations in the obstacle detection device / sensor performance or similar factors. If the carrier vehicle continues to detect the vehicle ahead, the known ACC would, however, decelerate the vehicle based on the distance between the carrier vehicle and the vehicle ahead while cornering. This deceleration would be controlled independently of any longitudinal acceleration control for cornering, and the longitudinal acceleration would not change smoothly during cornering.

[0061] The following section describes a previously known longitudinal acceleration control system for cornering. To extend the functionality of ACC for use while driving on winding roads, an additional longitudinal acceleration control algorithm based on GVC or PGVC, which uses curvature information, is proposed as an example. Since longitudinal acceleration control is based on lateral motion, longitudinal acceleration using lateral jerk, called "G-Vectoring Control" (GVC), is available. The following equation can be used as a basic equation, equation (1), that defines GVC: Gxt_GVC=−sgn(Gy⋅G˙y)Cxy1+Ts|G˙y| where Gxt_GVC is the longitudinal acceleration command (longitudinal acceleration target value), Cxy is a gain factor, and Gy is the lateral acceleration of the carrier vehicle, and Gy is the lateral jerk of the carrier vehicle, derived as a time derivative of the lateral acceleration of the carrier vehicle. Equation (1) is a fundamental equation for controlling longitudinal acceleration in coordinates with lateral motion; in other words, it follows the control rule that Gxt_GVC is determined by the product of Cxy and Gy with a first-order time delay (Ts). According to the results of the vehicle tests, it was confirmed that equation (1) can imitate / adopt / mimic part of the coordinate control strategy of an expert driver.

[0062] More precisely, based on sensor input from a sensor A or a sensor system configured to directly input, or indirectly provide sensor information on, a regularly or periodically determined, or even continuously monitored, lateral acceleration Gy in the pitch axis direction of the carrier vehicle into a control unit (a controller). This input can be used to estimate the lateral acceleration Gy. A longitudinal acceleration control target value Gxt_GVC is then determined and output to one or more actuators B for vehicle acceleration / deceleration, according to the longitudinal acceleration control target value Gxt_GVC output by the control unit. The sensor A or sensor system can include acceleration-sensitive sensors such as motion sensors, accelerometers, and / or yaw rate, pitch rate, and / or roll rate-sensitive gyroscopic sensors.Furthermore, or alternatively, sensor A can include a steering wheel (or drive wheel) angle sensor sensitive to a steering wheel (or drive wheel) angle, and a lateral acceleration can be calculated based on the vehicle speed and the determined steering wheel (or drive wheel) angle, and / or it can be estimated based on the pitch, roll, and / or yaw rate determined by the gyroscope. Based on the input lateral acceleration Gy, a derivative of the lateral acceleration Gy with respect to time, called lateral jerk Gy, is derived or calculated, where, based on the lateral acceleration Gy and the lateral jerk Ġ, y The longitudinal acceleration target control value Gxt_GVC is calculated according to the above equation (1).

[0063] Cxy and T are auxiliary control / adjustment parameters that can be predefined and stored in a memory unit of control unit 1. Cxy is referred to as a "gain factor" (a dimensionless parameter), where the longitudinal acceleration target control value Gxt_GVC is directly proportional to the gain factor Cxy and the absolute value of the lateral jerk Gy. The longitudinal acceleration target control value Gxt_GVC increases with an increased gain factor Cxy and decreases with a decreased gain factor Cxy. It may also include another control factor, such as T, which is referred to as a "time constant" or a "time factor" (a dimensionless parameter). In this case, the longitudinal acceleration target control value Gxt_GVC increases with a decreased time factor T and decreases with an increased time factor T.According to the equation (1) above, the sign of the longitudinal acceleration target control value Gxt_GVC is opposite to the sign of the product of the lateral acceleration Gy and the lateral jerk Gy.

[0064] The lateral acceleration Gy can differentiate between left and right lateral acceleration by being negative for left-side (or right-side) lateral acceleration and correspondingly positive for right-side (or left-side) lateral acceleration. Alternatively, the lateral acceleration Gy can also refer to an absolute value of the lateral acceleration, where the lateral jerk Ġ y then, however, it must refer to the derivative of the absolute value of the lateral acceleration with respect to time.

[0065] Fig. Figure 2 illustrates an example of the relationship between the lateral acceleration Gy and the lateral jerk Ġ. y and the longitudinal acceleration Gx, which is based on the lateral acceleration Gy and the jerk Ġy as a function of time, when the longitudinal acceleration Gx is controlled according to the longitudinal acceleration target control value Gxt_GVC as described above. Fig. Figure 2 illustrates the relationship between the lateral acceleration (Gy-), lateral jerk (Gy-), and longitudinal acceleration commands of the G-Vectoring Control (GVC) (Gxt_GVC). When the vehicle begins to turn, it simultaneously begins to brake as the lateral jerk increases ( Fig. 2 (1)). After that, the braking stops during the stationary cornering maneuver ( Fig. 2 (2)), as the lateral jerk becomes zero. When the vehicle begins to return to straight-ahead travel, it begins to accelerate ( Fig. 2 (3)).

[0066] More precisely, the lateral acceleration Gy (which is zero on a straight road regardless of whether the vehicle is accelerating, decelerating, or moving at a constant speed) begins to increase from zero; see the time interval between times t1 and t2 in Fig. 2, when a vehicle enters a curve and the driver moves the steering wheel in such a way that the vehicle pivots about its yaw axis. During an intermediate time between times t2 and t3 in Fig. 2. The lateral acceleration Gy reaches a maximum value and can remain approximately constant until it drops below a certain value during a final cornering period between times t3 and t4. Fig. The lateral acceleration Gy decreases back to zero when the curve is exited. Depending on the topology of the curve, the time interval between times t2 and t3 can be very short or even nonexistent. In the latter case, the lateral acceleration Gy can increase from zero to a maximum value and then immediately decrease back to zero upon exiting the curve. As in Fig. As shown in 2, the lateral jerk takes place. y During this cornering scenario, the lateral acceleration Gy approaches a maximum value and then returns to zero between times t1 and t2. In the interim period between times t2 and t3, during which the lateral acceleration Gy does not vary significantly, the lateral acceleration Ġ remains constant. y zero and in the last time period between times t3 and t4, the lateral acceleration Gy decreases from zero to a minimum during this cornering scenario value and then back to zero.

[0067] The longitudinal acceleration target control value Gxt_GVC, as described above, behaves as it is directly proportional to the absolute value of the lateral jerk Ġ yis similar to the absolute value of the lateral jerk Gy, but the sign is the opposite of the product of the lateral acceleration and the jerk. Consequently, the longitudinal acceleration target control value Gxt_GVC decreases from zero to a minimum value during this cornering scenario immediately after entering the curve and after the start of cornering, during the initial period between times t1 and t2, and then returns to zero. During this period, the longitudinal acceleration target control value Gxt_GVC is negative and thus corresponds to negative acceleration or deceleration (braking) of the vehicle in the first phase of cornering. Accordingly, the vehicle speed decreases during the entire period between times t1 and t2 (deceleration or braking control). In the intermediate period between times t2 and t3, the longitudinal acceleration target control value Gxt_GVC remains approximately zero as long as the lateral jerk Ġ yThe value remains zero, meaning the vehicle maintains an approximately constant speed through the curve during the time interval between times t2 and t3. Finally, in the last phase of the turn, before exiting the curve, the longitudinal acceleration target control value Gxt_GVC increases from zero to its maximum value for this cornering scenario and then decreases back to zero between times t3 and t4. During this time, the longitudinal acceleration target control value Gxt_GVC is positive, corresponding to a positive acceleration of the vehicle in the final phase of the turn. Consequently, the vehicle speed increases throughout the entire time interval between times t3 and t4 (acceleration control).

[0068] Fig. Figure 3 shows an example of a gg diagram for the lateral and longitudinal acceleration Gy and Gx during cornering of the vehicle according to the control of the longitudinal acceleration Gx based on the lateral acceleration Gy and the jerk Ġ. y according to the longitudinal acceleration target control value Gxt_GVC. The horizontal axis here denotes the longitudinal acceleration Gx (negative values ​​on the left and positive values ​​on the right) and the vertical axis denotes positive values ​​of the lateral acceleration Gy. According to the as determined by Fig. The gg-diagram is derived from the 2 explained relationships. Fig. 3 Starting from an origin where Gx = Gy = 0, the vehicle traverses a clockwise path before entering the curve. Once the vehicle begins cornering, the lateral acceleration Gy increases, resulting in a negative longitudinal acceleration Gx, until the lateral acceleration Gy reaches a maximum value, causing the longitudinal acceleration Gx to be zero. After this point, the lateral acceleration Gy decreases back to zero in the final phase of the curve, resulting in a positive longitudinal acceleration Gx, until the lateral acceleration Gy reaches zero again upon exiting the curve.

[0069] In summary, the above automatically brakes (or decelerates) the carrier vehicle in the control of the longitudinal acceleration Gx of the vehicle according to the longitudinal acceleration target control value Gxt_GVC, while the lateral jerk Ġ y increases (see the time interval between times t1 and t2 in Fig. 2, left side of Fig. 3) when the vehicle begins to enter a curve, and the vehicle remains in this curve for the duration between times t2 and t3 Fig. 2 in a stationary cornering maneuver in which no longitudinal acceleration or deceleration is performed (i.e., the vehicle stops braking without re-accelerating), since the lateral jerk Ġ y becomes zero. Finally, the vehicle begins in the final phase of the curve, when the vehicle starts to return to driving straight ahead (see the time interval between times t3 and t4 in Fig. 2, right side of Fig. 3) to accelerate again.

[0070] Besides the GVC discussed above, another longitudinal acceleration control based on curvature is available: longitudinal acceleration using a longitudinal control model called "Preview G-Vectoring Control" (PGVC).

[0071] Fig. Figure 4 shows the longitudinal control model, which is based on a general foresight concept using a foresight point (e.g., a point on the track ahead of the same vehicle at a distance Lpv): the velocity (Vpv) of the carrier vehicle at this point, the vehicle speed (V), and the road curvature at the foresight point (κpv). If the vehicle is traveling at a constant speed at the foresight point, the lateral acceleration (Gy_pv) generated at the vehicle is given in equation (2) as follows. Gy_pv=κpv⋅V2

[0072] By assuming that the acceleration / deceleration is performed in response to a lateral movement of the vehicle (i.e., GVC) using an equivalent algorithm to the longitudinal acceleration control, it is possible to control the longitudinal acceleration before the lateral movement of the vehicle actually occurs. With GVC, longitudinal accelerations corresponding to Gy_pv are calculated based on the aforementioned assumption, using Gy_pv instead of the lateral jerk (Ġy) given in equation (1). In this way, a longitudinal acceleration command value (Gxt_pv) is given that relates to the lateral movement of the vehicle being generated (rather than the lateral movement of the vehicle that was generated). Under the same assumptions (κpv is positive, V is constant), Gxt_pv is given by equation (3) from equations (1) and (2) using the gain (Cxy_pv) and the time constant (Tpv).In equation (3) κpv is differentiated with respect to the path (although a point is used in the following equation). Gxt_pv=−Cxy_pv1+Tpvs⋅κ˙pv⋅V2

[0073] The longitudinal control of the PGVC (Gxt_PGVC) is calculated on the basis of the G-Vectoring-Control command (Gxt_GVC) described by (1) and the longitudinal acceleration (Gxt_pv) described by (3) for cornering.

[0074] Fig. 5 and Fig. Figure 6 shows a cornering scenario with deceleration / acceleration control by PGVC. Fig. Figure 5 shows an example of the first phase of cornering: from approaching the curve to stationary cornering. As the vehicle approaches the curve, the curvature of the preview point (κpv) increases before the vehicle begins to turn ( Fig. 5, Section A). During this phase, κpv increases and, based on κp (dashed line), the command (Gxt_pv) for the deceleration before cornering is calculated. After the vehicle has started to turn ( Fig. 5, Section B), the lateral acceleration (Gy) begins to increase. During this phase, the G-vectoring deceleration command (Gxt_GVC) is calculated based on the lateral jerk information (dashed line). The deceleration command by PGVC is generated by combining Gxt_pv and Gxt_GVC, as shown in Fig. The calculations are shown in section 5 (solid line). Based on these results, the PGVC can decelerate the vehicle during the initial phase of cornering. Fig. Figure 6 shows an example of the final phase of cornering: from the stationary state to the end of the curve. Although the curvature of the preview point (κpv) is constant, the PGVC does not indicate any acceleration / deceleration (it maintains the constant speed). Fig. 6C). When κpv begins to decrease and becomes negative, the cornering acceleration command (Gxt_pv) is calculated based on κp (dashed line) Fig. 6, Section D). At the end of the turn, the lateral acceleration (Gy) begins to decrease and the G-vectoring acceleration command (Gxt_GVC) is calculated based on the lateral jerk information (dashed line) Fig. 6, Section E). The acceleration command via the PGVC can be achieved by combining Gxt_pv and Gxt_GVC, as in Fig. The calculation is shown in line 6 (solid line). As a result, the PGVC can accelerate the vehicle with decreasing distance from the end of the curve.

[0075] Fig. Figure 7 shows an example of the two-curve driving route to compare Gxt_PGVC with real driver acceleration / deceleration behavior. Fig. Figure 8 shows the comparison of longitudinal acceleration initiated by an experienced driver, ( Fig. 8(a)) and the calculation result of the PGVC command (Gxt_PGVC) ( Fig. 8(b)) at 80 km / h as the initial velocity (V0): The left side shows the change in longitudinal and lateral acceleration (Gx, Gy) and the right side shows the "gg" diagram. In Fig. 8(b) the PGVC command (Gxt_PGVC) is executed based on equations (1) and (3) above, using the equations provided in Fig. The curvature data shown in Figure 7, calculated from the vehicle speed and lateral acceleration measurements obtained through driving tests, is shown in Figure 7. As in Figure 7, the finish line is calculated from the curvature data shown in Figure 7, which was calculated from the vehicle speed and lateral acceleration measurements obtained through driving tests. Fig. As shown in Figure 8, the lateral acceleration (Gy) changes to positive for curve A and to negative for curve B, with each change in lateral acceleration having three phases: the increasing phase (phase (1)), the steady-state phase (phase (2)), and the decreasing phase (phase (3)). The driver controls the acceleration / deceleration depending on the changes in lateral acceleration; he begins to decelerate the vehicle ( Fig. 8 “deceleration”), before phase (1) begins, and ends when phase (1) ends. After that, the driver begins accelerating in phase (2), i.e., before phase (3) begins ( Fig. 8 “Acceleration”). As in Fig. As shown in Figure 8(b), the calculated PGVC command (Gxt_PGVC) exhibits the same characteristic as the acceleration / deceleration of this driver. The "gg" diagram by Gxt_PGVC ( Fig. 8(b)) also shows the same shape as that of the driver ( Fig. 8(a)).

[0076] The desired acceleration during cornering depends heavily on the driver's preference. Some drivers prefer cornering with high acceleration, while others prefer cornering without excessive deceleration. To accommodate these differences in driver preference, different PGVC settings are configured by modifying the PGVC parameters (primarily the gain Cxy and Cxy_pv).

[0077] Fig. Figure 9 shows an example of lateral and longitudinal acceleration with several PGVC settings (settings 1 to 4). The longitudinal acceleration (Gx, dashed line) is set by adjusting each setting through PGVC parameter tuning. As shown in Fig. As shown in Figure 9(a), Gx can make a difference in lateral acceleration (Gy, solid line) with the settings through the PGVC: The average of Gy (dotted line) increases as the setting number increases (1 to 4).

[0078] Fig. Figure 10 shows an example of the "gg" diagram with several PGVC settings. This difference also appears in the "gg" diagram (see Fig. 9(b)): The trajectory in the "gg" diagram widens as the setting number increases. However, the relationship between Gx and Gy is relatively maintained: the direction of the resulting acceleration changes seamlessly in a "gg" diagram. This change in acceleration in the "gg" diagram is one of the features of PGVC that improves the driver's feel while cornering.

[0079] Fig. Figure 11 shows an example block diagram of a basic PGVC system for implementing a known control system as described above. In this system, a PGVC parameter setting unit / block 110 detects the driver's input to set the PGVC parameters. These setting parameters are sent to the PGVC block 120, and the longitudinal acceleration command (Gxt_PGVC) is calculated by the PGVC. Gxt_PGVC is sent to the actuator controller(s) 200 to decelerate / accelerate the vehicle via the actuator(s). More precisely, a driver input switch 230 can be configured to allow a user to select parameter settings for the PGVC parameters, which can then be entered as driver input information into the PGVC parameter setting block 110, which embodies a setting device.On the other hand, vehicle dynamics information detection devices 210 (such as sensors containing a speed sensor, accelerometer, gyroscope, steering angle sensor, etc.) can provide information about vehicle dynamics (vehicle dynamics information) such as vehicle speed, steering angle, lateral and / or longitudinal acceleration acting on the carrier vehicle, etc. The vehicle dynamics information is provided to the PGVC block 120, which embodies a longitudinal acceleration target value determiner. Additionally, a curvature detection device 220 provides curvature information (such as map data and / or curvature at a preview point determined based on the map data) to the PGVC block 120, which embodies the longitudinal acceleration target value determiner.

[0080] A PGVC controller 100 (e.g. a longitudinal acceleration control device) comprises the PGVC block 120 and the PGVC parameter setting block 110 and is designed to output the target control value Gxt_PGVC via an actuator controller 200 (or directly in other embodiments) to the actuator controller(s) of the vehicle.

[0081] Fig. Figure 12 shows the block diagram of another preferred PGVC system, which forms a preferred basis for the control method described later in the present application. In this system, an obstacle detection device 240 is added, and information about the vehicle ahead (the speed of the vehicle ahead, the distance from the vehicle ahead) is sent to the PGVC controller 100. In the PGVC controller 100, the PGVC parameter setting block 110 sets the parameters for the PGVC based on the driver input, the curvature information of the road surface, and the information about the vehicle ahead received from the obstacle detection device 240.The obstacle detection device 240 can receive data from a vehicle ahead (and / or indirectly from a data center) containing the position and / or speed of the vehicle ahead and / or the lateral acceleration and / or longitudinal acceleration acting on the vehicle ahead, e.g., via a communication protocol. Alternatively or additionally, the obstacle detection device 240 can include sensors (such as a camera, radar, sonar, etc.) to determine the relative position and / or speed of the vehicle ahead.

[0082] Using the information above, the PGVC parameters for decelerating / accelerating the vehicle for cornering are set, just as the vehicle ahead does to, for example, adjust its handling. If the vehicle ahead takes the corner slowly, for example, to reduce lateral acceleration during the turn, the vehicle ahead will also take the corner slowly, even if the driver selects a high-speed cornering setting such as setting 4. Fig. 9 has been selected. As a result, the carrier vehicle maintains the distance from the vehicle in front during cornering and the deceleration control by the ACC to maintain the distance is not activated; since there are no independent control systems issuing control commands in parallel, as a combination of GVC and ACC would eventually do, the longitudinal acceleration during cornering is smooth.

[0083] Fig. Figure 13 shows an example of how to set the PGVC parameters. In this case, the PGVC has several predefined setting modes (setting 1 to 4), where the parameters are set to increase the average / maximum lateral acceleration during cornering, while the setting number, as shown in Fig. As shown in Figure 9, the value increases (1 to 4). The estimated lateral acceleration acting on the vehicle ahead (GyestPV) is calculated from the speed of the vehicle ahead and from curvature information. The PGVC setting is adjusted depending on the absolute value of GyestPV at the beginning (here G). y1 < G y2 < G y3 ) selected. This selected value is compared by the driver with the selected setting, and a lower setting number is selected as the PGVC setting.

[0084] Fig. Figure 14 shows another example of setting the PGVC parameters. In this case, the PGVC gain (Cxy_d, Cxy_pv_d (for deceleration control), Cxy_a, Cxy_pv_a (for acceleration control)), which is the PGVC parameter, changes directly with the absolute value of GyestPV: PGVC gains for deceleration control decrease as the absolute value of GyestPV increases, and PGVC gains for acceleration control increase as the absolute value of GyestPV increases. The PGVC gain (Cxy_d, Cxy_pv_d, Cxy_a, Cxy_pv_a) is calculated at the beginning and compared by the driver to the selected gain. Larger values ​​are selected as PGVC gain for deceleration control, and smaller values ​​are selected as PGVC gain for acceleration control.

[0085] Fig. Figure 15 shows, by way of example, the speed of the carrier vehicle (solid line) and the vehicle ahead (dashed line), the distance from the vehicle ahead (dashed line) and the target distance (dotted line), the longitudinal acceleration (Gx) and the lateral acceleration (Gy) while driving in a curve with a vehicle ahead. Gx is determined by the advanced PGVC with four differential settings, as described in Fig. 9 are shown, and are controlled by an ACC system.

[0086] In this case, the driver selects setting 4 at the beginning. While driving on a straight road ( Fig. 15, Section A) The carrier vehicle detects the vehicle ahead, and the distance between the carrier vehicle and the vehicle ahead decreases due to the speed difference (the carrier vehicle is faster than the vehicle ahead). However, the actual distance remains sufficiently greater than the target distance, and the ACC does not decelerate the carrier vehicle. During this time, the PGVC setting is changed from setting 4 to setting 1 ( Fig. 15, Section B) and the PGVC delay start time will be earlier than in the case of Fig. 1 ( Fig. 15, Section C). As a result, the carrier vehicle can appropriately maintain the distance from the vehicle in front ( Fig. 15, Section D) and the deceleration control by the ACC is not activated; furthermore, the longitudinal acceleration changes smoothly during cornering.

[0087] Fig. Figure 16 shows an exemplary system arrangement for controlling longitudinal acceleration by the ACC, combined with the PGVC, which is a preferred basis for the present control method / control device. The control system comprises a longitudinal acceleration control unit 1 (which, for example, is as shown in Figure 16). Fig. 11 or Fig. 12 shown implemented), an accelerometer 2, a gyro sensor 3, a steering wheel 4, a steering wheel angle sensor 5, an obstacle detection device 6 (e.g. for detecting a distance and / or speed of a vehicle ahead), a tire 7, a vehicle 8, a curve detection device 9, a brake control unit 10, a brake actuator 11, a drive torque control unit 12, a drive torque actuator 13 and a communication bus line 14.

[0088] Having explained the arrangement of a control system for assisted or automated driving above, this paper introduces further aspects for increased safety and comfort. Specifically, the control concepts described above continue to face the challenge that a detected object, such as a vehicle ahead, may be lost to the sensors of the carrier vehicle or due to a communication interruption. In other words, a scenario that can affect the control concepts described above involves the detected object not remaining within the field of view (FOV) of the carrier vehicle, which would disrupt the control system, e.g., the PGVC or the ACC combined with the PGVC.

[0089] However, the other (ahead) vehicle can be lost quite frequently, especially when driving on a winding road, through a sharp bend, or around an obstacle or similar obstruction. For example, a vehicle ahead might simply swing out of the field of view (FOV) of the sensor(s) of the carrier vehicle due to geometric limitations of the FOV of the sensor(s) of the carrier vehicle if a bend is sharp.

[0090] The challenges described above, relating to the control of assisted or automated driving, are solved by the device described below, specifically by performing a so-called "virtual tracking" of the other vehicle. The term "virtual tracking" is intended to convey that the control described above can continue even if the other vehicle is (temporarily) no longer within the field of view; preferably until the other vehicle is detected again.

[0091] Fig. Figure 19 shows an example of a further improved control system for assisted or automated driving, which additionally offers "virtual tracking". In one step, another vehicle, preferably a vehicle ahead, is detected by the sensor(s) of the carrier vehicle. In the present example, the FOV (field of view) and / or the blind spot are subsequently calculated or determined (see, e.g., Figure 19). Fig. 18a and b). However, in other examples, the detection and calculation / determination of the FOV / blind angle can be carried out continuously and in parallel with the sequence of steps performed by Fig. The steps shown in Figure 19 are performed. The FOC / blind spot can also be determined / calculated at a different position within the sequence of steps or can be omitted. An example of a detailed calculation / determination of the FOV is described below.

[0092] Furthermore, the control system detects whether the vehicle ahead is still detectable. This can preferably be done continuously or repeatedly. Optionally, the system recognizes that the vehicle ahead is no longer detectable if the sensor(s) of the carrier vehicle no longer detect it after it has been detected once. It can also recognize that the vehicle ahead is no longer detectable if the field of view (FOV) has been calculated and if it has been determined whether the vehicle ahead is within the FOV or outside of it. An even further alternative is available, which is... Fig. Figure 19 shows the process of determining whether the detected vehicle is within or outside the FOV. If it is determined to be within the FOV, it is then checked again whether it is detectable. If the system detects that the vehicle ahead is within the FOV, it checks whether the activation conditions for a control system as described above, such as PGVC control or PGVC control combined with ACC control, are met. As described above, activation conditions can include the relative speed of the carrier vehicle and the vehicle ahead, and / or the distance between the two vehicles. For example, the control system can be activated if the vehicle ahead is within the FOV of a forward-facing sensor and is traveling at a predefined relative speed, or more / less than that speed.If the conditions are met, the control system described above is activated and the behavior of the vehicle ahead is replicated / imitated / assumed, preferably by (advanced) PGVC and / or ACC. If the conditions are not met, the control system reverts to a previous step (see...). Fig. 19) back to vehicle detection.

[0093] Furthermore, the present subject matter includes the additional option of applying a “virtual tracking” if it has been determined that the vehicle ahead, after an initial detection, is no longer detectable or is outside the FOV.

[0094] Fig. Figure 19 shows the control of the virtual tracking when following the arrow that indicates "outside" in the step that determines whether the vehicle ahead is outside or inside the FOV. The flowchart shows a first step after determining that the vehicle ahead is outside the FOV, which involves calculating the distance to the vehicle ahead using the last buffered / saved values ​​of the vehicle ahead and the PGVC setting. If the last setting / values ​​were an estimate, they can also be used. More precisely, the last settings / data buffered before the vehicle ahead left the FOV preferably include a curvature or derivative of the road curvature at position 1 and a longitudinal acceleration of the vehicle ahead at position 2.Instead or additionally, the last buffered values ​​can include the speed of the vehicle ahead, measured, for example, by sensors on the carrier vehicle or the like, the distance determined / measured at the position, and the position itself.

[0095] An option for estimating position during virtual tracking (see Fig. 20) is based on using the last buffered velocity of the vehicle ahead and the curvature (derivative) of the road at the last position before the vehicle ahead left the field of view. The last parameter settings are also used. Then, using equations (2) and (3) above, the longitudinal acceleration for the position is estimated / calculated based on the lateral acceleration (equation (2)). With the longitudinal acceleration, the speed of the vehicle ahead can be calculated using the time difference between the times when the last velocity value was buffered and when the next calculation / estimation of the vehicle ahead's driving parameters is performed.The newly calculated / estimated speed (as a target speed) is then used to calculate the new distance to the carrier vehicle, based on which, including road geometry information, the position of the vehicle ahead can be virtually determined. As in . Fig. As shown in Figure 20, an optional step can be taken to limit the target speed to a buffered value; for example, it can be assumed that the vehicle is not traveling faster inside the curve than before entering it, so the target speed can be limited to the buffered speed at the time of entering the curve. Using the map information, the curvature information for this new position can be determined, and the speed and curvature information can be used to estimate / calculate another new longitudinal acceleration. Based on this, the above process can be repeated to continuously track the vehicle ahead, even though it is outside the field of view.Other options for virtual tracking may be based on the above extrapolation, but using assumptions such as that the speed or longitudinal acceleration of the vehicle ahead remains constant during the time the vehicle ahead is outside the FOV.

[0096] Another extrapolation option can assume that the last buffered value of the vehicle ahead is its longitudinal acceleration. The extrapolation can then use differential calculus based on time differences, as explained above, to estimate the new extrapolated velocity. Based on this extrapolated velocity, the new distance can be extrapolated. A virtual position is estimated based on the extrapolated distance, and curvature information is obtained from the map data. This allows a new extrapolated longitudinal acceleration to be determined based on equation (3) above, and the loop can begin again.

[0097] The above extrapolation can assume that the parameter settings, in particular those of the parameters contained in equation (3), remain constant at least during the application of the “virtual tracking”.

[0098] In summary, based on map data from a map information source and the last known driving data of the vehicle ahead, the position of the vehicle ahead can be determined even though it is outside the FOV (“virtual tracking”). Even when the vehicle ahead is outside the FOV, determining its position, i.e., virtual tracking as described above, can further verify whether the conditions for following control according to (advanced) PGVC and / or ACC are met, allowing the behavior of the vehicle ahead to be followed / imitated even when it is outside the FOV of the respective sensor of the carrier vehicle (see Fig. 19 after step “track virtual object on map”), if this is true. The limitation of the driving behavior can be carried out as described above by applying, for example, the advanced PGVC, whereby it can be assumed that some values ​​or parameters, such as the PGVC setting parameters, can be kept constant during the virtual tracking.

[0099] The aforementioned calculation of the blind spot / FOV can also be performed by the controller of this application. The advantage of knowing the blind spot of the relevant sensor(s) of the carrier vehicle is that the last position of the other vehicle can be estimated / determined without the need to continuously buffer the position of the other vehicle. In other words, if, according to a preferred aspect described herein, the controller repeatedly buffers the last positions of a detected vehicle as long as it is detectable by the sensor(s) of the carrier vehicle, the virtual tracking controller described herein does not require a determination of the blind spot / FOV of the carrier vehicle. The virtual tracking can then be performed simply based on the decision as to whether the detection signal for the previously detected and tracked vehicle has been lost.If the position is lost, the last known / buffered position, which contains the additional information necessary for extrapolation as described above, can be used to perform virtual tracking. However, the defined blind spot or field of view (FOV) allows for estimating the last known position of the other vehicle within the FOV if continuous buffering of the position is not desired or possible. This allows the last buffered values ​​of the other vehicle, such as its speed, to be mapped to the estimated last known position.

[0100] In principle, estimating the last known position can be based on referencing road data derived from map information (map data) to the field of view (FOV). In other words, the FOV area, which can be assumed to be predefined by sensor properties such as the maximum length of the "view" and the geometry of the FOV, such as triangular or the like, is mapped onto information about the road on which the carrier vehicle and the other detected vehicle are traveling. If, for example, it is known that the road on which the vehicles are traveling has a sharp curve ahead (assuming the detected vehicle ahead continues on the road), the position at which the ahead vehicle will be lost can be determined based on a superposition of the carrier vehicle's FOV and the area where the road is to be determined.The limiting position on the road, at which the road begins to be no longer covered by the FOV, can be assumed to be the last known position of the vehicle ahead before it is outside the FOV.

[0101] The following are possible options for referencing or mapping the FOV to road information: The controller can use road data provided by a map information unit and information about the FOV geometry, which may be stored in a storage memory unit of the controller or in a subunit. For example, if the map information indicates that the carrier vehicle is approaching a curve, and if it were known that the carrier vehicle's forward-looking sensor is an isosceles triangle with a line of maximum height arranged along the longitudinal direction of the carrier vehicle and with a half-angle between the two equal sides of 10° (see, for example, Fig. 17) If the FOV is recorded, it can be determined / calculated by positioning other isosceles triangles perpendicular to the longitudinal direction with the same half-angle as the FOV area and with a different side length corresponding to other possible 1 / curvatures of the curve ahead. By performing several geometric calculations using different reciprocal values ​​of curve values, the FOV can be identified (see Fig. 18a). More precisely, each auxiliary triangle has one side that terminates at the origin of the FOV, and the other of the two equal sides terminates at the point where the FOV has its lateral boundary. The origin of the FOV and at least one endpoint of the lateral boundary of the FOV can be connected by a straight line that defines the lateral boundary of the FOV (see the bold line in the figure between the origin of the FOV and the endpoint of a side of an auxiliary triangle). The lateral boundary, combined with the road information, makes it possible to identify the last position of the vehicle ahead within the FOV before it was lost to the sensor of the carrier vehicle, i.e., before it was outside the FOV. In other words, as in the Fig. As shown in Figure 18a, the auxiliary triangle used in the exemplary geometric calculation corresponding to the curvature of the road on which the other vehicle and the carrier vehicle are traveling lies at one of its endpoints on the boundary of the FOV. It can be assumed that this point of contact is the last position of the other vehicle before it moved outside the FOV.

[0102] In other words, and as shown in the schedule... Fig. As shown in Figure 18b, the process of determining the FOV, as described by Fig. Figure 18a shows the main steps of defining the FOV based on sensor specifications. For example, it may be known from a database that the forward sensor(s) (or any other sensor of the carrier vehicle) has a triangular shape with one vertex located in the center of the front of the carrier vehicle. Then, in a second step, using orthogonal vectors, as shown by Fig. As shown in Figure 18a and explained in a possible example above, intersection points with the lateral boundary of the FOV are calculated. In a further (optional) step, the relevant area of ​​the FOV is then limited by taking the speed of the carrier vehicle into account. This limitation can be 1 to 10 times the speed of the carrier vehicle. Preferably, it is between 2 and 5 times the speed of the carrier vehicle, and most preferably between 2 and 3 or 2.5 times the speed of the carrier vehicle. The calculated area can then be used / defined as the FOV area of ​​the carrier vehicle at the current time. Furthermore, the calculated area can be used, as in conjunction with Fig. As described in section 18a, the road data will be mapped onto it.

[0103] Another option for calculating the FOV would be to use geometric / geographic coordinates such as GPS coordinates or similar. The position of the FOV in front of the carrier vehicle can be determined using the carrier vehicle's position and geometric data about the FOV, such as its size, shape, etc. Subsequently, the coordinates within and outside the FOV can be determined. Once the FOV is determined, the other areas around the carrier vehicle can be identified as the blind spot (dead zone). Furthermore, mapping / referencing the coordinates inside and outside the FOV onto the road the vehicles are traveling on, using map data, allows for an estimation of the last position of the vehicle ahead within the FOV before it leaves it.

[0104] If, as explained above, it is determined that the detected object, e.g., the vehicle ahead, is outside the field of view (FOV) or, according to another option, is no longer detectable by the sensor(s) of the carrier vehicle, the distance to the carrier vehicle is determined based on the last known values ​​of the vehicle ahead, and map information is used to virtually position the vehicle ahead on the map. This virtual positioning is performed based on the assumption that the vehicle ahead continues on the same road / lane it was traveling on before leaving the FOV. That is, once the map information has been combined with the information about the actual distance to the carrier vehicle, the vehicle ahead can be virtually located.For example, the leading vessel may leave the field of view (FOV) of the leading vessel as soon as it enters the curve, and even before the leading vessel enters the curve, if the leading vessel is following a leading vessel in the direction of a sharp turn. In other words, the leading vessel leaves the leading vessel's FOV due to the limited width of the FOV and the sharpness of the curve laterally. However, the chart information contains details about the curvature (or a derivative of it) of the curve, and this information, combined with the distance to the leading vessel, allows the position to still be determined and tracked if the above is repeated.

[0105] Using the above information about the virtual position, the map information, especially the curvature of the curve, and the last driving data that has been buffered, the (advanced) PGVC and / or ACC control described above (see the description in Fig. 12 to 16) are executed even though the vehicle is outside the field of view. Therefore, driving on a winding road cannot lead to discomfort or interrupted automatic driving, as the virtual tracking of the vehicle ahead allows for uninterrupted (advanced) PGVC and / or ACC control even when the vehicle ahead is temporarily outside the FOV.

[0106] Furthermore, virtual tracking can be abandoned if predefined criteria are met, specifically indicating that the vehicle ahead has not been temporarily lost. These criteria may include situations where the vehicle ahead has been outside the field of view for too long, where intersections with multiple alternative routes are being negotiated, and / or similar factors.

[0107] Furthermore, the virtual tracking can be stopped and actual values ​​for the PGVC / ACC can be used if the vehicle ahead is tracked again, i.e., has re-entered the FOV after leaving it.

[0108] In Fig. Figure 21 shows an example of a control device that implements the control described above. In comparison to the control device from Fig.12 It also contains a map information unit that provides map information and the virtual tracking unit to perform control during the time when the vehicle ahead is outside the FOV.

[0109] Features, components, and specific details of the structures of the embodiments described above can be exchanged or combined to form further embodiments optimized for the respective application. Provided these modifications are readily apparent to a person skilled in the art, they are implicitly disclosed in the above description for the sake of brevity, without explicitly specifying every possible combination.

Claims

[1] Vehicle driving control procedure for assuming the driving behavior of another vehicle, wherein the vehicle driving control procedure comprises: - Checking for the presence of another vehicle by means of at least one sensor of a carrier vehicle; - Assuming a driving behavior of the other vehicle if the other vehicle has been detected by at least one sensor of the carrier vehicle, and - repeated checks to see if the other vehicle is still detectable by at least one sensor of the carrier vehicle, whereby - a position of the other vehicle is estimated on the basis of at least the known driving behavior of the other vehicle and / or at least a last known position of the other vehicle, if it is determined that the other vehicle is no longer detectable and a field of view of the at least one sensor is referenced to map information, such that the field of view is determined by geometric coordinates of a part of a road that is captured by the field of view and on which the carrier vehicle and the other vehicle are driving. [2] Vehicle driving control method according to claim 1, wherein the driving behavior of the other vehicle is continuously assumed, even when the other vehicle is no longer detectable. [3] Vehicle driving control method according to claim 1, wherein the other vehicle is a preceding vehicle traveling in the same longitudinal direction as the carrier vehicle in front of the carrier vehicle. [4] Vehicle driving control method according to claim 1, wherein the carrier vehicle is controlled by: - Determining a longitudinal acceleration target value (Gxt_PGVC) based on a lateral acceleration (Gy; Gy_PV) of the carrier vehicle and one or more setting parameters (Cxy; Ts; Cxy_PV; Ts_PV), and - Controlling the longitudinal acceleration (Gx) of the carrier vehicle based on the calculated longitudinal acceleration target value (Gxt_PGVC). [5] Vehicle driving control method according to claim 4, wherein the carrier vehicle is controlled by the following when the driving behavior of a detected other vehicle is assumed: - Estimating or determining the driving behavior of the other vehicle, - Setting one or more of the setting parameters (Cxy; Ts; Cxy_PV; Ts_PV) for calculating the longitudinal acceleration target value (Gxt_PGVC), where - the lateral acceleration (Gyest_PV) acting on the other vehicle is estimated based on the determined speed of the other vehicle and curvature information about the road from map information. [6] Vehicle driving control method according to claim 4, wherein the longitudinal acceleration of the vehicle ahead is determined using a relationship between the longitudinal acceleration and curvature information about the road and the speed of the vehicle ahead when the other vehicle is no longer detectable. [7] Vehicle driving control method according to claim 1, wherein a last known longitudinal acceleration (Gx) of the other vehicle, before the other vehicle has moved out of the field of view of the at least one sensor of the carrier vehicle, is used to extrapolate an extrapolated position of the other vehicle outside the field of view and / or its driving behavior when the other vehicle is no longer detectable. [8] Vehicle driving control method according to claim 1, wherein a last known position and speed of the other vehicle, before the other vehicle has moved out of the field of view of the at least one sensor of the carrier vehicle, is used to extrapolate an extrapolated position of the other vehicle outside the field of view and / or its driving behavior when the other vehicle is no longer detectable. [9] Vehicle driving control method according to claim 7, wherein an extrapolated speed of the other vehicle is determined for extrapolation on the basis of the last known longitudinal acceleration (Gx) of the other vehicle and a time difference between the determination of the last known longitudinal acceleration and the actual determination, wherein an extrapolated distance of the other vehicle to the carrier vehicle is determined on the basis of the extrapolated speed and the time difference, wherein an extrapolated position of the other vehicle is determined on the basis of the extrapolated distance and from map information, and wherein an extrapolated longitudinal acceleration is determined on the basis of at least curvature information about the extrapolated position. [10] Vehicle driving control method according to claims 7, 8 and / or 9, wherein the extrapolation assumes that the other vehicle is a preceding vehicle which continues to travel on the same road on which it was traveling while within the field of vision after it has moved out of the field of vision. [11] Vehicle driving control method according to claim 1, wherein a field of view of the at least one sensor is determined on the basis of geometric calculations based on different road curvature values ​​in order to determine a part of a road which is covered by the field of view and on which the carrier vehicle and the other vehicle drive. [12] Vehicle driving control method according to claim 1 or 11, wherein at least one known position of the other vehicle is received from buffered information about the other vehicle and / or the last known position is estimated on the basis of information about a limitation of the field of view referenced to map information, in particular the road on which the other vehicle and the carrier vehicle are traveling. [13] Taxation method according to the preceding claims, wherein some or all of the taxation steps are repeated. [14] Control method according to claim 1, wherein the control is stopped if the other vehicle is not detectable for a predefined period of time or longer. [15] A driving control device to be mounted on a carrier vehicle, wherein the driving control device is configured to perform the steps of at least one of the preceding claims. [16] Computer program product which can be stored in a memory comprising instructions which, when executed by a computer, cause the computer to execute the method of at least one of the preceding method claims.

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