Device and method for keeping a vehicle on a detected, occupied lane

Abstract

Device (1) for keeping a vehicle (2) in an ego lane, with a processing unit (3) which is designed to evaluate an unintentional departure of the vehicle (2) from the ego lane, wherein the processing unit (3) is configured to evaluate at least one lateral reaction measure in the event of an evaluated unintentional departure from the ego lane, with a control unit (4), wherein the processing unit (3) is configured to transmit at least one evaluated lateral reaction measure to the control unit (4), wherein the control unit (4) is configured to execute the lateral reaction measure to prevent an unintentional lane departure, characterized by the fact that the processing unit (3) is designed to suppress the execution of at least one evaluated lateral response action for a specified time window, so that Deactivation of the suppression of the execution of the lateral reaction measure is made dependent on whether, during the approach to leaving the ego lane, a sufficient steering impulse in the direction of the ego lane was detected and / or, at the time of the determined requirement or initiation of at least one lateral reaction measure, a sufficient yaw movement back towards the ego lane was detected, and that If the execution of at least one evaluated lateral reaction action is suppressed over a defined time window, no steering impulse and / or yaw movement should have been detected at the time of the determined requirement or initiation of the at least one lateral reaction action.

Description

[0001] The invention relates to a device and a method for keeping a vehicle on a detected lane.

[0002] Modern vehicles such as passenger cars, trucks, motorized two-wheelers, and other state-of-the-art means of transport are increasingly being equipped with driver assistance systems. These systems, with the help of suitable sensors or sensor systems, can detect the surroundings, recognize traffic situations, and assist the driver, e.g., by braking or steering intervention or by issuing a visual or acoustic warning. Radar sensors, lidar sensors, camera sensors, ultrasonic sensors, and similar sensors are regularly used as sensor systems for detecting the surroundings. The data acquired by the sensors can then be used to draw conclusions about the surroundings. Based on these conclusions, generic assistance functions such as lane keeping assist can then be implemented.

[0003] When implementing safety-oriented driver assistance systems with steering intervention, such as Lane Departure Protection (LDP), an adjustment of the vehicle's alignment is initiated when the vehicle is about to leave the roadway or lane in order to guide the vehicle back into the lane. The vehicle's alignment is corrected, for example, either by applying a corresponding torque additive to the torque of the electric power steering (EPS) motor or by specifying a target value for the steering angle, which is then adjusted by a steering angle controller implemented in the EPS.

[0004] DE 102 54 247 A1 describes a method for monitoring a motor vehicle driver using lane detection. A warning is issued to the driver when the lane detection system detects a critical driving situation. The driver's activity is determined, and the warning is suppressed or deferred for a specified time interval if the detected driver activity exceeds a specified threshold.

[0005] DE 10 2009 007 254 A1 describes a method for controlling a lane keeping assistant in a vehicle, wherein an actual position and a target driving line of the vehicle are determined, and a lateral deviation of the vehicle is determined based on the actual position and the target driving line. As soon as the lateral deviation exceeds a predefined threshold, the lane keeping assistant is activated, and the lane keeping assistant is deactivated before the actual position of the vehicle reaches the target driving line.

[0006] When the lane departure warning system is activated, it cannot be ruled out that it initially triggers active vehicle movement toward a danger zone, in other words, toward lane departure. One possible cause for an initially initiated vehicle movement into the danger zone is, for example, the occurrence of steering angle offset variables, which result in the expected relationship between yaw rate or curvature and steering angle, which is required to control vehicle movement, not matching reality. Depending on the sign of the steering angle offset, activation of the lane departure warning system at the right or left edge of the lane can result in transient steering in the undesired direction before the vehicle is finally guided toward the center of the lane.

[0007] Against this background, the object of the invention is to provide a device and a method that improve the lane departure protection of an ego vehicle.

[0008] This object is achieved by a device having the features of independent patent claim 1. Preferred embodiments are the subject of the dependent claims. A vehicle with such a device is the subject of independent patent claim 9, and a method is the subject of independent patent claim 10.

[0009] A device for keeping a vehicle in a detected lane is proposed. The device is thus, in particular, a lane departure protection (LDP) device designed to prevent the vehicle from departing from the detected lane by adjusting the vehicle's alignment.

[0010] The device preferably comprises at least one environmental sensor system, such as a radar, lidar, and / or camera sensor unit, for detecting the currently traveled lane, referred to as the ego lane for short. Furthermore, it is preferred that, for example, the environmental sensor system determines information about the movement behavior, acceleration behavior of the ego vehicle, a relative position, relative speed, and / or a relative distance of the ego vehicle at least to the lane boundaries of the ego lane.

[0011] The device comprises a processing unit which is designed to evaluate an unintentional departure of the vehicle from the ego lane. An unintentional departure occurs, for example, when the vehicle threatens to drive over a lane boundary, in particular a lane marking, but, for example, no turn signal is activated. The evaluation of an unintentional departure can be carried out, for example, by determining an approach to one of the lane boundaries of the ego lane and / or a violation of a lateral minimum distance limit to one of the lane boundaries. In this context, a lane boundary is, for example, a lane marking, road post, a hedge, a curb and / or a ditch. Furthermore, virtual warning lines, which can be offset from the lane marking, are conceivable as lane boundaries.Alternatively, or optionally in addition, the status of the turn signal can be evaluated; if it is not activated, this can be an indicator of an unintentional departure from the ego lane. Another way to evaluate unintentional departure is to measure driver attention. For example, the "hands-off" detection on the steering wheel or the driver's line of sight are reliable indicators for evaluating unintentional departure.

[0012] The processing unit is configured to evaluate at least one lateral reaction measure when an unintentional departure from the ego vehicle is detected. The lateral reaction measure is, in particular, a corrective intervention, specifically a correction of the steering angle, to prevent the driver from leaving the lane. In other words, a lateral reaction measure is determined, which is intended to prevent the driver from unintentionally crossing the lane boundary, specifically the lane markings.

[0013] The device comprises a control unit. The processing unit is configured to transmit the at least one evaluated lateral reaction measure to the control unit. Thus, if the processing unit has evaluated an undesired lane departure or a lane departure that endangers the vehicle occupants, it will output the lateral reaction measure to the control unit, in particular in the form of a driving control command. The control unit is configured to execute the lateral reaction measure to prevent an undesired lane departure. The processing unit is preferably configured to evaluate a lateral reaction measure that will guide the vehicle back into the ego lane, particularly preferably into the center of the ego lane.

[0014] For example, the control unit is designed to initiate a unilateral braking and / or acceleration intervention, in particular via an engine torque interface, and / or a steering angle intervention, in particular via a steering angle target interface in the case of front axle, rear axle or individual wheel steering systems, in order to carry out the lateral reaction measure.

[0015] According to the invention, the processing unit is configured to suppress the execution, thus in particular the initiation of the at least one evaluated lateral reaction measure, for a specified time window, wherein the suppression can be linked via specified conditions. In other words, in particular, a transmission of the at least one evaluated lateral reaction measure is suppressed for a specified time window. The specified time window is, for example, at least 0.1 seconds, in particular 0.3 seconds, specifically 0.5 seconds and / or at most 0.8 seconds.

[0016] For example, if a steering angle interface to the electric power steering (EPS) is present, only steering angle targets are initially permitted for a limited, defined period of time that, depending on the vehicle's relative position to the lane boundary, are either greater or less than the measured actual steering angle at a trigger point at which lane keeping assistance is required to prevent lane departure. For example, if the steering angle counting arrow is defined such that positive values ​​lead to the vehicle yawing to the left, no steering angle target values ​​that are less than the actual steering angle at the trigger point are output for the time window specified by the processing unit after the activation of the lateral reaction measure when there is a risk of crossing the right edge of the road.After this time window has expired, the previously blocked gradient direction of the steering angle specification is released again, whereby the vehicle can be aligned longitudinally in the lane by means of appropriate steering angle specifications.

[0017] In this way, a driving control command issued by the processing unit prevents the vehicle from moving toward the lane boundary already addressed, i.e., toward the danger zone. The danger zone could be, for example, the edge of the road, a road edge marking, a curb post, a curb, or a ditch. The technical advantage of the method according to the invention is therefore to avoid possible initial blurring and thus return the vehicle to the ego lane with safe and improved precision.

[0018] According to a particularly preferred embodiment, the processing unit comprises a checking unit configured to deactivate the suppression of the execution of the evaluated lateral reaction measure should it lead to destabilization of the vehicle and / or to a predicted lane departure, particularly within the further course of the trajectory. Alternatively or optionally additionally, the checking unit is configured, for example, to permit movement of the vehicle toward the lane boundary over the predetermined time window or to output it as a driving control command to the control unit, particularly should it have been evaluated by the processing unit that the lateral reaction measure, specifically a counter-steering measure toward the danger zone, leads to destabilization of the vehicle.

[0019] Consequently, the vehicle is permitted to move toward the lane markings within the specified time window. Destabilization of the ego vehicle is understood, for example, to mean the initiation or amplification of a mechanical oscillation, thus in particular the oscillation of the ego vehicle.

[0020] Allowing continued movement toward the lane boundary to prevent lane departure initially seems paradoxical. However, the vehicle is a dynamic system, which, under certain vehicle and environmental conditions, can lead to dangerous oscillation. A swaying vehicle condition can lead to uncontrollable destabilization and, in the worst case, a traffic accident, so oscillation phenomena require special handling. Allowing continued movement toward the danger zone, at least within the specified time window, surprisingly and advantageously counteracts the initiation or intensification of unstable lateral driving behavior.

[0021] The evaluation of destabilization of the ego vehicle during the execution of at least one lateral reaction measure is preferably carried out depending on at least one of the following parameters: status of a trailer operation, optionally additionally the properties of a coupled trailer, such as the load condition, weight, size, currently recorded vibration level, environmental conditions such as crosswind conditions, rapidly overtaking neighboring vehicles with suction effect, driver attention, driver activities, such as the check of whether a counter-steering measure has been taken by the driver. Alternatively, or optionally additionally, the need for the time window to suppress the lateral reaction measure to avoid crossing the lane boundary is checked.By taking into account certain vehicle and environmental influencing factors in a critical driving dynamics situation, stable lateral driving behavior can be maintained or improved.

[0022] According to a preferred embodiment, the at least one lateral reaction measure is a predetermined target steering angle, a target curvature, a target yaw rate, a lateral acceleration, a tie rod travel, and / or a derivative of these signals, e.g., a target angular velocity. These so-called control signals are output, depending in particular on the relative left or right position of the lane markings to the vehicle, either exclusively greater or exclusively smaller than the corresponding actual values ​​at the time of activation of the lateral reaction measure, i.e., in particular, at the time of activation of the lane keeping assistance system.

[0023] According to the invention, the deactivation of the suppression of the execution of the lateral reaction measure is made dependent on whether, during the approach to leaving the ego lane, i.e., in particular, the approach to the danger zone, a sufficient steering impulse in the direction of the ego lane was detected and / or, at the time of the determined need or initiation of the at least one lateral reaction measure, a sufficient yaw movement, preferably with increasing intensity, back toward the ego lane, thus in particular directed away from the danger zone back into the safe lane area, specifically toward the center of the lane, was detected. Preferably, a steering impulse and a yaw movement are evaluated as sufficient if they exceed their assigned threshold values.The thresholds are set in such a way that it can be assumed that the vehicle is safely driving toward the ego lane. Accordingly, the activation of the control commands is suppressed if steering or yaw movements below the specified thresholds are detected.

[0024] Preferably, when a steering impulse and yaw movement are determined back in the direction of the ego lane, the at least one lateral reaction measure, thus in particular the control signals of the lane keeping assistance device, are output unfiltered to the control unit, for example to the steering angle interface to the electric power steering EPS.

[0025] According to the invention, the execution of the at least one evaluated lateral reaction measure is suppressed for a defined time window if no steering impulse and / or no yaw movement has been detected at the time of the determined requirement or initiation of the at least one lateral reaction measure. Preferably, the steering angle interface is prevented from applying setpoints based on rotational setpoints such as the steering angle and / or translational setpoints such as the tie rod position for the limited, defined time window. These setpoints, depending on the relative left or right position of the danger zone to the vehicle, are either exclusively greater or exclusively smaller than the corresponding actual values ​​at the time of the determined requirement or initiation of the at least one lateral reaction measure.

[0026] According to a further preferred embodiment, the exclusive condition for checking at the time of the determined need or initiation of the at least one lateral reaction measure is whether a yaw movement with increasing intensity in the direction of the safe roadway area already exists, and if so, the suppression is deactivated.

[0027] According to a further preferred embodiment, in the case where, before the execution of the at least one evaluated lateral reaction measure, it is checked whether an active lane keeping assistant for lane center guidance (LKA) was in operation in order to assess whether a sufficient steering impulse in the direction of the safe lane area has occurred, and wherein the evaluated steering impulse is taken into account for evaluating the need for the lateral reaction measure.

[0028] The device may in particular comprise a microcontroller or processor, a central processing unit (CPU), a graphics processor (GPU), a digital signal processor (DSP), an ASIC (Application Specific Integrated Circuit), an FPGA (Field Programmable Gate Array) and the like, as well as software for carrying out the corresponding method steps.

[0029] A further object of the invention relates to a vehicle comprising a device according to the preceding description.

[0030] Another subject of the invention relates to a method for keeping a vehicle in an ego lane, comprising the following steps: evaluating an unintentional departure of the vehicle from the ego lane, evaluating at least one lateral reaction measure upon an evaluated unintentional departure from the ego lane, executing the lateral reaction measure to prevent an unintentional lane departure, and suppressing the execution of the at least one evaluated lateral reaction measure over a specified time window. Particularly preferably, the suppression of the execution of the evaluated lateral reaction measure over the specified time window is deactivated if it leads to a destabilization of the vehicle and / or to a departure from the ego lane.In this case, deactivation of the suppression of the execution of the lateral reaction measure is made dependent on whether a sufficient steering impulse in the direction of the ego lane was detected during the approach to leaving the ego lane and / or a sufficient yaw movement back in the direction of the ego lane was detected at the time of the determined requirement or initiation of the at least one lateral reaction measure, wherein the execution of the at least one evaluated lateral reaction measure is suppressed over a specified time window if no steering impulse and / or no yaw movement was detected at the time of the determined requirement or initiation of the at least one lateral reaction measure.

[0031] Further features, advantages and effects of the invention will become apparent from the following description of preferred embodiments of the invention.

[0032] Showing: Fig. 1 shows a schematic representation of a device for holding a vehicle in an ego lane; Fig. 2 A bird's eye view of a vehicle leaving an ego lane.

[0033] Fig. 1 shows the device 1 for maintaining a vehicle 2 in an ego lane. The device 1 comprises a processing unit 3, which is designed to evaluate an unintentional departure of the vehicle from the ego lane. The processing unit 3 comprises, for example, an environment detection unit, which is designed to capture information about the host vehicle and the vehicle's surroundings in a vehicle environment model. Furthermore, the processing unit 3 comprises, for example, a driving process planner, which is designed to evaluate a desired trajectory of the vehicle along the ego lane based on the ego vehicle and surroundings information evaluated by the environment detection unit.For example, the processing unit 3 is designed to output driving control commands, thus in particular for influencing manipulated variables of the vehicle lateral dynamics and thus in particular for executing the desired trajectory, to a control unit 4, here to an electric power steering system.

[0034] Processing unit 3 is configured to evaluate an unintentional departure of the vehicle from the ego lane. In the event of an evaluated unintentional departure from the ego lane, processing unit 3 is configured to evaluate at least one lateral reaction measure and output it to control unit 4, by means of which the lane departure is to be prevented. Control unit 4 is configured to execute the lateral reaction measure to prevent the evaluated unintentional lane departure. The at least one lateral reaction measure is, in particular, at least one manipulated variable for influencing the vehicle's lateral dynamics for vehicle motion control.

[0035] In the first phase of an initiated response measure, due to the inherent uncertainty during trajectory initialization, it cannot be completely ruled out that the vehicle will be guided to the center of the lane or at least outside the danger zone. Against this background, processing unit 3 is configured to suppress the execution of at least one evaluated lateral response measure for a specified time window. The specified time window is a safety barrier designed to prevent actively controlled vehicle movement toward the danger zone.

[0036] However, the initial suppression of the lateral reaction measure only leads to reliable success if the vehicle is steering toward the edge of the lane at a constant alignment angle. In other words, the vehicle's natural frequencies must not be excited at the time the lateral reaction measure is activated. If the vehicle is still in a compensating process of the vehicle dynamic variables at the time the lateral reaction measure is activated as a result of an immediately preceding steering action by the driver or due to a disturbance, compliance with the safety target cannot be guaranteed in every case due to the gradient condition of the target steering angle within the specified time window. This is because the driving process controller, which controls the control of the vehicle from the danger zone toward the lane, also stabilizes and thus also dampens the vehicle's yaw.The damping of the yaw movement can therefore also result in steering angle setpoints that are prohibited by the specified time window, even though these setpoints pursue the control objective of moving the vehicle in the direction of the road.

[0037] The previously described effect of executing at least one evaluated lateral reaction measure over a specified time window is counterproductive in this case, as the necessary yaw damping to stabilize the vehicle cannot be fully implemented. The driver may perceive the vehicle guidance as uncomfortable or cause the vehicle to leave the lane at the opposite edge of the lane, as in Fig.2. The latter case is particularly evident in vehicle combinations. The yaw damping of a vehicle combination can be significantly lower than the yaw damping of the vehicle without a trailer load. The lower yaw damping thus requires higher steering angle amplitudes and overall higher steering angle dynamics of the driving process planner to stabilize the vehicle combination. If the time window blocks this required dynamics by only allowing control signals of a tolerated sign to pass, this has a negative impact on the quality of vehicle control. The control law stored in the driving process planner can no longer be executed as intended due to the one-sided limitation, with the direct consequence that the probability of the vehicle combination leaving the roadway increases despite the lane assistance system being activated.

[0038] Against this background, the processing unit 3 comprises, for example, a verification unit 5, which is configured to deactivate the suppression of the execution of the evaluated lateral reaction measure should it lead to destabilization of the vehicle and / or a departure from the ego lane. Consequently, a condition for activating or deactivating the time window is created, so that robust and reliable lane keeping is achieved even in the presence of vehicle dynamic compensation processes.

[0039] A key advantage of the invention is that it acts as a safety barrier at the time the lane assistance system is triggered, preventing possible transient steering interventions toward the danger zone due to initialization. This measure can thus increase the reliability of the driver assistance function and thus overall vehicle safety. A further advantage associated with this is that, for example, the NCAP definitions for assessing the performance of a lane assistance function can be met even under adverse conditions, e.g., the presence of a high steering angle offset, or become more robust in such cases. Furthermore, the increased performance and reliability of the lane assistance system is also evident in view of the possible variations in vehicle dynamic parameters over the vehicle's service life.This higher level of robustness is particularly important when extending the application of the lane assistance function to vehicle combinations.

[0040] In particular, the verification unit assesses the vehicle's behavior not only at the time the lane assistance system is triggered, but already within a defined, sliding time window before the vehicle approaches the danger zone. For this purpose, it checks, for example, whether the steering angle was plausible during the approach phase, and in particular whether the gradient of the steering angle, in terms of sign and absolute magnitude, was suitable to provide sufficient lateral vehicle momentum toward the safe lane area.

[0041] For example, the following counting arrow definitions are agreed: The position of the vehicle relative to the lane center or the target trajectory is denoted by y; a positive value means that the vehicle is to the right of the lane center or the target trajectory when viewed in the direction of travel.

[0042] The steering angle is denoted by d; steering to the left requires a steering angle with a positive sign.

[0043] Furthermore, a positive engine torque M with respect to its direction of action produces an increase in the steering angle and an increase in the yaw rate, which is denoted by r.

[0044] With these definitions, the following inequalities are checked for compliance when approaching the right edge of the road: dy / dt>y_point_threshold dd / dt>delta_point_threshold

[0045] The thresholds y_point_threshold and delta_point_threshold are selected taking into account the vehicle dynamics and the signal-to-noise ratio of the sensor values. Robustness measures are implemented during signal processing through filtering and debouncing.

[0046] If both inequalities 1a and 2a are fulfilled simultaneously, this result is entered into a ring buffer so that these can be retroactively read and evaluated as past values ​​in the following processing step.

[0047] If the lane assist system is triggered as a result of the vehicle's lateral movement, the vehicle observer checks whether the vehicle is already exhibiting sufficient yaw motion toward the safe lane area at the time of activation. Sufficient yaw motion is determined when both the yaw rate signal and the yaw acceleration are simultaneously recorded above defined thresholds: r>r_threshold dr / dt>r_point_threshold

[0048] The threshold values ​​are selected taking into account the vehicle dynamics and the signal-to-noise ratio of the sensor values. If both conditions (3a) and (4a) are met for a minimum confirmation time, and if a steering angle of the expected direction was present before a time defined by the time window, read from the corresponding location in the previously filled ring buffer, the time window is switched to pass the steering angle setpoint, thus deactivating it. The time window can be selected, for example, depending on the natural frequencies of the yaw dynamics of the vehicle or trailer.

[0049] If at least one condition is not met, the time window is switched in such a way that, relative to the actual steering angle at the time of triggering, it only allows steering angle settings toward the safe lane zone for a limited period of time. The limited time window is, for example, 0.5 seconds and depends on the course and dynamics of the selected trajectory that leads the vehicle away from the danger zone.

[0050] When approaching the left edge of the road, the procedure is similar with the difference that all operators in equations 1 to 4 are reversed. dy / dt <y_punkt_schwelle dd / dt <delta_punkt_schwelle r <r_schwelle dr / dt <r_punkt_schwelle

[0051] If an active lane keeping assistance function (Lane Keep Assist System) was in operation before the lateral reaction measure was triggered, the steering angle setpoint is used to assess the steering input instead of the steering angle. Thus, inequality 5a is used instead of inequality 2a, and inequality 2b is replaced by inequality 5b. d d_soll / dt>delta_punkt_schwelle d d_soll / dt <delta_punkt_schwelle

[0052] The above statements particularly concern vehicle configurations with a steering angle interface to the electronic power steering system. If a torque superimposition interface is present, the control signal is determined appropriately. The time window can also be implemented here using the described gradient filtering of the steering angle setpoint, which in this configuration represents an internal variable of the driver assistance system. As a sole or, preferably, additional measure, the safety barrier can be designed such that the superimposed torque transmitted to the electronic power steering system only has values ​​with a preferred sign for the limited time window. Thus, in a danger zone on the right side of the road, only positive actuating torques are output for this limited time; if triggered on the left side of the road, only negative actuating torques are allowed through.

[0053] The advantage over the method with an existing steering angle interface is that when filtering the superimposed torque in the manner described, the influence of uncertainties in the detection of the steering angle at the trigger time, e.g. due to sensor noise, on the determination of the permissible steering angle setpoints is eliminated.

Claims

[1] Device (1) for holding a vehicle (2) on an ego lane, with a processing unit (3) which is designed to evaluate an unintentional departure of the vehicle (2) from the ego lane, wherein the processing unit (3) is designed to evaluate at least one lateral reaction measure in the event of an evaluated unintentional departure from the ego lane, with a control unit (4), wherein the processing unit (3) is designed to transmit the at least one evaluated lateral reaction measure to the control unit (4), wherein the control unit (4) is designed to carry out the lateral reaction measure to prevent an unintentional lane departure, characterized by , that the processing unit (3) is designed to suppress the execution of the at least one evaluated lateral reaction measure over a specified time window, that deactivation of the suppression of the execution of the lateral reaction measure is made dependent on whether a sufficient steering impulse in the direction of the ego lane was detected during the approach of leaving the ego lane and / or a sufficient yaw movement back towards the ego lane was detected at the time of the determined need or initiation of the at least one lateral reaction measure, and that the execution of the at least one evaluated lateral reaction measure is suppressed over a specified time window, no steering impulse and / or no yaw movement should have been detected at the time of the determined requirement or initiation of the at least one lateral reaction measure. [2] Device (1) according to claim 1, wherein the processing unit (3) comprises a checking unit (5) which is designed to deactivate the suppression of the execution of the evaluated lateral reaction measure should it lead to a destabilization of the vehicle (2) and / or to a departure from the ego lane. [3] Device (1) according to claim 1 or 2, characterized by that the evaluation of a destabilization of the vehicle (2) during the execution of the at least one lateral reaction measure is carried out depending on at least one of the following parameters: status of a trailer operation, properties of a coupled trailer, environmental conditions, driver attention, driver activities and / or the requirement of the time window for suppressing the lateral reaction measure to avoid crossing the lane boundary. [4] Device (1) according to one of the preceding claims, wherein the at least one lateral reaction measure is a predetermined target steering angle, a target curvature, a target yaw rate, a lateral acceleration, a tie rod travel and / or a derivative of these signals. [5] Device (1) according to one of the preceding claims, wherein the control unit (4) is designed to initiate a one-sided braking and / or acceleration intervention and / or a steering angle intervention in order to carry out the lateral reaction measure. [6] Device (1) according to claim 1, characterized by that when a steering impulse and yaw movement are determined back in the direction of the ego lane, at least one lateral reaction measure is output to the control unit (4). [7] Device (1) according to claim 1, characterized bythat a steering angle setpoint interface based on rotational setpoints or translational setpoints is prevented from connecting setpoints for the limited, specified time window which, depending on the relative left or right position of the danger zone to the vehicle, are either exclusively greater or exclusively smaller than the corresponding actual values ​​at the time of the determined requirement or initiation of at least one lateral reaction measure. [8] Device (1) according to one of the preceding claims, characterized by that, as an exclusive condition at the time of the identified need or initiation of at least one lateral reaction measure, it is checked whether a yaw movement with increasing intensity towards the safe lane area already exists and, if so, the suppression is deactivated. [9] Vehicle (2) comprising a device (1) according to one of the preceding claims. [10] Method for holding a vehicle (2) in an ego lane, comprising the following steps: - Evaluation of an unintentional departure of the vehicle (2) from the ego lane, - Evaluation of at least one lateral reaction measure in the event of an evaluated unintentional departure from the ego lane, - Execution of the lateral reaction measure to prevent unintentional lane departure, - Suppression of the execution of the at least one evaluated lateral reaction measure over a specified time window, wherein deactivation of the suppression of the execution of the lateral reaction measure is made dependent on whether a sufficient steering impulse in the direction of the ego lane was detected during the approach to leaving the ego lane and / or a sufficient yaw movement back towards the ego lane was detected at the time of the determined requirement or initiation of the at least one lateral reaction measure, and wherein the execution of the at least one evaluated lateral reaction measure is suppressed over a specified time window if no steering impulse and / or no yaw movement was detected at the time of the determined requirement or initiation of the at least one lateral reaction measure. [11] Method according to claim 10, wherein the suppression of the execution of the evaluated lateral reaction measure is deactivated over the specified time window if it leads to a destabilization of the vehicle and / or to a departure from the ego lane.

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