Procedures for driving a vehicle, as well as electronic vehicle guidance systems

Abstract

The invention relates to a method for driving a vehicle (1) in which the driving is supported at least semi-autonomously by at least one vehicle-side assistance system (3), comprising the following steps: - Determining the actual distance (8) of the vehicle (1) to a reference boundary (9) located laterally to the vehicle (1), in particular a road boundary, during the movement of the vehicle (1) which is at least supported by the assistance system (3); - a control behavior (R1, R2) of a controller of the assistance system (3) for a possible assistance system-supported intervention in the driving behavior to comply with a limit value of a driving parameter of the vehicle (1) depending on the actual distance.

Description

[0001] One aspect of the invention relates to a method for driving a vehicle, in which the driving is supported at least semi-autonomously by at least one vehicle-mounted assistance system. Another aspect of the invention relates to an electronic vehicle guidance system.

[0002] Vehicle guidance systems, particularly those for longitudinal and lateral guidance, are relatively complex systems. They typically require a large number of parameters. This results in uncertainties in such vehicle guidance systems, particularly with regard to fully autonomous vehicle guidance. External influences in particular can contribute to uncertainties and imponderables. For example, the vehicle's mass and its distribution are factors that can lead to these uncertainties.

[0003] For example, when cornering, mass and its distribution play a major role in the vehicle's handling. Furthermore, it is well known that there are legal requirements regarding, for example, the maximum lateral acceleration a vehicle may experience when guided autonomously by an assistance system.

[0004] It is well known that compliance with such limits by the system requires very complex testing. These tests must take into account the various vehicle variants, engine variants, axle variants, and load conditions.

[0005] The relevant measurement variables cannot be generated in the vehicle using known sensor systems and special measurement systems must be used for the tests.

[0006] On the other hand, if these measured variables are to be integrated into the assistance system's algorithms to adapt driving behavior, the parameter space is significantly expanded and the testing effort also increases significantly. Furthermore, it is very complex to test such a flexible system for compliance with specified system limits. Furthermore, the driving behavior of the assistance system changes with each test run, with which the system adapts to prevailing conditions, such as driving dynamics parameters. This adaptation leads to a significant increase in testing and validation effort.

[0007] Furthermore, DE 10 2019 114 595 A1 discloses an intelligent vehicle navigation system as well as a method and control logic for deriving road section speed limits.

[0008] Furthermore, DE 10 2013 209 064 A1 discloses a driver assistance device for a motor vehicle.

[0009] It is an object of the present invention to provide a method and a vehicle guidance system with which vehicle guidance is carried out more safely and reliably during at least semi-autonomously supported driving operations of a vehicle.

[0010] This object is achieved by a method and an electronic vehicle guidance system according to the independent claims.

[0011] One aspect of the invention relates to a method for driving a vehicle, in which the driving is supported at least semi-autonomously by at least one vehicle-mounted assistance system. The method comprises, in particular, the following steps: - determining an actual distance of the vehicle from a reference boundary located to the side of the vehicle, in particular a road boundary, while the vehicle is moving forward with the assistance system at least assisting it; - a control behavior of a control system of the assistance system for a possible assistance system-supported intervention in the driving behavior to comply with a limit value of a driving parameter of the vehicle depending on the actual distance.

[0012] In one embodiment, at least two different control behaviors of the controller system are provided. A selection of which control behavior, and / or when only one of the control behaviors or when both control behaviors are taken into account, is made in particular depending on the actual distance. In particular, if only one of the control behaviors is taken into account, a decision is made depending on the actual distance as to which of the two control behaviors is taken into account for a possible assistance system-supported intervention in the driving behavior to comply with a limit value of a driving parameter of the vehicle. If both control behaviors are taken into account based on the actual distance, a decision can also be made depending on the actual distance as to the extent to which each control behavior is taken into account and / or whether the control behaviors are interpolated.

[0013] This method enables highly customized, controller-based intervention in the vehicle's driving behavior during at least semi-autonomous driving with the assistance system. It is particularly advantageous to use at least two different control behaviors as a basis. However, as specified in the method, these are each used or applied as a basis for very specific situations. A crucial parameter or key decision criterion for determining which control behavior is used is the vehicle's current distance from a reference point external to the vehicle when moving. This is particularly advantageous when the at least semi-autonomously, or in particular fully autonomously, controlled vehicle is not driving straight ahead but cornering.Especially during such movements, more complex processes must be performed when the vehicle is being guided with the assistance system or completely by the assistance system, making driving the vehicle even more difficult. The proposed method is particularly advantageous in enabling even greater safety and more needs-based guidance of the vehicle with the assistance system during such maneuvers. This is because, precisely when such a distance—which in particular is essentially a transverse distance between the vehicle and a lateral reference point, in particular this vehicle-external reference limit—is monitored, safety-critical driving conditions can be assessed even more accurately, and, if necessary, an individual control behavior for the vehicle guidance can be adjusted even more precisely to meet needs.

[0014] Therefore, this method in particular enables compliance with legally prescribed limits for driving the vehicle at least semi-autonomously, especially with autonomy levels 2 or 2+, with an assistance system, particularly when cornering, in a very advantageous, safe, and precise manner. This improves both the monitoring of these limits to be observed and the rapid, needs-based response to them, enabling safe, precise, or fully assisted driving of the vehicle.

[0015] This also makes it possible for these different control behaviors to eliminate the need to conduct extensive additional tests such as those explained at the beginning. This is because it generally makes it possible for less critical driving maneuvers in the context of the constellations explained above to also be based on conventional control behavior. However, particularly when driving maneuvers approach these specified limit values ​​and the vehicle also approaches this reference limit accordingly, this second control behavior can be used to respond. However, it also makes it possible for the further vehicle control to be monitored first, particularly in these driving maneuvers approaching the limit ranges, and in this case, corresponding intervention based on the second control behavior does not necessarily have to take place straight away.On the other hand, if intervention in the driving behavior is required by the second control behavior, a more individual and thus, for example, stronger and / or different option can be created to intervene in the vehicle's driving behavior than would be the case with the first control behavior, or would be intended, or not offered at all. This method therefore also makes it possible to implement a type of "watchdog function" with the proposed second control behavior precisely when the vehicle's driving approaches specific limit areas, and thus, if necessary, the driving behavior is only actually influenced in limit areas with this watchdog.

[0016] In one embodiment, the method performs the following steps: a) determining an actual distance of the vehicle from a reference boundary located to the side of the vehicle, in particular a road boundary, while the vehicle is moving forward with the assistance system at least assisting it; b) comparing the actual distance with at least one threshold value; c) if the actual distance is greater than the threshold value, a possible assistance system-supported intervention in the driving behavior to comply with a limit value of a driving parameter of the vehicle is checked, in particular carried out, on the basis of a first control behavior, and d) if the actual distance is less than or equal to the threshold value, a possible assistance system-supported intervention in the driving behaviour to comply with the limit value of the vehicle's driving parameter is at least monitored on the basis of a second control behaviour.

[0017] Such a threshold-based decision also enables the advantages mentioned above.

[0018] In one embodiment, monitoring in step d) occurs when the actual value of the driving parameter is less than or equal to a threshold value of the driving parameter, wherein this threshold value is less than the limit value of the driving parameter. An intervention in the driving behavior based on the second control behavior is then performed when this actual value of the driving parameter exceeds the threshold value. This also supports the advantages already mentioned above and enables more precise and situation-adapted control of the vehicle, at least semi-autonomously, in particular fully autonomously with an assistance system, especially when cornering.

[0019] In one embodiment, it is provided that in step c) during the checking, in particular also during the implementation, the actual value of the driving parameter is calculated during the first control behavior and compared with the limit value. Thus, in this first control behavior, this actual value of the driving parameter is not measured by a measuring device of the assistance system, but is only calculated on the basis of other vehicle parameters that can be detected when the vehicle is being driven. This enables such an approach based on the calculated value in constellations in which driving the vehicle is still relatively uncritical. In particular, in one embodiment, the vehicle can therefore also be driven in these constellations on the basis of conventional control behavior.The tests already known and carried out can thus be used and taken as a basis, and a comprehensive change and other implementation of such an already known controller is not necessary.

[0020] In one exemplary embodiment, in step d) during monitoring, in particular during the then possibly required implementation of an intervention, during the second control behavior, the actual value of the driving parameter is measured using a measuring device of the assistance system, in particular of the vehicle, and compared with the limit value. Advantageously, it is thus provided that this actual value can be not only calculated but also measured in the vehicle itself. For example, this can be done using a so-called IMU (Inertial Measurement Unit). These can, for example, together with an INS (Inertial Navigation System) of the vehicle, also measure a driving dynamics parameter, such as lateral acceleration.In particular, this can preferably also be achieved by these units in such a way that such a driving dynamics parameter, in particular the lateral acceleration, can be determined without taking gravity into account. It is precisely such a measurement of an actual value of the driving parameter, in particular a driving dynamics parameter such as the lateral acceleration, that enables greater accuracy compared to calculation. Therefore, this proposed method is also very advantageous in this regard, since a more precise method of determining the actual value is used, particularly in the critical ranges of vehicle control. In particular, the above-mentioned combination, in which the actual value is calculated in certain conditions and a measured actual value of the driving parameter is used in other areas, particularly in critical ranges of vehicle control, is particularly advantageous.As explained above, using the measured value as a basis for the entire range of vehicle driving would, in turn, result in considerable additional testing effort to implement this in the assistance system. Furthermore, the aspects already discussed at the beginning would become apparent, so that using the measured value across the entire range of possible values ​​of a driving parameter in at least semi-autonomous vehicle driving would be disadvantageous in terms of effort and complexity. Therefore, the above-mentioned combination and this respective individual use are particularly advantageous for specific areas.

[0021] In one exemplary embodiment, if the actual distance is greater than a first threshold value or threshold distance, a possible assistance system-supported intervention in the driving behavior is checked based only on the first control behavior. In particular, this is then also carried out if necessary. If the actual distance is less than a second threshold value, a possible assistance system-supported intervention in the driving behavior is monitored based only on the second control behavior. If it is determined during this monitoring that individual intervention in the driving behavior by the assistance system is actually necessary, it is also carried out.It is precisely in this limit range that a cascaded procedure is carried out, namely, on the one hand, the driving of the vehicle in this limit range is initially monitored, and on the other hand, when a driving parameter, in particular a driving dynamics parameter, approaches the limit value or comes even closer, then not only the monitoring but also the intervention in the driving behavior with the assistance system is actually carried out in accordance with only the second control behavior.

[0022] In one embodiment, if the actual distance is less than or equal to the first threshold and greater than or equal to the second threshold, both the first control behavior and the second control behavior are considered. An average and / or weighted consideration of these two control behaviors is possible. It is also possible for one of the two control behaviors to steadily increase and the other control behavior to steadily decrease within this interval of the distance between these two thresholds.

[0023] In one exemplary embodiment, a limit value of a driving dynamics parameter, in particular lateral acceleration, is maintained as the limit value of a driving parameter. Lateral acceleration is a very characteristic parameter of the vehicle, especially when cornering. Failure to comply with this limit value can lead to safety-critical driving maneuvers, especially if the driving maneuver is performed at least semi-autonomously, or in particular fully autonomously, with the assistance of an assistance system.

[0024] Particularly for fully autonomous driving maneuvers of this type, very strict limits are specified that must be adhered to. For example, a limit of 3.0 m / s applies to lateral acceleration during fully autonomous driving maneuvers and thus the guidance of the vehicle, especially when cornering. 2 . In particular, it is also specified that an exceedance of this limit value to a maximum of 3.3 m / s 2for a short time interval, for example two seconds.

[0025] In particular, the method is implemented during fully autonomous driving of the vehicle, and especially during semi-autonomous driving of the vehicle during cornering. The procedure is particularly advantageous when driving at an autonomy level of 2 or 2+.

[0026] In one exemplary embodiment, when intervention in the driving behavior becomes necessary, in step b), the driving behavior is intervened more strongly and / or differently based on the second control behavior than with the first control behavior. In particular, the driving behavior is intervened more strongly and / or differently than would be the case with the first control behavior, especially compared to if the first control behavior were also used as the basis for the driving parameter close to the reference limit.

[0027] In general, it can be said that the introduction or consideration of monitoring system limits creates a second instance that particularly advantageously enables compliance with the aforementioned system limits. In particular, relevant variables such as driving dynamics parameters, such as lateral or longitudinal acceleration, or even the vehicle's speed can be monitored, especially in this critical limit range for vehicle control.

[0028] In particular, it can then also be provided that if this monitoring results in the predefined system limits being exceeded, for example a limit value of a driving parameter, the driving task is handed over back to the driver, for example. However, this is only one example of the second control behavior, which is possible as an intervention in the driving behavior. Alternative strategies can also be integrated, such as the vehicle being braked by the assistance system during the second control behavior in order to prevent the predefined limit value from being exceeded by this reduction in speed, particularly when cornering, and thus, for example, the lateral acceleration is also reduced and the system limits are therefore adhered to.It's also possible that this second control behavior is used to check the status of the driver assistance system, for example, whether a so-called ACSF B1 function, such as a "Travel Assist," is active or passive. If this function is passive, a higher cornering speed can be enabled, for example.

[0029] The proposed concept also improves the ability to take into account different load conditions more precisely and accurately when different load conditions exist, meaning that the vehicle mass and its distribution are situation-dependent and highly individual. Therefore, the proposed method can significantly better account for changing load conditions that lead to a deviation between a vehicle model of the assistance system and reality, and respond to them in a more situation-adapted manner.

[0030] It is also possible that detection can be carried out here, or that adaptation can take place using a learning controller, so that, for example, if the vehicle approaches the reference limit even though the measured lateral acceleration is significantly below the limit, this control behavior is insufficiently efficient. Conversely, if the lateral acceleration were to exceed the limit and the vehicle did not approach the reference limit, the control behavior would be too efficient. Using the monitoring described above, even with a learning process, the control behavior can be adapted so that these deviations from the legal requirements are minimized.

[0031] A further aspect of the invention relates to an electronic vehicle guidance system with at least one computing unit. The vehicle guidance system is designed to carry out a method according to an above-mentioned aspect or an advantageous embodiment thereof. In particular, the method is carried out using the system. A further aspect of the invention relates to a vehicle having an electronic vehicle guidance system according to the above-mentioned aspect. The electronic vehicle guidance system can have the aforementioned assistance system.

[0032] Embodiments of the invention are explained in more detail below with reference to schematic drawings. They show: Fig. 1 a schematic representation of an embodiment of a vehicle according to the invention with an embodiment of an electronic vehicle guidance system according to the invention; Fig. 2 a schematic diagram in which the basis of different control behavior for the at least semi-autonomous control of the vehicle according to Fig. 1 as a function of a distance to a reference limit; and Fig. 3 a schematic plan view of different positions of a vehicle relative to the reference boundary.

[0033] In the figures, identical or functionally identical elements are provided with the same reference symbols.

[0034] The exemplary embodiments explained below are preferred exemplary embodiments of the invention. In the exemplary embodiments, the described components each represent individual, independently considered features of the invention, which also further develop the invention independently of one another and are thus also to be considered as components of the invention, either individually or in a combination other than that shown. Furthermore, the described exemplary embodiments can also be supplemented by further features of the invention already described.

[0035] In Fig. 1 shows a vehicle 1. The vehicle 1 can be, for example, a passenger car, a truck, or a bus. The vehicle 1 has an electronic vehicle guidance system 2. In particular, the electronic vehicle guidance system 2 can have at least one vehicle-mounted assistance system 3. The assistance system 3 is designed in particular for longitudinal guidance and / or lateral guidance of the vehicle 1. This means that the vehicle 1 can be guided at least semi-autonomously, in particular fully autonomously, in particular when cornering. The electronic vehicle guidance system 2 can have a sensor system 4. In addition, the vehicle 1 can have an INS unit 5. Information from the sensor system 4 and the INS unit 5 can preferably be made available to the assistance system 3, in particular the electronic vehicle guidance system 2. In addition, the vehicle 1 has an actuator system 6.In particular, the vehicle 1 can also have an HMI (Human Machine Interface) 7. This can have an output unit, for example, an output unit for the visual and / or acoustic output of information.

[0036] This electronic vehicle guidance system 2 is designed to carry out a method explained below. This method is designed to guide the vehicle 1 at least semi-autonomously, in particular with autonomy level 2 or 2+. In particular, the following steps are performed in the method: - determining an actual distance 8 of the vehicle 1 to a reference boundary 9 located laterally to the vehicle 1, in particular a road boundary, while the vehicle 1 is moving forward with at least the assistance system 3 assisting it; - a control behavior of a controller system of the assistance system 3 for a possible assistance system-supported intervention in the driving behavior to maintain a limit value of a driving parameter of the vehicle 1 depending on the actual distance 8.

[0037] In one exemplary embodiment, at least two different control behaviors R1, R2 of the controller system are provided. A selection as to which control behavior R1, R2 and / or when only one of the control behaviors R1, R2 or when both control behaviors R1, R2 are taken into account is made in particular depending on the actual distance 8. In particular, if only one of the control behaviors R1, R2 is taken into account, a decision is made depending on the actual distance 8 as to which of the two control behaviors R1, R2 is taken into account for a possible assistance system-supported intervention in the driving behavior to comply with a limit value of a driving parameter of the vehicle 1. If both control behaviors R1, R2 are taken into account due to the actual distance 8, a decision can also be made, again depending on the actual distance 8, as to the extent to which each control behavior R1, R2 is taken into account and / or whether the control behaviors R1, R2 are interpolated.

[0038] In particular, the procedure involves the following steps: a) determining an actual distance 8 of the vehicle 1 to a reference boundary 9 located laterally of the vehicle 1, in particular a road boundary, while the vehicle 1 is moving forward with at least the assistance system 3 assisting it; b) comparing the actual distance 8 with at least one threshold value S1, S2; c) if the actual distance 8 is greater than the threshold value S1, S2, a possible intervention in the driving behavior, at least supported by an assistance system, to comply with a limit value of a driving parameter of the vehicle 1 is checked, in particular carried out, on the basis of a first control behavior R1, and d) if the actual distance 8 is less than or equal to the threshold value S1, S2, a possible assistance system-supported intervention in the driving behavior to comply with the limit value of the driving parameter of the vehicle 1 is at least monitored on the basis of a second control behavior R2, in particular, if necessary, an intervention in the driving behavior is carried out on the basis of the second control behavior.

[0039] In this context, for example, Fig. 2 shows a schematic plan view in which the vehicle 1 is positioned at different actual distances 8 to a lateral, vehicle-external reference boundary 9. This actual distance 8 is determined laterally to the vehicle 1. In particular, the reference boundary 9 is a roadway boundary. A roadway boundary can, for example, be a ground-side marking on a roadway, such as asphalt. However, such a roadway boundary can also be, for example, a transition between the roadway and a shoulder. For example, the transition between asphalt or concrete to earth or gravel or sand or grass or the like. However, a roadway boundary 9 can also be, for example, a guardrail.

[0040] In addition, Fig. 3 shows a simplified diagram in which values ​​for the actual distance 8 to the reference limit 9 are plotted on the horizontal axis, and a distribution of at least two different control behaviors for controlling the driving behavior of the vehicle 1 is shown on the vertical axis. The two control behaviors and their curves in the diagram are labeled R1, which represents the first control behavior, and R2, which represents the second control behavior.

[0041] In the exemplary embodiment, two threshold value distances or threshold values ​​S1 and S2 are shown. From the diagram according to Fig. 3 therefore shows that, if the actual distance 8 is greater than the threshold value, here in particular greater than the first threshold value S1, a possible assistance system-supported intervention in the driving behavior to maintain a limit value of a driving parameter of the vehicle 1, for example, a driving dynamics parameter such as lateral acceleration, is checked on the basis of the first control behavior R1, in particular if an actual intervention is required, is carried out on the basis of the first control behavior R1. In particular, an actual value of the driving parameter, here, for example, lateral acceleration, is calculated during this first control behavior R1.

[0042] If the actual distance 8 is less than or equal to a threshold value, here for example the second threshold value S2, a possible assistance system-supported intervention in the driving behavior to comply with the limit value of this driving parameter of the vehicle 1 is monitored on the basis of the second control behavior R2. If an actual intervention in the driving behavior is then detected and required during this monitoring, this intervention takes place on the basis of this second control behavior R2. As can be seen, in one exemplary embodiment, the driving behavior of the vehicle 1 is carried out only on the basis of the first control behavior R1 when the actual distance 8 is greater than the threshold value S1, and any required actual intervention is also carried out only on the basis of the first control behavior R1.On the other hand, if the actual distance 8 is smaller than the second threshold value S2, which is also advantageously shown here, monitoring is carried out only on the basis of the second control behavior and, if an actual intervention in the driving behavior is also required, only on the basis of the second control behavior R2. In the exemplary embodiment in . Fig. 3, it is intended that both control behaviors R1 and R2 can be used as a basis and taken into account in the interval between S1 and S2. For example, this can be done according to the continuously increasing or continuously decreasing, i.e., opposing, curves of the control behaviors R2 and R1, depending on the actual distance 8 between S1 and S2.

[0043] In other embodiments, instead of the Fig. 3, the curves of the control behavior R1 and R2 can also be based on a step function. Then only one threshold value S1 or S2 is present and the continuously increasing and decreasing curves, as shown in Fig. 3 between the two threshold values ​​S1 and S2 shown here are then no longer present. Another embodiment can be a so-called sigmoid function, which characterizes the control behaviors R1 and R2.

[0044] In the first control mode R1, an actual value of the driving parameter, in particular, for example, the lateral acceleration, is calculated. In the second control mode R2, this actual value of the driving parameter, in particular, the lateral acceleration, is measured. This can be done, for example, using the INS unit 5.

[0045] In exemplary embodiments, it is possible for the threshold values ​​S1 and / or S2 not to be predetermined across the board, but rather to be individually predetermined or determined, for example, by the vehicle type and / or the engine of a vehicle type and / or by the speed and / or curvature of the road when cornering and / or by vehicle geometry parameters such as the vehicle width and / or the track width. The status of the assistance system 3, for example, can also be taken into account. It is also possible for a stronger and / or different intervention in the driving behavior to occur with the second control behavior R2 compared to the first control behavior R1 in the aforementioned limit ranges. For example, a stronger deceleration and / or acceleration can occur here. In particular, a limitation of the acceleration as a function of the curvature of the cornering can occur here, for example.In addition, a warning indicating that the system limits have been reached can occur earlier and / or differently than in the initial control behavior R1. For example, in addition to a vibration of the steering wheel, an acoustic signal can also be emitted.

[0046] The controllers underlying the two control behaviors R1 and R2 therefore operate differently and in a situation-adapted manner, particularly with regard to the aforementioned areas regarding the system limits to be monitored and the current distance to a reference limit. List of reference symbols 1 vehicle 2 Vehicle guidance system 3 Assistance system 4 Sensor technology 5 INS unit 6 Actuators 7 HMI interface 8 Actual distance 9 Reference limit R1 first control behavior R2 second control behavior S1 threshold S2 threshold QUOTES CONTAINED IN THE DESCRIPTION

[0000] This list of documents submitted by the applicant was generated automatically and is included solely for the convenience of the reader. This list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions. Cited patent literature

[0000] DE 10 2019 114 595 A1

[0007] DE 10 2013 209 064 A1

[0008]

Claims

[1] Method for driving a vehicle (1), in which the driving is supported at least semi-autonomously by at least one vehicle-side assistance system (3), comprising the following steps: - determining an actual distance (8) of the vehicle (1) to a reference boundary (9) located laterally to the vehicle (1), in particular a roadway boundary, during the movement of the vehicle (1) at least supported by the assistance system (3); - a control behavior (R1, R2) of a controller system of the assistance system (3) for a possible assistance system-supported intervention in the driving behavior to maintain a limit value of a driving parameter of the vehicle (1) takes place depending on the actual distance. [2] Method according to claim 1, wherein at least two different control behaviors (R1, R2) are provided and a selection as to which control behavior (R1, R2) and / or when only one of the control behaviors (R1, R2) and then which of the two control behaviors (R1, R2) are taken into account for a possible assistance system-supported intervention in the driving behavior to maintain a limit value of a driving parameter of the vehicle (1) is made depending on the actual distance (8), and / or a selection as to when both control behaviors (R1, R2) are taken into account for a possible assistance system-supported intervention in the driving behavior to maintain a limit value of a driving parameter of the vehicle (1) is made depending on the actual distance (8). [3] Method according to claim 1 or 2, wherein the following steps are carried out: a) determining an actual distance (8) of the vehicle (1) to a reference boundary (9) located laterally to the vehicle (1), in particular a roadway boundary, while the vehicle (1) is moving forward with at least the assistance system (3); b) comparing the actual distance (8) with at least one threshold value (S1, S2); c) if the actual distance (8) is greater than the threshold value (S1, S2), a possible assistance system-supported intervention in the driving behavior to maintain a limit value of a driving parameter of the vehicle (1) is checked, in particular carried out, on the basis of a first control behavior (R1), and d) if the actual distance (8) is less than or equal to the threshold value (S1, S2), a possible assistance system-supported intervention in the driving behavior to maintain the limit value of the driving parameter of the vehicle (1) is at least monitored on the basis of a second control behavior (R2). [4] Method according to claim 3, wherein the monitoring in step d) takes place when the actual value of the driving parameter is less than or equal to a threshold value of the driving parameter which is less than the limit value and an intervention in the driving behavior is carried out on the basis of the second control behavior (R2) when the actual value of the driving parameter exceeds the threshold value. [5] Method according to claim 3 or 4, wherein in step c) during the checking, in particular during the execution, the actual value of the driving parameter is calculated during the first control behavior (R1) and is compared with the limit value. [6] Method according to one of the preceding claims 3 to 5, wherein in step d) during monitoring, in particular during implementation of an intervention in the driving behavior, the actual value of the driving parameter is measured during the second control behavior (R2) and is compared with the limit value. [7] Method according to one of the preceding claims 3 to 6, wherein, if the actual distance (8) is greater than a first threshold value (S1), a possible assistance system-supported intervention in the driving behavior is checked, in particular carried out, only on the basis of the first control behavior (R1), and, if the actual distance (8) is less than a second threshold value (S2), a possible assistance system-supported intervention in the driving behavior is monitored, in particular carried out, only on the basis of the second control behavior (R2). [8] Method according to claim 7, wherein when the actual distance (8) is less than or equal to the first threshold value (S1) and greater than or equal to the second threshold value (S2), both control behaviors (R1, R2) are taken into account. [9] Method according to one of the preceding claims 3 to 8, wherein, when an intervention in the driving behavior becomes necessary, in step d) the driving behavior is intervened on the basis of the second control behavior (R2) to a greater extent and / or differently than would be done with the first control behavior (R1), in particular in comparison, if the first control behavior (R1) were also used as a basis for the driving parameter close to the reference limit (9). [10] Method according to one of the preceding claims, wherein a limit value of a driving dynamics parameter, in particular the lateral acceleration, is maintained as the limit value of a driving parameter. [11] Method according to one of the preceding claims, wherein the method is carried out during semi-autonomous driving of the vehicle (1), in particular during driving with an autonomy level 2 or 2+. [12] Electronic vehicle guidance system (2) with a computing unit, wherein the vehicle guidance system (2) is designed to carry out a method according to one of the preceding claims.

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