CONTROL SYSTEM FOR DRIVING IN A CURVE OF A ROAD

Abstract

Disclosed is a control system (1) with a control unit (2) for a vehicle (3) for assisting a driver of the vehicle (3) when cornering in a curve (30) of a lane (34), wherein the control unit (2) is configured to: - receive information about the radius of the curve (30) of the lane (34), - determine, depending on the information about the radius of the curve (30) of the lane (34), a width of the vehicle (3) and a minimum possible curve radius (6) of the vehicle (3) which is greater than the radius of the curve (30) of the lane (34), a distance between a starting point (100) of the curve (30) of the lane (34) and a point (101; 104) at which the vehicle (3) is to begin a curve to be driven, and output a control instruction generated depending on the distance to initiate the curve to be driven at an interface of the control unit (2).

Description

AREA OF TECHNOLOGY The invention relates to a control system for a vehicle for driving around a curve in a roadway. Furthermore, the invention relates to a method for operating a control system for a vehicle for driving around a curve in a roadway. STATE OF THE ART Driver assistance systems for vehicles that steer a vehicle in a curve are known. For example, adaptive cruise control systems can, depending on sensor data for detecting lane markings, steer a vehicle so that it travels within the lane when cornering. SUMMARY It is an object of the invention to provide an improved control system for a vehicle for driving in a curve of a roadway and an improved method for operating a control system for a vehicle for driving in a curve of a roadway. The objects underlying the invention are solved by the features of the independent claims. In one aspect, a control system with a control unit for a vehicle is disclosed for assisting a driver of the vehicle when cornering in a curve of a lane, hereinafter also referred to as a lane curve. The control system is configured to receive information about the radius of the lane curve. Furthermore, the control system is designed to determine, depending on the information about the radius of the curve of the lane, the width of the vehicle and a minimum possible curve radius of the vehicle which is greater than the radius of the curve of the lane, a distance between a starting point of the curve of the lane and a point at which the vehicle is to begin a curve to be driven. Furthermore, the control system is set up to output a control instruction, generated depending on the distance, to initiate the curve to be driven at an interface of the control unit. In another aspect, a method for assisting a vehicle driver when cornering within a lane curve is disclosed. The method comprises the following steps. In one step, information about the radius of the lane curve is received. In another step, a distance between a starting point of the lane curve and a point at which the vehicle is to begin the curve is determined, depending on the information about the lane curve radius, the vehicle's width, and a minimum possible curve radius. The vehicle's minimum possible curve radius is greater than the lane curve radius. In a further step, a control instruction, generated based on this distance, is output to an interface of the control unit to initiate the curve. BRIEF DESCRIPTION OF THE DRAWINGS The following examples are explained in more detail with reference to the drawings. They show: Fig. 1 a control system with a control unit for a vehicle to assist the driver when cornering; Fig. 2 an embodiment of a control system and a vehicle; Fig. 3 a vehicle in a lane with a curve; Fig. 4 a variant for driving through a curve with a vehicle; Fig. 5 another variant for driving through a curve with a vehicle. DETAILED DESCRIPTION In the following, similar elements are marked with the same reference symbols. Because the control unit is configured to calculate the distance based on information about the radius of the lane curve (hereinafter referred to as lane radius), the vehicle's width, and the minimum possible curve radius, and to output the control instruction generated based on this distance at the control unit's interface, the proposed control unit could allow the vehicle to initiate the curve even before reaching its starting point. This could have the advantage that the vehicle could traverse the lane curve without leaving its lane, even if the lane radius is smaller than the vehicle's minimum possible curve radius. In this disclosure, a distinction is made between the lane curve and the curve to be driven. The lane curve is defined by physical lateral boundaries of the lane, such as lane markings or obstacles. These obstacles can be one or two curved walls. A curved wall, for example, can define the lane in a parking garage. In the broadest sense, therefore, the lane curve does not necessarily have to be defined by lane markings. The lane curve can be understood as an area in which the vehicle is permitted to drive without violating traffic regulations. The lane curve is defined, in particular, by the lateral boundaries of the lane. Before the curve, in the direction of travel of the vehicle before initiating the curve, there is a preceding section of the lane. Correspondingly, there is a following section after the curve. In the preceding section, the lane's lateral boundaries run parallel to each other. In particular, the lane's lateral boundaries have no curvature in the preceding section. Before the vehicle enters the curve, its direction of travel in the preceding section is straight ahead, specifically parallel to the lane's lateral boundaries.The starting point of the lane curve can be formed by the intersection of a lane centerline and a line perpendicular to the lane centerline, located in a transition zone between the preceding section and the lane curve. The transition zone is the area of ​​the roadway between the preceding section and the lane curve where the curvature of at least one of the lateral boundaries of the roadway changes to a value other than zero. The curve to be driven, hereinafter also referred to as the vehicle curve, is a curve that is in principle controllable, and in particular can be determined using the proposed control system. The vehicle curve is a curve that the vehicle is to drive in order to traverse the lane curve without leaving the lane, and in particular without crossing the lateral boundaries. Since the minimum possible turning radius of the vehicle, hereinafter referred to as the minimum radius, is larger than the lane radius, the curve to be driven differs from the lane curve. The distance determined by the control unit is measurable as the distance between the starting point of the lane curve and the point where the vehicle is to begin the curve. The point where the vehicle is to begin the curve is referred to below as the starting point of the vehicle curve. Depending on the method used by the control unit to determine the vehicle's turning radius, the lane radius can be either an inner or a middle radius. The middle radius is the radius defined by the lane's centerline around the curve's midpoint. For simplicity, it can be assumed that the lane curve has a constant radius throughout. The inner radius is the radius of an inner boundary of the lane's lateral boundaries, measured from the curve's midpoint. The outer radius is the radius of an outer boundary of the lane's lateral boundaries, measured from the curve's midpoint.The inner boundary is the lane boundary closest to the center of the lane curve. The outer inner boundary is the lane boundary located on the opposite side from the center of the lane curve, as seen from the inner boundary. In one possible implementation, the control instruction can include information about the distance and is therefore generated depending on the distance. The information about the distance can be in the form of a value that directly specifies the distance or a coded value that represents the value of the specified distance. Generally, determining the distance means determining the value of the distance. In a further embodiment, the control unit can be configured to output the control instruction in the form of a triggering control command at the interface at a time when the vehicle is at a distance from the starting point of the lane curve that is equal to the distance. This could have the advantage that the distance value does not need to be immediately transmitted by the control unit for the vehicle to initiate the curve before reaching the starting point of the lane curve. In this configuration, the control instruction is generated dependent on the distance insofar as the control unit issues the triggering control command at the moment when the vehicle is at a distance from the starting point of the lane curve equal to that distance. The control instruction, in the form of the triggering control command, is thus generated in a time-dependent manner, dependent on the distance. In a simple implementation, the triggering control command can be represented as a set bit. The control unit's interface can provide a communication link to another control unit in the vehicle. This other control unit could, for example, be a control unit for the vehicle's steering system, hereinafter referred to as the steering control unit. If the control instruction includes information about the distance, or if the control instruction is in the form of the triggering control command, the steering control unit can be configured to control the steering system at the moment when the vehicle is at a distance equal to that distance from the starting point of the lane curve, such that the vehicle follows the curve with the smallest possible turning radius. In this case, the steering control unit can set a steering angle of the steering system that corresponds to the maximum steering angle of the steering system and thus of the vehicle. When the maximum steering angle is set, the vehicle can follow the curve with the smallest possible turning radius. According to one variant, the steering control unit can be configured to set the maximum steering angle when it receives the triggering control command via the communication link.If the steering control unit receives the information about the distance by receiving the control instruction, then, according to one possible design, the steering control unit can be configured to detect the time at which the vehicle is at a distance from the starting point of the lane curve that is equal to the distance. The control instruction is suitable for initiating the vehicle turn both when it includes information about the distance and when it is implemented as the triggering control command. In the first case, the other control unit can, for example, calculate when the vehicle should initiate the turn based on the distance information, the vehicle's current speed, and its current position. In the second case, as described above, the triggering control command can be issued when the vehicle reaches the required distance from the starting point of the lane curve. In this case, the control instruction in the form of the triggering control command can directly initiate the vehicle turn. It goes without saying that, for safety reasons, the maximum steering angle is not set directly, but rather gradually in most cases. For the sake of simplicity, however, it will be assumed that the vehicle can be controlled by the steering system in such a way that the maximum steering angle is set when the vehicle is at a distance from the starting point of the lane curve equal to the distance. According to one possible embodiment, the control unit can be configured to receive information about the lane radius from a sensor system. The sensor system can be part of the control system. The sensor system can comprise one or more sensors, such as one or more radar sensors, one or more lidar sensors, or one or more camera sensors. According to one possible embodiment, the sensor system is configured to determine the lane radius based on sensor data generated by the sensor system. The sensor data can include radar data, lidar data or image data, depending on whether the sensor data is generated using one or more radar sensors, lidar sensors or camera sensors. According to another variant, the information about the lane radius can be provided using map information, for example by a navigation system of the vehicle or the control system. According to one variant, an evaluation unit can be set up to determine the lane radius based on sensor data. For this purpose, the evaluation unit can perform common image recognition methods to evaluate the image data, or object recognition methods to evaluate the lidar and / or radar data. The evaluation unit can be part of the sensor system or the control system. According to one variant, the evaluation unit can be configured to determine, based on sensor data, the curvature of the inner boundary line or the center line of the lane in the lane curve within the road surface on which the lane is located. The curvature of the inner boundary or the center line can be the inverse of the lane radius. According to one possible variant, the evaluation unit can first approximate the path of the inner boundary or the center line in the road surface using a function y = f(x). Here, the x-direction runs parallel to a portion of the lane center line located in the preceding straight section. The y-direction runs perpendicular to the x-direction in the road surface. Furthermore, the evaluation unit can be configured to determine the first derivative f'(x) and the second derivative f''(x).The curvature κ can determine the evaluation unit as a function of the first and second derivatives of the function f, as follows. In principle, the evaluation unit can determine several curvature values ​​for different values ​​of x and calculate an average of these values. In this case, the lane radius can be the inverse of the average curvature value. In one embodiment, the information about the radius of the lane curve can include at least information about the radius of the inner boundary of the lane curve. In this embodiment, the control unit can be configured, based on the information about the radius of the inner boundary of the lane curve, to determine the distance in the form of a maximum distance such that the vehicle, while cornering, approaches the inner boundary of the lane up to a first predetermined safety distance. This would allow the control unit to steer the vehicle through the curve along the shortest path. Furthermore, this embodiment could prevent the vehicle from approaching the outer boundary of the lane at the exit of the curve. A further development of this design can provide that the control unit is configured to determine the maximum distance using the following initial calculation rule: Δmax is the maximum distance, R1 is the radius of the inner lane boundary, R2 is the radius of the outer boundary, R is the minimum possible curve radius, and δ1 is the sum of, for example, half the vehicle width and the first safety distance. In this further development, the maximum distance is determined as a function of the outer boundary radius because it is assumed that a longitudinal axis of the vehicle is located on the lane centerline before the vehicle begins to curve. It goes without saying that the middle radius can also be used to calculate the maximum distance instead of the outer boundary radius.Using the first calculation method could have the advantage that the maximum distance can be calculated directly, especially without approximation, depending on the radius of the inner boundary, the outer or middle radius, and the sum of half the vehicle's width and the first safety distance. This could enable a fast calculation of the maximum distance and thus a calculation of the maximum distance under real-time conditions. For example, calculating the maximum distance using the first method could require fewer computational steps than calculating the maximum distance using splines. According to a further embodiment, the information about the radius of the lane curve can include at least information about the radius of the outer boundary of the lane curve. In this embodiment, the control unit can be configured, depending on the information about the radius of the outer boundary of the lane curve, to determine the distance in the form of a minimum distance such that the vehicle, while cornering, approaches the outer boundary of the lane up to a second predetermined safety distance. According to one variant, the second safety distance can be equal to the first. The minimum distance can be understood as the distance the vehicle must maintain from the starting point of the lane curve when initiating the curve, so that the vehicle can navigate the curve without crossing the outer lane boundary. Accordingly, this design could allow the vehicle to navigate the lane curve without crossing the outer boundary in a traffic situation where the vehicle's maximum steering angle cannot yet be set at a point where the vehicle maintains the maximum distance from the starting point of the curve. This could occur, for example, if the vehicle is traveling too fast to determine the curve's path and adjust the steering system in time. Since both the maximum distance and the minimum distance represent borderline cases, the control unit can, according to one possible design, be configured to determine the distance in such a way that the distance lies between the minimum distance and the maximum distance. It is understood that one or more of the aforementioned embodiments can be combined with each other, as long as the embodiments do not exclude each other. In the following, similar elements are marked with the same reference symbols. Fig. 1 shows a control system 1 with a control unit 2 for a vehicle 3, e.g., shown in Fig. 2, for assisting a driver of the vehicle 3 in a curve, e.g., a curve 30 of a lane 34, as shown in Fig. 3. The lane 34 comprises a curved section, represented by the curve 30 in Fig. 3, a section 31 upstream of the curve 30, and a section 32 downstream of the curve 30. The terms upstream and downstream refer to a direction of travel 10 of the vehicle 3. When the vehicle 3 travels in the direction of travel 10, the vehicle 3 first passes the upstream section 31, then the curve 30, and subsequently the downstream section 32. In the configuration shown in Fig. 3, lane 34 is bounded on its sides by an inner boundary line 21 and an outer boundary line 22. The inner boundary line 21 can be a dashed line, as in the example shown in Fig. 3. The outer boundary line 22 can be a shoulder. Lane 34 can be a vehicle lane of a roadway, as shown in Fig. 3. Equally, the inner boundary line 21 and the outer boundary line 22 can each represent a curved wall in a parking garage. The inner boundary line 21 has a smaller radius than the outer boundary line 22 in curve 30. Furthermore, a circle center point 20 is shown in Fig. 3. For the sake of simplicity, the figures assume that the inner boundary line 21, the outer boundary line 22, and a center line 23 of lane 34 in curve 30 each have a constant radius. Each radius indicates a distance between the circle's center 20 and the respective line. Thus, Fig. 3 shows an inner radius 21.1, which, in curve 30, indicates the distance from the circle's center 20 to the inner boundary line 21. Furthermore, Fig. 3 shows an outer radius 22.1, which, in curve 30, indicates the distance from the outer boundary line 22 to the center 20. Finally, Fig. 3 shows a middle radius 22.3, which, in curve 30, indicates the distance from the center line 23 to the circle's center 20. Fig. 2 shows an embodiment in which a control unit 2, e.g., the control unit 2 of Fig. 1, is configured to receive information about the radius of the curve of lane 34, i.e., information about the lane radius. For example, the control unit 2 can be configured to receive sensor data generated by a sensor system 4 for detecting the environment of the vehicle 3, in particular for detecting the course of lane 34. In this case, the sensor data can include information about the lane radius. For example, the sensor data can include images of lane 34, in particular of the preceding section 31 and the curve 30, generated by a camera system 4.1 of the sensor system 4. In principle, the information about the lane radius can be configured as information from which the lane radius can be determined.This also includes a variant in which the information about the lane radius directly specifies the lane radius. For example, control unit 2 can be configured to approximate the course of the inner boundary line 21 or the center line 23 using the images in the form of the function y = f(x) mentioned above, and to determine the inner radius 21.1 or the mean radius 22.3 as the inverse of the curvature of the function. According to this example, the lane radius can be equal to the inner radius 21.1 or the mean radius 22.3. Alternatively or additionally, the sensor data can include lidar or radar data generated by a lidar or radar system 4.2 of sensor system 4 for sensing the environment, in particular for sensing the course of lane 34. This lidar or radar data can include additional information about the lane radius. For example, the lidar or radar data can include frequency spectra. According to one possible variant, the control unit 2 can be configured to determine the lane radius depending on the relative positions of other vehicles traveling along lane 34 ahead of vehicle 3, in relation to vehicle 3, in particular in relation to sensors of sensor system 4. Alternatively or additionally, the sensor system 4 can include a navigation system not shown in the figures. In this case, the control unit 2 can be configured to receive navigation data from the navigation system based on the current GPS position of the vehicle 3. In this case, the navigation data can include information about the lane radius. According to one variant, the navigation system can be part of the sensor system 4. Fig. 2 shows a possible variant of the control system 1, in which the control system 1 includes the sensor system 4. In principle, the control system 1 can also be arranged separately from the sensor system 4 in the vehicle 3. According to one possible embodiment, the control unit 2 is connected to the sensor system 4, for example, to the camera system 4.1 and / or to the lidar or radar system 4.2, via a communication link, such as a CAN bus, for data transmission in order to receive information about the lane radius. Fig. 2 also shows another control unit 5, which could, for example, be the steering control unit mentioned above. The control unit 2 is configured to determine, based on information about the lane radius, the width of the vehicle 3, and the minimum possible curve radius 6 of the vehicle 3, a distance between a starting point 100 of curve 30 of lane 34 (i.e., the starting point 100 of the lane curve) and a point at which the vehicle is to begin a curve (i.e., the starting point of the vehicle curve). The minimum possible curve radius 6, hereinafter referred to as minimum radius 6, is larger than the lane radius. Information about the width of the vehicle 3 and information about the minimum radius can be stored in the control unit 2. Furthermore, control unit 2 is configured to output a control instruction, generated based on the distance, to initiate the curve to be driven at an interface of control unit 2. For example, control unit 2 can be configured to send the control instruction to the other control unit 5. The other control unit 5 can be configured to control a vehicle component, such as the steering system mentioned above, based on the control instruction. With reference to Fig. 4, a variant is described below in which the information about the radius of the curve of the lane includes at least information about the radius of an inner boundary of the curve 30. The inner boundary line 21 can represent the inner boundary of the curve 30. The inner radius 21.1 represents the radius of the inner boundary in this case. In this variant, the control unit 2 can be configured, depending on the information about the radius of the inner boundary of the curve of the lane, to determine the distance in the form of a maximum distance 201 such that the vehicle 3 approaches the inner boundary of the lane 34 during the curve until reaching a first predetermined safety distance.Here, the starting point of the vehicle curve is designed as a first starting point 101 of the vehicle curve, which has a maximum distance 201 from the starting point 100 of the lane curve. In this variant, the control unit 2 can be configured to determine the maximum distance using the following first calculation rule: Δmax is the maximum distance 201, R1 is the inner radius 21.1 of the inner boundary of the lane, R2 is the outer radius 21.2 of an outer boundary of the lane, Rminder is the minimum radius 6, and δ1 is the sum of half the width of the vehicle and the first safety distance. The first calculation rule will be derived below. For the sake of simplicity, curve 30 is assumed to be a quarter circle in Fig. 4, resulting in a 90° change of direction when traversing curve 30. Without loss of generality, however, the first calculation rule can be applied to any angle of change of direction between the vehicle 3 entering and exiting curve 30. Hereinafter, a change of direction that the vehicle 3 undergoes between traveling on the preceding section 31 and traveling on the subsequent section 32 will be referred to as the change of direction of curve 30. The center line 23 indicates a trajectory that the vehicle cannot follow because the minimum radius 6 is larger than the average radius 21.3. In the figures, (Δ) denotes the distance of the vehicle 3 between the starting point of curve 30 and the starting point of the vehicle curve. For the first starting point 101, Δ corresponds to Δmax. Figure 4 shows that the maximum distance 201 indicates the earliest possible location, namely the first starting point 101, at which the vehicle 3 can make the maximum possible steering angle without touching the inner boundary when cornering with the minimum radius 6. It is assumed here that the vehicle maintains the first safety distance to the inner boundary. According to one variant, the center of gravity of vehicle 3 can move from the first starting point 101 along a first trajectory 110. The first trajectory 110 has a distance to another circle center point 120 equal to the minimum radius 6. After the vehicle has completed a change of direction equal to the change of direction of curve 30, the vehicle can be at a second point 102. From the second point 102, the vehicle can follow an S-curve to return to the center line 23 of lane 34. The entire path (101-102-103) can be considered the shortest route for vehicle 3 to negotiate curve 30. Applying the Pythagorean theorem to a first triangle 301, which includes the center of the circle 20 and the further center of the circle 120 as vertices, we obtain: By rearranging, we get: One variant, in which the control unit 2 is configured to determine the maximum distance using the first calculation rule, represents a possible embodiment of the control system 1, in which the control unit is configured to determine the distance using trigonometric laws, such as the Pythagorean theorem. This makes it possible to determine the maximum distance exactly, which is an advantage over an approximation of the maximum distance. The first trajectory 110 can touch a circle 130 with radius R1+ δ1 at an angle, where the angle ∝ is measured from a horizontal line 300 in Fig. 4 in the mathematically positive direction of rotation. A touch of the first trajectory 110 at the circle 130 with radius R1+ δ1 corresponds to an approach of the inside of the curve of the vehicle 3 to the inner boundary of the lane curve 30 up to a distance equal to the first safety distance. According to one possible embodiment, the control unit 2 is configured to control the steering system, for example by controlling the further control unit 5 using the control instruction, such that the vehicle's steering angle is set to the maximum possible steering angle when the vehicle 3 reaches the first starting point 101. This can also apply if the change in direction of the curve is smaller than the angle Ν. In this case, the vehicle 3 should not initiate the curve before reaching the first starting point 101 in order to avoid a collision with the inner boundary. According to a further embodiment, the information about the radius of the lane curve can include at least information about the radius of the outer boundary of the curve 30. The outer boundary line 22 can subsequently represent the outer boundary of the curve 30. The outer radius 21.2 represents the radius of the outer boundary in this case. In this embodiment, the control unit 2 can be configured, depending on the information about the radius of the outer boundary of the lane curve, to determine the distance in the form of a minimum distance 202 such that the vehicle 3, while cornering, approaches the outer boundary of the lane 34 up to a second predetermined safety distance. Here, the starting point of the vehicle curve is designed as a second starting point 104 of the vehicle curve, which has the minimum distance 202 from the starting point 100 of the lane curve.According to one possible design, the second safety distance can be the same as the first safety distance. In the event that the change in direction of the curve 30 is equal to 90 degrees, the control unit may be configured to determine the minimum distance 202 using the following second calculation rule: where Δminus minimum distance 202, R2 the outer radius 21.1 of the outer boundary of the lane, Rminus minimum radius 6 and δ2 an optional sum of half the width of the vehicle and the second safety distance. To also account for cases where the change in direction of curve 30 is not equal to 90 degrees, as shown in Fig. 5, the control unit 2 can be configured to determine the minimum distance 202 by solving a quadratic equation. In particular, the control unit 2 can be configured to determine the minimum distance 202 by solving the following quadratic equation: R1 is the radius of the inner boundary of lane 34, R2 is the radius of the outer boundary of lane 34, Rmin is the minimum possible curve radius 6, δ2 is the sum of half the width of the vehicle and the second safety margin, and θ is an angle indicating a change in direction of curve 34. The quadratic equation will be derived below. A starting point 105 of the vehicle curve can be considered the point at which the vehicle 3 has completed the curve and is traveling parallel to the lateral boundaries of the subsequent section 32 of lane 34. A starting point 107 of the lane curve 30 is the point at which the lane curve 30 transitions into the subsequent section 32. Viewed in the direction of travel 10 behind the starting point 107, the curvature of the outer boundary line 22 is zero. A second trajectory 150 represents a movement of the center of gravity of the vehicle 3 as it traverses the curve 30 of lane 34. In Fig. 5, the horizontal and vertical distances between the starting point 105 of the vehicle curve and the starting point 107 of the lane curve 30 are shown as (x) and (y), respectively. Using the geometric relationships shown in Fig. 5, the following results: The hypotenuse of a second triangle 502 can be calculated by applying the Pythagorean theorem as follows: The Pythagorean theorem can also be formulated for the second triangle 502, resulting in a first equation for the minimum distance 202: From the geometric relationships shown in Fig. 5 in a third triangle 503, a second equation for the minimum distance 202 can be derived: δ2 equals the sum of half the width of the vehicle 3 and the second safety distance. Squaring the second equation yields: If the first equation is substituted into the second squared equation, the following quadratic equation for the minimum distance 202 is obtained: Rearranging this quadratic equation yields: the coefficients for A, B, and C are given above. The solution to the quadratic equation is: which describes a variant in which the control unit 2 is configured to precisely determine the minimum distance 202 using trigonometric laws. A range 510 represents a safe range in which the control system can set the steering angle of vehicle 3 to the maximum steering angle without the vehicle 3 touching the outer boundary of lane 34 when negotiating curve 30. It should be noted that the above trigonometric calculation is an example of the application of trigonometric laws. Those skilled in the art are aware that further approximations or refinements can be made within the trigonometric calculation without deviating from the principles outlined here.

Claims

Control system (1) with a control unit (2) for a vehicle (3) for assisting a driver of the vehicle (3) when cornering in a curve (30) of a lane (34), wherein the control unit (2) is configured to: - receive information about the radius of the curve (30) of the lane (34), - determine, depending on the information about the radius of the curve (30) of the lane (34), a width of the vehicle (3) and a minimum possible curve radius (6) of the vehicle (3) which is greater than the radius of the curve (30) of the lane (34), a distance between a starting point (100) of the curve (30) of the lane (34) and a point (101; 104) at which the vehicle (3) is to begin a curve to be driven, and - output a control instruction generated depending on the distance for initiating the curve to be driven at an interface of the control unit (2). Control system (1) according to claim 1, wherein the information about the radius of the curve (30) of the lane (34) includes at least information about a radius of an inner boundary (21) of the curve (30) of the lane (34) and the control unit (2) is optionally configured to determine, depending on the information about the radius of the inner boundary (21) of the curve (30) of the lane (34), the distance in the form of a maximum distance (201) such that the vehicle (3) approaches the inner boundary of the lane (34) during the curve driving up to a first predetermined safety distance. Control system (1) according to claim 2, wherein the control unit (2) is configured to determine the maximum distance (201) further using a radius of an outer boundary (22) of the lane (34), the minimum possible curve radius (6) and optionally from a sum of half the width of the vehicle (3) and the first safety distance. Control system (1) according to claim 1, wherein the information about the radius of the curve (30) of the lane (34) includes at least information about a radius of an outer boundary (22) of the curve (30) of the lane (34) and the control unit (2) is optionally configured to determine, depending on the information about the radius of the outer boundary (22) of the curve (30) of the lane (34), the distance in the form of a minimum distance (202) such that the vehicle (3) approaches the outer boundary (22) of the lane (34) up to a second predetermined safety distance when driving around the curve. Control system (1) according to one of the preceding claims, wherein the information about the radius of the curve (30) of the lane (34) comprises at least information about a radius of an inner boundary (21) of the curve (30) of the lane (34) and information about a radius of an outer boundary (22) of the curve (30) of the lane (34), and the control unit (2) is configured to do at least one of the following: - determine, depending on the information about the radius of the inner boundary of the curve (30) of the lane (34), a maximum distance between the starting point of the curve (30) of the lane (34) and the point at which the vehicle (3) is to begin the curve to be driven, such that the vehicle (3) approaches the inner boundary (21) of the lane (34) during the curve driving up to a first predetermined safety distance,- depending on the information about the radius of the outer boundary of the curve (30) of the lane (34), to determine a minimum distance between the starting point of the curve (30) of the lane (34) and the point at which the vehicle (3) is to begin the curve, such that the vehicle (3) approaches the outer boundary (22) of the lane (34) during the curve until reaching a second predetermined safety distance, - and to determine the distance such that the distance lies between the minimum distance and the maximum distance. Control system (1) according to one of the preceding claims, wherein the control unit (2) is configured to determine the distance using trigonometric laws, in particular exactly. Control system (1) according to claim 3, 5 or 6, wherein the control unit (2) is configured to determine the maximum distance (201) according to the following calculation rule: Δ max = [ ( R 1 + R 2 2 ) − ( R 1 + δ 1 ) ] ( ( R min − ( R 1 + R 2 2 ) ) + ( R min − ( R 1 + δ 1 ) ) ) , wherein Δ max the maximum distance (201) is, R 1 a radius of the inner boundary (21) of the lane (34) is, R 2 a radius of the outer boundary (22) of the lane (34), R min the minimum possible curve radius (6) and δ 1 the sum of half the width of the vehicle (3) and the first safety distance. Control system (1) according to claim 4, wherein the control unit (2) is configured to determine the minimum distance (202) by solving a quadratic equation, wherein coefficients of the quadratic equation depend at least on the minimum possible curve radius (6) and the radius of the outer boundary (22) of the lane (34). Method for assisting a driver of a vehicle (3) during a curve (30) of a lane (34), the method comprising the following steps: - Receiving information about the radius of the curve (30) of the lane (34), - Determining a distance between a starting point of the curve (30) of the lane (34) and a point at which the vehicle (3) is to begin a curve to be driven, depending on the information about the radius of the curve (30) of the lane (34), a width of the vehicle (3) and a minimum possible curve radius (6) of the vehicle (3) which is greater than the radius of the curve (30) of the lane (34), and - Outputting a control instruction generated depending on the distance to initiate the curve to be driven at an interface of the control unit (2). Computer program product comprising instructions executable by a processor, wherein the execution of the instructions causes the processor to perform the method according to claim 9.

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