METHOD FOR RESIDUAL DISTANCE CONTROL FOR A VEHICLE

Description

[0001] The invention relates to a method for residual distance control for a vehicle for stopping the vehicle at a predetermined stopping position.

[0002] German patent DE 10 2021 005 088 A1 discloses a method for regulating or controlling the longitudinal movement of a vehicle according to a target trajectory planned based on a detected environmental situation. To bring the vehicle to a precise stop at a stopping position specified by the target trajectory, the system switches from acceleration control to displacement control before the vehicle comes to a complete stop. To bring the vehicle to a precise stop at the stopping position specified by the target trajectory, the system switches from acceleration control to displacement control before the vehicle comes to a complete stop if a predetermined speed threshold is undershot.

[0003] From DE 10 2014 215 259 A1, a method and a device for automatically selecting a driving mode on a vehicle during a journey along a route are known, wherein information relating to the route in front of the vehicle is acquired in advance and wherein the driving mode is selected based on the information acquired in advance.

[0004] From DE 10 2018 207 964 A1 a method and a device for steering a vehicle to a target position are known, wherein an orientation of the vehicle at the target position is determined and wherein a trajectory leading to the target position is determined taking into account the orientation of the vehicle at the target position and a direction from an actual position to the target position.

[0005] From DE 10 2020 201 921 A1 a method and a device for controlling a longitudinal speed of a vehicle during an automatically executed driving maneuver are known, wherein a target point is specified and a target speed of the vehicle is determined based on a remaining distance from a current vehicle position to the target point.

[0006] From EP 3 613 647 A1 it is known to design a trajectory for stopping the vehicle at a predetermined stopping position, for example for parking the vehicle, by means of several maneuvers in order to cope with more complex driving situations.

[0007] DE 11 2019 005023 T5 discloses a method relating to a residual distance control for stopping a vehicle at a predetermined target stop position, in which a braking force is set depending on a certain driving speed.

[0008] From DE 10 2016 006213 A1 a method relating to a residual distance control for stopping a vehicle at a predetermined stopping position is known, wherein a speed mode designed for comfort is set when there is a long remaining distance and a more precise acceleration mode is set shortly before reaching the predetermined stopping position.

[0009] The invention is based on the objective of providing a novel method for residual distance control for a vehicle to stop the vehicle at a predetermined stopping position.

[0010] The object is achieved according to the invention by a method which has the features specified in claim 1.

[0011] Advantageous embodiments of the invention are the subject of the subclaims.

[0012] In the method for residual distance control of a vehicle to stop it at a predetermined stopping position, the residual distance control is selectively performed in one of two modes. One of the two modes is a comfort mode, i.e., a mode designed for comfort, and the other is a high-precision mode, i.e., a mode designed for high accuracy. That is, the mode in which the residual distance control is performed is selectively determined, i.e., based on a choice, and can thus be switched between the comfort mode and the high-precision mode. The method is used in a multi-stage maneuver in which the vehicle is guided to the predetermined stopping position in several maneuvering stages. Each individual maneuvering stage ends at a target position where the vehicle is to be stopped.The current situation is determined taking into account at least one previously executed maneuver delay, and in particular, the maneuver execution accuracy of that maneuver delay. Depending on the current situation, the system selects which of the two modes the residual distance control should be performed in: comfort mode or high-precision mode. This selection is based on a comparison of the current situation with a list of predefined situations. For each predefined situation, the mode in which residual distance control should be performed is predetermined. Thus, it is predetermined in which of the predefined situations residual distance control should be performed in comfort mode and in which of the predefined situations residual distance control should be performed in high-precision mode.

[0013] The comparison of the current situation with the list of predefined situations is preferably carried out by identifying a corresponding predefined situation from the list, depending on the current situation, and selecting the predefined mode for performing the residual path control for that situation. In particular, it is determined which of the listed predefined situations best matches the current situation, and the predefined mode for that situation is selected as the mode in which the residual path control is to be performed.

[0014] A real-world distance control system is inherently subject to variations across its entire chain of effects, which can result in uncomfortable or inexplicable maneuvers for the vehicle user. Target braking, in particular, follows a standard distribution. The present method advantageously enables situation-adapted distance control by switching between comfort mode and high-precision mode, minimizing the number of unnecessarily harsh and uncomfortable braking maneuvers during multi-stage maneuvers. For example, during an automated parking maneuver, the distance control's longitudinal assistance function can more closely approximate human maneuvering behavior, thus significantly increasing comfort. This significantly improves the customer experience with assisted vehicle maneuvering.

[0015] In one possible embodiment of the procedure, the current situation, in particular the maneuver execution accuracy on which the current situation is based, is determined taking into account a stopping accuracy with which the vehicle has reached the respective target position in at least one maneuver delay.

[0016] In another possible embodiment of the procedure, the current situation, in particular the maneuver execution accuracy on which the current situation is based, is determined taking into account at least one maneuver delay that was ended at an early stopping point before reaching the respective target position.

[0017] In another possible embodiment of the procedure, the current situation, in particular the maneuver execution accuracy on which the current situation is based, is determined taking into account at least one maneuver delay, during or after its execution a remaining distance to the respective target position falls below a predetermined value.

[0018] In another possible embodiment of the method, variations in the stopping accuracy of all executed maneuvers are determined and stored, and taken into account when determining the current situation. These variations thus influence the selection of the mode and are therefore considered in the continuation of each subsequent maneuver. This allows, for example, variations in the remaining distance control to be incorporated into a trajectory control or remaining distance specification at an interface between a trajectory controller and a higher- or lower-level controller. This enables a further improvement in the imitation of human shunting behavior.

[0019] In another possible embodiment of the procedure, the current situation is determined taking into account the gradient of the road surface and / or the clearance between the vehicle and at least one obstacle. This allows for a particularly advantageous, simple, and reliable assessment and determination of the situation. Due to the consideration of the clearance in the residual distance control and the switching function, a high level of comfort for the vehicle user can be achieved particularly frequently, depending on the situation. Considering the gradient of the road surface enables faster acceleration of the vehicle during maneuvers.

[0020] In another possible embodiment of the procedure, the comfort mode is used in contrast to the high-precision mode. a greater possible number of permissible maneuvers of the vehicle, during or after their execution, where the remaining distance falls below a predetermined value, is specified, and / or a greater possible number of permissible maneuvers of the vehicle, which are terminated at an early stopping point, is specified, and / or an earlier possible time for a start-up maneuver within a maneuver is permitted, and / or greater target uniformity of a braking maneuver to a target position is specified, and / or rolling backward of the vehicle during a start-up maneuver on an incline and / or when crossing a curb is permitted, and / or greater tolerance is permitted for exceeding a maximum vehicle speed, and / or reduced reproducibility of a maneuver is permitted, and / or acceleration of the start-up maneuver is permitted while adhering to a total duration of a maneuver.Acceleration to reach maximum speed is permitted, and greater uniformity of braking at a target position is specified.

[0021] By means of such a well-designed and implemented comfort mode, the comfort of the vehicle user can be optimized.

[0022] In another possible embodiment of the process, the high-precision mode is used in contrast to the comfort mode. a lower possible number of permitted maneuvers of the vehicle, during or after their execution, a remaining distance falls below a specified value, and / or a continuation of maneuvers of the vehicle that are terminated at an early stopping point is permitted, and / or later times for starting operations in maneuvers are permitted, and / or a lower target uniformity of a braking operation to a target position is permitted, and / or a rolling backward of the vehicle during a starting operation on an incline and / or when crossing a curb is not permitted, and / or a lower tolerance for exceeding a maximum speed of the vehicle is permitted, and / or increased reproducibility of a maneuver is specified, and / or a lower priority is given to adhering to a total duration of a maneuver.

[0023] Using such a highly accurate mode, assisted maneuvers can be performed with particular precision and reliability.

[0024] Embodiments of the invention are explained in more detail below with reference to drawings.

[0025] This shows: Fig. 1 schematically a top view of a traffic situation, Fig. 2 schematically a top view of a traffic situation, Fig. 3 schematically a probability of residual distances occurring after a vehicle has performed a target braking maneuver, Fig. 4 schematically a dependency diagram of various parameters of a residual distance control system, Fig. 5 schematically the dependency diagram according to Figure 5 with a weighting of the parameters of the residual path control, Fig. 6 schematically the dependency diagram according to Figure 5with a further weighting of the parameters of the residual distance control, Fig. 7 schematically a block diagram of a system for residual distance control for a vehicle and Fig. 8 schematically a time course of a residual distance and a vehicle speed.

[0026] Corresponding parts are marked with the same reference symbols in all figures.

[0027] In Figure 1 The diagram shows a top view of a traffic situation with one vehicle (1) and several objects (O1 to O5). Object O1 is a wall, and objects O2 to O5 are vehicles.

[0028] In the depicted traffic situation, the free space R between vehicle 1 and objects O1 to O5, which form obstacles for vehicle 1 during a parking maneuver, is relatively large.

[0029] Vehicle 1 performs an automated parking maneuver in two stages. The first stage's target position, POS1, is located on a roadway. To reach POS1, Vehicle 1 reverses from its starting position and turns left. The second stage's target position, ZPOS, is located on a parking area next to object O5 and in front of object O1, which is represented as a wall. Vehicle 1 reaches ZPOS from the first stage's target position, by driving forward and turning right.

[0030] Figure 2 The diagram shows a top view of a traffic situation with one vehicle (1) and several objects (O1 to O10). Objects O1 to O10 are vehicles.

[0031] In the depicted traffic situation, the free space R between vehicle 1 and objects O1 to O10, which form obstacles for vehicle 1 during the parking maneuver, is relatively small.

[0032] Due to this relatively small free space R, vehicle 1 performs an automated parking maneuver in three steps. The first step, target position POS1, is located on a roadway. To reach this position, vehicle 1 reverses from its starting position and turns left. The second step, target position POS2, is also located on the roadway. To reach this second step, vehicle 1 moves forward from target position POS1 of the first step and turns right. The final position ZPOS of the entire parking maneuver, i.e., after completion of the third step, is located in a parking area next to object O10.Vehicle 1 reaches this target position ZPOS from the target position POS2 of the second maneuver by reversing and turning the steering wheel to the left.

[0033] For near-field assistance systems, such as a parking assistant, target braking and speed control during longitudinal maneuvering are subject to deviations. These physically unavoidable deviations, which depend on the current situation in which the vehicle is operating, are taken into account in the residual distance control system by executing it in either a comfort mode or a high-precision mode, depending on the situation. Key features of the trajectory management implemented in this way are: Different control functions, which perform highly accurate or comfortable longitudinal control, consideration of the free space R between the vehicle 1 and obstacles in its vicinity, for example objects O1 to O10, consideration of the gradient of a driving surface of the vehicle 1, consideration of maneuvers of the vehicle 1 which are ended at an early stopping point, and / or consideration of maneuvers of the vehicle 1, during or after their execution a remaining residual distance s (represented in Figure 8 ) falls below a predetermined value, that is, which end when a remaining distance is exceeded.

[0034] In general, if the residual distance control only has information about an (estimated) self-movement and no further feedback from the vehicle environment, information about the required guidance of vehicle 1 must be supplied to the residual distance control, which the residual distance control must fulfill for a current maneuver delay.

[0035] There are a multitude of possible maneuvering scenarios, whereby the Figures 1 and 2These are just two possible examples of such maneuvering scenarios for parking vehicle 1 in a parking space. Several other customer functions and special functions exist, such as remote parking, memory parking, automated valet parking, piloted parking, etc., which also execute such maneuvering scenarios within the framework of automated operation of vehicle 1. Even if a fairly similar setup exists for a single maneuvering scenario, the sequence of the respective assistance function must be derived anew for each execution, as many different influencing factors can occur, such as perceptual deviations, dynamic objects O1 to O10, different road surface conditions, the presence of curbs and stoppers, user interaction, etc.

[0036] Figure 3shows a probability p of the occurrence of residual distances s after a target braking maneuver of a vehicle 1.

[0037] In most cases where the remaining distance control stops vehicle 1 too early—that is, in cases where the remaining distance s has a positive value and exceeds a predetermined value, thus causing a premature stop of vehicle 1 (represented by area B1)—it is acceptable if only a small remaining distance s remains and the objective and duration of the entire maneuver are not affected. However, in confined scenes with little clearance R between vehicle 1 and obstacles, it is usually essential to utilize the available clearance R as fully as possible when executing each maneuver delay in order to achieve the planned number of maneuvers.

[0038] However, the occurrence of hard braking and exceeding the predefined value of the remaining distance s (represented by area B2) must also be minimized. This can be achieved either by adjusting the accuracy of the remaining distance control or by indicating that there is no need for escalation / exaggeration / increase of target braking when the remaining distance s is exceeded. These different approaches and capabilities are reported to the remaining distance control. By design, a remaining distance controller that calculates a target acceleration from the remaining distance or, in a control loop, a target torque (e.g., target braking torque), should increase the braking torque requirement when the remaining distance is negative, as one of the following events has likely occurred in the control system, i.e., with one or more feedback variables: Errors in disturbance variable observation (if any), such as gradient, coefficient of friction, load, etc., errors / variance of the actual acceleration, errors in the hydraulics / mechanics, controller application.

[0039] It may be intended that no such escalation should occur in comfort mode, as the controller application should be designed to be more tolerant in this mode.

[0040] In Figure 4 A dependency diagram of various parameters P1 to P5 of a residual path control system is shown.

[0041] In this context, a first parameter P1 relates, for example, to starting and stopping comfort, a second parameter P2 relates, for example, to robustness against disturbances, a third parameter to stability and reproducibility, a fourth parameter P4 to the total duration of a maneuver delay, and a fifth parameter P5 to stopping accuracy.

[0042] Since these parameters P1 to P5 are at least partially competing, the residual distance control must select a compromise between them during the execution of a maneuver. Corresponding rules for setting such compromises are already included in the design of the residual distance control.

[0043] To execute the residual path control, a residual path specification trajectory planner is trained to request different performance characteristics from a superior and / or subordinate controller. This results in a shift in the compromises.

[0044] The Figures 5 and 6 Dependency diagrams with different weightings of parameters P1 to P5 for the high-precision mode ( Figure 5 ) and the comfort mode ( Figure 6This provides examples of how a compromise between parameters P1 to P5 can be achieved for two different performance characteristics. The weighting of parameters P1 to P5 depends on what a vehicle user perceives as comfortable and is therefore at least partially subject to subjective evaluation. It is also possible to configure more than the two performance characteristics shown (high-precision mode and comfort mode), such as an exploit stroke (maximum utilization of the remaining distance setting). While this parameter could also be associated with stopping accuracy, here it refers to the avoidance of what customers consider a very undesirable "follow-up" (re-acceleration in the same direction after premature target braking). A remaining distance controller could also be configured to avoid this as often as possible, which effectively results in a shift and / or compression of the standard target braking distribution to the left.It may be intended that the fulfillment level of this parameter is maximized for comfort mode, or that the trajectory controller accepts premature stopping. In high-precision mode, it can be assumed that the parameter is fulfilled anyway, but a more aggressive controller will bring the vehicle to a stop too early more frequently.

[0045] In the high-precision mode, for example, the parameter P3, which relates to the stability and reproducibility of the maneuver, and the parameter P5, which relates to the stopping accuracy, are weighted more highly than the other parameters P1, P2, P4.

[0046] In comfort mode, for example, the parameter P1 relating to starting and stopping comfort, the parameter P2 relating to robustness against disturbances and the parameter P4 relating to compliance with the total duration of a maneuver delay are weighted more highly than the other parameters P3 and P5.

[0047] In particular, in high-precision mode, compared to comfort mode, later starting times for maneuvers during maneuvers and a lower target uniformity of braking to a target position POS1, POS2, ZPOS are permitted when setting parameter P1, which concerns starting and stopping comfort.

[0048] In particular, the high-precision mode is further modified compared to the comfort mode within the setting of parameter P2, which relates to robustness against disturbances, such that surface properties of the vehicle's driving surface have a minimal influence on accuracy, and rolling backwards of the vehicle 1 during an approach on an incline and / or when crossing a curb is not permitted. Specifically, rolling of the vehicle 1 against the engaged driving position is allowed depending on the clearance R and if the remaining distance s is exceeded in the final maneuver phase, for example, during hard braking.

[0049] In particular, in high-precision mode, compared to comfort mode, it is assumed, within the setting of parameter P3, which concerns the stability and reproducibility of the maneuver, that stability and reproducibility are a mandatory prerequisite for high accuracy and that a permissible tolerance for exceeding a maximum speed of the vehicle 1 is minimal.

[0050] In particular, the high-precision mode continues to be implemented in such a way as to prioritize compliance with a total duration of a maneuver delay over the comfort mode when setting parameter P4, which concerns the total duration of a maneuver delay.

[0051] In particular, in high-precision mode, compared to comfort mode, a lower number of permissible maneuvers of the vehicle are allowed when setting parameter P5, which concerns stopping accuracy; if, during or after their execution, a remaining distance s falls below a predetermined value, a lower standard deviation is permitted; and maneuvers of vehicle 1 that are terminated at an early stopping point are avoided and, if necessary, continued.

[0052] The high-precision mode is activated, for example, when there is little clearance R in the direction of travel to the respective target position POS1, POS2, ZPOS. It can also minimize the number of maneuvers by preventing the failure to utilize a predetermined remaining distance s, thus avoiding additional maneuvers. Furthermore, a maneuver can be continued after the vehicle 1 has come to a standstill if premature braking occurs. The high-precision mode is also particularly useful in confined spaces, such as when an entire maneuver takes place in a restricted environment, like a one-way street, and all maneuvers must be executed with high accuracy, even though the current target position POS1, POS2, ZPOS offers sufficient clearance R.Furthermore, the high-precision mode is also executed particularly when obstacles are close, in order to prevent overstepping target positions POS1, POS2, ZPOS when driving towards an obstacle. Additionally, the high-precision mode is also executed particularly when dynamic obstacles are close, whereby collision avoidance algorithms can impose a strict limit on the maximum speed of vehicle 1 to ensure collision avoidance in the current scene.

[0053] In contrast to the high-precision mode, the setting of parameter P1, which concerns starting and stopping comfort, allows for earlier starting times in maneuvering processes and a higher degree of uniformity of braking to a target position POS1, POS2, ZPOS.

[0054] In particular, the comfort mode, compared to the high-precision mode, is configured within the setting of parameter P2, which concerns robustness against disturbances, such that vehicle 1 is allowed to roll backward during an approach on an incline and / or when crossing a curb. Specifically, a rollback of vehicle 1 relative to the selected driving position is enabled depending on the clearance R and if the remaining distance s is exceeded during the final maneuver, for example, during hard braking.

[0055] In particular, the comfort mode is further modified compared to the high-precision mode within the setting of parameter P3, which concerns the stability and reproducibility of the maneuver, in such a way that a greater tolerance is allowed for exceeding a maximum speed of vehicle 1 and / or a reduced reproducibility of a maneuver delay is allowed.

[0056] In particular, the comfort mode continues to be implemented in contrast to the high-precision mode within the setting of parameter P4, which concerns the total duration of a maneuver delay, in such a way that, while adhering to the total duration of the maneuver delay, an acceleration of the starting process is permitted, an acceleration to reach a maximum speed of the vehicle 1 is permitted, and a greater uniformity of the braking process at a target position POS1, POS2, ZPOS is specified.

[0057] In particular, in Comfort mode, compared to High-Precision mode, the following adjustments are permitted when setting parameter P5, which relates to stopping accuracy: a greater number of permissible maneuvers during or after which the remaining distance falls below a predefined value; a greater number of permissible maneuvers that end at an early stopping point; and a greater standard deviation. Maneuvers can also be aborted and replanned. For example, maneuvers with an early stopping point are permitted when switching from High-Precision mode to Comfort mode because more clearance R is available.

[0058] The comfort mode is activated, for example, when there is a large free space R in the direction of travel to the respective target position POS1, POS2, ZPOS.

[0059] Figure 7shows a block diagram of a possible embodiment of a system 2 for a residual distance control for a vehicle 1.

[0060] System 2 comprises a real-world model 2.1, a trajectory management module 2.2, a residual path control module 2.3, and a self-motion module 2.4.

[0061] The trajectory management module 2.2, which is implemented on-board in vehicle 1 or in an external infrastructure, receives the respective target position POS1, POS2, ZPOS of a maneuver from the real-world model 2.1 and from the self-motion module 2.4, which determines self-motion data of vehicle 1, for example from inertial measurement sensors, radar-based sensors and / or proximity speed detection, in particular a standstill information SI and information SL about the gradient of a driving surface of vehicle 1.

[0062] Depending on the respective target position POS1, POS2, ZPOS of a maneuver delay and other environmental and vehicle parameters, the trajectory management module 2.2 determines a current situation and corresponding control parameters SP in a process step V2, for example a remaining distance of vehicle 1 to an obstacle and a maximum speed of vehicle 1 in a maneuver delay, and transmits these to the residual distance control module 2.3.

[0063] The residual path control module 2.3 begins in process step V3 with residual path control, including a power request for the current situation or scene and the respective maneuver delay. The power request specifies in which mode the residual path control should be executed: comfort mode or high-precision mode.

[0064] Furthermore, the residual distance control module 2.3 continuously determines an estimated stopping distance in a process step V4 and transmits this to the trajectory management module 2.2.

[0065] Depending on this estimated approach path, the trajectory management module 2.2 determines a clearance R of the vehicle 1 to an obstacle in a process step V5 at the respective target position POS1, POS2, ZPOS of a maneuver delay.

[0066] If necessary, in a further process step V6, the trajectory management module 2.2 submits a request to change the performance requirement, i.e., to change from comfort mode to high-precision mode or from high-precision mode to comfort mode.

[0067] After a target braking maneuver, the trajectory management module 2.2 receives the result of the target braking maneuver in a further process step V7 and decides whether the result is acceptable. After each target braking maneuver, the trajectory management module 2.2 stores a remaining distance s and, depending on this distance, the stopping distance estimated in process step V4, and the result of the target braking maneuver, decides whether the trajectory needs to be replanned.

[0068] Subsequently, with each subsequent maneuver delay to reach the corresponding target position POS1, POS2, ZPOS, taking into account the last value of the remaining distance s when comfort mode is selected, the high-precision mode is used until the target position ZPOS of the entire maneuver is reached.

[0069] In Figure 8are a progression of a remaining distance s and a vehicle speed v as a function of time t during a maneuver with two maneuver steps, for example a parking maneuver according to Figure 1 , shown.

[0070] In addition to decelerating vehicle 1, the residual distance control also accelerates vehicle 1 in order to perform a complete maneuver delay from starting to coming to a standstill again.

[0071] The temporal positions of process steps V3 to V6 are shown.

Claims

1. Method for remaining-distance control for a vehicle (1) for stopping the vehicle (1) at a predetermined stopping position, the remaining-distance control being optionally carried out in one of two modes, one of which is a comfort mode and the other mode is a high-precision mode, characterized in that - the vehicle (1) is guided to the predetermined stopping position in a plurality of predetermined maneuvers, the individual maneuvers each ending in a target position (POS1, POS2, ZPOS) at which the vehicle (1) is to be stopped, - a current situation is determined taking into account at least one maneuver already executed and - depending on the current situation, it is selected in which of the two modes the remaining-distance control is to be carried out, the selection being based on a comparison of the current situation with a list of predetermined situations, the list predetermining for each of the predetermined situations in which mode the remaining-distance control is to be carried out.

2. Method according to claim 1, wherein the comparison of the current situation with the list of predetermined situations is carried out by identifying a predetermined situation corresponding to the current situation in the list of predetermined situations depending on the current situation and selecting the mode predetermined for this situation for carrying out the remaining-distance control.

3. Method according to claim 1 or 2, wherein the current situation is determined taking into account a maneuver execution accuracy of the at least one maneuver already executed.

4. Method according to any of the preceding claims, wherein the current situation is determined taking into account a stopping accuracy with which the vehicle (1) has reached the particular target position (POS1, POS2, ZPOS) in at least one executed maneuver.

5. Method according to any of the preceding claims, wherein the current situation is determined taking into account at least one executed maneuver which was terminated at an early stopping point before reaching the particular target position (POS1, POS2, ZPOS).

6. Method according to any of the preceding claims, wherein the current situation is determined taking into account at least one maneuver, during or after the execution of which a remaining distance (s) to the particular target position (POS1, POS2, ZPOS) falls below a predetermined value.

7. Method according to any of the preceding claims, wherein variations in the stopping accuracies of all executed maneuvers are determined and stored and taken into account when determining the current situation.

8. Method according to any of the preceding claims, wherein the current situation is determined taking into account - a gradient of a driving surface of the vehicle (1) and / or - a clearance (R) between the vehicle (1) and at least one obstacle.

9. Method according to any of the preceding claims, wherein in comfort mode, compared to high-precision mode, - a greater possible number of permitted maneuvers of the vehicle (1) is predetermined, during or after the execution of which a remaining distance (s) falls below a predetermined value and / or - a greater possible number of permitted maneuvers of the vehicle (1) which are terminated at an early stopping point is predetermined and / or - an earlier possible time for a start-up procedure in a maneuver is allowed and / or - a greater target uniformity of a braking procedure to a target position (POS1, POS2, ZPOS) is predetermined and / or - rolling back of the vehicle (1) when starting on an incline and / or driving over a curb is allowed and / or - a greater tolerance for exceeding a maximum speed of the vehicle (1) is allowed and / or - a reduced reproducibility of a maneuver is allowed and / or - an acceleration of the start-up procedure while maintaining a total duration of a maneuver is allowed, an acceleration of reaching the maximum speed is allowed and a greater uniformity of a braking procedure at a target position (POS1, POS2, ZPOS) is determined.

10. Method according to any of the preceding claims, wherein in high-precision mode, compared to comfort mode, - a lower possible number of permitted maneuvers of the vehicle (1) is predetermined, during or after the execution of which a remaining distance (s) falls below a predetermined value, and / or - a continuation of maneuvers of the vehicle (1) which are terminated at an early stopping point is allowed and / or - later times for start-up procedures in maneuvers are allowed and / or - a lower target uniformity of a braking procedure to a target position (POS1, POS2, ZPOS) is allowed and / or - rolling back of the vehicle (1) when starting on an incline and / or driving over a curb is not allowed and / or - a lower tolerance for exceeding a maximum speed of the vehicle (1) is allowed and / or - an increased reproducibility of a maneuver is predetermined and / or - a low priority of compliance with a total duration of a maneuver is allowed.