Method for guiding a vehicle using an electronic vehicle guidance system, in particular a distance-maintaining assistance system, and vehicle guidance system

Abstract

The invention relates to a method for guiding a vehicle (1) using a vehicle guidance system (2): - detecting a lead vehicle (4) traveling directly in front of the vehicle (1) and determining movement information of the lead vehicle (4) on the basis of detected information (S1); - providing the movement information (S2); - detecting a surrounding region (10) in front of the lead vehicle (4), wherein an offset movement of the entire vehicle (1) is carried out in the direction (P) transverse to the lane (3a) so that the vehicle (1) is traveling in an offset manner relative to the lead vehicle (4) in the transverse direction (P), and the surrounding region (10) in front of the lead vehicle (4) can be detected laterally past the lead vehicle (4); - determining additional movement information which characterizes the movement pattern of at least one other vehicle (5) traveling in front of the lead vehicle (4) in the surrounding region (10) if another vehicle (5) is detected in said surrounding region (10); - providing the additional movement information; and - determining the guidance of the vehicle (1) by the vehicle guidance system (2) on the basis of the movement information and the additional movement information.

Description

[0001] Method for driving a vehicle with an electronic vehicle guidance system, in particular a distance control assistance system, and a vehicle guidance system

[0002] One aspect of the invention relates to methods for driving a vehicle with an electronic vehicle guidance system.

[0003] Another aspect of the invention relates to a vehicle guidance system for guiding a vehicle.

[0004] A vehicle-mounted radar device is known from US 2006 / 0284760 A1. The radar device has a transmitting and receiving device for transmitting and receiving a radar wave in the form of a radio wave. The radar device further has an object detection means for detecting a plurality of objects that are spaced from a vehicle with the on-board radar device and reflect the transmitted radar wave, based on an output signal of the transmitting and receiving device. The radar device also has a target vehicle extraction means for extracting the target vehicle to be monitored from the plurality of detected objects. The radar device has an object extraction means for extracting a blind spot object.

[0005] A disadvantage of the known radar device is that objects located in front of a lead vehicle, which is driving in front of one of its own vehicles with the radar device, often cannot be detected because they are obscured by the lead vehicle.

[0006] US 2021 / 0264788 A1 discloses a method and system for generating a collision warning for a driver of a host vehicle. The system includes an on-board sensor of the host vehicle for detecting the presence of a preceding vehicle, a wireless communication circuit for establishing wired communication with a remote vehicle, and a processing circuit for detecting the presence of a slow-moving remote vehicle in front of the host vehicle, tracking a vehicle immediately ahead of the host vehicle, and confirming that the slow-moving remote vehicle is affecting the travel speed of the host vehicle by detecting that the immediately ahead vehicle is decelerating.The invention is based on the object of creating a method and a vehicle guidance system in which or with which an environment located in front of a leading vehicle can be detected in an improved manner.

[0007] The problem is solved by the subject matter of the independent patent claims. Advantageous developments of the invention are defined by the dependent patent claims, the following description, and the figures.

[0008] One aspect of the invention relates to methods for guiding a vehicle with an electronic vehicle guidance system, in particular a distance control assistance system, comprising the following steps: a) detecting a leading vehicle traveling directly in front of the vehicle with a detection unit and determining movement information of the leading vehicle based on the detected information; b) providing the movement information to an evaluation unit of the vehicle guidance system; c) detecting an environmental area in front of the leading vehicle with a detection unit of the vehicle; d) determining additional movement information that characterizes a movement pattern of at least one further vehicle traveling in the environmental area in front of the leading vehicle, if another vehicle is detected in this environmental area; e) providing the additional movement information to the evaluation unit;f) determining a control of the vehicle with the vehicle control system depending on the movement information and the additional movement information;

[0009] To carry out step c), the entire vehicle is offset at least once in the transverse direction to the lane, so that the vehicle travels offset from the lead vehicle in this transverse direction and a detection unit of the vehicle can detect or detects the area in front of the lead vehicle laterally past the lead vehicle. In particular, the offset movement is carried out up to an offset position of the vehicle. In this way, the additional movement information relating to the other vehicle traveling in front of the lead vehicle can be detected more reliably and used to improve vehicle control. This results in more comprehensive and precise knowledge of at least one other vehicle traveling in front of the lead vehicle. This means that this potential information about this other vehicle can also be used more effectively for vehicle control.Because the offset movement allows the vehicle to detect laterally past the lead vehicle, a particularly large area of ​​the area in front of the lead vehicle can be captured. This is because, for example, there are no further limitations to the detection range, both upwards and forwards. Detection is also easier with such a laterally offset position. This also allows for more comprehensive and meaningful information about the area in front of the lead vehicle to be obtained. This, in turn, has the advantage that the movement of any other vehicle that may be present can be detected more accurately and comprehensively. This, in turn, results in improved use of this information for controlling the vehicle itself.

[0010] The execution of an offset movement is therefore defined and deliberate in the invention. The execution starts and ends in a defined manner. The execution of a lateral offset movement is also particularly advantageous in that the type of offset movement and / or the extent by which the vehicle is offset laterally is not predetermined in one embodiment, but can be carried out individually. This also enables a defined and deliberate dynamic during the offset process. Depending on the situation, an offset can thus be carried out as needed, for example a small lateral offset or a very large lateral offset can be set. This allows the best possible offset position to be set in a variety of ways in order to be able to detect the surrounding area in front of the lead vehicle as comprehensively as possible.

[0011] The lane is the lane of the roadway in which the vehicle and the leading vehicle travel. The lane may also be referred to as a traffic lane.

[0012] The detection unit can, for example, be an environmental sensor system. An environmental sensor system can be understood, for example, as a sensor system capable of generating sensor data or sensor signals that map, represent, or reproduce an environment of the environmental sensor system. In particular, the ability to detect electromagnetic or other signals from the environment is not sufficient for a sensor system to be considered an environmental sensor system. For example, cameras, radar systems, lidar systems, or ultrasonic sensor systems can be considered environmental sensor systems.

[0013] In particular, the vehicle guidance system guides the vehicle so that it does not leave the lane. In particular, the vehicle remains behind the lead vehicle during staggered travel. This means that the sequence of vehicles is not changed.

[0014] An electronic vehicle guidance system can be understood as an electronic system that is designed to guide a vehicle autonomously, in particular fully automatically or fully autonomously, in particular without requiring intervention by a driver. The vehicle then automatically performs all required functions, such as steering, braking and / or acceleration maneuvers, monitoring and recording road traffic, and corresponding reactions. In particular, the electronic vehicle guidance system can implement a fully automatic or fully autonomous driving mode of the motor vehicle according to level 5 of the SAE J3016 classification. An electronic vehicle guidance system can also be understood as an advanced driver assistance system (ADAS), which supports the driver in partially automated or semi-autonomous driving.In particular, the electronic vehicle guidance system can implement a partially automated or semi-autonomous driving mode according to levels 1 to 4 of the SAE J3016 classification. Here and below, "SAE J3016" refers to the corresponding standard in the April 2021 version.

[0015] The at least partially automated vehicle guidance may therefore include driving the vehicle according to a fully automated or fully autonomous driving mode of Level 5 according to SAE J3016. The at least partially automated vehicle guidance may also include driving the vehicle according to a partially automated or semi-autonomous driving mode according to Levels 1 to 4 according to SAE J3016.

[0016] The offset movement is a conscious and deliberate movement of the vehicle transverse to the direction of travel. For example, the offset movement is defined, in particular in terms of time and / or location. In particular, the offset movement is not a corrective movement of the vehicle guidance system, but a calculated trajectory. The surrounding area refers, for example, to an area in front of the leading vehicle that extends, for example, up to 100 m, in particular up to 50 m, in particular up to 30 m, in particular up to 20 m, in front of the leading vehicle. It is possible that several vehicles are detected in front of the leading vehicle in the surrounding area. In this case, the additional movement information may contain information about several vehicles, in particular all vehicles detected in the detection area, or only about the vehicle driving directly in front of the leading vehicle.

[0017] Because the additional movement information is recorded more reliably, it can also be detected, for example, if the other vehicle brakes before the lead vehicle does. This can, for example, prevent a rear-end collision in certain cases because the vehicle can react early, and in particular brake. This is also possible with lane keeping. If the other vehicle is driving more centrally in the lane than the lead vehicle, for example, the trajectory of the other vehicle can be taken into account in the movement of the vehicle, and in particular given preferential treatment. This can also apply, for example, to an evasive maneuver performed by the other vehicle, due to objects on the road or wildlife crossing.Even if the leading vehicle has not yet reacted in this regard, this additional movement information can at least be used to prepare the vehicle's control system to initiate specific driving maneuvers at an early stage.

[0018] In particular, the driving behaviour of the lead vehicle must always be taken into account, especially in critical traffic situations, in order to avoid an accident involving the vehicle, especially with the lead vehicle.

[0019] In one embodiment, the offset movement is started depending on at least one start criterion. This means that only the area in front of the lead vehicle, in particular any other vehicle that may be present there, is of interest depending on the situation. A blanket or permanent execution of an offset movement is thus avoided. This enables calm movement behavior of the vehicle and a pleasant driving experience. For example, a width of the roadway is detected. In particular, the detected width is provided to the evaluation unit. The start criterion can, if appropriate, consist of the detected width of the roadway being greater than a predefined minimum width. In particular, the minimum width depends on the width of the vehicle. Alternatively or additionally, a check can be carried out to determine whether the lead vehicle is present.In other words, in one embodiment, the offset movement is started, in particular when the roadway is sufficiently wide and / or the leading vehicle is present.

[0020] Further or alternative starting criteria can characterise the course of the roadway which the lane comprises and / or weather conditions and / or traffic density on the roadway and / or a speed of the vehicle. The traffic density of the roadway can characterise the traffic density in the lane and / or the traffic density of the oncoming lane which is intended for oncoming traffic. As a starting criterion, in addition to or instead of the other parameters mentioned, the position of the lead vehicle in the lane can also be taken into account. For example, the position in the width direction of the lane can be taken into account. If the lead vehicle is driving, for example, particularly very off-center in the lane, an offset movement in the width direction in which the lead vehicle is already driving off-center can be disadvantageous.In one embodiment, the offset movement can then take place in the other width direction.

[0021] In particular, the at least one start criterion is checked at predetermined time intervals. This means, in particular, that a value of the at least one start criterion is updated at the predetermined intervals. This also always provides highly up-to-date information to assess whether an offset movement is possible and, if so, in what manner.

[0022] For example, if the weather conditions are such that visibility is poor and / or the road surface is slippery, the offset movement may not be initiated or, particularly with regard to steering movement and / or speed, may only be initiated very carefully, meaning that no abrupt or sharp steering movements and / or changes in speed are made.

[0023] Traffic density can be detected, for example, by providing it to the vehicle from an external unit or by the vehicle's own detection unit. It is possible that the offset movement will not be initiated if traffic density is high on the opposite lane. The traffic density on the opposite lane can be detected and assessed, for example, as the number of vehicles per time interval. This can potentially prevent drivers of vehicles on the opposite lane from being startled.

[0024] It is possible that the offset movement is only started at a current speed of the vehicle that is, for example, greater than 30 km / h and / or less than 150 km / h, in particular less than 120 km / h.

[0025] The at least one start criterion ensures that the offset movement is carried out safely and, if necessary, not unnecessarily.

[0026] In particular, it is provided that, depending on the situation, a detection mode for detecting the surrounding area in front of the leading vehicle is activated. This can be dependent on at least one activation criterion. This can, for example, correspond to at least one of the above-mentioned start criteria. The offset movement is then carried out depending on such an activated detection mode. In particular, this occurs when it is possible, i.e. in particular without compromising road safety. In particular, a detection mode is ended when a specific time period has elapsed after activation and / or detection of another vehicle was successful, in particular was successful for a detection period. In particular, when the detection mode is ended, the execution of an offset movement, in particular an offset movement pattern, is also ended.

[0027] In one embodiment, in a continuously performed offset movement pattern, the offset movement is performed at least once in a direction toward a lane center or at least once in a direction toward a lane edge.

[0028] In other words, the vehicle leaves an initial position, particularly in a central area, within the lane, to the left or right, without leaving the lane. This means, in particular, that the vehicle does not drive onto or over a center line or a side lane marking. This can shift the detection area of ​​the detection unit.

[0029] In particular, the detection range is shifted so that the area in front of the leading vehicle can be detected and is no longer in the detection shadow of the leading vehicle. In other words, the detection range can be used more effectively.

[0030] It is possible for the vehicle to initially travel in one direction, then check whether the surrounding area in front of the leading vehicle can be detected. If the surrounding area in front of the leading vehicle cannot be detected or cannot be detected sufficiently, the vehicle may return to its starting position or continue in that direction, in particular to the center line or the lane edge marking. This can be referred to in particular as the continuously executed offset movement pattern. The continuously executed offset movement pattern is performed in particular for one, in particular a single, detection process.

[0031] In general, a coherently executed offset movement pattern refers to an offset movement sequence of the vehicle that is performed during a single planned or executed acquisition process for capturing the surrounding area in front of the leading vehicle. Several such individual processes each have their own offset movement pattern.

[0032] In one embodiment, it is determined based on at least one decision criterion whether the offset movement is carried out at least once in the direction towards the center of the road or at least once in the direction towards the edge of the road.

[0033] For example, the decision criterion is at least one of the starting criteria already mentioned. For example, the offset movement is performed at least once toward the edge of the road if increased traffic density is detected on the opposite lane. This, in particular, prevents the vehicles on the opposite lane from being affected by the offset movement.

[0034] It is possible that the decision criterion characterizes the course of the road. It is advantageous for the offset movement to occur to the left during a left turn. This means that in right-hand traffic, the offset movement can be performed toward the center of the road when a left turn is detected. The course of the road can be determined using map data or by the detection device. In a right-hand turn, the offset movement is performed primarily to the right. This also allows for improved detection of the area in front of the leading vehicle.

[0035] In one embodiment, in a continuously performed offset movement pattern, the offset movement is performed alternately at least once in the direction toward the center of the roadway and at least once in the direction toward the edge of the roadway.

[0036] In other words, in this exemplary embodiment, the continuously executed offset movement pattern can be described as serpentine or sinusoidal. This is a very advantageous example, since both lateral areas are detected at least once past the leading vehicle, or at least an attempt is made to do so. This allows for more comprehensive and, if necessary, more precise information about the surrounding area in front of the leading vehicle to be obtained.

[0037] It is possible for the offset movement pattern to be interrupted when the additional vehicle is detected. In particular, the current offset position of the vehicle is then maintained. This allows the additional movement information to be continuously recorded, for example. In particular, this allows a suitable offset position to be determined at which the additional vehicle can be detected ahead of the leading vehicle.

[0038] In one embodiment, a directional decision criterion is used to determine whether the offset movement is first carried out in the direction toward the center of the road or in the direction toward the edge of the road.

[0039] For example, the directional decision criterion is at least one of the starting criteria already mentioned.

[0040] This also helps to avoid any unnecessary and / or inaccurate and / or critical displacement movements.

[0041] In one embodiment, depending on offset criteria, it is determined, in particular dynamically, how close the vehicle approaches a lane boundary that forms a boundary to the adjacent lane during the offset movement and / or how close the vehicle approaches an outer lane boundary during the offset movement.

[0042] For example, the offset criteria are at least one of the start criteria already mentioned.

[0043] In other words, a permissible transverse driving area for the vehicle within the lane is determined. This can increase vehicle safety and, in particular, improve the efficiency of the process.

[0044] In one embodiment, to carry out step c), the detection unit on the vehicle is moved in the height direction and / or in the width direction relative to the vehicle.

[0045] For this purpose, the detection unit is mounted, for example, on a mounting unit that can be moved relative to the vehicle. This increases the flexibility of the detection area. In particular, it also makes it possible to detect the surrounding area above or below the leading vehicle. If necessary, this also allows for even better detection of the vehicle in front of the leading vehicle if the offset movement alone is not sufficient.

[0046] In one embodiment, the surrounding area is detected with at least one radar sensor as a detection unit.

[0047] In particular, the radar sensor is designed to detect the surrounding area.

[0048] In one embodiment, the offset movement is carried out as a sinusoidal travel trajectory, in particular in relation to a travel trajectory of the leading vehicle.

[0049] In one embodiment, a prediction of the further movement of the leading vehicle and / or the additional vehicle is performed based on the movement information and the additional movement information, and the prediction result is taken into account in the determination in step f). Such a prediction analysis can further improve the subsequent guidance of the vehicle, in particular making it safer.

[0050] In particular, the prediction is based on the lane's course. This allows the current offset position to be dynamically adjusted and the other vehicle to be detected, particularly continuously. This allows the additional movement information to be reliably determined.

[0051] In one embodiment, the detection unit and / or another detection unit generates a sensor signal which is evaluated by a computing unit to determine the start criterion and / or decision criterion and / or direction decision criterion and / or the offset criteria.

[0052] The detection unit could be, for example, a camera or a different sensor for environment detection. The processing unit could be, for example, the evaluation unit or a sub-unit thereof. For example, the processing unit could be part of the vehicle.

[0053] In one embodiment, the offset movement is performed in such a way that a maximum value for the lateral acceleration of a passenger of the vehicle is not exceeded. This can prevent the passenger from experiencing the offset movement as unpleasant.

[0054] In one embodiment, if the additional vehicle is detected, a current transverse position within the lane is maintained for a predetermined period of time relative to a center line.

[0055] The current lateral position can also be referred to as the current offset position. In this case, the vehicle continues to move forward. Only the distance to the center line or the lane edge marking remains, in particular, essentially constant.

[0056] A further aspect of the invention relates to an electronic vehicle guidance system for guiding a vehicle. The vehicle guidance system has at least one detection unit and at least one evaluation unit. The at least one detection unit is configured to detect a leading vehicle traveling directly in front of the vehicle and, depending on the situation, to detect an area of ​​the surroundings in front of the leading vehicle. The at least one evaluation unit is configured to determine movement information of the leading vehicle based on the detected information. Furthermore, the evaluation unit is configured to determine, depending on the situation, additional movement information for guiding the vehicle based on the movement information and the additional movement information.The vehicle guidance system is designed so that, in order to detect the surrounding area in front of the leading vehicle, an offset movement of the entire vehicle in the transverse direction to the lane is carried out at least once, so that the vehicle travels offset in this transverse direction to the leading vehicle and the detection unit of the vehicle can detect the surrounding area in front of the leading vehicle laterally past the leading vehicle.

[0057] The evaluation unit can be a computing unit or comprise one. A computing unit can be understood, in particular, as a data processing device that contains a processing circuit. The computing unit can therefore, in particular, process data to perform computing operations. This may also include operations for performing indexed access to a data structure, for example, a look-up table (LUT). The evaluation unit can be a single unit or be composed of at least two units. It can therefore also be an evaluation system.

[0058] The computing unit may, in particular, contain one or more computers, one or more microcontrollers, and / or one or more integrated circuits, for example one or more application-specific integrated circuits (ASICs), one or more field-programmable gate arrays (FPGAs), and / or one or more single-chip systems (SoCs). The computing unit may also contain one or more processors, for example one or more microprocessors, one or more central processing units (CPUs), one or more graphics processing units (GPUs), and / or one or more signal processors, in particular one or more digital signal processors (DSPs). The computing unit may also include a physical or virtual network of computers or other of the aforementioned units.

[0059] In various embodiments, the computing unit includes one or more hardware and / or software interfaces and / or one or more memory units.

[0060] A memory unit can be a volatile data memory, for example a dynamic random access memory (DRAM) or a static random access memory (SRAM), or a non-volatile data memory, for example a read-only memory (ROM), a programmable read-only memory (PROM), an erasable programmable read-only memory (EPROM), an electrically erasable programmable read-only memory (EEPROM), a flash memory or flash EEPROM, a ferroelectric random access memory (FRAM), a magnetoresistive random access memory,MRAM (magnetoresistive random access memory) or phase-change random access memory (PCRAM).

[0061] A further aspect of the invention relates to a vehicle having a vehicle guidance system according to the invention or an embodiment thereof.

[0062] Further embodiments of the vehicle guidance system according to the invention and of the vehicle according to the invention follow directly from the various embodiments of the method according to the invention, and vice versa. In particular, individual features and corresponding explanations as well as advantages relating to the various embodiments of the method according to the invention can be transferred analogously to corresponding embodiments of the vehicle guidance system according to the invention and of the vehicle according to the invention. In particular, the vehicle guidance system according to the invention and the vehicle according to the invention are designed or programmed to carry out a method according to the invention. In particular, the vehicle guidance system according to the invention and the vehicle according to the invention carry out the method according to the invention.

[0063] The invention also includes combinations of the features of the described embodiments.

[0064] Showing:

[0065] Fig. 1 is a schematic representation of an exemplary traffic situation, in which an exemplary embodiment of a vehicle according to the invention with an exemplary embodiment of a vehicle guidance system according to the invention is shown; Fig. 2 is a further schematic representation of an exemplary traffic situation, in which the vehicle is shown in a lateral offset position relative to a leading vehicle;

[0066] Fig. 3 is a flowchart of an embodiment of the method according to the invention.

[0067] Fig. 1 shows a schematic top view of an exemplary traffic situation. A vehicle 1 has an electronic vehicle guidance system 2. The vehicle 1 is guided within a lane 3a of a roadway 3 by this electronic vehicle guidance system 2, in particular a proximity assistance system and / or a lane centering system. In the example, the roadway 3 also has an oncoming lane 3b. A leading vehicle 4 is traveling in front of the vehicle 1. Another vehicle 5, for example, may be traveling in front of the leading vehicle 4.

[0068] The leading vehicle 4 traveling directly in front of the vehicle 1 can be detected by at least one detection unit 6. The detection unit 6 is a component of the vehicle 1. In particular, this detection unit 6 is a radar sensor. It can preferably be arranged at a front corner area 1a of the vehicle 1. In particular, this detection unit 6 is arranged in a fixed location at the corner area 1a.

[0069] Likewise, at least one further detection unit 7 may be present. It can preferably be arranged in an opposite, further front corner area 1b of the vehicle 1. In particular, this detection unit 7 is a radar sensor.

[0070] In particular, the detection unit 6 can have a detection area 8. For the sake of clarity, the detection area of ​​the further detection unit 7 is not shown.

[0071] The vehicle guidance system 2 has at least one evaluation unit 9. This may include a computing unit. The evaluation unit 9 is a component of the vehicle 1.

[0072] Fig. 1 shows a traffic situation in which the vehicle 1 is traveling centrally or essentially centrally behind the leading vehicle 4. Such lane-keeping following has the disadvantage that, as shown in Fig. 1, an environmental area 10 in front of the leading vehicle 4 cannot be detected, or can only be detected to a very limited extent, by the detection unit 6 and / or the detection unit 7. As shown schematically in Fig. 1, a partial area Wa of the environmental area 10 that is essentially in front of the leading vehicle 4 cannot be detected. If, as shown by way of example in Fig. 1, the other vehicle 5 is located in this partial area 10a, it cannot be detected by the detection units 6 and 7, or can only be detected inadequately. However, a further partial area 10b of the environmental area 10 located to the side and in front of the leading vehicle 4 can be detected.However, this essentially concerns an area in the oncoming lane 3b. This area is of secondary interest for the guidance of vehicle 1 as a follower of the lead vehicle 4. Fig. 1 also schematically shows a solid line extending forward from the lead vehicle 4, which indicates a detection shadow area. This area cannot be detected by the detection unit 6 and / or 7. The other vehicle 5 is located in this detection shadow area.

[0073] In the present configuration, vehicle 1 is intended to perform an offset movement. This is shown in a static snapshot according to the schematic representation in Fig. 2.

[0074] Fig. 2 shows an example of a situation in which the vehicle 1 has carried out a defined and deliberate offset movement towards the centre of the roadway, in particular initiated by a start criterion. Thus, when carrying out the offset movement, the vehicle 1 was moved from the position in Fig. 1 to a centre line 11. However, this line is not crossed. In this example, a preferably maximum possible lateral movement of the vehicle 1 was carried out as a lateral offset movement. This ensures that the vehicle 1, with at least the detection unit 6, can detect the surrounding area 10 laterally past the leading vehicle 4 in an improved manner. This is because the detection area 8 then also detects the partial area 10a at least partially. As a result, in the example, the other vehicle 5 can also be detected or detected more extensively. The detection shadow area is shifted here and the other vehicle 5 is no longer fully contained therein.

[0075] In particular, the detection area 8 can be "shifted" relative to the surroundings by the offset movement such that the additional vehicle 5 can be covered, in particular at least partially, by the detection area 8. This allows the additional vehicle 5 to be detected more comprehensively. This allows, for example, additional movement information to be determined that characterizes a movement pattern of the additional vehicle 5. If necessary, the additional movement information can be provided to the evaluation unit 9.

[0076] Optionally, the vehicle 1 in Fig. 2 can maintain a current offset position, in particular if it can detect the other vehicle 5 in this offset position. In particular, maintaining the current offset position means that the vehicle 1 maintains a constant distance in the transverse direction P while driving, for example relative to a center line 9 that separates the roadway 2 from the oncoming roadway 8.

[0077] The offset movement can be designed in a variety of ways. This can depend on specific criteria. An offset movement is performed as a coherent offset movement pattern. This means that for a detection process for improved detection of the surrounding area 10, this offset movement pattern is performed with a defined start and end, particularly in terms of time and / or location.

[0078] Below, an example process sequence is explained using a schematic flowchart. In particular, the steps of the process do not necessarily have to be performed in the order shown. The steps can, for example, be reversed in their order and / or performed at least partially simultaneously.

[0079] In a step S1, the leading vehicle 4 traveling directly in front of the vehicle 1 can be detected using a detection unit of the vehicle 1. This detection unit can be the detection unit 6 and / or 7. In addition to or instead of this, another detection unit, for example a camera, of the vehicle 1 can also be used for this purpose. Movement information of the leading vehicle 4 is determined based on the detected information.

[0080] In a step S2, the movement information can be provided to the evaluation unit 9 of the vehicle guidance system 2.

[0081] In an optional step S3, criteria, in particular start criteria, for assessing whether an offset movement of the vehicle 1 should be carried out can be detected by the detection unit 6, 7 and / or another detection unit or transmitted by an external unit and received by the vehicle 1 and provided to the evaluation unit 9.

[0082] The criteria can, for example, characterize a width of the lane 3a and / or a course of the lane 3a, and / or weather conditions and / or a traffic density on the lane 3a and / or a traffic density of an oncoming lane 3b and / or a current speed of the vehicle 1.

[0083] For example, the at least one starting criterion can be that lane 3a is wider than vehicle 1 by at least a predetermined value, for example, at least 40%. This may be the case in Fig. 1, and if the criterion mentioned as an example is the only starting criterion, the starting criterion is met. In particular, several selected criteria can be the at least one starting criterion. In particular, the starting criterion is only met if all selected criteria are met.

[0084] In an optional query A1, it can be checked whether the start criterion is met, in particular by evaluating the recorded or transmitted criteria. If the start criterion is not met, a predefined time, for example, between 1 second and 1 minute, in particular 10 seconds, can be waited for before the criteria, in particular only the selected criteria, are recorded and evaluated again.

[0085] Once it has been decided that an offset movement in the transverse direction P to lane 3 is to be carried out, it can then be assessed how this offset movement should be designed.

[0086] In an optional step S4, a directional decision criterion can be evaluated for this purpose. As a result of the evaluation, in one exemplary embodiment, it can be determined whether the offset movement is performed as a coherent offset movement pattern first at least once in the direction toward the center of the roadway, i.e., toward the center line 11, or first at least once in the direction toward the edge of the roadway. During the offset movement, the surrounding area 10 is detected continuously or at discrete time intervals according to a step S5.

[0087] In an optional query A2, it can be checked whether the environment in front of the leading vehicle 4 can be detected, in particular sufficiently. If the environment in front of the leading vehicle 4 cannot be detected, in particular not sufficiently, an extended offset movement pattern can be continued and a further offset movement can be carried out, for example further in the same direction or in the opposite direction along the transverse direction P. If, for example, the offset movement pattern has been completely carried out, the start criterion can optionally be detected again in step S3 after a predetermined time interval and checked in query A1. If the environment in front of the leading vehicle 3 can be detected, in particular sufficiently, a step S6 or S7 can optionally be carried out.

[0088] In a step S6, additional movement information that characterizes a movement pattern of the further vehicle 5 if another vehicle is detected in this surrounding area can be determined.

[0089] In a step S7, the additional movement information can be provided to the evaluation unit 9.

[0090] In a step S8, the vehicle 1 can be guided by the vehicle guidance system 2 depending on the movement information and the additional movement information.

Claims

Patent claims 1. A method for guiding a vehicle (1) with an electronic vehicle guidance system (2), in particular a distance keeping assistance system, comprising the following steps: a) detecting a leading vehicle (4) traveling directly in front of the vehicle (1) with a detection unit (6, 7) and determining movement information of the leading vehicle (4) on the basis of detected information (S1); b) providing the movement information to an evaluation unit (9) of the vehicle guidance system (S2); c) detecting an environmental area (10) in front of the leading vehicle (4) with a detection unit (6, 7) of the vehicle (1); d) determining additional movement information that characterizes a movement pattern of at least one further vehicle (5) traveling in the environmental area (10) in front of the leading vehicle (4), if another vehicle (5) is detected in this environmental area (10); e) providing the additional movement information to the evaluation unit (9);f) determining a guidance of the vehicle (1) with the vehicle guidance system (2) depending on the movement information and the additional movement information; characterized in that, to carry out step c), at least one offset movement of the entire vehicle (1) in the transverse direction (P) to the lane (3a) is carried out at least once, so that the vehicle (1) travels offset from the leading vehicle (4) in this transverse direction (P) and a detection unit (6, 7) of the vehicle (1) can detect the surrounding area (10) in front of the leading vehicle (4) laterally past the leading vehicle (4); 2. Method according to claim 1, wherein the offset movement is started depending on at least one start criterion.

3. Method according to one of the preceding claims, wherein in a continuously performed offset movement pattern, the offset movement is carried out at least once in a direction towards a lane centre (11) or at least once in one direction towards the edge of the road.

4. Method according to claim 3, wherein it is determined on the basis of at least one decision criterion whether the offset movement is carried out at least once in the direction towards the centre of the roadway (11) or at least once in the direction towards the edge of the roadway.

5. Method according to claim 1 or 2, wherein in a continuously performed offset movement pattern the offset movement is performed alternately at least once in the direction towards the lane centre (11) and at least once in the direction towards the lane edge.

6. Method according to claim 5, wherein a direction decision criterion is used to determine whether the offset movement is first carried out in the direction towards the centre of the roadway (11) or in the direction towards the edge of the roadway.

7. Method according to one of the preceding claims, wherein it is determined, in particular dynamically, depending on offset criteria, how close the vehicle (1) approaches a lane boundary (11) forming a boundary to the adjacent lane (3b) during the offset movement and / or how close the vehicle (1) approaches an outer lane boundary during the offset movement.

8. Method according to one of the preceding claims, wherein, to carry out step c), the detection unit (6, 7) on the vehicle (1) is moved in the height direction and / or in the width direction relative to the vehicle (1).

9. Method according to one of the preceding claims, wherein the surrounding area (10) is detected with at least one radar sensor as a detection unit (6, 7).

10. Method according to one of the preceding claims, wherein the offset movement is carried out as a sinusoidal travel trajectory, in particular in relation to a travel trajectory of the leading vehicle (4).

11. Method according to one of the preceding claims, wherein a prediction of the further movement of the leading vehicle (4) and / or of the further vehicle (5) is carried out depending on the movement information and the additional movement information and the prediction result is taken into account in the determination in step f).

12. Method according to one of claims 2 to 11, wherein the detection unit (6, 7) and / or a further detection unit generates a sensor signal which is evaluated by a computing unit in order to determine the start criterion and / or decision criterion and / or direction decision criterion and / or the offset criteria.

13. Method according to one of the preceding claims, wherein the offset movement is carried out in such a way that a maximum value for a lateral acceleration of a passenger of the vehicle (1) is not exceeded.

14. Method according to one of the preceding claims, wherein if the further vehicle (5) is detected, a current transverse position within the lane (3a) is maintained for a predetermined period of time relative to a center line (11).

15. Vehicle guidance system (2) for guiding a vehicle (1), comprising: - at least one detection unit (6, 7) for detecting a leading vehicle (4) traveling directly in front of the vehicle (1), and, depending on the situation, for detecting an environmental area (10) in front of the leading vehicle (4); - at least one evaluation unit (9) for determining movement information of the leading vehicle (4) on the basis of the acquired information, for determining additional movement information depending on the situation and for determining a guidance of the vehicle (1) depending on the movement information and the additional movement information; characterized in that the vehicle guidance system (2) is configured such that, in order to detect the surrounding area (10) in front of the leading vehicle (4), an offset movement of the entire vehicle (1) in the transverse direction (P) to the lane (3a) is carried out at least once, so that the vehicle (1) travels offset from the leading vehicle (4) in this transverse direction (P), and the detection unit (6, 7) of the vehicle (1) can detect the surrounding area (10) in front of the leading vehicle (4) laterally past the leading vehicle (4).

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