Vehicle remaining distance control method

Abstract

The present invention relates to a method for controlling the remaining distance of a vehicle (1) in order to stop the vehicle (1) at a predetermined stopping position, the remaining distance control being selectively performed in a comfort mode or in a high-precision mode. According to the present invention, the method is applied in an operation in which the vehicle (1) is guided to a predetermined stopping position in a number of predetermined operating steps, each of which ends at a target position (POS1, POS2, ZPOS) at which the vehicle (1) is stopped, and a current situation is determined taking into account at least one operating step already performed. Depending on the determined current situation, it is selected in which mode the vehicle (1) should be operated, either in the comfort mode or in the high-precision mode, the selection being based on a comparison of the current situation with a list of predefined situations, in which it is set out for each predefined situation whether the remaining distance control should be performed in the comfort mode or in the high-precision mode.

Description

[Technical field]

[0001] The present invention relates to a method for controlling a remaining distance of a vehicle in order to stop the vehicle at a predetermined stopping position. [Background technology]

[0002] From DE 10 2021 005 088 A1 a method is known for regulating or controlling the longitudinal movement of a vehicle according to a setpoint trajectory planned as a function of the detected surroundings. In order to stop the vehicle exactly at the stopping position specified by the setpoint trajectory, the system switches from acceleration control to distance regulation or distance control before vehicle stopping is initiated. In order to stop the vehicle exactly at the stopping position specified by the setpoint trajectory, the system switches from acceleration control to distance regulation or distance control before vehicle stopping is initiated once a predefined speed threshold is exceeded.

[0003] From DE 10 2016 006 213 A1 a method is known for executing an automated driving maneuver in which a vehicle is stopped in a controlled manner at a predefined stopping point, the controlled stopping being effected either in a speed mode designed for comfort or in a more precise acceleration mode, the mode selection being effected depending on the remaining distance to the stopping point.

[0004] From DE 10 2014 215 259 A1 a method and a device are known for automatically selecting a driving mode in a vehicle traveling along a route, whereby route-related information ahead of the vehicle is detected predictively and a driving mode is selected on the basis of the predictively detected information.

[0005] From DE 10 2018 207 964 A1, a method and a device are known for controlling a vehicle to a target position, in which the orientation of the vehicle at the target position is determined and a trajectory to the target position is determined taking into account the orientation of the vehicle at the target position and the direction from the actual position to the target position.

[0006] From DE 10 2020201921 A1, a method and a device are known for controlling the longitudinal speed of a vehicle during an automatically executed driving maneuver, in which a target point is specified and a target speed of the vehicle is determined on the basis of the remaining distance from the current vehicle position to the target point. Summary of the Invention [Problem to be solved by the invention]

[0007] SUMMARY OF THE PRESENT EMBODIMENT An object of the present invention is to provide a novel remaining distance control method for a vehicle for stopping the vehicle at a predetermined stopping position.

[0008] This object is achieved according to the invention by a method having the features of claim 1.

[0009] Advantageous embodiments of the invention are the subject matter of the dependent claims.

[0010] In the method for controlling the remaining distance of a vehicle for stopping the vehicle at a predetermined stopping position, the remaining distance control is selectively performed in one of two modes, one of which 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 precision. That is, the mode in which the remaining distance control is performed is determined selectively, i.e. based on a selection, so that the mode can be selectively (arbitrarily) switched between the comfort mode and the high-precision mode. The method is used in a multi-step operation in which the vehicle is guided to a predetermined stopping position in a number of operation steps. The individual operation steps end respectively at a target position at which the vehicle is stopped. The current situation is determined taking into account at least one operation step already performed, in particular taking into account the operation execution accuracy of the at least one operation step already performed. Depending on the current situation, it is selected in which of the two modes the remaining distance control should be performed, i.e. the remaining distance control should be performed in the comfort mode or the high-precision mode. This selection is based on a comparison of the current situation with a list of predefined situations. In the list, it is previously set in which mode the remaining distance control should be performed for each predefined situation. That is, it is preset which of the predefined situations should cause the remaining distance control to be performed in the comfort mode, and which of the preset situations should cause the remaining distance control to be performed in the high accuracy mode.

[0011] The comparison of the current situation with the list of predefined situations is preferably performed by identifying a predefined situation from the list that corresponds to the current situation depending on the current situation, and selecting a mode predefined for this situation for performing the remaining distance control. In particular, it is determined which of the predefined situations listed in the list is most suitable for the current situation, and the mode predefined for this situation is selected as the mode for performing the remaining distance control.

[0012] In principle, the actual remaining distance control is subject to variances throughout the chain of effects, which can result in unpleasant or incomprehensible operations for the vehicle user. In particular, the target braking follows a standard distribution. The method advantageously allows a situation-adapted remaining distance control by switching between a comfort mode and a high-precision mode, minimizing the number of unnecessary and unpleasant braking of the vehicle in multi-stage operations. In this case, for example, in an automated parking process of a vehicle, the assistance function guided in the forward and backward directions of the remaining distance control can be brought closer to human steering behavior, resulting in a significant improvement in comfort. This significantly improves the user experience with regard to vehicle operation with the assistance function.

[0013] In a possible embodiment of the method, the current situation, in particular the maneuver execution accuracy on the basis of which the current situation is determined, is determined taking into account the stopping accuracy with which the vehicle has reached the respective target position by means of at least one maneuvering step.

[0014] In a further possible embodiment of the method, the current situation, in particular the operation execution accuracy on the basis of which the current situation is determined, is determined taking into account at least one operation step which was terminated at an early stopping point before reaching the respective target position.

[0015] In a further possible embodiment of the method, the current situation, in particular the operation execution accuracy on which the current situation is determined, is determined taking into account at least one operation step, during or after the execution of which the remaining distance to the respective target position does not reach a specified value.

[0016] In a further possible embodiment of the method, the variance of the stopping accuracy in all executed operating steps is determined, saved and taken into account when determining the current situation, and thus taken into account in the continuation of the respective following operating steps, since this variance affects the mode selection. This makes it possible, for example, to incorporate the variance of the remaining distance control into the trajectory control or remaining distance setting on the interface between the trajectory control device and a higher or lower control device. This allows the imitation of human operating behavior to be further improved.

[0017] In a further possible embodiment of the method, the current situation is determined taking into account the gradient of the vehicle's driving surface and / or the space between the vehicle and at least one obstacle. This allows for a simple and reliable assessment and determination of the situation in a particularly advantageous manner. Due to the remaining distance control and switching taking into account the space, a high level of comfort for the vehicle user can be achieved frequently depending on the situation. Taking into account the gradient of the driving surface allows for a faster start of the vehicle during the maneuver.

[0018] In a further embodiment of the method, in the comfort mode, compared to the high accuracy mode, - the remaining distance does not reach the specified value during or after execution, the vehicle's permitted number of possible operating steps is set to a higher number, and / or - a larger number of permitted maneuver steps for a vehicle ending at an early stopping point is set, and / or - the earliest possible start of the process is permitted in the operating step, and / or the target uniformity of the braking process relative to the target position is set higher, and / or - the vehicle is permitted to roll back during the starting process on a slope and / or when climbing a curb, and / or -A greater tolerance is allowed for exceeding the vehicle's maximum speed, and / or - Reduced reproducibility of operational steps is permitted (tolerated) and / or - Acceleration of the starting process is permitted (tolerated), acceleration to reach the maximum speed is permitted (tolerated), and the braking process at the target position is more uniform, while respecting the total duration of the operating steps.

[0019] The comfort mode thus formed and executed makes it possible to optimize the comfort of the vehicle user.

[0020] In a further embodiment of the method, in the high accuracy mode, compared to the comfort mode, - the remaining distance does not reach the specified value during or after execution, the number of permitted (allowed) possible operating steps of the vehicle is set to a lower value, and / or - the continuation of a vehicle operation step that ends at an earlier stopping point is permitted, and / or - the operation step allows the start process to start later, and / or A lower target uniformity of the braking process relative to the target position is permitted, and / or - the vehicle is permitted to roll back during the starting process on a slope and / or when climbing a curb, and / or - A smaller tolerance is allowed for exceeding the vehicle's maximum speed limit, and / or -Improved reproducibility of operational steps is set, and / or - It is permitted (tolerated) to give a lower priority to compliance with the total duration of the operational steps.

[0021] The high precision mode thus formed allows the assisting maneuvers to be carried out particularly precisely and reliably.

[0022] In the following, an embodiment of the present invention will be explained in detail with reference to the drawings. [Brief description of the drawings]

[0023] [Figure 1] FIG. 2 is a schematic diagram showing a traffic situation from above. [Diagram 2] FIG. 2 is a schematic diagram showing a traffic situation from above. [Diagram 3] FIG. 11 is a schematic diagram showing the probability of a remaining distance occurring after target braking of a vehicle is performed. [Figure 4] FIG. 2 is a schematic diagram of the dependencies of various parameters of the remaining distance control. [Diagram 5] FIG. 6 is a schematic diagram of the dependency shown in FIG. 5 with weighting applied to the parameters of the remaining distance control. [Figure 6] FIG. 6 is a schematic diagram of the dependency shown in FIG. 5 with additional weighting on the parameters of the remaining distance control. [Figure 7] 1 is a schematic block diagram of a system for vehicle remaining distance control; [Figure 8] 5 is a schematic diagram showing changes over time in remaining distance and vehicle speed; FIG. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0024] In all the drawings, the same reference numerals are used to designate corresponding parts.

[0025] 1 is a top view of a traffic situation with a vehicle 1 and multiple objects O1 to O5. In this case, the object O1 is a wall and the objects O2 to O5 are vehicles.

[0026] In the traffic situation shown, the space R between the vehicle 1 and the objects O1-O5 is relatively large, and the objects O1-O5 represent obstacles to the vehicle 1 during a parking maneuver of the vehicle 1.

[0027] The vehicle 1 performs an automatic parking maneuver in two operating steps. The target position POS1 of the first operating step is on the road and, starting from the initial position (start position) shown, the vehicle 1 moves backwards and steers to the left to reach the target position POS1. The target position ZPOS of the entire parking maneuver, i.e. the target position ZPOS after the end of the second operating step, is in the parking area adjacent to the object O5 and in front of the object O1 which is formed as a wall. Starting from the target position POS1 of the first operating step, the vehicle 1 reaches this target position ZPOS by moving forward and steering to the right.

[0028] 2 is a top view of a traffic situation in which a vehicle 1 and a number of objects O1 to O10 are present. Here, the objects O1 to O10 are vehicles.

[0029] In the traffic situation shown, the space R between the vehicle 1 and the objects O1-O10 is relatively narrow (small), and the objects O1-O10 represent obstacles for the vehicle 1 during a parking maneuver.

[0030] Due to the relatively narrow space R, the vehicle 1 performs the automatic parking maneuver in three operating steps. The target position POS1 of the first operating step is on the road and, in order to reach the target position POS1, the vehicle 1 starts from the illustrated initial position and moves backwards while steering to the left. The target position POS2 of the second operating step is also on the road and, in order to reach this target position POS2, the vehicle 1 starts from the target position POS1 of the initial position of the first operating step and moves forward while steering to the right. The target position ZPOS of the entire parking maneuver, i.e. the target position ZPOS after the end of the third operating step, is on the parking area adjacent to the object O10. Starting from the target position POS2 of the second operating step, the vehicle 1 reaches this target position ZPOS by reversing and steering to the left.

[0031] In the case of such a short-distance assistance system such as parking assistance, the target braking and speed control during forward and backward maneuvers are subject to variations (fluctuations, fluctuations). Such physically unavoidable variations depend on the current situation in which the vehicle 1 is operating and are taken into account in the remaining distance control in terms of whether the remaining distance control should be performed in a comfortable mode or a high-precision mode depending on the situation. The main features of the trajectory management performed at this time are: -Various control capabilities (control performance) to perform highly accurate or comfortable forward / rearward control; taking into account the space R between the vehicle 1 and the obstacles around it, such as objects O1 to O10; - taking into account the gradient of the running surface of the vehicle 1, - taking into account operational steps of the vehicle 1 that end at an early stopping point, and / or Considering the operation steps of the vehicle 1 that are terminated when the remaining distance s (shown in FIG. 8) does not reach a specified value during or after the operation step, i.e., when the remaining distance is exceeded. It is.

[0032] Generally, when the remaining distance control only has information about the (estimated) self-motion and no further feedback from the vehicle's surroundings is available, the remaining distance control must be provided with information about the required guidance of vehicle 1 that it must perform for the current maneuvering step.

[0033] There are several possible operating scenarios, and in Figures 1 and 2 only two possible examples of operating scenarios for parking the vehicle 1 in a parking space are shown. There are also several further user functions, where such operating scenarios are executed as part of the automatic operation of the vehicle 1, as well as special functions, such as, for example, a remote-controlled parking function (remote parking), the so-called memory parking, the so-called automated valet parking or the so-called pilot parking. Even if there are very similar settings for the individual operating scenarios, the sequence of the respective assistance functions has to be derived anew for each execution, since many different influencing factors can occur, such as, for example, perception deviations, dynamic objects O1-O10, different road conditions, the presence of curbs and stops, user interactions, etc.

[0034] FIG. 3 is a schematic diagram showing the probability p of the remaining distance s occurring after the target braking of the vehicle 1 is executed.

[0035] Most cases (shown in region B1) where the remaining distance control stops the vehicle 1 too early, i.e. the remaining distance s has a positive value and exceeds a prescribed value, causing the vehicle 1 to stop early, are acceptable when the remaining distance s is small and does not affect the destination and duration of the entire operation. In contrast, in a narrow scene with little space R between the vehicle 1 and the obstacles, it is almost essential to make maximum use of the available space R when performing each operation step in order to achieve the planned number of operation steps.

[0036] However, at the same time, it is necessary to minimize the occurrence of strong braking (sudden braking, hard braking) and exceeding the specified value of the remaining distance s (shown in area B2). This can be done by adjusting the accuracy of the remaining distance control or by indicating that there is no need to expand / extend / increase the target braking if the remaining distance s is exceeded. These various procedures or capabilities are communicated to the remaining distance control. In principle, a remaining distance control unit that calculates the target acceleration or target torque, e.g. the target braking, from the remaining distance to be traveled, needs to increase the braking torque requirement if the remaining distance setting is negative. This is because it is likely that one of the following events is occurring in the control, i.e. in one or more feedback variables: - Errors in disturbance measurements (if any), such as gradient, friction coefficient, load, etc. - Error / variance of actual acceleration, -Hydraulic / mechanical errors (failures), -Controller application (controller application, control application)

[0037] The controller application is designed to be more tolerant here, so that such magnification can be prevented in comfort mode.

[0038] FIG. 4 shows a diagram of the dependencies of various parameters P1 to P5 of the remaining distance control.

[0039] In this case, the first parameter P1 is related, for example, to starting and stopping comfort, the second parameter P2 is related, for example, to robustness against external disturbances, the third parameter is related to stability and repeatability, the fourth parameter P4 is related to the total duration of the operating step and the fifth parameter P5 is related to stopping accuracy.

[0040] Since these parameters P1 to P5 are formed to be at least partially in conflict with each other, a compromise must be selected between the parameters P1 to P5 by the remaining distance control during the execution of the operation. Appropriate rules for setting such a compromise are already included (stored) in the design of the remaining distance control.

[0041] To perform the remaining distance control, the remaining distance setting trajectory planning unit (trajectory control device) is designed (formed) to request various performance characteristics from the higher level and / or lower level control unit (control device), which results in changing compromises.

[0042] 5 and 6 show dependency diagrams with different weightings of the parameters P1 to P5 for high accuracy mode (FIG. 5) and comfort mode (FIG. 6), thus showing an example of how a compromise between the parameters P1 to P5 can be resolved for two different performance characteristics. The weighting of the parameters P1 to P5 depends on what the vehicle user finds comfortable, and is therefore at least partly influenced by a subjective evaluation. It is also possible to set several features beyond the two illustrated performance characteristics (high accuracy mode and comfort mode), for example exploit stroke (maximum use of remaining distance setting). These parameters can also be assigned a stopping accuracy, where the intention is to avoid readjustments (premature target braking followed by repeated starts in the same direction), which are very unpleasant from the customer's point of view. The remaining distance control can also be adjusted to avoid this readjustment as often as possible, which effectively results in a shift to the left and / or compression of the standard distribution of the target braking. In comfort mode, the achievement of this parameter can be maximized, or the trajectory control can accept an early stop. In high accuracy mode, it can be assumed that this parameter will be achieved in all cases, but stricter controls may frequently bring the vehicle to an early halt.

[0043] In the high accuracy mode, for example, parameter P3 related to stability and repeatability of operation and parameter P5 related to stopping accuracy are weighted more heavily than the other parameters P1, P2, P4.

[0044] In the comfort mode, for example, parameter P1 related to starting and stopping comfort, parameter P2 related to robustness against disturbances, and parameter P4 related to compliance with the total duration of the operating steps are weighted more heavily than the other parameters P3 and P5.

[0045] In particular, in the high precision mode compared to the comfort mode, within the framework of the setting of the parameter P1 related to starting and stopping comfort, the point in time of the starting process in the operating step can be delayed and the target uniformity of the braking process to the target positions POS1, POS2, ZPOS can be lowered.

[0046] In particular, the high accuracy mode compared to the comfort mode is further implemented within the framework of the setting of the parameter P2 related to the robustness against disturbances such that the influence of the surface properties of the driving surface of the vehicle 1 on the accuracy is minimized and also such that the vehicle 1 is not allowed to move backwards during the starting process on a slope and / or when climbing over a curb. In particular, the permission (decontrol) of the vehicle 1 to move towards (against) the set driving position is selected depending on the space R and depending on the exceedance of the remaining distance s during a previous operating step, e.g. during heavy braking.

[0047] In particular, in the high precision mode compared to the comfort mode, it is further assumed that in setting parameter P3 related to the stability and repeatability of operation, stability and repeatability are prerequisites for high precision, and the tolerance for exceeding the maximum speed of vehicle 1 is minimal.

[0048] In particular, in the high precision mode compared to the comfort mode, furthermore, within the framework of the setting of parameter P4 relating to the total duration of the operating step, execution continues such that compliance with the total duration of the operating step has a lower priority.

[0049] In particular, in the high precision mode compared to the comfort mode, within the framework of the setting of the parameter P5 related to the stopping accuracy, the possible number of permitted operating steps of the vehicle 1 during or after which the remaining distance s does not reach a specified value is reduced, smaller standard deviations are tolerated, and operating steps of the vehicle 1 that end at an early stopping point are avoided and continued (continued) if necessary.

[0050] The high-precision mode is activated, for example, when there is little space R in the driving direction to the respective target positions POS1, POS2, ZPOS. The number of operation steps can also be minimized by avoiding non-use of the defined remaining distance s and thus avoiding additional operation steps. In case of early target braking, it is also permitted to continue the operation steps after the vehicle 1 has stopped. Furthermore, the high-precision mode is also executed in particularly narrow situations, for example, when the current target positions POS1, POS2, ZPOS provide sufficient space R, but the entire operation is performed in a narrow environment, such as a one-way street, and all operation steps must be performed with high precision. Furthermore, the high-precision mode is also executed, in particular, when there is an obstacle nearby, in order to avoid overshooting the target positions POS1, POS2, ZPOS when driving towards the obstacle. Furthermore, the high-precision mode is executed, in particular, when there is a dynamic obstacle nearby, in which case the collision avoidance algorithm can request a strict limit on the maximum speed of the vehicle 1, thereby ensuring collision avoidance in the current scene.

[0051] In contrast, in the comfort mode, compared to the high precision mode, within the framework of the setting of the parameter P1 relating to starting and stopping comfort, the point in time of the starting process in the operating step can be made particularly earlier and the target uniformity of the braking process to the target positions POS1, POS2, ZPOS can be made higher.

[0052] In particular, the comfort mode compared to the high precision mode is implemented in such a way that, within the framework of the setting of the parameter P2 related to the robustness against disturbances, the vehicle 1 is allowed to move backwards during the starting process on a slope and / or when climbing over a curb. In particular, the permission (release of control) of the vehicle 1 to move against (towards) the set driving position is selected depending on the space R and depending on the exceeding of the remaining distance s of a previous operating step, e.g. during heavy braking.

[0053] In particular, compared to the high precision mode, the comfort mode is further designed to allow a greater tolerance for exceeding the maximum speed of the vehicle 1 and / or to allow reduced reproducibility of the operating steps, within the framework of the setting of parameter P3 related to the stability and reproducibility of the operation.

[0054] In particular, in the comfort mode, in addition, within the framework of the setting of parameter P4 related to the total duration of the operating step, acceleration of the starting process is permitted, acceleration to reach the maximum speed of the vehicle 1 is permitted, and a higher uniformity of the braking process to the target positions POS1, POS2, ZPOS is set, while respecting the total duration of the operating step.

[0055] In particular, in comparison with the high accuracy mode, the comfort mode also allows, within the framework of the setting of the parameter P5 related to the stopping accuracy, a larger number of permitted maneuver steps of the vehicle during or after which the remaining distance s does not reach a specified value, a larger number of permitted maneuver steps of the vehicle that are allowed to end at an early stopping point, and a larger standard deviation. It is also possible to interrupt a maneuver step and plan it anew. The permission of a maneuver step at an early stopping point takes place, for example, when switching from the high accuracy mode to the comfort mode, because a larger space R is available.

[0056] The comfort mode is activated, for example, when a wide space R exists in the travel direction to each of the target positions POS1, POS2, and ZPOS.

[0057] FIG. 7 shows a block diagram of a possible embodiment of a system 2 for remaining distance control of a vehicle 1 .

[0058] System 2 includes a real-world model 2.1, a trajectory management module 2.2, a remaining distance control module 2.3, and a self-motion module 2.4.

[0059] The trajectory management module 2.2, formed on-board within the vehicle 1 or within an infrastructure external to the vehicle, receives from the real world model 2.1 the respective target positions POS1, POS2, ZPOS of the operating steps and also receives, in particular, stop information SL and information SL regarding the gradient of the driving surface of the vehicle 1 from an ego-motion module 2.4, which calculates the ego-motion data of the vehicle 1, for example by means of an inertial measurement sensor system, a radar-based sensor system and / or a proximity speed detection system.

[0060] Depending on the target positions POS1, POS2, ZPOS and other surrounding parameters and vehicle parameters of each operation step, the trajectory management module 2.2 calculates the current situation and corresponding control parameters SP in procedure V2, such as the remaining distance of the vehicle 1 to the obstacle and the maximum speed of the vehicle 1 in the operation step, and transmits them to the remaining distance control module 2.3.

[0061] The remaining distance control module 2.3 starts the remaining distance control in step V3, which includes the current situation or scene and the execution request for the respective operation step. The execution request includes in which mode to execute the remaining distance control, i.e., in the comfort mode or in the high accuracy mode.

[0062] Furthermore, the remaining distance control module 2.3, in particular continuously, calculates an estimated stopping distance in step V4 and transmits this to the trajectory management module 2.2.

[0063] According to this estimated stopping distance, the trajectory management module 2.2 calculates in step V5 the space R of the vehicle 1 to the obstacle at each of the target positions POS1, POS2, and ZPOS of the operation step.

[0064] If necessary, the trajectory management module 2.2 requests a change of execution requirements in a further step V6, ie from comfort mode to high accuracy mode or from high accuracy mode to comfort mode.

[0065] After execution of the target braking, the trajectory management module 2.2 receives the result of the target braking in a further step V7 and decides whether the result is acceptable. After each target braking, the trajectory management module 2.2 saves the remaining distance s and decides whether the trajectory needs to be re-planned depending on this remaining distance s, the stopping distance estimated in step V4 and the result of the target braking.

[0066] Then, each next operation step until the corresponding target position POS1, POS2, ZPOS is reached is continued in high precision mode until the target position ZPOS of the entire operation is reached, taking into account the last value of the remaining distance s at the time of selecting the comfort mode.

[0067] FIG. 8 shows the course of the remaining distance s and the vehicle speed v as a function of time t for a maneuver having two maneuver steps, as shown, for example, in the parking maneuver according to FIG.

[0068] Besides decelerating the vehicle 1, the remaining distance control also accelerates the vehicle 1, performing the complete maneuvering steps from starting to stopping again.

[0069] Here, the time positions of steps V3 to V6 are shown. [Prior art documents] [Patent documents]

[0070] [Patent Document 1] DE 102021005088 A1 [Patent Document 2] DE 102016006213 [Patent Document 3] DE 102014215259 A1 [Patent Document 4] DE 102018207964 A1 [Patent Document 5] DE 102020201921 A1

Claims

1. A method for controlling a remaining distance of a vehicle (1) for stopping the vehicle (1) at a predetermined stopping position, comprising the steps of: The remaining distance control is selectively performed in one of two modes, one of which is a comfort mode and the other of which is a high-precision mode; the vehicle (1) is guided to a predetermined stopping position in a number of predetermined operating steps, each of which ends at a target position (POS1, POS2, ZPOS) at which the vehicle (1) is stopped, the current situation is determined taking into account at least one operational step that has already been performed, Depending on the current situation, a selection is made in which of the two modes the remaining distance control should be performed, said selection being based on a comparison of the current situation with a list of predefined situations, in which for each of the predefined situations the mode in which the remaining distance control should be performed is predefined. A method comprising:

2. the comparison between the current situation and the list of predefined situations is performed by identifying a predefined situation corresponding to the current situation from the list of predefined situations according to the current situation, and selecting a mode preset for this situation for the execution of the remaining distance control. The method of claim 1.

3. The current situation is determined taking into account the operation execution accuracy of at least one operation step that has already been executed. The method according to claim 1 or 2.

4. the current situation is determined taking into account the stopping accuracy with which the vehicle (1) has reached each of the target positions (POS1, POS2, ZPOS) by at least one executed operating step, The method according to any one of claims 1 to 3.

5. Method according to any one of claims 1 to 4, characterized in that the current situation is determined taking into account at least one executed operating step which ended at an early stopping point before reaching the respective target position (POS1, POS2, ZPOS).

6. The current situation is determined in consideration of at least one operation step, and during or after the operation step, a remaining distance (s) to each target position (POS1, POS2, ZPOS) does not reach a specified value. The method according to any one of claims 1 to 5.

7. The variation in the stopping accuracy for all executed operation steps is determined and stored and is taken into account when determining the current situation. The method according to any one of claims 1 to 6.

8. The current situation is as follows: the gradient of the surface on which the vehicle (1) runs and / or the space (R) between said vehicle (1) and at least one obstacle; The present invention is characterized in that the above is determined taking into consideration the above. The method according to any one of claims 1 to 7.

9. In the comfortable mode, compared to the high-precision mode, the remaining distance (s) during or after the execution does not reach a specified value, the possible number of permitted operating steps of the vehicle (1) is set higher, and / or a higher possible number of permitted operating steps of the vehicle (1) ending at an early stopping point is set, and / or - the earliest possible start of the process is permitted in the operating step, and / or the target uniformity of the braking process relative to the target positions (POS1, POS2, ZPOS) is set higher, and / or - the vehicle (1) is allowed to move backwards during the starting process on a slope and / or when climbing a curb, and / or a greater tolerance is allowed for exceeding the maximum speed of the vehicle (1), and / or - the reproducibility of the operational steps is reduced, and / or Acceleration of the starting process is permitted, while respecting the total duration of the actuation steps, acceleration to reach the maximum speed is permitted, and a higher uniformity of the braking process at the target positions (POS1, POS2, ZPOS) is set. Characterized in that The method according to any one of claims 1 to 8.

10. In high-precision mode, compared to comfort mode, the remaining distance (s) does not reach a specified value during or after execution, the possible number of permitted operating steps of the vehicle (1) is set lower, and / or - the continuation of an operating step of the vehicle (1) that ends at an earlier stopping point is permitted, and / or - in the operating step, a later start-up process is permitted, and / or a lower target uniformity of the braking process relative to the target positions (POS1, POS2, ZPOS) is permitted, and / or - the vehicle (1) is not allowed to move backwards during the starting process on a slope and / or when climbing a curb, and / or a smaller tolerance is allowed for exceeding the maximum speed of the vehicle (1), and / or - Improved reproducibility of the operation steps is set, and / or - Allows lowering the priority of compliance with the total duration of the operational steps Characterized in that The method according to any one of claims 1 to 9.

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