DE102007043912A1 - Method for controlling a driver assistance system - Google Patents

Abstract

The The invention relates to a method for the control of a Driver assistance system 10 of a vehicle 100 with LKS function, in which the activation of the LKS function is a lateral pendulum movement of the vehicle 100 can cause. In the process, the course becomes the vehicle 100 then monitors whether a lateral Oscillation occurs. In the detection of a pendulum movement the driver assistance system 10 is controlled such that the pendulum movement the vehicle 100 completely prevented or at least largely is reduced.

Description

State of the art

The invention relates to a method for controlling a driver assistance system according to the preamble of claim 1. An assistance function for Lane Departure Warning (LDW = Lane Departure Warning), in which the driver of a motor vehicle is warned acoustically or haptically before leaving the lane, is now, in particular in the commercial vehicle sector, commercially available. In addition to this assistance function, a steering assistance function (LKS = Lane Keeping Support) is also known from the following articles, which actively supports the driver by directing guiding moments while keeping the vehicle in the lane:
This steering assistance function is referred to below as the LKS function. In a driver assistance system with LKS function of the type mentioned in the introduction, a substantially stable lateral oscillating movement of the vehicle within the lane may occur. This pendulum motion is caused by the LKS function intervening as the vehicle approaches the edges of a corridor defined around the center of the lane to keep the vehicle in lane. This more or less pronounced lateral pendulum movement can be a nuisance to sensitive drivers, which can lead to them being opposed to such an automatic lateral guidance of their vehicle. Furthermore, too strong a lateral pendulum motion of a vehicle can also cause irritation for other road users since, when observing such a pendulum motion in a vehicle driving ahead, for example, they suspect that the driver of this vehicle is no longer properly in control of his vehicle or with the microsleep fights.

• – Erfassen oder Abschätzen von Umgebungsdaten einer, vorzugsweise momentanen, Verkehrssituation,
• – Erfassen oder Abschätzen von, vorzugsweise momentanen, Bewegungsdaten des Fahrzeugs,
• – Vergleichen der erfassten oder abgeschätzten Umgebungsdaten mit den Bewegungsdaten des Fahrzeugs,
• – Vergleichen der erfassten oder abgeschätzten Umgebungsdaten mit den Bewegungsdaten des Fahrzeugs,
• – Änderung der Unterstützung einer Lenkhandhabe nach Maßgabe des Vergleichs.

Out DE 101 37292 A1 is a method for operating a driver assistance system of a vehicle, in particular of a motor vehicle, with a power-assisted steering, with the following method steps:

• Acquiring or estimating environmental data of a preferably current traffic situation,
• Detecting or estimating, preferably momentary, movement data of the vehicle,
• Comparing the detected or estimated environmental data with the movement data of the vehicle,
• Comparing the detected or estimated environmental data with the movement data of the vehicle,
• - Change of support of a steering handle according to the comparison.

Out DE 197 20 626 A1 For example, a driving state monitoring device for a motor vehicle is known, which is used for monitoring the driving state of a driver of the vehicle. The behavior of the vehicle and / or a driving operation of the driver and / or at least one state of the driver are detected to thereby generate driving state display data indicating the driving state of the driver. It is determined whether the driving condition of the driver is abnormal based on the generated running state display data. Unless it is determined that the driving state of the driver is abnormal, a measure of normality of the driving state of the driver is detected by inputting a plurality of individual data of the driving state display data to a neutral network. There is a warning and / or control of the vehicle depending on a result of determining whether the driving condition of the driver is abnormal, and the degree of normality of the driving condition of the driver.

Disclosure of the invention

The Control of a driver assistance system with a lateral guidance the vehicle assistive assistance function, in particular LKS Keeping Support will be further improved. In particular, one caused by interventions by the LKS function Oscillation of the vehicle as fast as possible and with low Expense detected and attenuated so that the driver affected by the pendulum motion of his vehicle automatically Transverse leadership of his vehicle feels comfortable again and thus the acceptance of the system increases.

To the detection of a lateral oscillating movement of the vehicle by a time-limited corrective intervention of the driver assistance system the vehicle again parallel to the direction of the lane, or in the direction of the target trajectory, aligned.

Advantageous effects

With the aid of the invention, it is possible to stop lateral commuting of the vehicle in the lane, which can occur when the vehicle is being guided transversely by the Lane Keeping Support Function (LKS function) with an intervention-free area around the middle of the lane of a driver assistance system and the driver is not actively steering himself. The corrective intervention takes place immediately after the safe detection of a lateral oscillating movement of the vehicle. Since this pendulum movement with a change in the transverse storage of the vehicle from a reference trajectory, such as the center of the lane, and a change in the differential angle between the direction of travel of the vehicle and the course of a reference trajectory, beispielswei se of the center of the lane is connected, can be detected very quickly by detecting the cross-shelf and the differential angle, a pendulum motion of the vehicle. The corrective intervention is carried out so that the driver feels comfortable and not disturbing. The inventive solution allows a smooth transition between the normal guiding engagement of the LKS function and the corrective action for stopping the pendulum movement. The inventively proposed method for the detection of a lateral oscillatory movement of a vehicle supported by an LKS function is very fast and saves resources, such as running time, measuring time and storage capacity. In comparison with a method based on a Fourier analysis, which requires the acquisition of numerous measured values with subsequent Fourier transformation, a pendulum movement can be detected after a comparatively short duration and without lengthy measurements. In practice, less than a single oscillation period is sufficient to reliably detect the occurrence of a pendulum motion. The very short detection time then allows a very quick intervention, for example, to dampen excessive and disturbing pendulum motion by engaging in systems of the vehicle. By selecting the differential angle as a control variable and the yaw rate of the vehicle as an additional auxiliary control variable results in the used speed range, a particularly stable control loop that is robust against disturbances, such as the road inclination and its change, the curvature of the lane and their change, and against systematic, slowly changing sensor errors, such as in particular offset values of the sensors. With the inventive solution, a gentle corrective action to reduce the pendulum movement is still possible, which is also perceived by the driver as particularly comfortable and not disturbing.

Further Advantages result from the description, the dependent claims and the drawing.

Brief description of the drawings

embodiments The invention will be described in more detail below with reference to the drawing explained. It shows

1 a block diagram of a driver assistance system;

2 a flow chart;

3 a supervision of a traffic area;

4 a block diagram of a driver assistance system;

5 a block diagram of an intervention controller

6 in a diagram, the course of the weighting parameter as a function of time;

7 in a diagram, the course of the weighting parameter as a function of time.

Embodiments of the invention

First, with reference to 1 to 3 , explains how a lateral pendulum motion of a vehicle caused by an active LKS function can be detected. With reference to 4 and 5 Then, the solution according to the invention is explained, with the aid of which a detected lateral oscillating movement of the vehicle can be largely stopped as quickly as possible and comfortable for the driver. The invention requires that in a vehicle 100 a driver assistance system 10 is arranged with a track recognition function, in particular video-based track recognition function. By means of the lane detection function, the relative vehicle position within the lane 30 be recorded. For the invention described here, the prepared (if necessary filtered) variables, such as lateral vehicle placement to the lane center, differential angle between the vehicle longitudinal axis and the roadway, as well as the road curvature must be present. Likewise, various driving dynamics variables of the vehicle 100 , such as vehicle longitudinal speed and the driver's wheel torque required. 1 shows a block diagram of a driver assistance system according to the invention 10 , The driver assistance system 10 initially includes a functional module 5 for the detection of a pendulum movement. The functional module 5 is with another functional module 6 connected for the action. The functional modules 5 and 6 include a plurality of input terminals E1 to E5 and E6. The input terminal E1 is via a filter 1 with the function module 5 connected. About the input terminal E1 is the function module 5 fed the detected by a corresponding sensor steering wheel torque. The input terminal E2 is via a filter 2 with the function module 5 connected. The input terminal E2 is used to connect the function module 5 fed to the lane curvature. The input terminal E3 is via a filter 3 with the function module 5 connected. Via the input connection E3 is the function module 5 the difference angle Ψ between the vehicle longitudinal axis 100.1 and the direction of the lane 30 fed. The input terminal E4 is via a filter 4 with the function module 5 connected. Via the input connection E4 is the function module 5 the lateral storage of the vehicle 100 from the middle 30.3 the lane 30 fed. Via the input connection E5, the function module 5 the GE speed of the vehicle 100 fed. About the input terminal E6 are the function module 6 forwarded further operating parameters. The functional modules 5 and 6 are connected to each other via connecting lines V1 and V2. Reference numeral A1 is an output terminal of the functional module 6 , with reference numeral A2, an output terminal of the functional module 5 designated.

The following is the detection process with reference to 2 and 3 further explained. In 2 is a flowchart 20 which will be discussed below. The following is first on 3 Referenced. 3 shows the supervision of a traffic area 300 with one of the lane markings 30.1 and 30.2 limited lane 30 , On the lane 30 that moves with the driver assistance system 10 equipped vehicle 100 along the trajectory 35 , The middle of the lane 30 involved in activating the LKS function of the driver assistance system 10 ideally also the desired trajectory of the vehicle 100 corresponds, is with reference numeral 30.3 designated. One in the direction of travel in front of the vehicle 100 lying area of the lane 30 is divided into zones Z1, Z2, Z3, Z4. The zone Z1 lies directly in front of the vehicle 100 while zone Z4 furthest from the vehicle 100 is removed. A great time advantage results from the fact that in zone Z1 from the present actual movement of the vehicle 100 the direction of movement of the vehicle is evaluated to the left or to the right and thus a fast starting point for the beginning of the detection of a pendulum movement of the vehicle 100 Is found. The vehicle 100 must sequentially pass the zones Z1 to Z4, so that a pendulum motion can be detected. The following conditions apply for Zones Z1 to Z4:

Zone Z1:

The zone Z1 is an interval of the lateral storage of the vehicle 100 from the middle 30.3 the lane 30 based. The vehicle must be in this zone Z1 so that it is in the function module 5 a starting point for the detection of a pendulum motion of the vehicle 100 is set. An oscillation or pendulum movement of the vehicle 100 starts with a movement of the vehicle 100 to the left, if the following condition is met: -Y border >Y> -2 · Y border (1)

An oscillation or pendulum movement of the vehicle 100 starts with a movement of the vehicle 100 to the right, if the following condition is met: Y border <Y <2 · Y border (2)

Zone Z2:

In zone Z2, the amount | Ψ _d | the difference angle Ψ _d between the vehicle longitudinal axis 100.1 and the direction of the lane 30 or the direction of their center 30.3 fall under a defined barrier Ψ _border . The following condition must therefore apply: | Ψ d | <Ψ border (3)

When this barrier is reached, the transverse storage Ψ _{Zone2 is} saved.

Zone Z3:

In Zone Z3, the three criteria described below are evaluated. First of all, condition (3) must be fulfilled again be. The difference angle between the vehicle longitudinal axis and The direction of the lane must therefore be below a defined barrier fall.

Furthermore, the lateral deposit at this point must have _reached a deposit difference of at least dY _Zone3 relative to the lateral deposit Y _Zone2 detected in zone Z2. Finally, the two aforementioned conditions must be achieved within a predefinable time period ΔT1, which is specified for the zone Z3. If this is not the case, ie, the predetermined time period ΔT1 is exceeded without the aforementioned two conditions being met, the previous detection process is terminated without result and a new detection process is started with the conditions specified for the zone Z1.

Zone Z4:

In zone Z4 becomes, for example in the point 36 , a pendulum motion of the vehicle 100 detected if the conditions prescribed for zone Z3 have been met and additionally in this point 36 one of the following conditions is met: Y <Y border (5) or Y> -Y border (6)

The information or the operating state "vehicle oscillation detected" is from the function module 5 generated when all the above conditions for all zones Z1 to Z4 are met. This information is sent via the connection line V2 to the function module 6 passed and also provided at the output terminal A2. This operating state is maintained until the functional module 6 the detection process too reset and sets the condition for the start of a new detection process at a zone Z1.

About the output terminal A1, the function module 6 Control measures that are to be initiated as an action on the detected lateral pendulum movement. For example, this may be an intervention in the steering system of the vehicle 100 as part of an LKS assistance function of the driver assistance system 1 act of the vehicle. This action does not have to be done immediately after the detection of a pendulum motion of the vehicle 100 but can additionally be based on other criteria. Advantageously, such an intervention is performed after the detection of a pendulum movement of the vehicle only when the difference angle Ψ _{d has} dropped to as small a value as possible, preferably the value zero. This is about the point 37 in 3 the case. The duration of the required intervention is advantageously made dependent on the speed of the vehicle and of the functional module 6 certainly. The functional module 6 also determines how long the once recognized operating state is maintained and forwards this information via the connection line V1 to the function module 5 further.

The following description particularly refers to the in 2 illustrated flowchart. This is based on the knowledge that a lateral pendulum motion of the vehicle 100 can only occur in a moving vehicle. The longitudinal speed of the vehicle 100 should therefore be greater than the value zero. Advantageously, therefore, a minimum speed can be specified as the limit value. Above this limit, the pendulum motion can be detected. In order to prevent the effect of the centrifugal force on the vehicle when cornering simulating a pendulum movement of the vehicle in the sense of the invention, the detection is expediently only on a substantially straight running lane 30 performed. Appropriately, therefore, a limit for the curvature of the lane is specified. The detection of the pendulum motion is only used when the curvature is below this limit. Because of the detection only a pendulum motion of the vehicle 100 is to be detected, which is caused by the intervention of an assistance function of the driver assistance system, in particular the LKS function, the steering wheel torque is expediently additionally monitored. As a result, it can be ruled out that a detected pendulum movement is one which is based on deliberate intervention by the driver in the steering behavior of the vehicle 100 is due. If the three conditions listed are met, the detection of a possibly existing pendulum movement with the step 21 ( 2 ) started. In this case, it is first checked whether the conditions defined for the zone Z1 exist or not, wherein it is still distinguished whether the pendulum movement of the vehicle 100 with a movement of the vehicle to the left (step 21A ) or to the right (step 21B ) begins. If the pendulum movement starts with a movement to the left, then step follows 21A who is at the step 22 leads over. In the step 22 Checks whether the conditions specified for zone Z2 are met. If this is the case, the cross-storage recorded in this case is saved and returned to the step 23 reconciled. In step 23 it is checked whether the conditions specified for the zone Z4 are fulfilled. If this is not the case and, in particular, the specified time limit is not adhered to, the process is initially aborted (step 23A ) and after returning to the initial step 21 possibly restarted. If, on the other hand, the conditions set for zone Z3 are met, zone Z4 is first detected (step 24 ) that a pendulum movement has been detected (see point 36 in 3 ). After successful completion of the described process steps, the step is performed 24A a return to the starting point, so the step 21 , An analogous procedure takes place with the steps 21 . 21B . 25 . 26 . 26A . 26B . 27 . 27A instead, when the pendulum motion of the vehicle 100 is initiated with a movement to the right.

After successful detection of a caused by an activated LKS function lateral oscillation of the vehicle is now the inventive solution to bear, in the following with reference to 4 and 5 will be described further. With the inventive solution, the detected pendulum motion is terminated or at least suppressed to the extent that the driver no longer perceives it as disturbing.

4 shows a block diagram 40 a driver assistance system 10 with LKS function for the transverse guidance of a vehicle shown only schematically 100 , As a sensor for detecting the vehicle environment is at least one on-board video camera 101 intended. The video camera 101 is with inputs of function modules 1.1 . 41 and 42 connected. With the function module 1.1 becomes the LKS function of the driver assistance system 10 realized. The functional module 41 is an intervention knob that controls the corrective action to reduce pendulum motion. The functional module 42 Make the decision as to whether a correction intervention should take place or not and how long it should take. One additional input connection of the function modules 1.1 . 41 . 42 , about the operating parameters of the vehicle 100 are transmitted to these functional modules are connected to the vehicle electrical system 100 connected. An output connection of the function module 42 is with an input conclusion of the functional module 41 connected. Another output connection of the function module 42 is with an input terminal of a function module 43 connected. Two further input connections of the function module 43 are each with one output connection of the function module 41 and the functional module 1.1 connected. The functional module 43 allows a fusion of the functional modules 1.1 and 41 provided moments M ₁ and M ₂ to the resulting moment M ₃ . An output connection of the function module 43 is with an input connection of another function module 44 connected. At the function module 44 It is a torque actuator that is based on the steering system of the vehicle 100 acts.

The video camera 101 records the course of the lane 30 and the relative position of the vehicle 100 in relation to the lane 30 and forwards these measured values to the function modules 1.1 . 41 and 42 further. The functional module 42 falls, based on the relative vehicle position, the course of the lane 30 and possibly further operating characteristics of the vehicle 100 , the decision whether to detect a lateral oscillatory motion of the vehicle 100 a correction intervention for damping the pendulum movement should take place or not. If you make a positive decision, the functional modules become 41 and 43 unlocked. The functional module 42 also controls the duration of the correction intervention. The intervention controller (functional module 41 ) can be based on different controller approaches and in particular be designed as a cascade controller, as a state controller or as a non-linear regulator. Basic for all controller variants are the controlled variables, the manipulated variables and the requirements of the control loop. For the problem underlying this invention, the suppression of lateral oscillations after their detection is advantageous as a controlled variable, the orientation of the vehicle 100 in terms of the direction of the reference trajectory, for example, with the direction of the lane 30 can agree. This orientation may be useful as a difference angle Ψ _d between the longitudinal axis 100.1 of the vehicle 100 and the lane 30 expressed tangent. Target of the intervention adjuster (Modul 41 ) is the orientation of the vehicle 100 parallel to the course of the reference trajectory, for example the lane 30 which corresponds to a target value of the differential angle Ψ _d of zero. Preferably, the differential angle Ψ _{d is} monitored and a correction intervention is initiated when the differential angle Ψ _d has assumed a minimum value. Particularly advantageously, a correction intervention is initiated when the sign of the difference angle Ψ _{d is} a movement of the vehicle 100 in the direction of a reference trajectory, for example the middle of the lane 30 , indicates. In the interest of high stability of the control loop, the yaw rate of the vehicle is additionally used as auxiliary control variable 100 used. As a manipulated variable, the steering torque is advantageously selected because it can be used to easily merge with the guide moment applied by the LKS function.

M_Lenk

= Lenkmoment

K_Rad

= Krümmung des Vorderrads

l

= Achsabstand

lh

= Abstand Fahrzeugschwerpunkt zu Hinterachse

m

= Fahrzeugmasse im Schwerpunkt

N

= Übersetzung des Lenkgetriebes

V

= Fahrzeuggeschwindigkeit

The control behavior will be described below with reference to the in 5 illustrated block diagram 50 of the intervention controller 41 explained. With reference number 51 is a function module referred to, for an adaptation of controller parameters depending on operating parameters of the vehicle 100 , in particular the speed of the vehicle 100 , is provided. Input side (input connection 51.1 ) becomes the functional module 51 hence the speed of the vehicle 100 fed. Output side (output connections 51.2 and 51.3 ) is the functional module 51 with a differential angle controller 56 and a yaw rate controller 52 connected. At the input port 56.1 of the differential angle controller 56 is the output terminal of a summation element 57 , The summation element 57 On the input side, the current measured value of the differential angle Ψ _d (input terminal 57.2 ) and the setpoint of the differential angle Ψ _d (input terminal 57.1 ). Between the differential angle controller 56 and the yaw rate controller 52 is another summation element 55 arranged on the output side with the input terminal 52.1 of the yaw rate controller 52 connected is. A first input port 55.1 of summation element 55 is connected to the output terminal of the differential angle controller 56 connected. This output connection is also a function module 54 connected, which allows a torque precontrol. A second input connection 55.2 of summation element 55 will be the yaw rate of the vehicle 100 fed. On the yaw rate controller 52 follows a third summation element 53 , A first input port 53.1 of summation element 53 is with the output of the yaw rate controller 52 connected. A second input connection 53.2 of summation element 53 is with the output of the function module 54 connected. The differential angle controller 56 generates a target trajectory for the vehicle 100 in the form of a set yaw rate. The yaw rate controller designed for a fast control intervention 52 generated with the aid of a model-based feedforward control via the function module 54 the required movement of the vehicle 100 via a corresponding steering torque. The model used can be described by the following relationship:

M _steering

= Steering torque

K _wheel

= Curvature of the front wheel

l

= Center distance

lh

= Distance between vehicle center of gravity and rear axle

m

= Vehicle mass in the center of gravity

N

= Translation of the steering gear

V

= Vehicle speed

The controller parameters, ie the gain of the differential angle controller and the yaw rate controller are based on the speed of the vehicle 100 customized. In order to achieve the smoothest possible transition between the engagement torque caused by the correction intervention and the guiding moment of the LKS function, a temporal transition is advantageously carried out according to the following fusion condition: M3 = MLKS · a + MS · (1 - a) (8).

M3:

das dem Lenksystem des Fahrzeugs aufgeprägte fusionierte Lenkmoment;

MLKS:

das von der aktivierten LKS-Funktion berechnete Lenkmoment;

MS:

das durch den Korrektureingriff berechnete Lenkmoment;

a:

Gewichtungsparameter.

In this mean:

M3:

the fused steering torque impressed on the steering system of the vehicle;

MLKS:

the steering torque calculated by the activated LKS function;

MS:

the steering torque calculated by the corrective engagement;

a:

Weighting parameters.

The weighting parameter a is exemplary in the 6 and 7 shown. Explained 6 the beginning of an intervention and 7 its end. The weighting parameter a is time-dependent (time t) and can assume a value lying in the value range between zero and one. He can follow any continuous function that leads to a perceived by the driver as comfortable torque curve. For example, the weighting parameter a may be linear (curve K1 in FIG 6 and 7 ), square (curve K2 in 6 and 7 ) or cubic (curve K3 in 6 and 7 ) as a function of time. If no correction intervention is performed, but only a guiding intervention of the LKS function, then the weighting parameter a assumes the value one. In an advantageous embodiment of the invention, the weighting parameter a is changed within a time interval t1 of approximately 500 ms between its limit values 1 and 0 or 0 and 1. In the driver assistance system, therefore, as a rule, only one torque is used, which is provided either by the LKS assistance function or by the intervention controller. Only when switching on and off both moments are weighted during the above-mentioned time interval.

QUOTES INCLUDE IN THE DESCRIPTION

This list The documents listed by the applicant have been automated generated and is solely for better information recorded by the reader. The list is not part of the German Patent or utility model application. The DPMA takes over no liability for any errors or omissions.

Cited patent literature

• - DE 10137292 A1 [0002]
• DE 19720626 A1 [0003]

Claims (17)

Method for controlling a driver assistance system ( 10 ) with a function (LKS) in which the activation of the function (LKS) causes a lateral oscillating movement of the vehicle (LKS) 100 ), characterized in that the course of the vehicle ( 100 ) is monitored as to whether a lateral pendulum movement occurs, that in the detection of a pendulum movement, the driver assistance system ( 10 ) is controlled such that the pendulum movement of the vehicle ( 100 ) is completely prevented or at least largely reduced. A method according to claim 1, characterized in that the of the function (LKS) of the driver assistance system (LKS) 10 ) applied for the purpose of a pendulum motion reducing correction intervention superimposed on an additional moment, in particular weighted added, the moments are thus combined by a merger. Method according to one of the preceding claims, characterized in that the following relationship applies to the fusion of the moments: M3 = MLKS * a + MS * (1-a), where: M3: the steering torque applied to the steering system of the vehicle; MLKS: the steering torque calculated by the activated LKS function; MS: the steering torque calculated by the corrective action; a: weighting parameter. Method according to one of the preceding claims, characterized in that the weighting parameter (a) is time-dependent is controlled. Method according to one of the preceding claims, characterized in that the weighting parameter (a) after a linear, quadratic or cubic function depending is controlled by the time (t). Method according to one of the preceding claims, characterized in that the parameter (a) has arbitrary values in assume a value interval between the value zero and the value one can. Method according to one of the preceding claims, characterized in that the differential angle (Ψ _d ) is used as the controlled variable for the corrective intervention, the angle between the longitudinal axis (Ψ _d ) being used as the difference angle (Ψ _d ). 100.1 ) of the vehicle ( 100 ) and the direction of a reference trajectory, for example the lane ( 30 ) is defined. Method according to one of the preceding claims, characterized in that as additional control variable the yaw rate of the vehicle ( 100 ) is used. Method according to one of the preceding claims, characterized in that for the differential angle (Ψ _d ) a target value is determined, that further measured values of the differential angle (Ψ _d ) are detected, that the measured values of the differential angle (Ψ _d ) are compared with the target value and that the result of the comparison as an input variable to a differential angle controller ( 56 ) is supplied. Method according to one of the preceding claims, characterized in that for the yaw rate of the vehicle ( 100 ) a setpoint value is determined, that further measurement values of the yaw rate are detected, that the measured values of the yaw rate are compared with the setpoint value, and that the result of the comparison is input to a yaw rate controller ( 52 ) is supplied. Method according to one of the preceding claims, characterized in that the setpoint of the yaw rate is the output signal of the differential angle controller ( 56 ) is used. Method according to one of the preceding claims, characterized in that the controller parameters as a function of the speed of the vehicle ( 100 ) are adapted. Method according to one of the preceding claims, characterized in that the difference angle (Ψ _d ) is monitored and that a correction intervention preferably takes place when the differential angle (Ψ _d ) has assumed a minimum value. Method according to one of the preceding claims, characterized in that a correction intervention is initiated when the sign of the difference angle (Ψ _d ) movement of the vehicle ( 100 ) in the direction of the reference trajectory, for example the middle of the lane ( 30 ). Method according to one of the preceding claims, characterized in that the weighting parameter (a) within a time (t1) of substantially 500 ms between its limits 1 and 0 is changed. Driver assistance device ( 10 ) with a function (LKS) of a vehicle ( 100 ), characterized in that the driver assistance system ( 10 ) a device for the suppression of a the function caused lateral oscillatory movement of the vehicle ( 100 ). Driver assistance device according to claim 13, characterized in that the device for the suppression of the lateral oscillating movement of the vehicle ( 100 ) a differential angle controller ( 56 ) and a yaw rate controller ( 52 ).