WO2024068112A1 - Method for orienting a vehicle in a lane, lane-keeping system, and vehicle - Google Patents

Abstract

The invention relates to a method for the automated orientation of a vehicle (1) within a lane (F) according to a specified target transverse position (QSoll), the method having at least the following steps: - determining an actual transverse position (QIst) of the vehicle (1) within the lane (F); - determining a deviation on the basis of the actual transverse position (QIst) and the specified target transverse position (QSoll); - determining and outputting a target steering-wheel angle and/or a target steering-wheel torque on the basis of the determined deviation in such a way that the deviation is reduced when an active steering system is controlled using the output target steering-wheel angle and/or the output target steering-wheel torque; and - controlling the active steering system using the output target steering-wheel angle and/or the output target steering-wheel torque, characterized in that a transverse offset (V) is additionally taken into account to determine the deviation, the transverse offset (V) being determined from input information or being adaptively adjusted during travel of the vehicle (1) within the lane (F) such that the vehicle (1) is automatedly oriented within the lane (F) taking into account the transverse offset (V) which is determined or adaptively adjusted during travel.

Description

Method for aligning a vehicle in a lane, lane keeping system and vehicle

The invention relates to a method for aligning a vehicle on a lane, a lane keeping system for carrying out the method and a vehicle, in particular a commercial vehicle.

With a lane keeping system, a vehicle is normally aligned on a lane depending on a predetermined target transverse position in such a way that first an actual transverse position of the vehicle on the lane is determined, from this a deviation from the predetermined target transverse position is determined and then a target steering wheel angle and/or a target steering wheel torque is determined in such a way that the determined deviation is reduced, preferably approaching zero, when an active steering system is controlled with the output target steering wheel angle and/or with the output target steering wheel torque.

Such lane keeping systems can only be adapted to a limited extent to the natural behavior of a driver or to the conditions in the environment around the vehicle, for example in traffic jams. Due to the low level of comfort, the acceptance of such a lane keeping system is rather low.

US 2015/0248132 A1 describes an example of a lane keeping system in which corrective steering interventions are carried out. US 2014/0257628 A1 describes a lane keeping system in which an actual steering wheel torque and an actual steering wheel signal are monitored and based on which resonance frequencies of the steering system are monitored to determine whether the driver is holding the steering wheel or not.

KR 101830714 B1 describes a lane keeping system that is active, passive or deactivated depending on the driver's driving behavior. The object of the invention is therefore to provide a method and a lane keeping system that enable driver comfort to be improved in a simple manner. A further object is to provide a corresponding vehicle.

This task is solved by a method, a lane keeping system and a vehicle according to the independent claims. The subclaims indicate preferred further developments.

According to the invention, it is therefore provided that in a method for the automated alignment of a vehicle on a lane or, equivalently, within a lane, at least the following steps are carried out depending on a predetermined target transverse position, i.e. a position transverse to the direction of travel of the vehicle:

- Determining the actual transverse position of the vehicle on the lane;

- Determining a deviation depending on the actual transverse position and the specified target transverse position;

- Determining and outputting a target steering wheel angle and/or a target steering wheel torque depending on the determined deviation in such a way that the deviation is reduced during a subsequent control of an active steering system with the output target steering wheel angle and/or with the output target steering wheel torque and preferably approaches zero; and

- Controlling the active steering system with the output target steering wheel angle and/or with the output target steering wheel torque for the automated alignment of the vehicle in the lane by compensating for the previously determined deviation, whereby a variable transverse offset is also taken into account to determine the deviation, whereby the transverse offset does not correspond to the actual transverse position or is not directly related to it, whereby the transverse offset is determined or adaptively adjusted while the vehicle is driving in the lane from input information which is also recorded during the journey, so that the vehicle is automatically aligned in the lane taking into account the transverse offset determined or adaptively adjusted during the journey. Advantageously, it is also possible to deviate from the originally specified target transverse position on the lane, for example the middle of the lane, depending on the adaptively determined or adjustable transverse offset. This can then be determined using any input information resulting from the current driving situation, so that the alignment is automatically adjusted during the journey depending on the current driving situation. Since the behavior of the lane keeping system can be variably adjusted in this way, acceptance increases and driver comfort is also increased.

Preferably, it can be provided that an adapted actual transverse position is formed from the determined actual transverse position and the transverse offset determined or adaptively adjusted during the journey, for example by forming a difference between the two, and the deviation from the adapted actual transverse position and the predetermined target transverse position is determined. If a lane keeping algorithm responsible for the alignment of the vehicle is not itself able to take the transverse offset into account, then instead of the usual transverse position, the adapted actual transverse position that takes the transverse offset into account can be transmitted to it in a simple manner, whereby This preferably happens in an input calculation module upstream of the lane keeping algorithm. The deviation is then determined based on this and the vehicle is aligned accordingly, taking the lateral offset into account.

Alternatively, in the event that the lane keeping algorithm can take the transverse offset into account itself, it can be provided that an adjusted target transverse position is formed from the specified target transverse position and the determined or adaptively adjusted transverse offset, e.g. by forming a sum of both, preferably in the lane keeping algorithm, and the deviation is then determined from the determined actual transverse position and the adjusted target transverse position. In this way, the adaptation can be implemented directly in the lane keeping algorithm, for example by means of a corresponding software adaptation.

Preferably it is further provided that the transverse offset is limited, preferably by a lane width and/or a vehicle width and/or a position of the lane boundaries of the lane. This ensures that no safety-critical conditions arise due to the vehicle entering a neighboring lane and/or disturbing neighboring vehicles, taking into account the determined or adjusted transverse offset.

Preferably, it is further provided that the transverse offset is determined or adjusted while the vehicle is traveling on the lane from at least one piece of input information, which is selected from the group consisting of: environmental information, traffic sign information, object information , navigation information, infrastructure information, third-party vehicle information, lane information, vehicle dynamics variables recorded by vehicle dynamics sensors. To determine the transverse offset, a range of information about the current driving situation is available, on the basis of which or depending on which the vehicle can be aligned accordingly on the lane.

For example, it can be provided that an actual steering wheel angle and/or an actual steering wheel torque are recorded as driving dynamics variables, while the active steering system is controlled with the output target steering wheel angle and/or with the output target steering wheel torque, the transverse offset being adaptively adjusted during this process,

- as long as the actual steering wheel angle deviates from the specified target steering wheel angle, and/or

- as long as the actual steering wheel torque deviates from the specified target steering wheel torque, and the deviation is determined in dependence on this adaptively adjusted transverse offset and is used as the basis for determining the target steering wheel angle and/or the target steering wheel torque. It is therefore checked or observed whether the driver is actively working against the active steering system, i.e. wants to keep the vehicle in an actual transverse position that does not correspond to the target transverse position. Consequently, a transverse offset is then adaptively determined or adjusted that takes the driver's wishes into account, so that the lane keeping system automatically takes the driver's wishes into account by adjusting the actual transverse position or the target transverse position accordingly. This increases the acceptance of a Such a lane keeping system and the driver comfort, as the driver can determine the orientation of the vehicle in a comfortable way.

It is preferably further provided that the transverse offset is adapted adaptively as long as

- until the actual steering wheel angle matches the determined target steering wheel angle, and/or

- until the actual steering wheel torque matches the determined target steering wheel torque, whereby the deviation between the then actual transverse position and the original target transverse position (unadjusted) corresponds to the transverse offset desired by the driver. This transverse offset can then be easily used as the basis for the future alignment of the vehicle until the driver initiates a new adjustment, for example.

Preferably, it is further provided that, in order to determine the deviation, a variable transverse offset is only taken into account and/or a transverse offset not equal to zero is only determined if it follows from the input information that

- a vehicle speed of the vehicle has exceeded or fallen below a predetermined speed threshold, and/or

- the lane belongs to a given type of carriageway, for example a motorway or a country road.

It is therefore possible to specifically parameterize a type of road and/or a vehicle speed at which the adaptation functionality is activated at all. This is advantageous in that a deviation from the originally specified target transverse position only makes sense in certain driving situations.

For example, it can be provided that the transverse offset is determined or adjusted when the vehicle is travelling on a motorway lane when the speed falls below a threshold value of, for example, 40 km/h or 30 km/h in such a way that the vehicle contributes to the formation of an emergency lane. An emergency lane is only required on certain types of road. sensible and only when a traffic jam forms (at low vehicle speeds), ie only then is the formation of a rescue lane usually provided for.

Preferably, it is provided that the input information is used to determine which lane the vehicle is on, for example on an extreme left lane, on a middle lane or on an extreme right lane, and the transverse offset for forming the emergency lane is dependent on this of the lane is specified that the vehicle

- When driving in the extreme left lane, it is aligned to the maximum left of the extreme left lane, or

- When driving in the middle lane, it is aligned to the maximum right of the middle lane, or

- When driving in the extreme right lane, it is aligned to the maximum right in the extreme right lane. This corresponds to the usual requirements for the formation of an emergency lane, so that the lane keeping system can automatically contribute to compliance with the requirements without the driver having to take action to align the vehicle with the lane.

Preferably, it is further provided that it is determined from the input information whether the vehicle is moving towards a tunnel and the transverse offset is determined depending on a tunnel height determined from the input information for the current lane on which the vehicle is located or is adjusted. In this way, it can be ensured that a minimum height prescribed for the current actual transverse position is not reached and that the vehicle does not come too close to a tunnel wall, for example, if the transverse offset or the target transverse position are implemented as previously specified.

Preferably, it is provided that the input information is used to determine whether the vehicle is moving towards an object, for example a tree, which protrudes into a clear space in the lane and the transverse offset is determined or adjusted depending on this in such a way that contact with the object is avoided. In this way, even in such a driving situation The lane keeping system reacts automatically and the vehicle is aligned accordingly in the lane without the driver having to intervene.

Preferably, it is further provided that it is determined from the input information whether a relevant event occurs in a neighboring lane or a hard shoulder, whereby the transverse offset when a relevant event occurs is determined in such a way that the vehicle is on the lane away from the neighbor -lanes or the hard shoulder away. In this way, for example, in the case of a broken down third-party vehicle in the emergency lane or in the case of people or defective third-party vehicles in an adjacent lane or in the event of other relevant events, a changed alignment of the vehicle can be automatically brought about by appropriately determining the transverse offset in order to avoid dangerous situations due to the relevant event avoid.

Preferably, it is also provided that a driver warning is issued when the lateral offset is determined or adjusted. In this way, an adjustment of the vehicle's alignment is made transparent so that the driver is not surprised or startled.

According to the invention, a lane keeping system for automatically aligning a vehicle on a lane depending on a predetermined target transverse position, in particular according to a method according to the invention, and a vehicle with such a lane keeping system are also provided. The lane keeping system has a lane keeping module with a lane keeping input for receiving input information and a lane keeping output for outputting a target steering wheel angle and / or a target steering wheel torque, the lane keeping module further having a lane keeping algorithm, wherein the lane keeping -Algorithm is designed to determine a deviation depending on an actual transverse position of the vehicle on the lane and the predetermined target transverse position and, depending on the determined deviation, to determine the target steering wheel angle and / or the target steering wheel torque in such a way that the Deviation when controlling an active steering system that can be connected or is connected to the lane keeping output is reduced with the output target steering wheel angle and/or with the output target steering wheel torque, wherein the lane keeping system further has an adaptation module, preferably as a component of the lane keeping module, for example as software or hardware, the adaptation module being designed to determine or adaptively adapt a transverse offset from the input information while the vehicle is traveling on the lane and to the lane keeping module in this way to provide that when determining the deviation, the transverse offset can also be taken into account in order to automatically align the vehicle on the lane, taking into account the transverse offset determined or adaptively adjusted while driving.

In this way, all that is needed to adjust the alignment is an additional adaptation module as a hardware or software extension that can exchange signals or data with the lane keeping algorithm.

The invention is explained in more detail below with reference to the accompanying drawings. They show:

Fig. 1 is a schematic view of a vehicle with a lane keeping system according to the invention;

Fig. 2 the vehicle according to Fig. 1 during a journey on a

lanes; and

Fig. 3a, 3b show exemplary views of an environment around the vehicle.

Figure 1 shows a highly schematic view of a vehicle 1 with an active steering system 2 and a lane keeping system 3. The lane keeping system 3 has a lane keeping module 4, which, for example, uses a lane keeping algorithm SA to generate a target steering wheel angle WSoll and / or a target steering wheel torque MSoll determined and outputs via a lane keeping output 4a. The lane keeping output 4a is connected in a signal-conducting manner to a steering system input 2a, so that the active steering system 2 can implement the target steering wheel angle WSoll and/or target steering wheel torque MSoll output to the lane keeping output 4a via a steering actuator 2b. The vehicle 1 is thereby automatically steered in accordance with the target steering wheel angle WSoll and/or target steering wheel torque MSoll. The lane keeping algorithm SA determines the target steering wheel angle WSoll and/or the target steering wheel torque MSoll depending on a current actual transverse position Qlst of the vehicle 1 within a lane F and a predetermined target transverse position QSoll, for example as part of a control loop. As shown in Fig. 2, a lane center FM is normally specified as the target transverse position QSoll, so that the lane keeping system 3 normally keeps the vehicle 1 in the middle of the lane FM or aligns the vehicle 1 in the middle of the lane F, in this respect the lane keeping functionality XS is activated.

The actual transverse position Qlst is determined as a function of environmental signals SE1, which are fed to the lane keeping module 4 via a lane keeping input 4b from an environmental sensor system 5. The environmental sensor system 5 can, for example, have a radar sensor 5a, a LIDAR sensor 5b, a camera 5c, or the like, wherein the environmental signals SE1 then output characterize an environment U around the vehicle 1. The actual transverse position Qlst of the vehicle 1 within the lane F can then be derived, for example, from the lateral lane boundaries FB recorded by the environmental sensor system 5, for example in an input calculation module 4c. The actual transverse position Qlst can, for example, be related to a vehicle longitudinal center axis 1a and/or a vehicle center of gravity 1b.

From the actual transverse position Qlst of the vehicle 1 within the lane F determined in this way, the lane keeping algorithm SA can then determine a deviation D from the predetermined target transverse position QSoll (or alternatively a comparable variable that characterizes the deviation D). Depending on the determined deviation D, the lane keeping algorithm SA then determines a corresponding target steering wheel angle WSoll and/or a corresponding target steering wheel torque MSoll in such a way that when this determined target steering wheel angle WSoll and/or target steering wheel torque MSoll is adjusted the active steering system 2 reduces the deviation D until the vehicle 1 is finally back in the predetermined target transverse position QSoll within the lane F. Based on this, it is provided that the lane keeping system 3 or the lane keeping algorithm SA can additionally align the vehicle 1 on the lane F when the lane keeping functionality XS is activated depending on an adaptively determined or adaptively adjusted transverse offset V or offsets, in this respect an additional adaptation -Functionality XA is activated. The adapted alignment of the vehicle 1 is achieved in that an adapted target transverse position QaSoll is formed from the predetermined target transverse position QSoll and the adaptively determined or adjusted transverse offset V, for example by addition with the target transverse position (QaSoll=QSoll+V ), whereby the adjusted target transverse position QaSoll is then used by the lane keeping algorithm SA as a reference variable for the control loop. In the same way, an adapted actual transverse position Qalst can also be formed from the actual transverse position Qlst and the adaptively determined or adjusted transverse offset V, for example by subtracting from the actual transverse position (Qalst=Qlst-V). The lane keeping algorithm SA then uses the adapted actual transverse position Qalst as a controlled variable of the control loop in order to align the vehicle 1 accordingly on the lane F.

The target steering wheel angle WSoll and/or the target steering wheel torque MSoll as manipulated variable(s) of the control loop are therefore additionally formed in both cases depending on the adaptively determined or adapted transverse offset V, insofar as the adaptation functionality XA is activated. The adaptive determination or adaptation of the transverse offset V is carried out by an adaptation module 4d within the lane keeping module 4, whereby the adaptation module 4d can be designed as software or hardware within the lane keeping module 4. Depending on the activation of the adaptation module 4d or the adaptation functionality XA, this can form and output a transverse offset V.

The adaptation module 4d then passes the adaptively determined or adjusted transverse offset V directly to the lane keeping algorithm SA, so that it can determine the adapted target transverse offset QaSoll and calculate the manipulated variables (Wsoll, MSoll) based on this. Alternatively, the adaptively determined or adjusted transverse offset V can also be transferred to the input calculation module 4c, in which the actual transverse offset Qlst is determined from the environmental signals SE1. The input calculation module 4c then determines this adapted actual lateral offset Qalst from both (Qlst, V) and outputs this to the lane keeping algorithm SA so that it can calculate the manipulated variables (Wsoll, MSoll) based on this. In both cases, the vehicle 1 is aligned on the lane F depending on the adaptively determined or adaptively adjusted transverse offset V.

A series of input information IE is available to the adaptation module 4d for determining or adapting the transverse offset V, the input information IE being generated from input signals SE, which are made available to the lane keeping module 4 via the lane keeping input 4b. The input signals SE are, for example, the environmental signals SE1 from the environmental sensor system 5, driving dynamics signals SE2 from driving dynamics sensors 6 and external signals SE3 from external data sources 7.

Driving dynamics sensors 6 can be, for example, a speed sensor 6a for determining a vehicle speed v1, a steering wheel angle sensor 6b for determining an actual steering wheel angle Wist, a steering wheel torque sensor 6c for determining an actual steering wheel torque Mist, or other sensors for determining Driving dynamics variables G can be provided. The driving dynamics variables G measured in each case are then output via the driving dynamics signals SE2 and transmitted to the lane keeping module 4. In the adaptation module 4d, the respective driving dynamics variables G can then be used directly as input information IE to determine the transverse offset V.

The external data sources 7 are, for example, a satellite navigation system 7a (GPS, GNSS, ...) for determining navigation information IN, a V2X communication system 7b (V2X - vehicle to X (X = vehicle or infrastructure)) for determining external vehicle information I9 or infrastructure information II, or other data sources that can provide external information about the external signals SE3. This external information IN, I9, II can then be used in the adaptation module 4d as input information IE for determining the transverse offset V. From the environmental signals SE1 that characterize the environment U around the vehicle 1, traffic sign information IV can be obtained as input information IE in the adaptation module 4d or in the input calculation module 4c via TSR recognition (TSR - Traffic Sign Recognition). Furthermore, object information IO about specific objects 0 on or next to the lane F, for example on the hard shoulder S, or above the lane F, for example tunnels 8, trees, etc., can be obtained in the adaptation module 4d or in the input calculation module 4c using appropriate image processing algorithms. Object dynamics OD can also be determined in the process. Roadway information IF relating to the type of road AF, e.g. motorway AF1, country road AF2, to which the lane F belongs, can also be obtained from the environmental signals SE1 in the adaptation module 4d or in the input calculation module 4c using appropriate image processing.

With the above-mentioned input information IE, a lateral offset V can be determined or adjusted as follows and the lane keeping system 3 can be operated as follows:

According to one embodiment, when the vehicle 1 is traveling on a motorway AF1, the adaptation module 4d or the adaptation functionality XA is activated at a vehicle speed v1 that is greater than a parameterizable speed threshold value vG of, for example, 50 km/h. The vehicle speed v1 is available as input information IE from the driving dynamics signals SE2 or the driving dynamics variables G. Whether the journey is on the motorway AF1 can be derived from the road information IF and/or from the navigation information IN.

If the lane keeping algorithm SA detects when the lane keeping functionality Target steering wheel torques MSoll determined and output to the active steering system 2 in order to compensate for the deviation D. Meanwhile, the activated adaptation module 4d evaluates the actual steering wheel angle Wact and/or the actual steering wheel torque Mist from the driving dynamics signals SE2 or from the driving dynamics variables G (input information IE). Does it follow from the evaluation of these driving dynamics variables G (and possibly other variables) that the driver countersteers continuously or over a longer period of time of, for example, more than 10 seconds or works against the active steering system 2, that is, the vehicle 1 tries to stay on an actual In order to maintain the transverse position Qlst, which does not correspond to the target transverse position QSoll, the adaptation module 4d gradually determines a transverse offset V or adapts it adaptively. Counter-steering by the driver can be recognized, for example, by the fact that the actual steering wheel angle Wact over the period of time does not correspond to the target steering wheel angle WSoll specified by the lane keeping algorithm SA or the actual steering torque Mist over the period does not correspond to that specified by the lane keeping algorithm SA Target steering torque MSoll corresponds and does not approach this.

The lateral offset V is determined or adaptively adjusted by the adaptation module 4d until it is recognized that the driver is no longer counter-steering or until the actual steering wheel angle Wactual corresponds to the specified target steering wheel angle WSoll or until the actual steering wheel torque Mist corresponds to the specified target steering wheel torque MSoll. The continuously determined or adaptively adjusted lateral offset V is continuously passed on as described either to the lane keeping algorithm SA, so that it then regulates to the resulting adjusted target lateral position QaSoll (QSoll + V), or to the input calculation module 4c, which uses this to determine an adjusted actual lateral position Qalst (Qlst - V) and specifies this to the lane keeping algorithm SA.

The lateral offset V is therefore adaptively adjusted until an actual lateral position Qlst is obtained in which the case described above occurs, that is, the driver no longer counter-steers. The difference between the originally specified target lateral position QSoll, e.g. the lane center FM, and the actual lateral position Qlst then essentially corresponds directly to the lateral offset V. It is provided (not only in this embodiment) that the transverse offset V is limited by a lane width FW of lane F, by the position of the lane boundaries FB and by a vehicle width 1W (including a load), whereby these values can also be made available to the adaptation module 4d as input information IE. In this way, depending on the situation, it can be ensured that the lane keeping algorithm SA and the adaptation module 4d do not make any specifications that result in the vehicle 1 moving on the lane boundary FB or driving on an adjacent lane FN.

According to a further embodiment, when the vehicle 1 is traveling on a motorway AF1, the adaptation functionality XA or the adaptation module 4d is activated at a vehicle speed v1 that is lower than a parameterizable speed threshold value vG of, for example, 30 km/h. The vehicle speed v1 is available as input information IE from the driving dynamics signals SE2 or the driving dynamics variables G. Whether the journey is on the motorway AF1 can be derived from the lane information IF and/or from the navigation information IN. When the adaptation module 4a or the adaptation functionality XA is activated under these conditions (AF1, v1 <30 km/h), the adaptation module 4d subsequently adaptively determines a lateral offset V, which the vehicle 1 takes into account to help form an emergency lane R. In addition, in an extended embodiment, the initiation of the support for the formation of the rescue lane can be made dependent on whether the approach of a rescue vehicle is announced by radio by the rescue vehicle or another vehicle or an infrastructure element (e.g. road side unit). For this, the vehicle 1 must then also be equipped with a corresponding radio communication module for V2X communication, corresponding to vehicle-to-everything.

In order to achieve this, it is first determined, for example, on the basis of the roadway information IF and/or the navigation information IN and/or the environmental information IU, which lane F of the motorway AF1 the vehicle 1 is located on, for example on the extreme left Lane F1a, in a middle lane F1b or in an extreme right lane F1c. To form an emergency lane R, the adaptation module 4d then determines and outputs a transverse offset V, which is taken into account by the lane keeping system 3 and the vehicle 1

- When driving on the extreme left lane F1a, it is aligned to the maximum left on the extreme left lane F1a, or

- when driving in the middle lane F1b, the vehicle is aligned as far as possible to the right of the middle lane F1 b, or

- when driving in the rightmost lane F1c, the vehicle is aligned as far as possible to the right in the rightmost lane F1c.

In countries with left-hand traffic, a corresponding mirrored orientation is provided to form the emergency lane R.

In this way, when the adaptation module 4d or the adaptation functionality The specified transverse offset V is then, as described, either transferred to the lane keeping algorithm SA, so that it then regulates to the resulting adjusted target transverse position QaSoll (QSoll + V), or to the input calculation module 4c, which then adjusts an adjusted one -Transverse position Qalst (Qlst - V) is determined and this is specified to the lane keeping algorithm SA.

According to a further embodiment, which can also be combined with other embodiments, when the vehicle 1 is traveling on a lane F of any type of road AF, for example motorway AF1, country road AF2, etc., it is provided that the adaptation functionality XA or the adaptation module 4d is activated when it is detected that the vehicle 1 is moving towards a tunnel 8, as shown by way of example in FIG. 3a. The information as to whether there is a tunnel 8 ahead can be derived, for example, from the navigation information IN and/or the infrastructure information II of the V2X communication system 7b and/or the traffic sign information IV and/or the object information IO. A tunnel height 8H can also be derived from this input information IE, which can be variable for each lane F of the respective roadway, as shown in FIG. 3a. In this way, when the adaptation module 4a or the adaptation functionality or the transverse offset V can be limited depending on the tunnel height 8H. This ensures that the vehicle 1, which has a specific vehicle height 1H, does not move to an actual transverse position Qlst within the current lane F, in which the vehicle height 1H is greater than or equal to one of the tunnel height 8H dependent permissible total height for this lane is F. The specified transverse offset V is then, as described, either transferred to the lane keeping algorithm SA, so that it then regulates to the resulting adjusted target transverse position QaSoll (QSoll + V), or to the input calculation module 4c, which then adjusts an adjusted one -Transverse position Qalst (Qlst - V) is determined and this is specified to the lane keeping algorithm SA.

In addition, it can be provided (also in all other embodiments) that a driver warning WF is issued, via which the driver is informed about the determination and/or adjustment of a transverse offset V, so that the driver can understand why the target transverse position QSoll is no longer used for example, the lane center FM applies.

Analogous to the described embodiment with the determination of the transverse offset V depending on the lane-dependent tunnel height 8H, when the vehicle 1 is traveling on a lane F of any type of road AF, e.g. motorway AF1, country road AF2, etc., it can be provided that the adaptation functionality XA or the adaptation module 4d is activated when it is detected that the vehicle 1 is moving towards an object 0, for example a tree, above and/or to the side of the lane F, which protrudes into the clear space of the lane F. This is indicated, for example, by the traffic sign "insufficient clearance profile" shown in Fig. 3b, which can be derived by the adaptation module 4d, for example, from the traffic sign information IU obtained via the TSR recognition and/or from the navigation information IN and/or from the infrastructure information II. In this way, when the adaptation module 4a or the adaptation functionality XA is activated under these conditions (“inadequate clearance profile”, object 0 present in the clearance) for the current lane F in which the vehicle 1 is located, a transverse offset V can be adaptively determined or the transverse offset V can be limited accordingly. This ensures that the vehicle 1, which has a certain vehicle height 1 H, does not move to an actual transverse position Qlst within the current lane F at which the object 0 protruding into it is touched by the vehicle 1. The specified transverse offset V is then passed on as described either to the lane keeping algorithm SA, so that it then regulates to the resulting adjusted target transverse position QaSoll (QSoll + V), or to the input calculation module 4c, which uses this to determine an adjusted actual transverse position Qalst (Qlst - V) and specifies this to the lane keeping algorithm SA.

According to a further embodiment, which can also be combined with other embodiments, when the vehicle 1 is traveling on a lane F of any type of road AF, e.g. motorway AF1, country road AF2, etc., the adaptation functionality XA or the adaptation module 4d is activated when it is detected that a relevant event E is occurring on an adjacent lane FN or a hard shoulder S, as shown in Fig. 2. This can be, for example, an object 0, for example people, or a (defective) other vehicle 9 or a mobile construction site on the adjacent lane FN or the hard shoulder S, or a neighboring lane FN is eliminated (lane narrowing). The information about the relevant event E on the adjacent lane FN or the hard shoulder S can be derived, for example, from the other vehicle information I9 and/or the object information IO and/or the environment information IU and/or the navigation information IN.

In this way, when the adaptation module 4a or the adaptation functionality XA is activated under these conditions (relevant event E on the neighboring lane FN or the hard shoulder S), a transverse offset V can be adaptively determined for the current lane F in which the vehicle 1 is located. Dependence on the respective neighboring lane FN or the hard shoulder S. The specified transverse offset V is then passed on as described either to the lane keeping algorithm SA, so that it then regulates to the resulting adjusted target transverse position QaSoll (QSoll + V), or to the input calculation module 4c, which uses this to determine an adjusted actual transverse position Qalst (Qlst - V) and passes this on to the lane keeping algorithm SA.

The disclosure is not limited to the embodiments described here. There is room for various adaptations and modifications that the person skilled in the art would consider based on his technical knowledge and as part of the disclosure. As an example, the possibility is mentioned that instead of actively counter-steering, the adaptation of the transverse offset by the driver can be carried out incrementally with the aid of an operating unit, e.g. steering wheel operating unit. Preferably, two buttons on the steering wheel operating unit are used for this, which cause the alignment to the left and right.

Reference symbols (part of the description):

1 vehicle

1 a Vehicle longitudinal centre axis

1 b vehicle center of gravity

1 H vehicle height

1W Vehicle width

2 steering system

2a Steering system input

2b steering actuator

3 lane keeping system

4 lane keeping module

4a Lane keeping output

4b Lane keeping input

4c input calculation module

4d adaptation module

5 environmental sensors

5a radar sensor

5b LIDAR sensor

5c camera

6 driving dynamics sensor

6a speed sensor

6b Steering wheel angle sensor

6c steering wheel torque sensor

7 external data source

7a Satellite navigation system

7b V2X communication system

8 tunnels

8H tunnel height

9 Third-party vehicle

AF Road type

AF1 highway

AF2 country road

D Deviation E relevant event

F lane

F1a leftmost lane F of motorway AF1

F 1 b middle lane F of motorway AF 1

F1c rightmost lane F of motorway AF1

FB lane marking

FM Lane center

FN neighboring lanes

FW lane width

G Driving dynamics

I9 Third-party vehicle information

IE Input Information

IF road information

II Infrastructure information

IN navigation information

IO Object Information

IV Traffic sign information

IU environmental information

Crap actual steering wheel torque

MSoll Target steering wheel torque

0 object

OD object dynamics

Qalst adjusted actual transverse position

QaSoll adjusted target transverse position

Qlst actual transverse position

QSoll Target transverse position

R Emergency lane

S hard shoulder

SA lane keeping algorithm

SE input signal

SE1 ambient signal

SE2 driving dynamics signal

SE3 foreign signal

U Environment V Lateral offset v1 Vehicle speed vG Speed threshold

Wist actual steering wheel angle

WF Driver Warning

WSoll Target steering wheel angle

XA adaptation functionality

XS lane keeping functionality

Claims

Patent claims: 1. Method for the automated alignment of a vehicle (1) within a lane (F) depending on a predetermined target transverse position (QSoll), with at least the following steps: - Determining an actual transverse position (Qlst) of the vehicle (1) within the lane (F); - Determination of a deviation (D) depending on the actual transverse position (Qlst) and the specified target transverse position (QSoll); - Determining and outputting a target steering wheel angle (WSoll) and/or a target steering wheel torque (MSoll) depending on the determined deviation (D) in such a way that the deviation (D) corresponds to the output when an active steering system (2) is activated Target steering wheel angle (WSoll) and/or reduced with the output target steering wheel torque (MSoll); and - Controlling the active steering system (2) with the output target steering wheel angle (WSoll) and/or with the output target steering wheel torque (MSoll), characterized in that a transverse offset (V) is additionally taken into account to determine the deviation (D), wherein the transverse offset (V) is determined or adaptively adjusted from input information (IE) while the vehicle (1) is driving within the lane (F), so that the vehicle (1) is automatically aligned within the lane (F) taking into account the transverse offset (V) determined or adaptively adjusted during the journey. 2. The method according to claim 1, characterized in that an adapted actual transverse position (Qalst) is formed from the determined actual transverse position (Qlst) and the transverse offset (V) determined or adaptively adjusted while driving and the deviation (D). the adjusted actual transverse position (Qalst) and the specified target transverse position (QSoll). 3. Method according to claim 1, characterized in that an adapted desired transverse position (QaSoll) is formed from the predetermined desired transverse position (QSoll) and the determined or adaptively adapted transverse offset (V) and the deviation (D) is determined from the determined actual transverse position (Qlst) and the adapted desired transverse position (QaSoll). 4. Method according to one of the preceding claims, characterized in that the transverse offset (V) is limited, preferably by a lane width (FW) and/or a vehicle width (1W) and/or a position of the lane boundaries (FB) of the lane (F). 5. Method according to one of the preceding claims, characterized in that the transverse offset (V) is determined or adapted during travel of the vehicle (1) within the lane (F) from at least one piece of input information (IE) which is selected from the group consisting of: environmental information (IU), traffic sign information (IV), object information (IO), navigation information (IN), infrastructure information (II), other vehicle information (I9), lane information (IF), driving dynamics variables (G) recorded by driving dynamics sensors (5). 6. The method according to claim 5, characterized in that an actual steering wheel angle (Wist) and / or an actual steering wheel torque (Mist), which is specified by the driver, for example, are recorded as driving dynamics variables (G) while the active steering system (2) is controlled with the output target steering wheel angle (WSoll) and/or with the output target steering wheel torque (MSoll), the transverse offset (V) being adaptively adjusted in the meantime, - as long as the actual steering wheel angle (Wact) deviates from the specified target steering wheel angle (WSoll), and/or - as long as the actual steering wheel torque (Mact) deviates from the specified target steering wheel torque (MSoll), and the deviation (D) is determined in dependence on this adaptively adjusted transverse offset (V) and is used as the basis for determining the target steering wheel angle (WSoll) and/or the target steering wheel torque (MSoll). 7. The method according to claim 6, characterized in that the transverse offset (V) is adapted adaptively as long as - until the actual steering wheel angle (Wact) matches the determined target steering wheel angle (WSoll) and/or - until the actual steering wheel torque (Mist) matches the determined target steering wheel torque (MSoll). 8. The method according to one of the preceding claims, characterized in that to determine the deviation (D), a changeable transverse offset (V) is only taken into account and / or a transverse offset (V) of non-zero is only determined if from the Input Information (IE) follows that - a vehicle speed (v1) of the vehicle (1) has exceeded or fallen below a predetermined speed threshold (vG), and/or - The lane (F) belongs to a predetermined type of road (FA), for example a motorway (AF1) or a country road (AF2). 9. Method according to claim 8, characterized in that the transverse offset (V) is determined or adjusted during travel of the vehicle (1) within the lane (F) of a motorway (AF1) when a speed threshold value (vG) of, for example, 40 km/h is undershot in such a way that the vehicle (1) contributes to the formation of an emergency lane (R). 10. Method according to claim 9, characterized in that from the input information (IE) it is determined in which lane (F) the vehicle (1) is located, for example within a leftmost lane (F1a), within a middle lane (F1b) or within a rightmost lane (F1c), and the transverse offset (V) for forming the emergency lane (R) is specified in dependence on the lane (F) such that the vehicle (1) - when driving within the leftmost lane (F1a), the vehicle is aligned as far as possible to the left within the leftmost lane (F1a), or - when driving within the middle lane (F1 b), the vehicle is aligned as far as possible to the right within the middle lane (F1b), or - when driving within the rightmost lane (F1c), the vehicle is aligned as far as possible to the right within the rightmost lane (F1c). 11. Method according to one of the preceding claims, characterized in that it is determined from the input information (IE) whether the vehicle (1) is moving towards a tunnel (8) and the transverse offset (V) as a function of one of the input information (IE) determined tunnel height (8H) for the current lane (F) on which the vehicle (1) is located is determined or adjusted. 12. The method according to any one of the preceding claims, characterized in that it is determined from the input information (IE) whether the vehicle (1) is moving towards an object (0) which projects into a clear space in the lane (F). and the transverse offset (V) is determined or adjusted depending on this in such a way that contact with the object (0) is avoided. 13. The method according to any one of the preceding claims, characterized in that it is determined from the input information (IE) whether a relevant event (E) occurs within a neighboring lane (FN) or a hard shoulder (S), the transverse offset (V) when a relevant event (E) occurs, it is determined in such a way that the vehicle (1) moves away from the neighboring lane (FN) or the hard shoulder (S) within the lane (F). 14. The method according to any one of the preceding claims, characterized in that the predetermined target transverse position (QSoll) corresponds to a lane center (FM) of the lanes (F). 15. Method according to one of the preceding claims, characterized in that a driver warning (FW) is issued when the transverse offset (V) is determined or adjusted. 16. Lane keeping system (3) for the automated alignment of a vehicle (1) within a lane (F) depending on a predetermined target transverse position (QSoll), in particular according to a method according to one of the preceding claims, with a lane keeping module (4) with a lane keeping input (4b) for receiving input information (IE) and a lane keeping output (4a) for outputting a target steering wheel angle (WSoll) and/or a target Steering wheel torque (MSoll), wherein the lane keeping module (4) further comprises a lane keeping algorithm (SA), wherein the lane keeping algorithm (SA) is designed to determine a deviation (D) depending on an actual transverse position (Qlst) of the vehicle (1) within the lane (F) and the predetermined desired transverse position (QSoll) and to determine the desired steering wheel angle (WSoll) and/or the desired steering wheel torque (MSoll) depending on the determined deviation (D) in such a way that the deviation (D) is reduced when an active steering system (2) that can be connected or is connected to the lane keeping output (4a) is activated with the output desired steering wheel angle (WSoll) and/or with the output desired steering wheel torque (MSoll), characterized in that the lane keeping system (3) further comprises an adaptation module (4d), wherein the adaptation module (4d) is designed to adjust the steering wheel angle (WSoll) and/or the desired steering wheel torque (MSoll) while the vehicle (1) is driving. ) within the lane (F) from the input information (IE) to determine or adaptively adapt a lateral offset (V) and to provide it to the lane keeping module (4) in such a way that the lateral offset (V) can also be taken into account when determining the deviation (D) in order to automatically align the vehicle (1) within the lane (F) taking into account the lateral offset (V) determined or adaptively adapted during the journey. 17. Lane keeping system (3) according to claim 16, characterized in that the lane keeping algorithm (SA) is designed to record the transverse offset (V) and to form an adapted desired transverse position (QaSoll) from the predetermined desired transverse position (QSoll) and the determined or adaptively adapted transverse offset (V) and to determine the deviation (D) from the determined actual transverse position (Qlst) and the adapted desired transverse position (QaSoll). 18. Lane keeping system (3) according to claim 16, characterized in that an input calculation module (4c) connected upstream of the lane keeping algorithm (SA) is designed to record the transverse offset (V) and to form an adapted actual transverse position (Qalst) from the determined actual transverse position (Qlst) and the transverse offset (V) determined during the journey or adaptively adapted and to transmit it to the lane keeping algorithm (SA), so that the lane keeping algorithm (SA) the deviation (D) from the adjusted actual transverse position (Qalst) and the specified target transverse position (QSoll) can be determined. 19. Vehicle (1) with a lane keeping system (3) according to one of claims 16 to 18.