DE102017218044A1 - Informing a vehicle parked at a lane boundary about a critical location of the vehicle with respect to the lane boundary - Google Patents

Abstract

One aspect of the invention relates to a method for informing a first vehicle parked on a roadway boundary in the longitudinal direction about the position of the first vehicle with respect to the roadway boundary. In a second vehicle, which is located in the vicinity of the first vehicle, a position of the first vehicle that is critical with respect to the road boundary is determined using an environment sensor of the second vehicle. When the second vehicle has determined that the first vehicle is parked at a critical position with respect to the lane boundary, the second vehicle transmits information about the lane boundary critical location of the first vehicle. In a further step, this warning information about the critical position of the first vehicle relative to the lane boundary is received by the first vehicle. Upon receiving information about the critical position of the first vehicle with respect to the lane boundary, a measure is taken by the first vehicle to prevent or at least reduce a danger due to the critical location of the first vehicle.

Description

The invention relates to a method and a system for informing a vehicle parked at a lane boundary about a critical position of the vehicle with respect to the lane boundary, in particular a lane boundary in the form of a ground-level obstacle such as a curb.

There are known sensor-based parking aids, which are connected to obstacles such. B. parked vehicles, and lane boundaries, z. B. curb, orientate (see, for example DE 10 2015 220 467 A1 or DE 10 2009 046 656 A1 ).

Vehicles without parking aid or with parking aid, but without detection of the road boundary, when parked in a Längsparklücke can sometimes very close to a lane boundary or already partially above the lane boundary, z. As curb, parked without the driver perceives this.

When the vehicle is restarted in the course of parking, a lane boundary in the form of a ground-level obstacle (eg curb) may result in a collision between a near-end wheel flank (eg rim or tire sidewall) and the lane boundary if the parking is too close. wherein the rim and / or the tire is damaged. Rims can scratch when parked too close to the curb when you park out. In particular, in the case of damage to the tire sidewall damage can also pose a security risk.

If the parking is parked too close to or parked with one or more wheels on the lane boundary, there is a risk that passers-by might collide with the vehicle on the sidewalk next to the lane, as well as the risk of passers-by passing the bodywork or attachments ( eg the exterior mirror). When parking already on the lane boundary, the space for passers-by (eg pedestrians or cyclists) on a sidewalk or cycle path adjacent to the lane is also restricted.

It is an object of the invention to prevent such risks in a critical position of the vehicle with respect to the road boundary or at least reduce it.

The object is solved by the features of the independent claims. Advantageous embodiments are described in the dependent claims. It should be noted that additional features of a claim dependent on an independent claim without the features of the independent claim or only in combination with a subset of the features of the independent claim may form an independent invention independent of the combination of all features of the independent claim, the subject of an independent claim, a divisional application or a subsequent application. This applies equally to technical teachings described in the specification, which may form an independent invention of the features of the independent claims.

A first aspect relates to a method for informing a first vehicle (in particular passenger cars) parked on a roadway boundary in the longitudinal direction about the position of the first vehicle in relation to the roadway boundary. The vehicle is thus parked in the longitudinal direction in a Längsparklücke. The road boundary is, for example, a curb.

The method comprises the following steps:

In a second vehicle, which is located in the vicinity of the first vehicle, a position of the first vehicle that is critical with respect to the road boundary is determined using an environment sensor of the second vehicle. The environment sensor system is, for example, an ultrasound-based, camera-based, radar-based and / or lidar-based environment sensor system, in particular an environment sensor system with several different sensor types.

A critical position may be understood as meaning a position of the first vehicle with respect to the road boundary, in which the vehicle is parked too close to the road boundary, for example the lateral distance of the vehicle or a vehicle component (eg a wheel) falls below a certain level , A critical situation may alternatively or additionally also be understood to mean a situation in which the first vehicle is already parked with one or more wheels on the side facing the lane on the lane boundary (eg on the curb) or, in the case of a marking, this lane boundary already has run over.

The second vehicle may, for example, be a vehicle passing by the road boundary or a vehicle parked behind or in front of the first vehicle.

When the second vehicle has determined that the first vehicle is parked in a critical position with respect to the lane boundary, the second vehicle transmits information about the critical position of the first vehicle with respect to the lane boundary.

In a further step, this warning information about the critical position of the first vehicle relative to the lane boundary is received by the first vehicle.

It can be provided that the first and the second vehicle communicate directly with one another (so-called car-to-car communication). Alternatively, it can be provided that the second vehicle transmits this information to a vehicle-external server via a mobile radio network and generally typically further communication networks, and this information is communicated by the vehicle-external server via communication networks to the first vehicle.

Upon receiving information about the critical position of the first vehicle with respect to the lane boundary, a measure is taken by the first vehicle to prevent or at least reduce a danger due to the critical location of the first vehicle. In this way, for example, damage to the wheel or the body can be avoided or a collision with a pedestrian on an adjacent path (eg walkway or bicycle lane) can be avoided.

The measure can be carried out immediately after receipt of the information or even be performed after entering the vehicle by the driver.

The measure may be the issuing of a warning from the vehicle to the driver of the first vehicle. The warning can preferably be issued only after entering the vehicle, especially when driving off. The warning may be, for example, an optical warning, in particular on a display in the vehicle cockpit, an audible warning (for example a warning tone or a voice message) or a haptic warning (eg vibration of the steering wheel).

An alternative or additional measure may be an automatic steering angle limitation by the first vehicle, in particular to prevent the tire colliding with the curb when parking. Specifically, the steering angle limit pertains to the driver's manual vehicle guidance after the driver has entered and steers the first vehicle (eg, after engine startup, but possibly before engine startup). However, the steering angle limitation could also be used in a parking maneuver carried out with a parking assistance system with at least automated lateral guidance.

• - der Teilabstand a₁ vom Bordstein zu der Reifen- oder Felgenaußenseite und
• - der Teilabstand a₂ zwischen der Reifen- bzw. Felgenaußenseite zur Längsachse des Reifens im Drehpunkt des Rads

Due to the steering angle limitation is not the entire area for the steering angle available to the driver, but the steering angle range is limited so that - for example, the distance between the wheel (for example, the tire or Felßenßenseite) and a curb is very small - the outer side of the Rim or tire by the swinging of the wheel does not collide with the curb. In the steering angle limitation, a maximum allowable amount | β _max | are defined for the steering angle, which depends, for example, on the following quantities:

• - Partial distance a ₁ from the curb to the tire or rim outside and
• - The part distance a ₂ between the tire or Felßenßenseite to the longitudinal axis of the tire in the pivot point of the wheel

For example, the maximum allowable amount | β _max | for the steering angle are defined according to the following relationship: $$\text{cot}\left(\left|{\mathrm{\beta }}_{\text{Max}}\right|\right)=\text{b}/\left({\text{a}}_1+{\text{a}}_2\right),$$

Here b describes half the tire or rim diameter.

Alternatively or additionally, the measure may consist in that the first vehicle (in particular immediately after receiving the information) automatically (in particular with automated longitudinal and transverse guidance) corrects its position for limiting the lane by means of methods. In this case, it is advantageous if the vehicle autonomously corrects its parking position immediately after receiving the information, without a driver having to be in the vehicle.

The invention is thus based on the idea that a vehicle can measure another parked vehicle, based thereon can close the proximity between the wheel and the road boundary and, if necessary, can give a corresponding indication to the parked vehicle. Thus, for example, drivers of parked vehicles without parking sensors can be informed of an impending curb drive before the start of the journey.

The inventive method minimizes the risk of damage to the rim or injury of the tire sidewall (coupled with a increased risk of the tire bursting while driving) as part of the trip. The method also allows avoidance of accidents by vehicles parked too far into the adjacent walkway or bicycle lane, thus reducing the risk of injury to passers-by. In addition, damage to the bodywork surface or other vehicle attachment parts may be avoided by vehicles parked too far into the adjacent walking or cycling path.

Preferably, to determine a position critical with respect to the lane boundary, information about the own position of the second vehicle with respect to the lane is determined, in particular relative to the lane boundary. For example, the lateral distance between the second vehicle to the road boundary is determined. Here, the distance can be determined starting from the vehicle longitudinal axis of the second vehicle to the road boundary. As an alternative to the vehicle longitudinal axis, another reference line (eg the vehicle side of the second vehicle facing the road boundary) may also be used. The position information can be determined, for example, by means of an ultrasonic sensor system (whose position is known relative to the vehicle side inclined to the road boundary), z. B. in a similar manner as in known parking assistance systems with automated vehicle guidance for the measurement of longitudinal parking spaces before the automated parking operation is performed. Furthermore, a camera-based determination of the position information of the own vehicle is also possible. Alternatively or additionally, the position information of the own vehicle with respect to the roadway can be determined by means of a satellite-based navigation system with a sufficiently high-resolution map.

If the information about the own position of the second vehicle is difficult to determine relative to the road boundary, for example, because a number of parked cars make the measurement of the road impossible or the navigation system can not accurately map their own location, so can one or more to the lane boundary in Substantially parallel lane marking lines on the roadway (the locations of which are known) are used for relative position determination, a lane marking line of a demarcated bicycling lane on the roadway. Typically, these lane markings are executed in standard widths and could be retrieved from the municipal map material.

A further alternative for measuring the own position of the second vehicle relative to the road boundary can be made via a third vehicle, which determines the lateral distance of the third vehicle to the road boundary and transmits this lateral distance and the vehicle width of the third vehicle to the second vehicle. If the lateral distance of the second vehicle to the third vehicle has been measured by the environment sensor system, based on this information, the own position of the second vehicle relative to the road boundary can be determined.

Furthermore, information about the position of the first vehicle relative to the second vehicle is preferably determined. In this case, for example, the lateral distance between the second vehicle and the outside of a road-internal wheel of the first vehicle is determined, in particular calculated from the vehicle longitudinal axis of the second vehicle or another reference line of the second vehicle (eg the side of the vehicle facing the road boundary). The position information can be determined, for example, by means of an ultrasonic sensor system or by means of a camera system.

In order to determine whether the first vehicle has assumed a critical position with respect to the road boundary, it is preferable to use information about the width of the first vehicle, in particular the width of the vehicle from the wheel outside of one wheel to the outside of the wheel of the other vehicle axle in the case a motor vehicle.

Information about the width of the first vehicle can be determined, for example, by retrieving the information about the vehicle width from an information store which is located outside the second vehicle or in the second vehicle. In this case, the information store preferably comprises information about the vehicle width for a multiplicity of different vehicle types. Information about the width of the vehicle may also be received by the first vehicle through vehicle-to-vehicle communication. In addition, it is conceivable that for this purpose the first vehicle is measured by the second vehicle or by a third vehicle parked behind or in front of the first vehicle, the information then being sent to the second vehicle in the latter case.

• - ein erster lateraler Abstand zwischen dem zweiten Fahrzeug (insbesondere gerechnet ab der Fahrzeuglängsachse des zweiten Fahrzeugs) und der Fahrzeugbahnbegrenzung;
• - ein zweiter lateraler Abstand zwischen dem zweiten Fahrzeug (insbesondere gerechnet ab der Fahrzeuglängsachse des zweiten Fahrzeugs) und der Außenseite eines straßeninneren Rads des ersten Fahrzeugs; und
• - die Breite des ersten Fahrzeugs, vorzugsweise gerechnet von der Radaußenseite eines Rads zu der Radaußenseite des anderen Rads der gleichen Fahrzeugachse.

For example, to determine a critical position with respect to the road boundary, the following quantities are determined or retrieved:

• a first lateral distance between the second vehicle (in particular calculated from the vehicle longitudinal axis of the second vehicle) and the vehicle path boundary;
• - a second lateral distance between the second vehicle (in particular calculated from the vehicle longitudinal axis of the second vehicle) and the outside of a road-internal wheel of the first vehicle; and
• - The width of the first vehicle, preferably calculated from the Radaußenseite a wheel to the Radaußenseite the other wheel of the same vehicle axle.

Instead of the outer side of a road-internal wheel of the first vehicle, for the second lateral distance and the width of the first vehicle, a different reference point on the inner side of the first vehicle can be selected, for example the position of the outer mirror.

A critical position of the first vehicle with respect to the road boundary is determined, for example, from the first distance, the second distance and the width. For example, it is decided that a position of the first vehicle critical with respect to the lane boundary exists when the first distance less the second distance is smaller than the width.

A second aspect of the invention relates to a system for informing a first vehicle parked at a lane boundary in the longitudinal direction about the position of the first vehicle with respect to the lane boundary. The system includes a second vehicle detection unit located in the vicinity, wherein the detection unit is configured to detect a critical position of the first vehicle with respect to the road boundary using surround sensor of the second vehicle. Furthermore, the system comprises a transmission unit for the second vehicle, which is set up to transmit information about the position of the first vehicle which is critical with regard to the lane boundary. In addition, a reception unit for the first vehicle is provided, which is set up to receive information about the critical position of the first vehicle relative to the lane boundary. In addition, the system includes a first vehicle measure unit configured to receive, in response to receiving information about the lane boundary critical location of the first vehicle, a measure by the first vehicle to prevent or reduce a hazard due to the critical situation of the first vehicle.

The above statements on the method according to the invention according to the first aspect of the invention also apply correspondingly to the system according to the invention according to the second aspect of the invention. At this point and in the claims not explicitly described advantageous embodiments of the system according to the invention correspond to the advantageous embodiments of the method described above or described in the claims.

Further aspects of the invention relating to the aforementioned determining unit and the above-mentioned unit of measures for the system according to the second aspect of the invention.

• 1 ein Ausführungsbeispiel zum Feststellen einer in Bezug auf die Fahrbahnbegrenzung kritischen Lage des geparkten Fahrzeugs 3;
• 2 eine beispielhafte Breite des Fahrzeugs 3; und
• 3 ein Ausführungsbeispiel zum Festlegen eines maximal zulässigen Betrags des Lenkwinkels zur Vermeidung einer Bordsteinkollision.

The invention will be described below with reference to an embodiment with the aid of the accompanying drawings. In these show:

• 1 an embodiment for determining a critical with respect to the road boundary location of the parked vehicle 3 ;
• 2 an exemplary width of the vehicle 3 ; and
• 3 An embodiment for determining a maximum allowable amount of steering angle to avoid a curb collision.

In 1 is an embodiment for determining a critical with respect to the lane boundary location of the parked vehicle 3 shown.

The vehicles 1 to 4 are at a lane boundary 6 (For example, on a curb) of the roadway 7 parked.

One at the parked vehicles 1 to 4 passing vehicle 5 determines the lateral distance d ₁ between the vehicle's own longitudinal axis 8th and the roadside 6 , Further, the vehicle determines 5 the lateral distance d ₂ between the vehicle's own longitudinal axis 8th and the outside of the road-inside wheel of the vehicle to be measured 3 (see line 9 ).

The vehicle 5 includes, for example, a 360 ° environmental sensor (including a stereo camera) for detecting the confining space around the vehicle 5 and a satellite-based navigation system with digital high-resolution map. The vehicle 5 includes means of communication for car-to-car communication and possibly for car-to-infrastructure communication (car-to-infrastructure communication, for example in the event that with the vehicle 3 can only be communicated via Car-to-Infrastructure Communication). Furthermore, the vehicle comprises means for monitoring the subsurface (eg lane departure warning; Underground monitoring is helpful so that the second vehicle can maintain a defined position during the measurement, eg towards the center of the lane or another reference line.

1. A) Abrufen der Breite b von einem Server, in dem die Breitenwerte für unterschiedliche Fahrzeugtypen abrufbar sind;
2. B) Abfragen der Breite b von dem Fahrzeug 3 beim Vorbeifahren über Car-to-Car Communication;
3. C) Vermessen der Breite b über eine Videokamera, beispielsweise seitens des Fahrzeugs 5 beim Vorbeifahren oder seitens des hinter dem Fahrzeug 3 parkenden Fahrzeugs 4.

The passing vehicle 5 can be based on his own position on the road, namely the distance d ₁ between its own vehicle longitudinal axis 8th to the roadside 6 , and the distance d ₂ between the vehicle's own longitudinal axis 8th and outside of the road inside wheel of the vehicle to be measured 3 (see line 9 ) indicate whether the vehicle to be measured 3 very close to the lane boundary 6 stands when the vehicle width b of the vehicle to be measured 3 between the wheels is known. The vehicle width b is exemplary in 2 and extends from the outside of the rim on the left side of the vehicle (see line 9 ) to the outside of the rim on the right side of the vehicle (see line 10 ). Exemplary possibilities for determining the width b are:

1. A) retrieving the width b from a server in which the width values for different types of vehicles are retrievable;
2. B) Querying the width b of the vehicle 3 when passing by car-to-car communication;
3. C) measuring the width b via a video camera, for example, on the part of the vehicle 5 when driving by or behind the vehicle 3 parked vehicle 4 ,

Unless the values d1 . d ₂ and b, it can be checked if the distance d ₁ reduced by the second distance d ₂ is less than the width b, ie $${\text{d}}_1-{\text{d}}_2\le \text{b}\text{,}$$

If this is the case, it is determined that the vehicle 3 so close to the lane boundary 6 is parked that it can come on the extension to a collision of the wheel with the road boundary. A corresponding note is in this case on the part of the vehicle 5 to the vehicle 3 sent the driver of the vehicle 3 when driving away warns, in particular, issues a warning in the cockpit.

Alternatively it can be provided that the vehicle 3 autonomously corrects its parking position upon receipt of the indication itself to avoid collision with a pedestrian on an adjacent walkway or to avoid damage to the wheel or body.

Most cars have a different track width on the front and rear axles, so two different latitude values b _VA and b _HA between the outside of the consequences left and the outside of the rim right for front or rear axle are measurable. For simplicity, for example, for the method described above, the average of both widths b _VA and b _HA be used as the width b, especially when b _VA and b _HA only slightly different from each other. Alternatively, the larger track width could be determinative for both axles. Instead, it would also be feasible to consider the location of the vehicle 3 relative to the lane boundary 6 in terms of the front axle with the width value b _VA perform and check the location of the vehicle 3 relative to the lane boundary 6 in terms of the rear axle with the width value b _HA perform. In the former test, the vehicle would 5 the lateral distance d _{2, VA} between the vehicle's own longitudinal axis 8th and the outside of the road inside wheel of the front axle of the vehicle to be measured 3 use, in the second-mentioned test would be the vehicle 5 the lateral distance d _{2, HA} between the vehicle's own longitudinal axis 8th and the outside of the road-inner wheel of the rear axle of the vehicle to be measured 3 use.

When the lateral distance d ₁ of the vehicle 5 relative to the lane boundary 6 is difficult to determine, for example, a number of parked cars make the measurement of the roadway impossible or the navigation system can not accurately map their own location, so one or more to the road boundary substantially parallel lane marking lines (whose positions are known) on the road 7 used for relative position determination. For example, this is a marker line 11 , which separates the longitudinal parking lots from the lane, or one or more lines next to the longitudinal parking lots, the one bicycle lane on the carriageway 7 to mark. It is advantageous if the auxiliary markings are entered in the digital road map for the navigation system and have a standardized width.

3 shows an embodiment for setting a maximum allowable amount | β _max | the steering angle to which the steering angle of the vehicle 3 during manual maneuvering of the vehicle is limited in the context of Ausparkens to avoid a curb collision.

• - der Teilabstand a₁ von der Bordsteinkante 6 zu der Radaußenseite (z.B. Felgenaußenseite oder Reifenaußenseite) des Rads 23 (a₁ ist zeitlich veränderlich) und
• - der Teilabstand a₂ zwischen der Radaußenseite zur Längsachse 21 des Rads 23 im Drehpunkt des Rads 23 (a₂ ist zeitlich konstant für feste Reifen-/Felgenabmaße).

In the steering angle limitation, a maximum allowable amount | β _max | are defined for the steering angle, which depends, for example, on the following quantities:

• - the pitch a ₁ from the curb 6 to the outside of the wheel (eg outside of the rim or outside of the tire) of the wheel 23 ( a ₁ is temporally changeable) and
• - the pitch a ₂ between the outside of the wheel to the longitudinal axis 21 of the wheel 23 in the fulcrum of the wheel 23 ( a ₂ is constant over time for fixed tire / rim dimensions).

As in the example of 3 shown, the maximum allowable amount | β _max | for the steering angle are defined according to the following relationship: $$\text{cot}\left(\left|{\mathrm{\beta }}_{\text{Max}}\right|\right)=\text{b /}\left({\text{a}}_1+{\text{a}}_2\right),$$

In this case, b describes half the tire or rim diameter (i.usually R. to the outermost rim base).

In 3 is the diagonal hatched pattern of the locked steering angle range, in the amount of steering angle greater than the maximum allowable amount | β _max | is. With cross-hatched pattern of the allowable steering angle range is shown in the amount of the steering angle, the maximum allowable amount | β _max | does not exceed.
When driving forwards and backwards, the permissible steering angle range can vary.

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• DE 102015220467 A1 [0002]
• DE 102009046656 A1 [0002]

Claims (17)

Method for informing a first vehicle (3) parked in the longitudinal direction at a road boundary (6) about the position of the first vehicle (3) with respect to the road boundary (6), comprising the steps: in a second vehicle (5), which is located in the vicinity of the first vehicle (3), determining a position of the first vehicle (3) which is critical with respect to the road boundary (6), using an environment sensor system of the second vehicle (5) ; on the part of the second vehicle (5), sending information about the position of the first vehicle (3) critical with respect to the road boundary (6); on the part of the first vehicle (3), receiving information about the position of the first vehicle critical with respect to the lane boundary; and in response to receipt of information about the lane boundary (6) critical position of the first vehicle (3), performing a measure by the first vehicle (3) to prevent or reduce a hazard due to the critical location of the first vehicle ( 3). Method according to Claim 1 wherein the second vehicle (5) is a vehicle passing by the lane boundary (6). Method according to Claim 1 wherein the second vehicle is a vehicle parked behind or in front of the first vehicle (3). Method according to one of the preceding claims, wherein the step of performing a measure comprises: - Issuing a warning to a driver of the first vehicle (3), in particular when starting the first vehicle (3). Method according to one of Claims 1 to 3 wherein the step of performing a measure comprises: - automated method of the first vehicle (3) for correcting the position of the first vehicle (3) relative to the lane boundary (6), in particular autonomous method of the first vehicle without presence of a driver in the first vehicle , Method according to one of Claims 1 to 3 wherein the step of performing a measure comprises: limiting the steering angle of the first vehicle (3). Method according to one of the preceding claims, wherein the step of determining a position of the first vehicle (3) critical with respect to the road boundary (6) comprises: - determining information (d ₁ ) relating to the position of the second vehicle (5) with respect to on the roadway, in particular relative to the roadway boundary (6). Method according to one of the preceding claims, wherein the step of determining a critical position of the first vehicle (3) with respect to the road boundary (6) comprises: determining information (d ₂ ) about the position of the first vehicle (3) relative to second vehicle (5). Method according to one of the preceding claims, wherein the step of determining a position of the first vehicle (3) which is critical with respect to the road boundary (6) takes place using information (b) across the width of the first vehicle (3), in particular the width (B) of the first vehicle (3) from the Radaußenseite (9) on one side of the vehicle to the outer wheel side (10) on the other side of the vehicle in the case of a motor vehicle. Method according to Claim 9 in which the information (b) about the width of the first vehicle (3) is provided by: retrieving the information about the vehicle width from an information store which is located outside the second vehicle (5) or in the second vehicle (5) wherein the information storage includes information about the vehicle width for a plurality of vehicle types; on the part of the second vehicle, receiving the information (b) about the vehicle width from the first vehicle (3) through vehicle-to-vehicle communication; and / or - measuring the first vehicle (3) • on the part of the second vehicle (5) or • on the part of a third vehicle parked behind or in front of the first vehicle (4, 2). Method according to one of the preceding claims, wherein the first vehicle (3) is a motor vehicle and the step of determining a position of the first vehicle (3) which is critical with respect to the road boundary comprises: determining a first lateral distance (d ₁ ) between the vehicle second vehicle (5), in particular the vehicle longitudinal axis (8) of the second vehicle (5), and the roadway boundary (6); Determining a second lateral distance (d ₂ ) between the second vehicle (5), in particular the vehicle longitudinal axis (8) of the second vehicle (5), and the inner side of the first vehicle (3), in particular the outer side of a road-internal wheel of the first Vehicle (3); and providing the width (b) of the first vehicle (3) from the inner side of the roadway, in particular from the outer wheel side of a wheel on the inner side of the roadway, to the outer side of the roadway, in particular to the outside of the wheel of the other wheel of the same vehicle axle, wherein with respect to the road boundary (6) critical position of the first vehicle (3) based on the first distance (d ₁ ), the second distance (d ₂ ) and the width (b ) is detected. Method according to Claim 11 wherein a critical position of the first vehicle (3) with respect to the lane boundary (6) is detected when the first distance (d ₁ ) less than the second distance (d ₂ ) is less than or less than the width (b) , Method according to one of the preceding claims, wherein the roadway boundary (6) is a curb. Method according to Claim 13 in which a position of the first vehicle (3) critical with respect to the curb (6) is characterized in that the first vehicle (3) is parked too close to the curb (6) or the first vehicle (3) is already on the curb Curb (6) is parked. System for informing a first vehicle (3) parked in the longitudinal direction at a road boundary (6) about the position of the first vehicle (3) with respect to the road boundary (6) a detection unit for a second vehicle (5) which is located in the surroundings, wherein the unit is set up, a critical position of the first vehicle (3) with respect to the road boundary (6), using an environment sensor of the second vehicle (5 ) a transmission unit for the second vehicle (5), which is set up to send information about the critical position of the first vehicle (3) with regard to the road boundary (6), a receiving unit for the first vehicle (3), which is set up to receive information about the critical position of the first vehicle (3) relative to the lane boundary (6), and a measure unit for the first vehicle (3) which is set up in response to the receipt of information about the critical position of the first vehicle (3) with regard to the road boundary (6), a measure taken by the first vehicle (3) Prevent or reduce a hazard due to the critical situation of the first vehicle (3). Determining unit for the system Claim 15 , Action unit for the system according to Claim 15 ,

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