DE102017220421A1 - Method and driver assistance system for supporting a stable cornering of a two-wheeler - Google Patents

Abstract

The present invention relates to a method for assisting stable cornering of a two-wheeled vehicle (100), characterized in that a corrective engagement (104) of at least one actuator of the two-wheeled vehicle (100) is activated to assist the turning when driving off the A two-wheeler (100) from a lane (206) using position information (106) about a current position of the two-wheeler (100) in the lane (206), a movement information (108) about a current movement of the two-wheeler (100), and a history information (110) is detected over a course of the lane (206).

Description

Field of the invention

The invention relates to a method for supporting a stable cornering of a two-wheeler and a driver assistance system for assisting a stable cornering of a two-wheeler.

State of the art

If a vehicle is operated in an unstable driving position, ie in the physical boundary region at the liability limit or beyond, a driver assistance system can bring the vehicle back into a stable driving position via targeted braking interventions. The unstable driving position can be detected by a discrepancy between wheel speeds, steering angles and a current movement of the vehicle.

An ABS system for a motorcycle allows a controlled active pressure build-up in a brake system of the motorcycle. An electronic power steering system can generate a steering torque. The US2013066522A describes a steering torque support for two-wheelers and their possible use. The US2011231041A describes a gyro system over which a banking angle of the motorcycle can be influenced.

Disclosure of the invention

Against this background, with the approach presented here, a method for supporting a stable cornering of a two-wheeler and a driver assistance system for supporting a stable cornering of a two-wheeler and finally a corresponding computer program product according to the independent claims are presented. Advantageous developments and improvements of the approach presented here emerge from the description and are described in the dependent claims.

Advantages of the invention

Embodiments of the present invention may advantageously enable to prevent a motorcycle from being driven out of a bend due to misuse by a rider of the motorcycle. The abortion can be detected and prevented, although the motorcycle always remains in a stable driving position and conventional safety systems would intervene only when reaching an unstable driving position.

A method is presented for supporting a stable cornering of a two-wheeled vehicle characterized in that a corrective engagement of at least one actuator of the two-wheeler is controlled to assist cornering when driving the two-wheeler out of a lane using position information about a two-wheeler current position of the bicycle in the lane, a motion information on a momentary movement of the bicycle and a history information on a course of the lane is detected.

Ideas for embodiments of the present invention may be considered, inter alia, as being based on the thoughts and findings described below.

A two-wheeler may be a motorized two-wheeler, such as a motorcycle. The two-wheeler is rolled during cornering through a curve in an inclined position to achieve a balance of forces of centrifugal force and gravity. The greater a skew angle of the skew, the greater the speed of the two-wheel in the curve and / or the narrower the driven curve. Since the bicycle has a certain width, the angle of inclination can not be arbitrarily large before parts of the bicycle put on in addition to the tires. Physically, the maximum possible inclination is limited by the coefficient of friction between the tire and the road. However, a rider of the bicycle will never voluntarily reach this physically maximum banking angle without much driving experience and / or training.

The driver can misjudge a curve of the curve and approach the curve at a speed that is too high for his ability to drive. Due to the combination of too high speed and too little angle of inclination, the two-wheeled vehicle travels too far in the curve, which can violate the limits of a lane in the curve. Such a border may be, for example, a center mark or a side mark of the road. Likewise, the border may be formed by an edge of the road surface. If the bicycle goes beyond the center mark, it gets into oncoming traffic, which can lead to a serious accident. If the bicycle gets off to the side of the road, it can lead to a serious fall.

Dimensions of the arc can be calculated by a movement information representing the instantaneous movement of the bicycle. The arc passes through an instantaneous position of the bicycle depicted in the position information and can be compared with a road course or a course of curves depicted in the course information.

For the intervention, a braking system of the two-wheel can be controlled to reduce a cornering speed of the two-wheeler. In particular, a braking intervention on a rear wheel of the two-wheeler can be controlled. By reducing the cornering speed, a narrower arc is possible at the same angle of inclination. Braking on the rear wheel does not create a righting moment that reduces the skew angle.

For the engagement, a steering actuator of the two-wheel can be controlled to produce a tilting moment to a curve inside. In particular, a steering intervention in the direction of a curve outside can take place. By a steering movement, a center of gravity of the bicycle and the driver can be changed, whereupon increases the skew angle. Due to the larger angle of inclination can be driven at the same speed a narrower arc.

For the intervention, a gyro system of the two-wheel can be controlled to produce a tilting moment to a curve inside. By directly introducing a tilting moment the cornering can be influenced directly. Due to the tilting moment generated in the gyro system, a seated position of the driver does not change.

The abortion can be detected when a future trajectory of the bicycle cuts a border of the lane. The future trajectory may be estimated using position information, motion information, and / or trajectory information about a trajectory of the bicycle. From the current position and the current movement can be concluded that a future trajectory.

The position information can be read in from an environment detection system of the two-wheeled vehicle. The surroundings detection system can detect the position of the bicycle relative to the traffic lane, for example optically. Due to the direct position determination relative to the lane, the position can be determined very accurately.

The position information can be read in by a navigation system of the two-wheeler. The position of the bicycle can be continuously recorded for other functions of the bicycle. Thus, the position information is already available.

The course information can be read in by an environment detection system of the two-wheeler. The environment detection device can detect the course of the road or the lane within a detection area and extract it from acquired raw data. This always up-to-date information about the course of the lane are used.

The course information can be read from a map of a navigation system of the two-wheeler. In the map, the course can be shown exactly. By reading from the map, the course of the lane is already known, although the road is not yet visible. For example, the braking of the curve by the driver can thus be intensified if insufficient braking of a curve that is difficult to see is recognized.

The method can be implemented, for example, in software or hardware or in a mixed form of software and hardware, for example in a control unit.

The approach presented here also creates a driver assistance system that is designed to implement, control or implement the steps of a variant of the method presented here in corresponding devices.

The driver assistance system can be an electrical device having at least one computing unit for processing signals or data, at least one memory unit for storing signals or data, and at least one interface and / or a communication interface for reading in or outputting data embedded in a communication protocol, include. The arithmetic unit can be, for example, a signal processor, a so-called system ASIC or a microcontroller for processing sensor signals and outputting data signals as a function of the sensor signals. The storage unit may be, for example, a flash memory, an EPROM or a magnetic storage unit. The interface can be designed as a sensor interface for reading in the sensor signals from a sensor and / or as an actuator interface for outputting the data signals and / or control signals to an actuator. The communication interface can be designed to read in or output the data wirelessly and / or by cable. The interfaces may also be software modules that are present, for example, on a microcontroller in addition to other software modules.

Also of advantage is a computer program product or computer program with program code which can be stored on a machine-readable carrier or storage medium such as a semiconductor memory, a hard disk memory or an optical memory and for carrying out, implementing and / or controlling the steps of the method according to one of the embodiments described above is used, especially if the program product or program is on running a computer or a device.

It should be understood that some of the possible features and advantages of the invention are described herein with reference to various embodiments as a method and driver assistance system. A person skilled in the art will recognize that the features can be suitably combined, adapted or replaced in order to arrive at further embodiments of the invention.

list of figures

• 1 zeigt eine Darstellung eines Zweirads mit einem Fahrerassistenzsystem gemäß einem Ausführungsbeispiel;
• 2 zeigt eine Darstellung einer Kurventrajektorie eines Zweirads unter Ausnutzung einer zur Verfügung stehenden Fahrspurbreite;
• 3 zeigt eine Darstellung eines abtreibenden Zweirads auf einer Straße; und
• 4 zeigt eine Darstellung einer Kurventrajektorie 200 eines durch ein Fahrerassistenzsystem gemäß dem hier vorgestellten Ansatz vor dem Abtreiben in den Gegenverkehr bewahrten Zweirads.

Embodiments of the invention will now be described with reference to the accompanying drawings, in which neither the drawings nor the description are to be construed as limiting the invention.

• 1 shows a representation of a two-wheeler with a driver assistance system according to an embodiment;
• 2 shows a representation of a curve trajectory of a two-wheeler using an available lane width;
• 3 shows a representation of an abortive two-wheeler on a road; and
• 4 shows a representation of a curve trajectory 200 a by a driver assistance system according to the approach presented here before the driving in the oncoming traffic preserved two-wheeler.

The figures are only schematic and not to scale. Like reference numerals designate the same or equivalent features in the figures.

Embodiments of the invention

1 shows a representation of a two-wheeler 100 with a driver assistance system 102 according to an embodiment. The driver assistance system 102 is designed to provide stable cornering of the two-wheeler 100 to support. In particular, the driver assistance system 102 trained to drive off the two-wheeler 100 from one of the two-wheeler 100 traveled lane in the direction of a curve outside by driving a corrective engagement 104 to prevent. The bicycle 100 Here is a motorcycle. The driver assistance system 102 monitors position information 106 representing a momentary position of the two-wheeler 100 in the lane, a motion information 108 showing a momentary movement of the two-wheeler 100 on the lane and a history information 110 , which maps a course of the traffic lane.

The bicycle 100 is steered by a driver, not shown here. To make a turn, the driver puts the bicycle 100 by an opposite direction of the curve steering movement in a directed to a curve inside tilt and then steers into the curve. A maximum speed of the two-wheeler 100 in the curve is defined by a radius of the curve, a traction of the tires in the curve and a skew angle of the two-wheeler 100 limited in the curve. In reality, the driver will probably drive the turn slower than physically possible.

The limiting factor in cornering is often the skew angle. The driver puts the bicycle 100 only as far in the curve as he feels comfortable. The skew angle may be too small if the driver approaches a curve with a small turning radius too fast. The driver can then only drive a curve with a larger radius than the road. Likewise, the skew angle may be too small as the radius of the curve in the curve becomes smaller, ie, the curve contracts. The bicycle 100 then drives in the direction of a curve outside and can ultimately leave the lane if the banking angle is not increased and / or the speed is reduced.

The approach presented here becomes the intervention 104 in order to reduce the speed and / or increase the banking angle when an incipient abortion is detected.

In one embodiment, the history information 110 and / or the position information 106 from an environment detection system 112 of the two-wheeler 100 read. The environment detection system 112 For example, at least one camera may be included in the lane in front of the two-wheeler 100 is directed. Images of the camera recognize lane markings and / or lane boundaries, such as a transition between a road surface and a banquet. Using the detected lane markers and / or lane boundaries, the history information becomes 110 and / or the position information 106 certainly.

In one embodiment, the history information 110 and / or the position information 106 from a navigation system 114 of the two-wheeler 100 read. The history information 110 is read out of a stored in the navigation system digital map. The position information 106 is determined by a satellite-based position-determining device and output in relation to the map.

The history information 110 and / or the position information 106 The two-wheeler can also be redundant from the surroundings detection system 112 and the navigation system 114 be read. In this case, for example, the history information 110 preferably be read from the map and by the obtained from the images of the camera history information 110 be secured. The position information 106 can preferably from the surroundings detection device 112 be read in and by the satellite-based position information 106 be hedged, or vice versa.

The movement information 108 is caused by accelerations and rotation rates of the two-wheeler 100 expressed in several axes. The accelerations and yaw rates are provided by acceleration sensors and yaw rate sensors of an inertial sensor system 116 of the two-wheeler 100 recorded and represented in acceleration values and rotation rate values generated by the driver assistance system 102 be read. The acceleration values and rotation rate values also include the current angle of inclination of the two-wheeler 100 displayed. The acceleration values and rotation rate values represent the unaffected cornering of the two-wheeler 100 ,

In one embodiment, a future trajectory of the two-wheeler 100 in the driver assistance system 102 using the position information 106 and the motion information 108 as well as past movement information 108 or a previous trajectory estimated. The estimated future trajectory represents a path that the two-wheeler 100 without intervention by a driver or the controlled intervention 104 would drive. The estimated trajectory comes with the history information 110 compared. When the trajectory leaves the lane, that is cuts one of the recognized limits of the lane, the driving of the two-wheeler 100 recognized.

When the abortion is detected, the intervention becomes 104 driven to the two-wheeler 100 to place more strongly in the curve and / or to delay. To increase the angle of inclination, a tilting moment tending in the curve can be introduced into the bicycle. To decelerate a braking torque can be introduced into the bicycle so that there is no righting moment.

In one embodiment, the driver assistance system 102 a steering signal 118 for a steering actuator 120 of the two-wheeler 100 output to produce the overturning moment. It can depend on a geometry of the two-wheeler 100 a steering movement in the direction of the inside of the curve or in the direction of the outside of the curve are controlled. Due to the steering movement in the direction of the outside of the turn, the center of gravity of the entire system becomes a two-wheeler 100 and shifted the driver in the direction of the inside of the curve, thus generating the overturning moment. Similarly, the rotating front wheel reacts as about the y-axis rotating gyro to the steering movement about the Z-axis with a tilting moment about the X-axis.

In one embodiment, the driver assistance system 102 a gyro signal 122 for a gyro system 124 of the two-wheeler 100 output to produce the overturning moment. In this case, a rotating about its rotation axis gyroscope be rotated about its perpendicular to the axis of rotation standing about its vertical axis, whereupon the tilting moment results in a longitudinal axis of the gyro which is transverse to the axis of rotation and the vertical axis. Similarly, one around the x-axis of the two-wheeler 100 rotatably mounted gyro be accelerated or decelerated to produce the overturning moment about the x-axis.

In one embodiment, the driver assistance system 102 a brake signal 126 for a brake system 128 of the two-wheeler 100 spent the two-wheeler 100 to delay. It is from the brake system 128 Pressure built up and over the brake lines of the two-wheeler 100 to at least one braking device 130 of the two-wheeler 100 directed. In particular, while the rear wheel of the bicycle 100 braked as a rear wheel braking no righting moment is generated, which would reduce the angle of the two-wheeler.

In other words, a safety system or a safety function for motorized two-wheelers 100 to prevent imminent abortion from the curve.

A common cause of curve accidents of motorized two-wheelers 100 Leaving the lane to the outside of the curve without any external involvement is due to a speed that is excessive for one's own ability to drive. Physically, the motorcycle is in a stable driving state in this driving situation.

For two-lane vehicles, active safety systems such as ESP are known. These systems detect understeer situations, ie situations in which the vehicle pushes on the front wheels to the curve outside, and achieve via active individual braking interventions a screwing of the vehicle or a speed reduction, so that the vehicle follows the curve according to the driver's steering angle default and remains on the road. In these understeer situations, the vehicle is due to slipping over the front wheels against the situation described above his physical limit. This allows the detection of the understeer situation solely from steering angle and the usual ESP inertial sensors.

Cameras, often monovideo cameras, are used for driver assistance systems for passenger cars. With these lane markings, curvatures of the lane markings and thus the lane can be reliably detected. Furthermore, asphalt boundaries can be detected by the camera systems, Thus, the road boundary can be detected without marking.

2 shows a representation of a curve trajectory 200 a bicycle using an available lane width. Here's a curve 202 a right-hand bend of a two-lane road 204 each with a directional roadway 206 . 208 shown. The curve 202 is approached on a curve outside. In the right turn, this is the left side of the lane 206 , It is driven as close to the lane marking. On the outside of the curve is also braked on a cornering speed, without steering. During the braking process, the speed is reduced so far that during cornering no further delay is required. Then it is rolled to the inside of the curve and steered in the direction of the right-hand edge of the road. The two-wheeler is in one at the cornering speed and a liability of the tires on the road 204 adjusted skew angle and is steered with a substantially adapted to the right edge of the road steering angle. The skew angle can be over 45 °. From a vertex 210 the curve trajectory 200 will be accelerated again. During acceleration, the steering angle is reduced and the banking angle is reduced again. The curve trajectory 200 runs shortly after the vertex 210 as close as possible to the right side of the road and then diagonally across the directional road 206 , During acceleration, the curve trajectory is affected 200 almost the left lane boundary and runs to the end of the acceleration process in the middle of the lane 206 , The opposite directional lane 208 is not used during the entire cornering. So there are no problems with oncoming traffic 212 ,

A common cause of non-participating curve accidents with motorized two-wheelers is leaving the lane 206 to the outside of the curve due to an excessive speed for own driving skills. A curve 202 given the narrowest turning radius r, the angle of inclination must be increased as the driving speed increases. From a physical point of view, the curve speed and thus the physically maximum angle of inclination amax is limited by the coefficient of friction between the tire and the road surface. When the road is dry, the physically maximum tilt angles are over 45 °. Many, if not most, motorcyclists ride over their entire motorcycling time but only with an individual maximum bank angle aindmax that is well below the physically maximum bank angle, as they do not dare continue into the corner 202 to lay and possibly have never practiced. Now comes the motorcyclist in the situation that the curve 202 he moves further, while he is already driving at his individual banking limit aindmax, he is out of the curve 202 to abort the curve and the curve 202 finally leave, as he does not continue in the curve 202 will lay as it would be necessary to follow her. This phenomenon is called skew anxiety. Physically, however, the driving condition is stable. This makes the detection of this situation difficult and requires localization within the lane 206 and a directional determination of the motorcycle.

The approach presented here recognizes that despite its stable driving condition, the motorcycle is driving towards the outside and threatens the lane 206 to leave. If this event is detected, active intervention takes place. For example, the rear brake can be used to reduce the speed. Likewise, an actuator, such as a steering torque adjuster, may intervene to increase the banking angle to allow the motorcycle to be in the lane 206 remains.

An active safety system or an active safety function for motorized two-wheelers is presented, which shows the imminent driving of the motorcycle out of the bend 202 recognizes due to an excessive speed for the individual driving skills and prevented by a corresponding active Aktuatoreingriff this abortion. Thus, the presented system contributes to increased driving safety and to avoid curve accidents.

3 shows a representation of an abortive two-wheeler 100 on a street 204 , The road makes a turn 202 , The curve 202 is here in contrast to the illustration in 2 a left turn. The bicycle 100 drives on a trajectory 300 already with an inclination in the curve 202 , An inclination angle 302 of the two-wheeler 100 Here, however, the curve speed is not adjusted. As a result, the possible steering angle is too small. The bicycle 100 becomes a lane boundary without corrective intervention 304 hurt or the lane 206 leave over the right edge.

Because the two-wheeler 100 at the current skew angle 302 and the currently driven speed can not drive a narrower turning radius, a correction by the driver is required. To assist the driver is in the approach presented here by a corrective intervention 104 at least one actor of the two-wheeler 100 the speed is reduced and / or the bank angle 302 magnified when it is detected that the two-wheeler 100 the road boundary 304 will hurt or the lane 206 is left over the right edge.

In one embodiment, a future trajectory will be used 306 of the two-wheeler 100 determined using current parameters, position and motion quantities. The future trajectory 306 becomes a street of the road 204 or a curve of the curve 202 superimposed. If the future trajectory 306 the road boundary 304 especially cuts on the outside of the curve in a given horizon, the engagement 104 triggered.

In other words, in the approach presented here in the driver assistance system, a method for aiding a stable cornering of the two-wheeler 100 executed. The method is characterized in that a correction signal for at least one actuator of the two-wheeler 100 is spent to assist cornering when driving off the two-wheeler 100 from a lane 206 using a current position of the bicycle 100 , a momentary movement of the bicycle 100 and a course of the lane 206 is recognized.

To detect the driving situation of the impending abortion from the lane 206 is the motorized two-wheeler 100 equipped with a camera system and an inertial sensor unit or with a highly accurate position and direction determination, high-precision maps and an inertial sensor unit.

The camera system (mono or stereo video) becomes the lane marker 308 recognized and thus the distance sm of the two-wheeler 100 for lane marking 308 , the horizontal angle φm of the motorcycle longitudinal axis to the tangent of the lane marking 308 and the curvature κm of the lane mark 308 determined. These sizes can also be from a course of asphalt boundary 304 be determined. So the location of the motorcycle is within the lane 306 known. Depending on the installation location of the camera and the type of installation, a vibration compensation and an image rotation around the tilt angle can be pre-set for the camera image 302 be performed.

The use of a highly accurate position and direction determination of the motorcycle using highly accurate maps allows the determination of the situation within the lane 206 ,

Based on the signals of the built-in motorcycle inertial sensor unit, the current movement of the motorcycle is known and can be transformed to a road bike reference system carried along with the motorcycle. By way of example, the yaw rate Ψ̇ _{st, 2W} , of the motorcycle in the road reference system is mentioned here.

4 shows a representation of a curve trajectory 200 one by a driver assistance system according to the approach presented here before driving into oncoming traffic 212 preserved two-wheeler. The bicycle is at a high speed into the curve at a bank angle set by the driver 202 hazards. As a result, the two-wheeler would be in oncoming traffic 212 devices.

The driver assistance system has triggered the intervention when it has realized that a future trajectory 306 on the other lane 208 or opposite lane leads. As a result of the intervention, the bicycle has driven a much narrower radius of curvature and within its lane 206 remained.

The cornering is monitored. For correction, a tilting moment is generated, for example, around the trajectory 200 of the two-wheeler, when it is detected in the monitoring that the uncorrected trajectory 306 leave a track course on the outside of the curve.

In other words, here is a driving trajectory 306 shown in the motorcycle due to the above-described skew anxiety, so too low angle, around the curve 202 to be able to follow the lane at the given speed 206 leaves and out into the oncoming lane 208 aborts. In contrast, in 2 an optimal driving trajectory 200 within your own lane 206 shown.

In the approach presented here, different approaches can be used to detect impending drift off the lane 206 be used. In one embodiment, based on the current motorcycle position and the current movement by means of prediction, a driving trajectory 306 predicted. Using the driving trajectory 306 Analogous to a Lane Keeping Assist, a time to crossing the lane boundary (Time to Line Crossing) can be estimated. If this time falls below a parameterized threshold, an impending drift from the road is detected and the active intervention is triggered.

In one embodiment, to detect the impending abortion of the lane 206 to the outside of the curve in a decision criterion depending on the driving speed continuously the sizes distance sm to the lane marking 308 , Angle φm between the motorcycle's longitudinal axis and the lane marking tangent 308 and the difference κ _m - ν · Ψ̇ _{st, 2W} between the curvature m of the lane marking 308 and the curvature ν · Ψ̇ _{st, 2W} evaluated as a product of the speed v and the yaw rate combined.

When the motorcycle is approaching the lane boundary at a certain distance at a certain distance, driving is off the lane 206 Probably, if the "curving curve" does not have a certain size dependent on the present lane curvature. Here, the detection thresholds of the sizes of the other sizes are dependent.

In a further embodiment, go into the decision criterion for detecting the impending abortion of the lane 206 the curve outside not only the three sizes sm, φm, κ _m - ν · Ψ̇ _{st, 2W} but also their time derivatives one.

Upon detection of impending drift off the lane 206 to the outside of the curve, the driver assistance system or a control unit initiates an active intervention to prevent abortion.

Here, various active procedures are possible. At the rear wheel, an active brake pressure build-up to reduce the speed can be made, so that the motorcycle in the present lane in the lane 206 remains. An active braking intervention on the front wheel is eliminated, as this is a Aufrichtmoment generated and thus the motorized two-wheeled lane 206 will leave even more, which is a frequent driving error in tilt anxiety.

An electric power steering can be used to actively set a steering torque, so that the motorcycle gets into a greater inclination and with this at the current speed of the lane 206 can follow.

Via a gyroscope system, an active application of a rolling moment to increase the skew can be made to be at the given speed of the lane 206 to be able to follow.

Finally, it should be noted that terms such as "comprising," "comprising," etc., do not exclude other elements or steps, and terms such as "a" or "an" do not exclude a multitude. Reference signs in the claims are not to be considered as limiting.

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

• US 2013066522 A [0003]
• US 2011231041 A [0003]

Claims (12)

A method of assisting stable cornering of a two-wheeler (100), characterized in that a corrective engagement (104) of at least one actuator of the two-wheeler (100) is actuated to assist cornering when propelling the two-wheeler (100) out of a lane (206) using position information (106) about a current position of the bicycle (100) in the lane (206), a movement information (108) about a current movement of the bicycle (100) and a history information (110) over a course of the Lane (206) is detected. Method according to Claim 1 in that for the engagement (104) a braking system (128) of the two-wheeler (100) is actuated in order to reduce a cornering speed of the two-wheeled vehicle (100), wherein in particular a braking intervention on a rear wheel of the two-wheeled vehicle (100) is activated. Method according to one of the preceding claims, in which a steering actuator (120) of the two-wheeler (100) is actuated for the engagement in order to generate a tilting moment to a curve inside, wherein in particular a steering engagement takes place in the direction of a curve outside. Method according to one of the preceding claims, in which a gyro system (124) of the two-wheeled vehicle (100) is activated for the engagement (104) in order to generate a tilting moment to a curve inside. Method according to one of the preceding claims, wherein the abortion is detected when a future trajectory (306) of the two-wheeled vehicle (100) intersects a boundary of the traffic lane (206), the future trajectory (306) using the positional information (106), the motion information (108) of the two-wheeler (100) is estimated. Method according to one of the preceding claims, in which the position information (106) is read in by an surroundings detection system (112) of the two-wheeler (100). Method according to one of the preceding claims, in which the position information (106) is read in by a navigation system (114) of the two-wheeler (100). Method according to one of the preceding claims, in which the course information (110) is read in by an surroundings detection system (112) of the two-wheeler (100). Method according to one of the preceding claims, in which the course information (110) is read from a map of a navigation system (114) of the two-wheeler (100). A driver assistance system (102) for a two-wheeled vehicle (100), which is designed to implement, implement and / or control the method according to one of the preceding claims in corresponding devices. Computer program product adapted to perform the method according to any one of Claims 1 to 9 execute, implement and / or control. Machine readable storage medium carrying the computer program product according to Claim 11 is stored.

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