WO2009074656A1

WO2009074656A1 - Controlling vehicles using vehicle-to-vehicle communication

Info

Publication number: WO2009074656A1
Application number: PCT/EP2008/067346
Authority: WO
Inventors: Ulrich STÄHLIN; Adam Swoboda; Thomas Grotendorst; Mattias Strauss
Original assignee: Continental Teves Ag & Co. Ohg
Priority date: 2007-12-11
Filing date: 2008-12-11
Publication date: 2009-06-18
Also published as: DE102008061303A1

Abstract

According to one embodiment of the invention, a control system for a vehicle is disclosed. Said control system comprises a control device and a driver assistance system. The control unit can calculate a distance to be kept to a preceding vehicle on the basis of V2V communication, the driver assistance system directly adopting said calculated distance to be kept as a setting for controlling the vehicle. In another embodiment, the ACC is automatically activated in special situations. In yet another embodiment, the ACC driving path is used for filtering V2X warnings. In a further embodiment, data on traffic in adjoining lanes is used for controlling the ACC.

Description

Vehicle control using vehicle-to-vehicle

communication

Field of the invention

The invention relates to the control and operation of vehicles. In particular, the invention relates to a

Control system for a driver assistance system for a vehicle, a control system for a vehicle, a vehicle with a control device, a method for controlling a vehicle, a program element and a computer-readable medium.

Technological background

Today's motor vehicles include comfort systems which, for example, such as adaptive cruise control (simply called ACC), allow control of the (safety) distances. Such systems are based on sensors with which the objects relevant to the observation of the vehicle environment, such as vehicles and / or road markings, are identified.

From US-A-5485892 is an automatic

Driving control system known that detects a route automatically and the vehicle safely leads on the track. A plurality of control programs is selected depending on the particular driving situation in order to guide the vehicle according to the situation. Summary of the invention

It is an object of the invention to provide improved driver assistance.

A controller for a driver assistance system for a vehicle, a control system, a vehicle, a method, a program element and a computer-readable medium are specified according to the features of the independent claims. Further developments of the invention will become apparent from the dependent claims.

The described embodiments equally relate to the control device, the control system, the vehicle, the

Method, the program element and the computer-readable medium. In other words, the features mentioned below, for example with regard to the control device or the control system, can also be implemented in the method, the program element or the computer-readable medium, and vice versa.

According to one exemplary embodiment of the invention, a control system for a driver assistance system for a vehicle is specified, which comprises a communication device for providing vehicle-to-vehicle communication (C2C communication) with neighboring vehicles, a control unit and a first interface for connecting the control device to a vehicle Driver assistance system has.

The control unit is in this case for calculating a distance to be maintained to a preceding vehicle based on the vehicle-to-vehicle communication received data, wherein the calculated distance to be maintained is directly usable by the driver assistance system as a default.

In other words, the data of adjacent vehicles received via C2C communication is used to determine the distance to be maintained and / or a distance interval to be maintained (ie a minimum distance and a maximum distance) to other vehicles. This distance or the interval to be maintained is therefore an automatically adjustable variable that no longer has to be specified by the user and can be adapted to the situation.

In this way, a conventional ACC or a so-called speed-range ACC, which work on the basis of radar sensors or lidar sensors, can be improved by extending the coverage of the ACC by adding vehicle-to-vehicle communication or in these systems dispensed entirely with the use of radar sensors or Lidarsensoren.

In the context of the invention, the general term driver assistance system is to be understood in particular as an ACC system.

The vehicle is, for example, a motor vehicle, such as a car, bus or truck, a rail vehicle or, for example, a motorcycle.

Advantageously, the so-called stop-and-go is prevented by adapting the speed to the column speed of vehicles in front. This will be a constant Vehicle speed achieved for all located in a particular section of a route vehicles.

With this invention, it is possible to extend the field of view of ACC and thus the sensor range of radar and / or lidar by vehicle-to-vehicle communication and thus adapt the speed to the column speed.

As an alternative or in addition to the vehicle-to-vehicle communication, vehicle-to-infrastructure communication can also be used.

According to a further exemplary embodiment of the invention, the control unit is furthermore or alternatively designed to calculate a speed to be maintained on the basis of the data received via the vehicle-to-vehicle communication, wherein the calculated speed to be maintained is directly usable by the driver assistance system as a default.

According to a further exemplary embodiment of the invention, the control unit is furthermore or alternatively designed to calculate an acceleration to be executed on the basis of the data received via the vehicle-to-vehicle communication, wherein the calculated acceleration to be executed is directly usable by the driver assistance system as a default.

In other words, the system is able, in addition to the distance to be maintained in addition to the currently observed speed and / or a suitable

Calculate acceleration and control the driver assistance system accordingly, which can then intervene in the driving accordingly. According to a further exemplary embodiment of the invention, the calculation of the distance, the speed and / or the acceleration takes place in the form of a control loop which is superordinate to the driver assistance system. This means that the driver assistance system expects the distance, the

Speed and / or acceleration as input. These variables are calculated by the superordinate control loop and transferred to the driver assistance system, which in turn is responsible for the adjustment of these specifications.

According to a further exemplary embodiment of the invention, the control device furthermore has a second interface for connecting the control device to a vehicle sensor system, wherein measurement data of the vehicle sensor system are also taken into account for calculating the distance, the speed and / or the acceleration.

These are, for example, digital map data and an indication of the vehicle position (measured, for example, via a satellite navigation system). Also, the data of an ESP sensor or an optical camera can be added.

It should be noted that in the context of the present invention, GPS is representative of all Global Navigation Satellite Systems (GNSS), such as e.g. GPS, Galileo, GLONASS (Russia), Compass (China), IRNSS (India).

According to a further exemplary embodiment of the invention, the control device is designed for the automatic activation of the driver assistance system. The activation can be independent of the above described calculation of the to be maintained distance from the column, the speed to be followed and the acceleration to be maintained.

According to a further exemplary embodiment of the invention, the automatic activation of the driver assistance system takes place on the basis of data received from a traffic light phase assistance device

Überholassistenzeinrichtung, the vehicle sensor system and / or a vehicle-external communication unit are generated.

According to a further exemplary embodiment of the invention, the control device is designed to filter the data received via the vehicle-to-vehicle communication on the basis of a calculated driving tube of the vehicle.

The filtering can be carried out independently of the above-described calculation of the distance to be maintained from the column, the speed to be maintained and the acceleration to be maintained, as well as the automatic activation described above.

According to a further exemplary embodiment of the invention, the control unit is designed to calculate the distance to be maintained to the preceding vehicle, the speed and / or the acceleration of the own vehicle on the basis of data from a lane change warning sensor system.

This calculation can be done independently of the C2C or C2X communication described above and independently of the automatic activation and filtering described above. According to a further exemplary embodiment of the invention, a control system for a vehicle is provided, which has a control device described above and a driver assistance system.

According to a further exemplary embodiment of the invention, the driver assistance system has an adaptive cruise control (ACC).

According to a further exemplary embodiment of the invention, a vehicle is specified with a control device or a control system described above.

In accordance with another embodiment of the invention, a method for controlling a vehicle providing vehicle-to-vehicle communication with adjacent vehicles is a distance to be maintained from a vehicle in front based on vehicle-to-vehicle communication received data is calculated and the calculated distance to be maintained is used as a direct default by a driver assistance system.

The driver does not have to choose the distance to be maintained himself. In addition, the distance to be maintained can be changed fully automatically at any time and thus adapted to the corresponding situation.

According to a further embodiment of the invention, a program element is specified which, when executed on a processor, instructs the processor to perform the method steps described above. In this case, the program element z. B. be part of a software that on a processor (for example, a

Control device) is stored. The processor can also be the subject of the invention. Furthermore, this embodiment of the invention comprises a computer program element, which already uses the invention from the beginning, as well as a program element, which causes an existing program for use of the invention by an update.

According to another embodiment of the invention, there is provided a computer readable medium having stored thereon a program element which, when executed on a processor, instructs the processor to perform the method steps given above.

In the following, embodiments of the invention will be described with reference to the figures.

Brief description of the figures

Fig. 1 shows a control system according to an embodiment of the invention.

Fig. 2 shows vehicles according to an embodiment of the invention.

Fig. 3 shows a driving situation in which the control system is used.

4 shows a flow chart of a method according to an embodiment of the invention. Detailed description of embodiments

The illustrations in the figures are schematic and not to scale.

In the following description of the figures, the same reference numerals are used for the same or similar elements.

Fig. 1 shows a control system 200 according to an embodiment of the invention. The control system 200 has a control device 100, a vehicle sensor system 104 and a driver assistance system 106. To connect the driver assistance system 106 to the control device 100, an interface 105 is provided. To connect the sensor 104 to the control device 100, a further interface 103 is provided.

The control device 100 has a control unit 102, for example in the form of a CPU. Connected to several components, such as a

Communication device 101 for vehicle-to-vehicle

Communication and / or vehicle-to-infrastructure

Communication. Furthermore, a

Ampelphasenassistenzeinrichtung 114 and a Überholassistenzeinrichtung be 115 connected. These

Devices 114, 115 may also be integrated in the control unit 102.

The vehicle sensor system 104 includes, for example, a camera 108, a radar sensor 109, a lidar sensor 110

Satellite navigation module 111 (for example in the form of a GPS unit) and a navigation unit 112 and a Lane change warning sensor 113 on. It is also possible to provide further or only a selection of these sensors.

The communication unit 101 communicates, for example, with an external communication unit 107, which in a

Infrastructure or a neighboring vehicle or is a mobile phone.

In particular, the communication unit 101 is configured to set up an ad hoc network between surrounding vehicles and to transfer data between the vehicles.

Conventional ACC (also full-speed range ACC) based on radar sensors or lidar sensors reacts to the movement of the vehicle in front. Thus, it is not possible to adjust the speed of the traffic situation directly. Via vehicle-to-vehicle communication, the movement of all vehicles in the environment of their own vehicle is transmitted. This makes it possible, the column speed of a

Recognizing the vehicle crew, d. H. the speed at which a larger number of vehicles move on average. The ACC is now set to maintain this speed while allowing different distances to the vehicle in front. With this measure, a constant stop-and-go is avoided and thus the comfort significantly increased. Such a system also contributes to the harmonization of the traffic flow.

In the following, two embodiments for the expansion of an ACC system are described: In the first exemplary embodiment, the vehicle-to-vehicle communication data are used directly in a kinematic controller of the driver assistance system in order to generate the specifications for speed and acceleration.

In the second embodiment, a cascaded, multi-stage method is used. The standard ACC based on radar or lidar is not changed. Instead of setting the specifications for the set speed and the distance via the human-machine interface, this specification is calculated from the data of the vehicle-to-vehicle communication, thus creating a higher-order control loop.

In particular, the control system 200 may be configured such that the driver assistance system 106 (ie, for example, the ACC) is automatically activated in corresponding traffic situations (special situations) without requiring driver-side intervention. In particular, the ACC can be activated automatically in these special situations. In this way, the traffic flow can be maintained by automatically taking over the longitudinal guidance of the vehicle by the driver assistance system.

In previously known driver assistance systems, such as ACC, an activation of this system means that the driver can increase the current speed via the actuation of the accelerator pedal without switching off the ACC function. However, the brake pedal leads to a shutdown of the ACC, as well as a manual shutdown. A way to be in control of the vehicle in free situations and to be automatically guided by the ACC as soon as driving is restricted are (and thus also less fun), there is currently not for the driver.

In one embodiment of the control system, the control device is able to provide a vehicle longitudinal control in such a way that a safe and economical driving of the vehicle by the driver assistance system is made possible. It is essential here that the driver assistance system or the ACC automatically assumes the longitudinal guidance of the vehicle when a specific traffic situation has occurred and has been detected by the vehicle sensor system. This recognition can be supported via vehicle-to-vehicle communication or vehicle-to-infrastructure communication. If this special situation is over, the driver gets back the control, as before the activation of the ACC. Special situations can be the passage of speed-limited areas in traffic or intersections and traffic lights. This list is not intended to be limiting. Special situations are all possible events that require a change in vehicle speed.

An important aspect of this embodiment is therefore that the longitudinal guidance is automatically taken over by the driver assistance system, wherein the return of the longitudinal guidance to the driver after the end of the special situation takes place and the driver an intervention option (namely whether the ACC should take over in special situations) receives.

In one exemplary embodiment, the control system is able to control and regulate the traffic flow by means of the automatic acceptance of the longitudinal guidance by the driver assistance system, so that after a recognition and the occurrence of a special situation, the driver assistance system automatically takes over the longitudinal guidance, wherein at the end of the situation, the driver gets back the control he had before the activation of the driver assistance system.

In another embodiment, the control system is configured such that the speed recommended by a traffic light phase assistant 114 results in activation of the ACC which adjusts the vehicle to the recommended speed. Once the traffic light has been crossed, the ACC is deactivated again. The traffic light phase assistant 114 is for this purpose able to receive traffic light data from the traffic light 203 (see FIG. 2) via the communication unit 101.

In another embodiment of the invention, an overtake assistant 115 signals the control unit 102 that no overtaking is possible for a certain time. The driver assistance system 106 (such as an ACC) in this case takes over the longitudinal guidance of the vehicle with z. B. the currently applicable speed limit or

Richtgeschwindigkeit and passes back to the driver, as soon as overtaking is possible again.

A further embodiment of the invention is characterized in that, when the vehicle enters a zone with a speed limit deviating from the road type (eg due to poor road surface on a highway or construction site), the driver assistance system automatically adjusts the longitudinal guidance for that section, this route or takes over this driving range.

According to the invention, the special situations become, for example, digital map information, dynamic information, Environment sensor data, vehicle-to-X communication (X stands for another vehicle or infrastructure) detected. The driver can set whether the automatic transfer is possible, in a particular embodiment of the invention even for each function individually. Instead of an ACC, cruise control or extensions of the ACC can also be used.

For example, the special situations can also take place with the aid of a mobile radio communication connection, possibly in combination with the evaluation of measurement data of the vehicle's environment sensors. The mobile communication link is based, for example, on 2G, 2.5G, 3G and / or 4G mobile networks.

Fig. 2 shows two vehicles 201, 202, each one

Control system 200 have. The vehicles can communicate with each other as well as with an infrastructure facility, for example in the form of a traffic light installation 203. In this way, an optimal traffic flow management is possible.

Fig. 3 shows a road situation, which illustrates the use of an embodiment of the invention. The vehicle 201 moves along the imaged road and is located at the location 301 where no

Speed limit applies. The driver has full power over the vehicle. When the vehicle approaches point 302 a little further, the driver assistance system, and in particular the automatic cruise control, automatically switches on and the

Speed of the vehicle is lowered. The reason lies in the danger area 304 (for example here leaves on the road or it is a construction site).

Namely, the on-board communication device has received notification from the oncoming vehicle 305 about which area the dangerous zone 304 extends and what speed should be maintained here. Upon receipt of this message, the controller of the vehicle 201 verifies the validity of this message and compares the information received from the vehicle 305 with in-vehicle digital map data and measurement data of its own environmental sensors. The result of these calculations is that the control system automatically downshifts the speed of the vehicle, so that the vehicle 201 already has a sufficiently low speed in the area 302, so that it can safely drive the danger area 304. Then, when the vehicle passes the area 303, the driver regains the same control of the vehicle he had before the automatic intervention.

In another embodiment, the control system is able to use a calculated ACC travel tube of the vehicle to filter warning messages originating from external transmitters (an infrastructure facility or a vehicle).

C2X communication typically has a range of 500 m. This makes it important to efficiently filter received alerts and messages. Each C2X message contains the location of the sender of the message and, if necessary, the location of the alert. For example, pre-filtering uses a digital map to pre-filter warnings for their relevance. Here are only such warnings in the System processed further, which are on a possible trip of the vehicle. For this pre-filtering, however, a digital map in the vehicle is necessary, which is not standard equipment today and can not be expected even in higher-value vehicles.

According to one embodiment of the invention, the control system is capable u. a. by means of radar measurements and / or measurements of other environmental sensors, to predict the driving distance of the vehicle (as with ACC). This route describes the path likely to be traveled by the vehicle. C2X warnings can now be prefiltered with this travel tube without the need for a digital map in the vehicle.

This offers advantages, in particular for safety-relevant applications. It is not sufficient for these security-relevant applications to use the data of a sensor (in this case the digital card) without validation. If both digital map and ACC are present in the vehicle, they can mutually validate each other and thus increase the security of pre-filtering due to redundancy. For example, only those messages are filtered out which lie neither on the ACC predicted driving lane nor on the probable path in the digital map.

For example, the vehicle is equipped with an ACC and a communication unit for C2X communication, but does not have a digital map. During the journey, the radar signals and / or the vehicle sensor system (i.a.

Wheel speeds, yaw rate, steering wheel angle, ...) estimated the lane of the car. Messages received via C2X communication are now using this route compared. If there is a message on or near the driving lane (eg a maximum of 5 m away from it), it will be processed further. All other messages are discarded directly and classified as irrelevant to their own vehicle. This results in a significant reduction of the warnings to be considered.

In another example, the vehicle is additionally equipped with a digital map. A safety-critical warning is received via C2X communication. By means of the digital map it is determined whether the warning is on the probable path of the vehicle. In addition, the correspondence with the driving tube of the ACC is checked. Here too, it is determined whether the warning is on the travel tube. If this is true, it can be safely assumed that the safety-critical warning is relevant for the driver. Thus, a corresponding display of the warning can be released.

In a further exemplary embodiment of the control system, information about the traffic in adjacent lanes is used for the driver assistance system (or the ACC). Here is a networking of lane change warning sensor and driver assistance system, which z. B. to a customized

Acceleration of the vehicle can lead, which is set fully automatically.

Today's ACC systems pay attention to the vehicle in front of their own vehicle and adjust the speed of their own vehicle, if necessary, to the speed of the vehicle ahead. Today's Lane Change Assist monitors the backward neighbor lanes (ie the left and right lanes) of the own vehicle) and warn if necessary the driver, if a lane change would be dangerous because of a vehicle coming from behind. Both systems are not networked.

According to the already mentioned embodiment of

In the present invention, by monitoring the side lanes by the lane change warning sensor 113 (see FIG. 1), the speed and the average speed of the vehicles on these lanes are determined, as well as the traffic density. The behavior of the driver assistance system 106 or of the ACC is adapted to this speed or traffic density.

So on a multi-lane road the average speed and / or the lowest

Lateral track speed can be used to adjust the acceleration performance of the ACC to the difference between current speed and average speed and lowest speed of the secondary lane.

If the sensor has detected that another vehicle has overtaken just before the lane change, the acceleration is adapted to the differential speed. In other words, a lower measured differential speed means less acceleration.

If a vehicle approaches from behind with a large differential speed and cuts out its own vehicle anyway, an adapted (stronger) acceleration is selected.

Similarly, the information about the speed of the secondary track can be used, if one Speed limit is detected. If this speed limit is lower than the speed of the secondary lane and if the vehicle is currently in an overtaking maneuver, the ACC will only adjust to the speed limit after the end of the overtaking maneuver.

In this way, an intelligent networking of existing systems is performed. additional

Hardware requirements in the form of additional environmental sensors are not necessary.

Vehicle-to-vehicle communication is beneficial to this embodiment, but not necessary.

In the following, still further embodiments of the invention are given, all relating to the use of information about traffic in adjacent lanes.

First example:

A vehicle A with ACC on a highway and has set as set speed (speed) 200 km / h. However, the front vehicle only allows a speed of 130 km / h. On the left side lane, a vehicle B drives past at 150 km / h. The driver of the vehicle A shears shortly after this vehicle B on the secondary lane. By knowing the differential speed, the ACC accelerates only moderately.

Second example:

A vehicle A with ACC on a highway and has set as set speed 200 km / h. The fore vehicle, however, leaves only a speed of 130 km / h too. Therefore, the driver of vehicle A shears on the left lane. Shortly before, however, the system has recognized that from behind a vehicle C approaches at 180 km / h. Therefore, the ACC accelerates greatly to avoid a dangerous situation.

Third example:

A vehicle A with ACC on a highway and has set as set speed 200 km / h. However, the front vehicle only allows a speed of 130 km / h. Therefore, the driver of vehicle A shears on the left lane. The lateral sensors have been previously recognized that the average speed on this track is about 160 km / h, but not overly dense traffic. Therefore, the ACC accelerates only moderately and only up to about 160 km / h, so as not to force unnecessary braking.

Fourth example:

Driver A drives ACC on a motorway and has set a set speed of 200 km / h. However, the front vehicle only allows a speed of 130 km / h. Therefore, the driver shuns from the vehicle A on the left lane. About the side sensors was previously recognized that the

Average speed on this track is about 160 km / h, but with very dense traffic. Therefore, the ACC accelerates sharply to get as fast as possible on the average speed of the track and to allow liquid traffic.

Fifth example: An ACC-activated vehicle A overtakes a vehicle B on a one-lane road. The vehicle B is 90 km / h. In the middle of the overtaking process both vehicles reach a zone with an allowed speed of 80 km / h. The system of the vehicle A recognizes that there is still a vehicle next to the vehicle A and vehicle A is in an overtaking process and therefore does not implement the speed limitation in the ACC. Only after the overtaking process is completed and vehicle A is back in the original lane, the ACC sets to the speed limit to 80 km / h.

Sixth example:

A vehicle A drives ACC on a highway and has as

Set speed entered 200 km / h. However, the front vehicle only allows a speed of 80 km / h. On the left lane a very high average speed of 180 km / h is determined. If the acceleration behavior of the vehicle is not sufficient to safely make a lane change, the driver is already warned when approaching (ie when accelerating). Should a dangerous situation occur nevertheless, the vehicle can brake at the last possible moment to avoid an accident.

Seventh example:

A vehicle A with ACC on a highway and has set as set speed 200 km / h. However, the front vehicle only allows a speed of 130 km / h. Suddenly the front vehicle brakes hard. At the same time it is recognized that there is no possibility to dodge on the secondary lanes. In In such a situation, emergency braking can take place more autonomously and earlier, and a threatening accident can be avoided.

4 shows a flow chart of a method according to an embodiment of the invention. In step 401, the vehicle-to-vehicle communication with adjacent vehicles is provided and / or the vehicle-to-infrastructure communication between the vehicle and infrastructures is provided. In step 402, the distance to a preceding vehicle and / or the speed to be maintained and / or an acceleration to be executed are calculated on the basis of the data received via the communication, and in step 403 the calculated quantities are used directly as a default for a driver assistance system.

In addition, it should be noted that "comprising" and "having" does not exclude other elements or steps, and "a" or "an" does not exclude a plurality. It should also be noted that features or steps associated with

Reference to one of the above embodiments may also be used in combination with other features or steps of other embodiments described above. Reference signs in the claims are not to be considered as limitations.

Claims

Claims:

A control system for a driver assistance system for a vehicle, the control device (100) comprising: a communication device (101) for providing vehicle-to-vehicle communication with adjacent vehicles; a control unit (102); a first interface (105) for connecting the control device (100) to a driver assistance system (106); wherein the control unit (102) is adapted to calculate a distance to be maintained to a preceding vehicle based on data received via the vehicle-to-vehicle communication; and wherein the calculated distance to be maintained is directly usable by the driver assistance system (106) as a default.

The control device according to claim 1, wherein the control unit (102) is further configured to calculate a speed to be maintained based on the data received via the vehicle-to-vehicle communication; and wherein the calculated speed to be maintained is directly usable by the driver assistance system (106) as a default.

A control device according to claim 1 or 2, wherein the control unit (102) is further configured to calculate an acceleration to be performed on the basis of the data received via the vehicle-to-vehicle communication; and wherein the calculated acceleration to be executed is directly usable by the driver assistance system (106) as a default.

4. Control device according to one of the preceding claims, wherein the calculations of the distance, the speed and / or the acceleration takes place in the form of the driver assistance system (106) superordinate control loop.

5. Control device according to one of the preceding claims, further comprising: a second interface (103) for connecting the control device (100) to a vehicle sensor system (104); wherein for the calculation of the distance, the speed and / or the acceleration and measurement data of the vehicle sensor system (104) are taken into account.

6. Control device according to one of the preceding claims, designed for automatic activation of the

Driver assistance system (106).

7. Control device according to claim 6, wherein the automatic activation of the driver assistance system (106) is carried out on the basis of data generated by a traffic light phase assistance means (114), an overtravel assistance device (115), the vehicle sensor system (104) or an off-vehicle communication unit.

8. Control device according to one of the preceding claims, wherein the control device is designed to filter the data received via the vehicle-to-vehicle communication on the basis of a calculated travel path of the vehicle.

9. Control device according to one of the preceding claims, wherein the control unit (102) for calculating the distance to be maintained to the preceding vehicle, the speed and / or the acceleration of the own vehicle on the basis of data of a lane change warning sensor (113) is executed.

A control system (200) for a vehicle, comprising a controller (100) according to any one of claims 1 to 9 and a driver assistance system (106).

The control system (200) of claim 10, wherein the driver assistance system (106) has pitch control.

12. Vehicle with a control device (100) according to one of claims 1 to 9.

13. A method for controlling a vehicle, the method comprising the steps of: providing vehicle-to-vehicle communication with neighboring vehicles;

Calculating a distance to be maintained to a preceding vehicle on the basis of vehicle-to-vehicle

Vehicle communication of received data; and using the calculated distance to be maintained as a direct default from a driver assistance system (106).

14. A program element that, when executed on a processor, instructs the processor to perform the following steps:

Providing vehicle-to-vehicle communication with adjacent vehicles;

Calculating a distance to be maintained to a preceding vehicle based on data received via the vehicle-to-vehicle communication; and

Use the calculated distance to be maintained as a direct default from a driver assistance system (106).

A computer-readable medium having stored thereon a program element that, when executed on a processor, directs the processor to perform the following steps:

Providing vehicle-to-vehicle communication with adjacent vehicles;