DE102008005305A1 - Method for influencing the movement of a vehicle - Google Patents

Abstract

The invention relates to a method for influencing the movement of a vehicle, wherein the friction forces resulting from a longitudinal acceleration requested by the driver and a steering angle requested by the driver are distributed to the wheel as a function of determined environmental information. The resulting frictional forces are distributed for influencing the longitudinal acceleration and the lateral acceleration such that a collision with at least one detected obstacle is avoided or the consequences of an unavoidable collision are reduced.

Description

The The invention relates to a method for influencing the movement a vehicle to avoid collision or mitigate the consequences an inevitable collision.

Such a method is described in WO 2000/61413 A1 in the context of a lane departure warning system. Here, a desired path of the vehicle is determined for collision avoidance and compared with the actual travel of the vehicle. Depending on the result of the comparative analysis, at least one wheel brake is then activated. If the vehicle is already braked, the brake pressure can also be raised at a wheel brake, and the brake pressure can be lowered at the other wheel brake of the same axle. The lowering of the brake pressure on one wheel and the simultaneous raising of the brake pressure on another wheel of the same axle should be such that the vehicle is braked no less than before. Such intervention causes the driver to feel a slight deflection of the vehicle. This is to inform the driver that he leaves the determined Sollweg.

Next discloses the DE 10 2005 003 274 A1 a method for avoiding or reducing the consequences of collisions when avoiding obstacles, wherein at least one obstacle is detected and the data of the obstacle are determined. On the basis of these data, a favorable vehicle deceleration is determined in support of an avoidance process and the vehicle is correspondingly delayed in an emergency situation, so that the driver is enabled to drive a favorable avoidance trajectory. The braking intervention takes place at a time from which a collision can only be avoided by a correct combination of braking and steering. In a further development, the steering is additionally intervened in order to avert a collision. Even if the driver can override the brake intervention and possibly also steering intervention, such systems can be regarded as critical, as the driver is virtually taken the responsibility.

Finally, the reveals DE 103 28 062 A1 A method for improving the safety of road users involved in an accident by initiating measures to reduce the consequences of accidents for and taking into account all involved in an unavoidable accident road users in case of premature detection of the accident. In this case, an intervention in the brake system, the steering system, the suspension system, the engine control or the restraint system is initiated in particular depending on determined potential accident damage. These interventions influence the movement of the vehicle to avoid the accident or to reduce the consequences of an accident.

Next such systems that autonomously engage in vehicle control Other systems are known that only provide the driver assist in the implementation of its driver specifications. Thus, an anti-lock braking system - called ABS for short - ensures Stability and steerability of the vehicle during braking, by blocking the wheels by repeatedly loosening the wheels Braking effect prevented within one second. Even with difficult different road conditions remains the steerability taking into account a very short Braking path partly received.

Next Such anti-lock systems are also dynamic stability control systems which, through specific interventions on the engine and brakes, and prevent understeer of the vehicle, as is the case from the DSC system (Dynamic Stability Control) is known.

In spite of Such security systems are also experienced Drivers hard, in critical situations, the coefficient of friction of the road or optimally estimate the reaction of the vehicle at full braking to be able to and optimal coordination between steering and Braking especially in relation to a specific traffic situation so that a threatening collision can be averted. The Most drivers tend to either the Steering or braking in the foreground and the correspondingly neglect other manipulated variable. The distribution between the braking effect and lateral dynamics of the Vehicle for the output of many critical situations crucial.

task The invention now provides a method for optimizing the brake and steering behavior of a vehicle, especially for critical Situations, specify.

These Object is achieved by the subject of the independent claim. advantageous Further developments are the objects of the dependent ones Claims.

The invention uses the principle of operation of an ABS control, in which the braking force is increased by the fact that the wheels are not permanently blocked, but a certain slip for each wheel is allowed separately. The friction between the wheel and the road surface can be greatly increased in this way and evenly between the wheels (or according to specifications). By not completely blocked wheels during a braking operation, the ABS also allows a force distribution for the lateral dynamics, ie it can be slightly steered even at full braking. The power distribution between steering and braking for influencing the longitudinal acceleration and the lateral acceleration of the vehicle is determined by the respective approved wheel slip. This is set in the ABS depending on the odometric data of the vehicle.

Of the Invention is therefore based on the knowledge that by a controller or regulation of the wheel slip an intervention in both the longitudinal dynamics, as well as in the lateral dynamics of the vehicle is possible. Due to the driver's requested longitudinal acceleration and the requested steering angle become frictional forces generated at the wheels. By controlling the brakes can these friction forces be distributed in such a way that they correspond to the distribution or their relationship to each other an increased engagement in the longitudinal acceleration or permit or allow the lateral acceleration of the vehicle.

The Invention is therefore characterized by the fact that the movement of the vehicle for collision avoidance depending the automatically detected environment information, for example, with a detected Obstacle is so influenced that the one from the driver requested longitudinal acceleration and one by the driver requested steering angle resulting friction forces depending on determined environmental information be distributed such that a collision with the detected Obstacle is avoided. This means that the distribution between Braking and steering depending on the environment information he follows. As a result, the trajectory of the vehicle can be optimized.

in the Contrary to the controversial active steering intervention remains here Decision on the initiation of an evasive maneuver at the driver. If only an evasive maneuver on the On the opposite lane but the driver can not see them he can refrain from the evasive maneuver. If he does, though For example, during a full braking has also steered The system assumes that he wants to dodge, and can do so the trajectory of the vehicle during a braking maneuver on maximum effectiveness or the lowest risk of collision optimize it.

at The longitudinal acceleration will usually be one negative acceleration, so act a delay. It may also be a positive acceleration be meant, for. B. when the driver is of the opinion that a collision with an obstacle by a vehicle acceleration is to be avoided. Under an obstacle are standing and moving Obstacles, such as B to understand other road users.

advantageously, the distribution of friction forces is done by regulation the wheel slip on at least one wheel. This means that the wheel slip on each wheel is regulated so that the effectiveness of the Driver's evasion process depending on from the obstacle by blocking and spinning the wheels accordingly is regulated. The regulation of wheel slip to increase the braking force or to achieve a predetermined or maximum Braking force can be analogous to the wheel slip control of an ABS system take place, d. H. the wheels are not permanently blocked, but it may be a controlled spin for each wheel authorized. Should a stronger influence on the lateral acceleration be allowed in a certain direction, the wheels less blocked, so that steering is allowed. The strenght the corresponding lateral acceleration and the function of their change over The time can be precisely metered.

These it is at the requested by the driver longitudinal acceleration to a negative acceleration, so a delay, then the inventive method its effectiveness mainly unfold only if a delay is requested that is strong enough is that at least one wheel is blocked at least one time becomes. In principle this applies to most critical situations to. In the event that the driver is not strong enough the brake pedal occurs, but are methods of reinforcement the braking effect known at a registered pressure increase in the braking system exceeding a predetermined pressure limit, to initiate an emergency stop. This means that even if the driver only relatively short, but very fast on the brake pedal occurs, the full braking force is built up and held, as long as the driver is not weaker than the brake pedal presses a required minimum force.

In order to enable a distribution according to the invention of the friction by controlling the wheel slip even in such cases in which the driver does not step strong enough on the brake pedal, the deceleration effect requested by the driver also requires a deceleration effect desired by the driver and / or an automatically requested deceleration effect Delay effect taken into account. In the automatically requested deceleration effect, it may, for example, by a brake assist system or a speed control system (possibly with distance control) or by any other brake assistants or even a full car matic driving system, which steers the vehicle, for example, largely independent, act delay effect requested. If the vehicle is equipped with a system for autonomous longitudinal acceleration, even the deceleration effect generated by this system can be taken into account.

advantageously, is the distribution of friction forces to influence the longitudinal acceleration and lateral acceleration over the time is not constant, but variable, so that one collision avoidance optimal trajectory can be driven. Depends on the Traffic situation can also be a shortest possible stopping distance to be the goal. This would undermine the increase in longitudinal acceleration the extensive renouncement of influencing the lateral acceleration, especially by a steering mean. So can the distribution the frictional forces also depending on the continuously changing environment information be determined or adapted to it.

Ideally The resulting friction forces are so on the wheel distributed during at least one longitudinal maneuver phase the frictional forces predominantly the longitudinal acceleration affect the vehicle, ie in the longitudinal acceleration engage, and during at least one cross-maneuver phase the frictional forces predominantly the lateral acceleration by allowing a steering of the vehicle. Thus, during a longitudinal maneuvering phase focusing on the Vehicle deceleration (or possibly also on the vehicle acceleration) put on, and during a crossover phase on the steerability of the vehicle. Within a longitudinal or transverse maneuver phase In turn, the distribution of friction forces can be variable be. Thus, a tailored to the current traffic situation so-called Progressive steering can be realized even when the driver during the evasive maneuver a constant (also a too strong) steering angle retains.

advantageously, the respective duration or length and / or the coordination, So the timing of the successive maneuver phases with a predominant proportion of braking and maneuvering phases with an increased effect of the steering component depending on from the determined environment information, in particular from predicted possible collisions occur.

Becomes So approached an obstacle, it applies the braking trajectory to optimize collision avoidance. In most Cases it makes sense, first the full frictional force to focus on all wheels to slow down the vehicle So a longitudinal maneuver phase with possibly maximum possible Initiate longitudinal delay. Is a certain Delay of the vehicle reached, or a steering due the current distance to the obstacle required, the friction force distributed on the wheels in such a way that allowed steering becomes. This is particularly advantageous because a steering of the Vehicle is much more effective at lower speeds. However, situations may occur in which first a crossover phase to allow a steering and only then a longitudinal maneuver phase makes sense to slow down or accelerate. Also conceivable are different consecutive combinations of longitudinal and cross-maneuvering phases, which occur, for example, when an obstacle be avoided on the road at a high speed must (brake-steer-brake-steer). The longitudinal or transverse maneuver phase is initiated continuously with the target, the obstacle straight to be able to avoid it. Thus, that becomes unnecessary and statistically very frequent leaving the lane after an evasive maneuver also - so far possible - avoided.

The Determining possible collisions can be on different Species take place. As is the position of other road users in the few seconds it takes an evasive maneuver, can significantly change the distribution of friction forces, in particular the length of the longitudinal maneuver phase with predominant part of the braking and the crossover phase with increased effect of steering component by means of predictive Extrapolation of the precalculated trajectories of road users or a precalculated collision or collision probability be determined. Here is the position of the output a traffic situation relevant road users as well takes into account the own predicted position at certain times, around the optimal avoidance curve for the evasive maneuver to be able to calculate.

Advantageously, the behavior of obstacles such. B. their current speed, acceleration, etc. by means of environment detection systems such. As a camera system, LIDARs, RADARs or by means of a fusion of different sensor-based systems are recorded and evaluated. The current position of the obstacles, their speed and acceleration as well as the class of the obstacle (eg wall, car, truck, pedestrian, cyclist, animal) can be recorded. Based on the change in the position of the obstacle and / or the predetermined behavior of the object class to which the obstacle is associated, a residence distribution function can be calculated for its future position relative to at least one future time. Likewise, a residence probable function for one's own vehicle for at least one future point in time. This can be calculated, for example, based on the vehicle's own sensor values, actuation of the gas, brake, steering wheel and / or data of a navigation system.

Out the superposition of the probability of residence functions at one or more times may be location, time and probability calculated for the possible collisions. This, in turn, can help determine the extent to which the evasive maneuver must go and / or be evaluated.

at the method of the invention can the probability of collision and the likely consequences to be weighted in a collision. Depending on it Then the distribution of friction forces to influence the longitudinal and / or lateral acceleration made. Consequently can advantageously the braking process or the evasive maneuver be optimized so that not only the consequences of the accident itself, but also the severity of the consequences of the accident and / or the number the involved in an inevitable collision in the collision Road users and / or traffic violations become. This would mean that, for example, an unavoidable Collision better a single collision with a vehicle with one Collision speed of 10 km / h takes place as a collision with two vehicles with a collision speed of each 5 km / h. Since the traffic rules are country-specific, they can depending on the country of approval and / or automatically depending on the current country in which the vehicle is currently being set. This information regarding the Whereabouts of the vehicle may, for example, from the data of a navigation system be removed.

advantageously, can in case of multiple possible collisions In particular, such collisions are avoided, the higher one bring potential danger and / or a higher probability of occurrence have, as the other possible collisions. It will the decision for the distribution of the longitudinal acceleration and lateral acceleration depending on the result of a Comparison of a possible predicted collision including their estimated consequences and / or their likelihood of occurrence with at least one other precalculated one Collision and / or their respective probability of occurrence made. In the simplest case, the consequences of a result Collision directly from the recognized object class. So is for example. the collision with a vehicle less serious than with a vehicle Pedestrian.

advantageously, can the distribution of frictional forces for engagement in the longitudinal acceleration and lateral acceleration in dependence precalculated responses of the at least one obstacle is carried out, the reactions in particular due to statistical Findings about the behavior of an object class, too the obstacle has been assigned automatically, can be predicted. This includes, for example, the physical and psychological realities Type that are inherent in an object of a particular class. Already the physical motion properties of the object of a given Class let the amount of his possible future Usefully restrict positions. That's the way it is from an object the object class "truck" is not to be expected transverse to its longitudinal axis, independent of the longitudinal movement moves or exceeds a certain radius of curvature. While it is not easy to predict psychic reactions, in the distribution, however, can be considered how another road user in all probability in the present Situation will react. In certain situations leaves make a good case distinction, for. B. if another Vehicle on an obstacle drives and possibly on its own Dodge lane. Through an automatic assignment of a Detected obstacle in a given object class can also based on statistical evidence possible reactions be calculated in advance. For example, if an object is recognized as a deer, can be predicted with a high degree of probability that the Roe deer will run away at risk. Considering This very likely reaction can be the distribution of frictional forces can be set optimally, so that a collision is avoided.

advantageously, can also be the current one in the distribution of friction forces Friction value between the tire and the road, the example. By means of the determined wheel slip is determined takes into account become. Thus, the optimum for the distribution, for example. By be found that at the beginning of full braking the wheel slip measured at a known applied to the wheel braking torque. This in turn can the distribution of friction forces tailored to the obstacle situation and the current conditions be optimized on the road with respect to the road friction.

These Adaptation can be done for each wheel and time become. The adaptation can be configured as a regulation. The determined coefficient of friction can also be used for the invention Calculation or correction of the probability of residence function to be used.

In a further embodiment of the method according to the invention, after passing through the Obstacle under certain conditions such a distribution of frictional forces occur that the wheels are completely blocked. After a successful evasive maneuver, the circumstance may occur that the driver does not turn in time and thus threatens to stray from the road. According to the invention this can be avoided by the wheels are completely blocked after driving around the obstacle - in the event that the driver does not or not in time against the normal operation of an ABS system. Thus, the unwanted after-effect would be largely eradicated by a chosen steering wheel. However, if the driver has steered in time, the ratio between braking and steering can be regulated in favor of the countersteering maneuver.

Next the recognition of the obstacles, the optimal trajectory or the optimal distribution of friction forces to influence the longitudinal and lateral acceleration of the vehicle in one critical situation also depending on detected lane boundaries or from the course of the lane. This can ensure the vehicle does not come off the road unnecessarily, though an evasive maneuver within the limits of the lane is possible. According to the invention, the Distribution also taking into account the on the basis a so-called time-to-line crossing system - TLC system - won Information about the lanes of the road and / or their Limiting be calculated. A TLC system with an extended Functionality can also be observed oncoming traffic. there can be obtained information about how strong, and in which direction the adjacent lane has traveled.

Consequently can in an advantageous embodiment of the invention, the distribution the frictional forces to influence the longitudinal acceleration and lateral acceleration also depending on the traffic situation a precalculated alternate track are determined.

The for example, information available in the TLC system in an advantageous embodiment of the invention then too automatic estimation of the danger of a Dodge maneuvers or directly to the optimal distribution of Frictional forces are used when the adjacent track not seen by the driver at the time of the critical situation can be (for example, before or in a curve). It can also the information about a detection of an obstacle be used in the blind-spot area, which are detected by the TLC or other - for example ultrasound or radar-based systems. This can be tested Whether the vehicle is not at the time of the critical situation just overhauled to make sure the evasive maneuver not more harmful than the collision with the obstacle in front of the vehicle. If the latter is the case, the distribution of the Frictional forces are controlled such that by a corresponding wheels slip the steering process weakened or is debilitated.

Just at "living" obstacles like humans and animals The road can be used to gain information about Obstacles also include an infrared-based object-recognition system (eg a so-called night vision system). This particular can well recognize and classify the "living" obstacles. According to the invention can be determined by the classification also the behavior of the object (eg maximum speed) be estimated.

advantageously, can also the traffic situation, especially the history and / or a statistical measure of the frequency the alternate track during a certain time interval before the need to interfere with the distribution of friction forces tiling. Are not enough data to determine the current Traffic situation, statistical values regarding the Speed of traffic flow and traffic density for the determination of the distribution used. Is, for example, at the time initiating an evasive maneuver the possible Dodge track not "visible", may be from the recorded History regarding the Frequentiertheit a measure of the frequency of the alternate lane are determined and from this a Collision probability with a vehicle on the alternate lane be determined. Depending on it can be decided again whether an evasive action on the alternate lane is supported is to be, or whether by blocking the wheels a steering intervention the driver in the direction of the escape lane should be difficult.

A further optimization can be based on the information on "stationary" Conditions such. B. Number of lanes on a road, whose direction of travel or immovable obstacles take place, which For example, from the data of a navigation system available stand. Advantageously, thus, the distribution of friction forces for engagement in the longitudinal acceleration and lateral acceleration also depending on data of a navigation system, especially depending on the further road and / or route course.

Advantageously, in the case of a critical situation, depending on his assessment, the driver can selectively activate, override, or override the effectiveness of the method for influencing the movement of the motor vehicle, or discretely or continuously steer. The effectiveness of the method can be subdivided into different activation stages from an "activation of only slight optimization of the movement trajectory" to an "activation of a stronger intervention in the movement trajectory which includes an active steering" and / or continuously or stepwise specify a maximum possible effectiveness. Thus, in a situation that overwhelms him, the driver may, for example, use an increased effect of the system.

Especially the embodiment of the method is preferred if the effect of the method depending on the strength of the Actuation of the brake pedal or the accelerator pedal depends. By pressing the brake or accelerator pedal, through the z. B. certain predetermined parameters in relation to the maximum Force or the acceleration of the pressure rise exceeded The efficiency of the process can be switched on gradually be. The effectiveness of the procedure can also only after the overrun one for conventional full braking or the kickdown mode of a Activate accelerators with sufficient pressure.

The Brake and / or accelerator pedal can also interact with one special mechanical resistance provided during the printing on the pedal has to be overcome by the driver, so that the process activates.

A particularly preferred embodiment of the invention can then be present when said mechanical resistance, which is used to control the inventive method be overcome must, from the availability and / or the automatically estimated Probability of success of the procedure in the present situation is made pending. If z. B. the environment of the vehicle recognized with a high probability of statement and exactly one optimal way of influencing the movement of the vehicle calculated unambiguously and consistent, the pedal can foot pressure the driver give more easily than if the procedure is not unique could calculate preferential influence of the movement or it currently not available.

alternative or in addition, the control of the effectiveness the procedure also by a combination of the operation of a brake or Accelerators with another control or the implementation be designed another operation. Preference is given provided that the procedure at each emergency stop and / or at every kickdown is activated by the operation of a further control element but specifically metered or except Power can be set.

In The drawing is an embodiment of the invention shown. The only figure shows a traffic situation, on the basis of which an optimal distribution of friction forces for influencing the longitudinal acceleration and lateral acceleration of the vehicle is explained.

In the figure is a vehicle 1 represented, which wants to go straight on a track S1. On the opposite lane S2 is another vehicle 2 which the vehicle 1 accommodates. From the right comes a third vehicle 3 which enters the main road (S1, S2). To a collision with the third vehicle 3 To avoid directing the driver of the first vehicle 1 a full stop, which in the vehicle 1 existing antilock system is activated. Next or at the same time he tries to avoid the vehicle by a steering angle to the left.

is the first vehicle only with a conventional anti-lock braking system equipped, which the wheel slip only in dependence odometric data - but independent of the vehicle environment - controls, the vehicle will be move along the trajectory A.

Is, however, the vehicle 1 equipped with a system for controlling the wheel slip according to the invention, a desired path according to the determined environment information according to the line B or C would be determined. The trajectory B shows a course that would occur if the friction forces as a function of the determined environmental information, in this case as a function of the position and the speed or direction of movement of the vehicles 2 and 3 , and possibly distributed by the road course so that up to the point B1, the frictional forces predominantly engage in the longitudinal acceleration of the vehicle, ie during this longitudinal maneuver phase only a small wheel spin is allowed or they are completely blocked. From the point B1, the existing frictional forces are distributed in such a way that, during this transverse maneuvering phase, the frictional forces predominantly intervene in the transverse acceleration, ie steering in the direction of the secondary lane S2 is permitted here. This distribution strategy offers the advantage that the vehicle 1 is first delayed to a maximum, and only from a later date (at much lower speed) steering is allowed. The point B1 or the associated time are calculated from the actual or predicted speed of the vehicle, the determined current coefficient of friction between the wheels and the road and the behavior of the obstacles such that the evasive steering operation is sufficient to avoid the obstacle.

The trajectory C shows a course that is would set if the frictional forces are distributed in dependence on the determined environmental information such that a so-called. Progressive steering is enabled, ie the intervention is such that over the entire avoidance alternately increased braking or steering is allowed, so that the vehicle the optimal trajectory C can follow. In addition to the significantly shorter braking distance, the trajectory C offers an additional advantage over the trajectory B. This lies in the orientation of the vehicle 1 after the completion of the avoidance process, as in the trajectory C, the vehicle 1 not quite as transversely as in the trajectory B. The vehicle 1 This makes it much easier to thread back into the normal traffic flow.

The inventive method allows optimal distribution of the braking force on the longitudinal and lateral dynamics. So at the beginning of the braking process is the focus directed to the longitudinal delay and only to at a later date an effective steering in the direction a determined evasion trajectory simplified.

QUOTES INCLUDE IN THE DESCRIPTION

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

Cited patent literature

• WO 2000/61413 A1 [0002]
• - DE 102005003274 A1 [0003]
• - DE 10328062 A1 [0004]

Claims (18)

Method for influencing the movement of a vehicle ( 1 ), wherein the friction forces resulting from a longitudinal acceleration requested by the driver and a steering angle requested by the driver as a function of determined environmental information ( 2 . 3 , S1, S2) on at least one wheel for influencing the longitudinal acceleration and the lateral acceleration of the vehicle ( 1 ) that a collision with at least one detected obstacle ( 3 ) or the consequences of an unavoidable collision are avoided. Method according to claim 1, characterized in that that the distribution of frictional forces by regulating the Radschlupfes takes place on at least one wheel. Method according to one of the preceding claims, characterized in that the driver requested longitudinal acceleration in a braking intervention, the deceleration effect generated by the driver and / or the deceleration effect desired by the driver and / or an automatically generated delay effect includes. Method according to one of the preceding claims, characterized in that the distribution of the friction forces for influencing the longitudinal acceleration and lateral acceleration over the Time is variable. Method according to one of the preceding claims, characterized in that the friction forces for collision avoidance or to mitigate the consequences of an unavoidable collision be distributed during at least one longitudinal maneuver phase the frictional forces predominantly in the longitudinal acceleration intervene and during at least one cross-maneuver phase the frictional forces predominantly in the lateral acceleration of the vehicle. Method according to claim 5, characterized in that that within a longitudinal maneuver phase and / or a transverse maneuver phase the distribution of friction forces is variably adjustable. Method according to claim 5 or 6, characterized that the duration and / or the length and / or the coordination the longitudinal maneuver phases for the most part Intervention in longitudinal acceleration and transverse maneuvering phases for the most part intervention in the lateral acceleration depending on predicted possible Collisions and / or their collision probabilities occur. A method according to claim 7, characterized in that possible collisions and / or their collision probabilities by means of a probability of residence function of the vehicle ( 1 ) and the at least one obstacle ( 2 . 3 ) at a certain time and / or at a certain place. Method according to one of the preceding claims, characterized in that the distribution of the friction forces for influencing the longitudinal acceleration and lateral acceleration depending on the result of a comparison of a possible predicted Collision including their estimated consequences and / or their probability of occurrence with at least one other pre-calculated collision and / or their respective probability of occurrence is made. Method according to claim 9, characterized that the estimated consequences are the severity of the collision sequences and / or the number of vehicles involved in an unavoidable collision and / or the number and / or severity of traffic violation is taken into account in an unavoidable collision. Method according to one of the preceding claims, characterized in that the distribution of the friction forces for influencing the longitudinal acceleration and lateral acceleration depending on the continuously determined wheel slip and / or coefficient of friction between at least one wheel and the roadway is made. Method according to one of the preceding claims, characterized in that the distribution of the friction forces for influencing the longitudinal acceleration and lateral acceleration as a function of predicted reactions of the at least one obstacle ( 2 . 3 ), whereby the responses can be predicted in particular based on knowledge about the behavior of an object class to which the obstacle was automatically assigned. Method according to one of the preceding claims, characterized in that the distribution of the friction forces for influencing the longitudinal acceleration and lateral acceleration is made depending on the course of the lane (S1). Method according to one of the preceding claims, characterized in that the distribution of the friction forces for influencing the longitudinal acceleration and lateral acceleration depending on the traffic situation on a pre-calculated Ausweichspur (S2) is made. Method according to one of the preceding claims, characterized in that the distribution of the friction forces for influencing the longitudinal acceleration and lateral acceleration depending on data of a navigation system, in particular depending on the further road and / or Route history and / or congestion information made becomes. Method according to one of the preceding claims, characterized in that the effectiveness of the method in the exceeding of certain pressure parameters on the brake and / or accelerator pedal is changed. Method according to one of the preceding claims, characterized in that the mechanical resistance of the brake or accelerators depending on availability and / or the predicted probability of success of the application of the method is dependent. Method according to one of the preceding claims, characterized in that the effectiveness of the method the driver is controllable, whereby the effectiveness by a Combination of the operation of a brake or accelerator pedal with an actuation of another control element leaves.