WO2009092374A1

WO2009092374A1 - Method for influencing the movement of a vehicle when an inevitable collision with an obstacle is identified ahead of time

Info

Publication number: WO2009092374A1
Application number: PCT/DE2009/050002
Authority: WO
Inventors: Alexander Augst; Harald Graef
Original assignee: Alexander Augst; Harald Graef
Priority date: 2008-01-21
Filing date: 2009-01-20
Publication date: 2009-07-30
Also published as: DE102008005310A1

Abstract

The invention relates to a method for influencing the movement of a vehicle, measures for mitigating the effects of an accident being taken depending on determined ambient information when an inevitable collision with an obstacle is identified ahead of time. The method according to the invention is characterized by distributing the frictional forces resulting from a longitudinal acceleration requested by the driver and a steering angle requested by the driver depending on a precalculated crash behavior of the parties involved in the accident to optimize the trajectory of the vehicle when an inevitable collision is identified ahead of time.

Description

description

METHOD FOR INFLUENCING THE MOVEMENT OF A VEHICLE WHEN ESTIMATED RECOGNITION OF AN UNAVOIDABLE COLLISION WITH A BARRIER

The invention relates to a method for influencing the movement of a

Vehicle in case of premature detection of an unavoidable collision with an obstacle.

A method for influencing the movement of a vehicle for collision avoidance is described in WO 2000/61413 A1 as part of a lane keeping system or 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.

[0002] DE 10 2005 003 274 A1 further discloses a method for avoiding or

Reduction of the consequences of collisions when avoiding obstacles, whereby 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. The procedure for mitigating the consequences of a collision is not discussed.

Despite such systems, traffic situations may occur in which a

Collision with an obstacle can no longer be prevented. Although the systems mentioned can help reduce the likelihood of a collision and / or the force effect of a collision, the actual damage depends on many other parameters. In the worst case, a - from Driver or by a supporting system - initiated evasive maneuver to a side impact on the obstacle, which can lead to more serious consequences for the occupants than they would occur in a frontal collision with the obstacle.

Finally, the generic document DE 103 28 062 A1 discloses a method for

Improving the safety of road users involved in an accident by initiating measures to reduce the consequences of an accident for and taking into account all road users involved in an unavoidable accident if the accident is detected early. 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.

[6] The object of the invention is now to specify an improved method with regard to a concrete possibility of intervention in the vehicle control system for influencing the movement of a vehicle in case of premature detection of an unavoidable collision with an obstacle.

This object is achieved by the subject of the independent

Patent claim solved. Advantageous developments are the subject matters of the dependent claims.

The invention uses the operating principle 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 can be greatly increased in this way and distributed evenly between the wheels (or according to specifications). By not quite locked wheels during a braking operation, the ABS also allows a force distribution for the lateral dynamics, i. It can also be slightly steered in a full braking. The force distribution between steering and braking for influencing the longitudinal acceleration and the lateral acceleration of the vehicle is thus determined by the respective approved wheel slip. This is set in a conventional ABS control depending on the odometric data of the vehicle.

The invention is thus based primarily on the knowledge that by a

Control or regulation of the wheel slip intervention in both the longitudinal dynamics, as well as in the lateral dynamics of the vehicle is possible. Due to the longitudinal acceleration requested by the driver and the requested steering angle, frictional forces are generated at the wheels. By controlling the brakes, these frictional forces can now be distributed in such a way that they correspond to the distribution or their relationship to one another allow or permit increased engagement in the longitudinal acceleration or the lateral acceleration of the vehicle.

The method according to the invention for influencing the movement of a vehicle is thus characterized, in the event of premature detection of an unavoidable collision, of friction forces resulting from a longitudinal acceleration requested by the driver and a steering angle requested by the driver for optimizing the movement trajectory of the vehicle as a function of a predicted crash behavior be distributed to the accident participants. This means that, depending on the required steering and braking torque, such a redistribution of the frictional forces resulting from the request takes place, so that less or even minimal damage occurs when the collision occurs.

[11] The longitudinal acceleration will usually be negative

Acceleration, so act a delay. Under certain circumstances, a positive acceleration may be meant, for. B. when the driver is of the opinion that a collision with an obstacle would be avoided by a vehicle acceleration or the damage is less.

Under an obstacle are standing and moving obstacles, such. B others

To understand road users.

Another essential aspect of the invention lies in the prediction of the

Crash behavior of the at least one accident involved and influencing the movement trajectory depending on this calculation.

As crash behavior is the dependence of the consequences of accidents occurring (property and personal injury, risk of rollover, endangerment of other road users, etc.) in an obstacle and / or your own vehicle of the crash parameters (parameters of the collision) to understand.

[15] The crash parameters can be z. B. the collision area, collision angle and the time course of the force on the vehicle from the outside, as well as the forces that arise within the own vehicle and possibly the obstacle in the crash course, such. B. a compression of the passenger compartment, which occurs due to a certain weight distribution in the vehicle in a collision.

[16] The crash behavior can be calculated and / or further processed in the form of a mathematical function, a set of functions and / or sets of parameters and / or a simulation. For the most part, the crash behavior of one's own vehicle can also be calculated before the critical situation occurs and possibly updated depending on the current state of the vehicle and its occupancy and loading shortly before the crash situation. The determination of several parameters of the Crash behavior can also be based on empirical tests (crash tests) with the vehicle of the same type.

The prediction of the likely crash behavior of the obstacle can be done by means of a sensory detection by the vehicle.

Advantageously, the distribution of frictional forces by regulating the

Radschlupfes on at least one wheel. This means that the wheel slip is controlled at that wheel such that the effectiveness of the driver's intervention in the vehicle control in dependence on the predicted crash behavior of the accident participants is controlled by appropriate blocking and wheel spin.

The regulation of the wheel slip to increase the braking force or to achieve a predetermined or maximum braking force can be done in this case analogous to the wheel slip control of an ABS system, d. H. The wheels are not permanently blocked, but it may be allowed for each wheel a controlled spin. If, due to the predicted crash behavior, a stronger influence of the lateral acceleration in a certain direction is permitted, the wheels are blocked less so that steering is permitted.

The strength of the corresponding lateral acceleration and the function of their change over time can be precisely metered.

[21] Under certain circumstances, by regulating the wheel slip can also

Turning the vehicle are initiated, if this is for the current traffic situation to reduce the consequences of an accident advantage.

[22] If the driver requested longitudinal acceleration is a negative acceleration, ie a deceleration, then the method according to the invention would only develop its effectiveness mainly if a deceleration is requested which is strong enough for at least one wheel to be at least a time is blocked. In principle, this applies to most critical situations.

[23] However, in the event that the driver does not pedal hard enough on the brake pedal

A method for enhancing the braking effect is known, which initiate a full braking at a registered pressure increase in the brake system, which exceeds a predetermined pressure limit. This means that even if the driver steps on the brake pedal only relatively briefly, but very quickly, the full braking force is built up and held as long as the driver does not press the brake pedal weaker than a required minimum force.

[24] To even in such cases, where the driver is not strong enough on the

Brake pedal occurs to be able to enable a distribution according to the invention of the frictional forces by controlling the wheel slip, is in the driver's demanded delay effect also takes into account a deceleration effect desired by the driver and / or an automatically requested deceleration effect.

[25] The automatically requested deceleration effect may be, for example, the deceleration effect requested by a brake assist system or a cruise control system (with distance control, if applicable) or by any other brake assist. 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. The inventive method is also applied to fully or partially automatically moving vehicles.

[26] Advantageously, the distribution of friction forces to influence the

Longitudinal acceleration and lateral acceleration over time not constant, but variable, so that depending on the predicted crash behavior of the accident participants optimal trajectory can be driven and reduced or minimized consequences of accidents occur. Depending on the traffic situation, the shortest possible stopping distance can be the goal. This would mean increasing the longitudinal acceleration while largely disregarding the influence of the lateral acceleration, in particular by steering. Thus, the distribution of frictional forces can also be continuously re-determined or adapted depending on the changing environment information.

If influencing the distribution of the frictional forces to optimize the motion trajectory depending on the predicted crash behavior is insufficient with respect to damage reduction or minimization in the collision, an additional intervention in the control of an existing active steering system can take place in such a way that Active steering system, which optimizes the movement trajectory or steering as a function of the driver's angle specified or requested by the driver with regard to damage reduction or loss minimization.

[28] The so-called active steering system makes possible in principle an even more precise and direct one

Steering by varying the steering angle given by the driver via the steering wheel depending on the driving situation. This can be realized by means of an automatically variable transmission factor between the steering wheel and the corresponding drive system. This method or system can thus also be used to achieve an optimum collision in the event of an unavoidable collision.

[29] Advantageously, the consequences of accidents on accident participants in

Depending on the predicted crash behavior of the at least one obstacle and / or the known or calculated crash behavior of the vehicle before Calculated the entry of the collision. This can be done by a prediction of the position of the crumple zones and / or the position of the particularly vulnerable zones on the obstacle and / or the known crash behavior of the own vehicle.

[30] Is the location of the crumple zones and the most vulnerable or to be avoided

Zones on the vehicle or obstacle known, the accident consequences of one or more possible collision or in several different collision scenarios z. B. be predicted for several possible variants of corresponding parameter sets.

The corresponding calculation of the consequences of accidents for different possible collision parameters can also be carried out in parallel on different processors or processor cores or quasi-parallel by means of a so-called priority-controlled scheduling, which can then be compared with each other.

[32] Both the crumple zones and the particularly vulnerable zones at the obstacle can, for example, be calculated from the data of an environmental sensing system, in particular a camera system.

[33] If, for example, the obstacle outlines or even existing axis positions and / or the positions of the lights of the obstacle can be identified or determined from the data of the surroundings sensing system, a function of this information and / or depending on known typical structural characteristics of a Obstacles of a certain class (eg of a car, lorry or mobile home) in turn take place a determination of the position of the crumple zones or particularly avoiding points on the obstacle, and these for a pre-calculation of the position of the crumple zones or the particular avoiding bodies at the time of the possible collision.

[34] If such zones and their position at the time of the collision are known, in the event of a probable collision with the obstacle, the movement of the vehicle may be influenced such that the vehicle follows such a movement trajectory which moves the vehicle away from the danger zones and in the direction of the vehicle Crumple zones on the obstacle leads.

[35] The identification of named places of an obstacle can also be done by means of automatic

Evaluation of the images of an infrared camera done. These pictures provide information about the presence of persons, whereby z. B. the seat occupancy of another vehicle can be determined. From the image of the thermal camera also opens up the location of the heated areas of the vehicle -. As the hood - which in turn can serve the automatic detection of crumple zones.

[36] Advantageously, the position detection of the crumple zones and the zones of a vehicle to be avoided in particular can be effected, inter alia, as a function of the detection of the position of its axes. The basis of the detection of the axis position can the segmentation of the tires in the image of the camera, wherein the segmentation can take place due to the reflection characteristics and the detection of the rotation of the wheels. The segmentation can take place by means of the principles known from image processing / object recognition.

The determination of the current position and the orientation of the obstacle can also be done by means of a picture processing, as can be drawn from the position of the wheels conclusions about the position of the axes, and thus also conclusions about the position and orientation of the possible accident opponent. In addition, a data fusion can take place with a distance sensor, in particular with a high-resolution radar or lidar sensor.

In addition to the already mentioned position of the crumple zones, other data of the

Obstacle, such as B. determined data on the object class of the obstacle for the optimization of the movement trajectory or the precalculation of the crash behavior are used. If the object class of the obstacle is known, an approximate distribution of the crumple zones and / or the dangerous zones can be concluded from the determined object class even if the actual position of the zones from the image data is not recognizable.

[39] It can also be considered that the effectiveness of the crumple zones or the danger emanating from the force acting on the particularly vulnerable zones of the vehicle depends on the other parameters of the collision and ultimately on the impact speed.

[40] Advantageously, the movement trajectory is optimized in dependence on the predicted crash behavior in such a way that such collision parameters occur during the collision that lead to minimal overall damage in the collision. This means that in a predicted unavoidable collision depending on the current traffic situation certain collision parameters are determined, which are to be achieved in the actual collision. The collision parameters are determined or predetermined in such a way that a minimum total damage occurs. If, for example, due to the current traffic situation, it results that a head-on collision with lower speed causes less damage than a side crash with possibly higher speed, it is predefined that the movement of the vehicle must be influenced by a corresponding distribution of the friction forces such that a head-on collision occurs at low speed. The necessary to achieve the predetermined collision parameter movement trajectory is optimized accordingly.

[41] Advantageously, the minimum total damage is determined by means of a decision matrix from different collision parameters at different accident participants and / or different possible crash scenarios. The decision tion matrix can calculate the total accident damage in at least one accident participant in case of various possible influences on the movement of a motor vehicle and the corresponding resulting collision parameters. By weighting the accident damage of various types (sheet metal damage, critical force on the occupants and / or on the systems of a vehicle) and / or the accident damage of various accident participants such influence on the movement of a motor vehicle can be calculated, the minimization of (total) Accident consequences serves.

[42] The decision matrix can also calculate the calculated potential accident damage

Depending on their respective probability of occurrence. The optimal or almost optimal parameters for influencing the kinematics of movement to minimize the consequences of an accident can also be calculated iteratively, that is to say by a step-by-step approach to the desired optimum.

The collision parameters may be, for example, a collision angle between the vehicle and the obstacle and / or a collision area on the vehicle and / or a collision area on the obstacle and / or a direction of force acting on the vehicle and / or on the obstacle and / or one Time course of the force effect and / or the speed during the collision and / or to act on a total energy and / or an impact speed. These collision parameters can be specified differently depending on the predicted crash behavior.

A specification of a collision area on the vehicle and / or on the obstacle and / or a specification of a collision angle between the vehicle and the obstacle are advantageous, since the crash behavior of a vehicle is highly dependent on direction. So z. As a frontal collision for the occupants usually usually much cheaper than a side impact with the same impact force or rolling over the vehicle. Thus, a vehicle can be rotated in a probable lateral collision by different degrees of control of the wheel brakes or by engaging in the active steering so that the impact occurs with the front or rear end of the vehicle itself. However, there may also be traffic situations in which a side impact would be preferable to a head-on collision due to less damage to the vehicle occupants.

[45] The optimum collision parameters for the respective traffic situation are selected depending on the predicted crash behavior of at least one accident participant.

[46] Advantageously, different information or signals can be taken into account when determining the optimal movement trajectory and / or the collision parameters. When determining the collision angle and / or collision In principle, it can be assumed that a head-on collision with the obstacle is better than a lateral collision with the same impact force. However, if there is special information that would suggest that a side-impact collision would be beneficial against a head-on collision in this traffic situation, another collision angle or collision area could also be specified on one's own vehicle.

Thus, for example, the information about the seat occupancy of the own vehicle can be used to optimize the movement trajectory or certain collision parameters in terms of reducing or minimizing the accident consequences with the obstacle by this information is taken into account in the calculation of the crash behavior.

The information relating to the seat occupancy can be obtained by means of a seat occupancy recognition, in particular from the data of a seat occupancy mat or an interior camera. Is z. B. the passenger seat is not occupied, instead of a frontal collision, a so-called. Offset crash - that is, a shifted in the direction of the passenger seat frontal collision - be brought about.

Conversely, in a suspected offset crash with occupied front passenger seat z. B. at a high speed, which can lead to fatal injuries to the passenger, are so intervened in the regulation of the wheel brakes and possibly in the control of the steering that instead a normal frontal collision is brought about what an optimal use of the crumple zone and such Distribution of force would mean that all inmates have the best possible chance of survival. In an unavoidable side impact with a little extended obstacle (eg, tree), such influence on the movement or movement trajectory of the vehicle may be that the impact occurs at a location of the vehicle behind which no occupant is seated.

In addition to the seat occupancy, the optimization of the movement trajectory and / or the collision parameters in dependence on a determined occupant class (adult, child or baby) of the occupants and / or the predicted sitting position of the occupants, in particular the head position of the occupants at the predicted time of Collision occur. The occupant class and / or the predicted seat position and / or head position can in turn be extrapolated from the determined data on the current seat or head position of an interior camera.

[51] Advantageously, the optimal movement trajectory and / or the collision parameters may also depend on predicted possible collisions and / or their collision probabilities and / or on a predicted probability distribution function of the collision position and / or the estimated consequences of accidents on the vehicle and / or involved in the collision persons and / or the obstacle are given. In doing so, a prioritization of possible crash risks can take place.

[52] The identification of possible collisions or damage can be done in several ways. Since the position of other road users in the few seconds that takes an evasive maneuver can change significantly, the distribution of friction forces can be determined by predictive extrapolation of the predicted trajectories of the road users or a pre-calculated collision or collision probability or the probability of certain accident consequences. Here the position of the road users relevant for the exit of a traffic situation as well as the own precalculated position at certain times is considered in order to be able to calculate the optimal movement trajectory for the maneuver.

[53] Advantageously, the behavior of obstacles such. B. their current

Speed, acceleration etc. by means of environment detection systems such as e.g. of a camera system, LIDARs, RADARs or by means of a fusion of different sensor-based systems. The current position of the obstacles, their speed and acceleration and the class of obstacle (e.g., wall, car, truck, pedestrian, cyclist, animal) can be detected.

[54] Based on the change in the position of the obstacle and / or the predetermined behavior of the object class to which the obstacle is assigned, a residence distribution function for its future position relative to at least one future time can be calculated. Similarly, a probability of residence function for the own vehicle for at least one future time can be calculated. 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. In particular, a residence distribution function especially to avoiding zones on the vehicle or on the obstacle, or particularly suitable zones (crumple zones) on the vehicle or obstacle can be calculated in advance.

[55] By superimposing the probability-of-residence functions at one or more points in time, it is possible to calculate the location, time and probability for the possible collisions or possible damages. This in turn can be used to decide to what extent the intervention must and / or may be in the movement of the vehicle.

[56] In the method according to the invention, the collision probability and the probable consequences of a collision can be weighted. Depending on it Then, the distribution of friction forces to influence the longitudinal and / or lateral acceleration is made. Thus, advantageously, the braking process and the direction of motion can be optimized so that not only the consequences of the accident itself, but also the severity of the consequences of accidents and / or the number of involved in an unavoidable collision in the collision road users and / or traffic violations are taken into account. This would mean that in an unavoidable collision a single collision with a vehicle with a collision speed of 10 km / h is preferred over three collisions with three vehicles with a collision speed of 5 km / h each. In the event of a collision at higher speed, which can lead to life-threatening injuries, again such a weighting is automatically preferred, which leads to the minimization of the force on the persons.

[57] Since the traffic rules are country specific, the weighting of the

Decision on influencing the movement of the vehicle available factors - eg. In the decision matrix - depending on the country of registration of the vehicle and / or automatically depending on the current country in which the vehicle is currently located. This information regarding the location of the vehicle can, for example, be taken from the data of a navigation system.

The selection of the weighting of the factors that will serve to decide on the influence of the movement trajectory of the vehicle in the event of a critical situation, can also be left to the driver of the vehicle by this z. B. can enter by a menu control.

Taking into account own motion data, the movement trajectory can be optimized and the movement of the vehicle can be influenced in such a way that the own vehicle moves along the optimal trajectory with a corresponding predetermined delay. The state of motion of one's own vehicle can be recorded continuously via measurements with a rotation rate and acceleration sensor (eg load gyro). From this data the vehicle trajectory is determined and extrapolated.

[60] The information about possible targets, their potential hazards (eg bush,

Concrete wall) and location is determined by various sensors, such. B. ultrasound, radar and / or Lidarsensoren or a camera system won. A fusion of distance and image data from the various sensors can increase the reliability of the resulting statements. Advantageously, the movement trajectory and / or the predetermined collision parameters are continuously adapted, so that a minimum of total damage occurs depending on the predicted crash behavior. [61] In addition to detecting the obstacles and calculating the crash behavior of all accident participants, the optimal movement trajectory or the optimal distribution of friction forces to influence the movement of the vehicle, in particular the longitudinal and lateral acceleration in a critical situation, depending on detected lane boundaries or be determined by the course of the lane. Thereby, it can be ensured that the vehicle does not come off the road unnecessarily when the estimated damage is less in a slight collision with an on-road obstacle than in a lane departure.

[62] According to the invention, the distribution can also be calculated taking into account the information obtained on the basis of a so-called time-to-line crossing system - TLC system for short - or other guidance assistance on the course of the lane tracks and / or their boundary become. A guidance assistant with an extended functionality can also observe oncoming traffic.

[63] Information can be obtained about how strong, and in which

Direction the adjacent lane is driven. Thus, in an advantageous embodiment of the invention, the distribution of the friction forces to influence the movement of the vehicle can also be determined as a function of the traffic situation of a precalculated alternative track.

[64] Advantageously, in the case of a critical situation, the driver may, depending on his

Assessment to selectively activate, override, or discreetly or continuously control the effectiveness of the method of influencing the movement of the motor vehicle. 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 to specify a maximum possible effectiveness continuously or stepwise , Thus, in a situation that overwhelms him, the driver may, for example, use an increased effect of the system.

[65] The embodiment of the method is particularly preferred when the effect of the method depends on the strength of the operation of the brake pedal or the accelerator pedal. By pressing the brake or accelerator pedal, z. B. certain predetermined parameters are exceeded in relation to the maximum force or the acceleration of the pressure rise, the effectiveness of the method may be switched on gradually.

[66] The effectiveness of the method can only be activated after exceeding a sufficient pressure for conventional full braking or the kickdown mode of an accelerator pedal.

[67] The brake and / or accelerator pedal can also interact with a special mecha- Anemic resistance must be provided, which must be overcome when pressing the pedal by the driver for the process to activate.

[68] A particularly preferred embodiment of the invention may be present if the said mechanical resistance, which must be overcome for controlling the method according to the invention, is made dependent on the availability and / or the automatically estimated probability of success of the method in the present situation. If z. B. detects the environment of the vehicle with a high probability of statement and accurately calculated an optimal way of influencing the movement of the vehicle clearly and consistently, the pedal can give the driver's foot pressure more easily than if the method could not calculate a clearly preferred influence on the movement or it is currently not available.

[69] Alternatively or additionally, the control of the effectiveness of the method can also be configured by a combination of the operation of a brake or accelerator pedal with another control element or the implementation of another operating process. Preferably, it is provided that the method is activated at each emergency stop and / or every kickdown, but by the operation of another control element but can be selectively dosed or disabled.

[70] The method can be used in combination with collision avoidance systems.

[71] In the drawing, various embodiments of the invention are shown.

It shows the

[72] Fig. Ia a first traffic situation, which in a control of the vehicle without the

Invention could occur

[73] FIG. 1b shows a traffic situation simulated to the first traffic situation, whereby an optimal first collision point is achieved depending on this traffic situation,

[74] Fig. 2a shows a second traffic situation, which in a control of the vehicle without the

Invention could occur

[75] FIG. 2b shows a traffic situation simulated to the second traffic situation, whereby an optimal second collision point is achieved depending on this traffic situation,

[76] Fig. 3a shows a third traffic situation, which in a control of the vehicle without the

Invention could occur

[77] FIG. 3b shows a traffic situation simulated to the third traffic situation, whereby an optimal third collision point is achieved depending on this traffic situation,

[78] FIG. 4a shows a fourth traffic situation, which in a control of the vehicle without the

Invention could occur

FIG. 4b shows a traffic situation simulated to the fourth traffic situation, wherein an optimal fourth collision point is achieved depending on this traffic situation, FIG. Fig. 5a shows a fifth traffic situation, which in a control of the vehicle without the

Invention could occur

FIG. 5b shows a traffic situation reproduced according to the fifth traffic situation, whereby an optimal fifth collision point is achieved depending on this traffic situation, and FIG

[82] FIG. 6 shows a block diagram for illustrating a possible realization of the method according to the invention.

[83] In principle, in a collision of a vehicle with an obstacle, it is assumed that the smaller the impact velocity, the lower the consequences of an accident. Therefore, a normal driver will generally initiate full braking and possibly completely refrain from steering intervention. In most traffic situations, however, it can be assumed that, for example, a certain impact angle or a certain impact area with possibly greater impact speed causes less damage than a collision that would occur if only braking is applied.

[84] With reference to FIGS. 1-5, various examples of such situations are shown in which a slight change in the movement trajectory through intervention in the wheel slip control results in significantly less accident consequences than without intervention. In part, it is such a small impact on the longitudinal and lateral dynamics of the vehicle, that this is due to the extremely short time in which a critical traffic situation occurs, even by an experienced driver can not be made sufficiently precise.

[85] All figures show a traffic situation that occurs when a vehicle 1 collides with an obstacle Hl - H5. In this case, an optimal collision point or range KIb, K2b, K3b, K4b and K5b between the vehicle and the obstacle is determined and predetermined by means of an environment detection system in the event of an unavoidable accident with an obstacle Hl -H5 as a function of the predicted crash behavior of the accident participants Depending thereon, a distribution of the friction forces resulting from a longitudinal acceleration requested by the driver and a steering angle requested by the driver is performed by controlling or regulating the wheel slip on at least one wheel. As a result, an optimal transverse and longitudinal acceleration with respect to the estimated damage is generated, so that the vehicle collides with the obstacle with regard to the crash behavior at the optimum time at the optimum location with a correspondingly optimal deceleration.

[86] Due to the traffic situation according to FIG. 1 a and FIG

Leave lane S It is then determined in advance that a collision of the vehicle 1 with an obstacle Hl next to the road S is unavoidable. Is this Vehicle 1 is not equipped with a system for influencing the movement of the vehicle 1 according to the invention and does not affect the movement of the vehicle, the vehicle 1 would move due to the driver's predetermined steering angle on the first trajectory TIa and finally at the collision point KIa, located in the passenger compartment, collide with the obstacle Hl.

[87] In the event that the vehicle 1 is equipped with a system according to the invention for influencing the movement of the vehicle 1, the position of the obstacle would be detected, for example, by means of a camera system. Depending on the predicted crash behavior of the accident participants, it would be noted that in this traffic situation, the estimated accident consequences would be low compared to a possible frontal collision. Therefore, the movement of the vehicle 1 is influenced by controlling the wheel slip and optionally by controlling the active steering such that the vehicle 1 travels along the trajectory TIb and finally collides head-on at the optimum first collision point or area KIb with the obstacle HI ,

The movement of the vehicle 1 is influenced by the fact that the from the

Driver requested longitudinal acceleration and the driver's requested steering angle resulting friction forces are distributed. If this intervention is insufficient, the steering angle predefined by the driver can additionally be changed by means of active steering in such a way that the optimum collision point KIb is reached. In particular, this may consist in that a steering angle that is too much requested by the driver is reduced by means of an automatically adjusted transmission factor such that the collision parameters and thus the consequences of the accident are reduced.

[89] Could it be due to an alternative traffic situation, as shown in Fig. 2a, in an unavoidable collision of the vehicle 1 with the obstacle H2 come to a side impact (see collision point K2a), the vehicle 1 according to the invention by intervention are rotated in the wheel slip control such that the impact or the collision takes place at the rear. This optimum collision point is represented in FIG. 2b by the optimum collision point K2b.

[90] In Fig. 3a and 3b is shown how the evaluation of the occupancy of one's own

Vehicle can be considered in terms of influencing the movement of the vehicle 1 in a prematurely detected unavoidable collision with an obstacle H3. If it is detected by means of the seat occupancy recognition that the passenger side is not occupied, a so-called offset crash can be brought about by influencing the movement of the vehicle so that, although a forward-facing collision with the obstacle H3 takes place, the optimal third collision K3b, however, by an offset value, for example. Half the vehicle width offset from the actual collision point K3a towards the passenger side is reached. Conversely, in a probable offset crash with occupied passenger seat, a head-on collision could be brought about, which would mean an optimal use of the crumple zone of the vehicle 1.

[91] In FIGS. 4 a and 4 b it is shown on the basis of an alternative traffic situation how the evaluation of the seat occupancy of the own vehicle can be taken into account in influencing the movement of the vehicle 1 during an unavoidable collision with an obstacle H 4 detected prematurely. Here, the vehicle comes in a left turn from the road S and would then collide at the right edge of the road with a small obstacle H4 of FIG. 4a. The collision point K4a lies in FIG. 4a in the region of the passenger seat. If it is now recognized by means of a seat occupancy recognition unit that the passenger seat is occupied, the movement of the vehicle 1 can be influenced by appropriate distribution of the friction forces resulting from a driver-requested longitudinal acceleration and a steering angle requested by the driver such that the collision occurs at one location Vehicle 1 takes place, which is not occupied.

[92] The optimal fourth collision point K4b would thus be the rear region of the

Passenger compartment (provided that this space is not occupied) or the rear of the vehicle 1. Conversely, if the rear seat were occupied, the passenger seat would not be.

In FIGS. 5a and 5b it is shown how a concrete detection of the obstacle H5 or a recognition of the position of the axles of a vehicle detected as an obstacle H5 influences the movement of the vehicle 1 in the event of an unavoidable collision previously detected Obstacle H5 can be considered. The traffic situation illustrated in the two aforementioned FIGS. 5a and 5b shows a vehicle 1 which is moving on a road S towards an intersection. This intersection is currently being crossed by a truck, which can be detected as an obstacle H5.

[94] Typically, in the face of such a situation, the driver will initiate and maintain full braking, partly because the human reflexes often counteract the controlled release of the brake in an acute danger. In addition, the driver can hardly estimate with high certainty whether the braking force will be sufficient to stop in front of the trailer. If the braking force is not sufficient to be able to stop in front of the obstacle H5, the vehicle 1 would - as shown in FIG. 5a - drive under the trailer of the accident opponent H5. This could lead to the greatest possible personal injury.

[95] However, by means of a suitable environment detection device, eg. by means of a front-facing camera, the position and rotation of the wheels of the truck H5 are detected and detected by the automatic estimation that the vehicle can no longer stand in front of the obstacle even at the maximum braking force, depending on areas of the obstacle closed, where a collision would lead to less serious consequences. In an obstacle H5 identified as a truck, the region of the tires is set as the optimum fifth collision point K5b between the vehicle 1 and the obstacle H5. In this case, the driver initiated emergency braking is rather harmful.

[96] Depending on the determined optimal collision point K5b, the

Movement of the vehicle 1 influenced by a corresponding control of the wheel slip such that the vehicle 1 collides with the obstacle H5 at the optimum collision point K5b with the lowest possible impact speed, cf. Fig. 5b.

[97] FIG. 6 shows an example of the realization of the method according to the invention.

The block diagram shows schematically the acquisition and processing of the data. At the beginning of step 10, an environment detection takes place, as well as detection of vehicle data and detection of at least one imminent collision. In the next step 20, depending on the detected object class and the estimated different endangered zones of at least one person involved in the accident, a calculation of the expected crash parameters takes place with different accident participants and their connection. This calculation may include several possible scenarios that are weighted according to their probability of occurrence.

[98] After step 20, a calculation of the accident consequences of at least one

Accident Participants take place. Thus, in step 30a, the accident consequences of the own vehicle are calculated in dependence on the function of the crash behavior of the own vehicle, in step 30b the accident consequences of a (first) obstacle depending on the function of the crash behavior this obstacle, and - if a second obstacle is involved in step 30c, the accident consequences of the (second) obstacle as a function of the function of the predicted crash behavior of this obstacle.

After calculating the consequences of the accident, a decision matrix is created in step 40 in which a weighting of the accident consequences of the various types and their respective probability of occurrence is calculated for different accident participants. Thereafter, in step 50, as a function of the longitudinal and lateral acceleration requested by the driver, optimized influencing of the movement of the vehicle with respect to the crash behavior of the at least one accident participant resulting from the predicted position of the crumple zones and / or the particularly Avoiding zones results in at least one Umfallbeteiligten, calculated.

[100] After the step 50, steps 60a and 60b are performed. In step 60a, an adjustment of the distribution of the frictional forces is carried out by controlling the wheel slip on at least one wheel. At the same time, in step 60b, the expected change in the trajectory is calculated on the basis of the measures taken. By applying this data to the calculation of new anticipated crash parameters by step 20, an iterative optimization process can take place which can further minimize the total weighted accident consequences.

[101] In summary, it should be noted that in the event of an unavoidable collision by adequately influencing the movement of a vehicle by means of the method according to the invention, the consequences of the accident can at least be reduced. Such a reaction, as caused by the influence, is often not possible for the driver, since the situation often takes less than a second, and the driver can not estimate the crash behavior and the location of different critical zones of his vehicle and of the vehicle Can make an obstacle so that he can deliberately avoid or control them. Finally, often the driving skills -. B. by the threatening situation - limited.

[102] The invention is intended to support the driver with regard to minimizing the consequences of accidents by means of currently very fast computer units that can be realized or to optimize the trajectory.

[103] Based on the examples considered, it can be seen that even a slight but timely influence on the movement of the motor vehicle can lead to significantly lower accident rates. Furthermore, so-called expert knowledge (favorable collision goals or impact angles) can be included in such a strategy or in the precalculation of the crash behavior, which is developed, for example, within the framework of a development, or is already known. Furthermore, in an unsuccessful driver response, such. B. an evasive action, the vehicle are still brought into a more favorable position, so that only minimal consequences in the collision arise.

Claims

[1] Method for influencing the movement of a vehicle, wherein if an unavoidable collision with an obstacle is detected prematurely, measures are taken to reduce the consequences of the accident depending on the surrounding information determined, characterized in that if an unavoidable collision is detected prematurely, the results from one requested by the driver Frictional forces resulting from longitudinal acceleration and a steering angle requested by the driver are distributed to optimize the movement trajectory (TIb) of the vehicle (1) depending on a pre-calculated crash behavior of those involved in the accident (1, Hl, H2, H3, H4, H5).

[2] Method according to claim 1, characterized in that the distribution of the

Frictional forces are achieved by controlling the wheel slip on at least one wheel.

[3] Method according to one of the preceding claims, characterized in that the movement trajectory (TIb) is additionally determined by means of active steering depending on a steering angle specified by the driver depending on the pre-calculated crash behavior of those involved in the accident (1, Hl, H2, H3, H4 , H5) is optimized.

[4] Method according to one of the preceding claims, characterized in that the crash behavior depends on the pre-calculated position of the crumple zones and/or on the pre-calculated position of particularly vulnerable zones on the vehicle (1) and/or on the obstacle (Hl, H2 , H3, H4, H5) is calculated in advance.

[5] Method according to claim 4, characterized in that the crumple zones and / or the particularly endangered zones on the obstacle (Hl, H2, H3, H4, H5) are pre-calculated depending on the data from an environmental sensor, in particular depending on the detected ones Obstacle outlines and/or detected axis positions of the obstacle and/or detected positions of the vehicle lights on the obstacle (Hl, H2, H3, H4, H5).

[6] Method according to claim 5, characterized in that the axis positions are recognized by segmenting the tires in the image of a camera, the segmentation being able to take place based on the reflection properties and/or the rotation of the tires.

[7] Method according to one of the preceding claims, characterized in that the optimal movement trajectory (TIb) is specified depending on an obstacle object class to which the obstacle (Hl, H2, H3, H4, H5) was automatically assigned.

[8] Method according to one of the preceding claims, characterized in that the movement trajectory (TIb) is optimized in such a way that such collision parameters (KIb, K2b, K3b, K4b, K5b) are set during the collision with regard to the reduction or minimization of the estimated accident consequences , which lead to minimal overall damage in the collision.

[9] Method according to claim 8, characterized in that the minimum

Total damage is determined using a decision matrix from the predicted accident consequences for various collision parameters (KIb, K2b, K3b, K4b, K5b) for different people involved in the accident.

[10] Method according to claim 8 or 9, characterized in that the predetermined collision parameters (KIb, K2b, K3b, K4b, K5b) are a collision angle between the vehicle (1) and the obstacle (Hl, H2, H3, H4, H5) and / or a collision area (KIb, K2b, K3b, K4b, K5b) on the vehicle (1) and/or a collision area on the obstacle (Hl, H2, H3, H4, H5) and/or a direction of force on the vehicle and/or on the obstacle and /or a time course of the force effect and/or the speed during the collision and/or a total energy and/or an optimal impact speed.

[11] Method according to claim one of the preceding claims, characterized in that the optimal movement trajectory (TIb) and/or the collision parameters (KIb, K2b, K3b, K4b, K5b) depend on the seat occupancy and/or the occupant classes and/or the pre-calculated seating position of the vehicle occupants, in particular the head position at the pre-calculated time of the collision.

[12] Method according to claim 11, characterized in that the seat occupancy and/or the occupant class and/or the seat position and/or the head position are determined as a function of the data from an interior camera.

[13] Method according to one of the preceding claims, characterized in that the movement trajectory (TIb) and/or the collision parameters (KIb, K2b, K3b, K4b, K5b) depend on pre-calculated possible collisions and/or their collision probabilities and/or in Depending on the data of an environment detection device and / or the movement data of the vehicle (1) and / or the movement data of the obstacle (Hl, H2, H3, H4, H5) can be optimized.

[14] Method according to claim 13, characterized in that possible collision scenarios and/or their probabilities of occurrence are determined using a location probability function to determine the location probability. bility of the vehicle (1) and the at least one obstacle (Hl, H2, H3, H4, H5), in particular the probability of presence of particularly endangered and/or particularly suitable zones of the vehicle and/or the obstacle (Hl, H2, H3, H4, H5) can be predicted at a specific time and/or location.

[15] Method according to one of the preceding claims, characterized in that the optimal movement trajectory (TIb) and / or the collision parameters (KIb, K2b, K3b, K4b, K5b) are optimized as a function of a pre-calculated probability distribution function of the collision position.

[16] Method according to one of the preceding claims, characterized in that the distribution of the frictional forces to influence the movement of the vehicle is carried out depending on the course of the at least one lane (S).

[17] Method according to one of the preceding claims, characterized in that the distribution of the frictional forces to influence the movement of the vehicle is carried out in a pre-calculated alternative lane depending on the traffic situation.

[18] Method according to one of the preceding claims, characterized in that the effectiveness of the method is changed when certain pressure parameters on the brake and / or accelerator pedal are exceeded.

[19] Method according to one of the preceding claims, characterized in that the mechanical resistance of the brake or accelerator pedal depends on the availability and / or the predicted probability of success of the application of the method.

[20] Method according to one of the preceding claims, characterized in that the effectiveness of the method can be controlled by the driver, the effectiveness being able to be controlled by a combination of the actuation of a brake or accelerator pedal with an actuation of another control element.

Method for influencing the movement of a vehicle when an unavoidable collision with an obstacle is detected early