DE102006042666A1 - Method for avoiding or mitigating the collision of a vehicle with at least one object - Google Patents

Method for avoiding or mitigating the collision of a vehicle with at least one object

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Publication number
DE102006042666A1
DE102006042666A1 DE200610042666 DE102006042666A DE102006042666A1 DE 102006042666 A1 DE102006042666 A1 DE 102006042666A1 DE 200610042666 DE200610042666 DE 200610042666 DE 102006042666 A DE102006042666 A DE 102006042666A DE 102006042666 A1 DE102006042666 A1 DE 102006042666A1
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Germany
Prior art keywords
vehicle
method according
characterized
avoidance
collision
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
DE200610042666
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German (de)
Inventor
Wolfgang Branz
Fred Oechsle
Christian Schmidt
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Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
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Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Priority to DE200610042666 priority Critical patent/DE102006042666A1/en
Publication of DE102006042666A1 publication Critical patent/DE102006042666A1/en
Withdrawn legal-status Critical Current

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Classifications

    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60TVEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17Using electrical or electronic regulation means to control braking
    • B60T8/1755Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve
    • B60T8/17558Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve specially adapted for collision avoidance or collision mitigation
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00Conjoint control of vehicle sub-units of different type or different function
    • B60W10/20Conjoint control of vehicle sub-units of different type or different function including control of steering systems
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00Conjoint control of vehicle sub-units of different type or different function
    • B60W10/22Conjoint control of vehicle sub-units of different type or different function including control of suspension systems
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/08Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
    • B60W30/09Taking automatic action to avoid collision, e.g. braking and steering
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/08Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
    • B60W30/095Predicting travel path or likelihood of collision
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60RVEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R21/01Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents
    • B60R21/013Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over
    • B60R21/0134Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over responsive to imminent contact with an obstacle, e.g. using radar systems
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60TVEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2201/00Particular use of vehicle brake systems; Special systems using also the brakes; Special software modules within the brake system controller
    • B60T2201/02Active or adaptive cruise control system; Distance control
    • B60T2201/022Collision avoidance systems
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60TVEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2201/00Particular use of vehicle brake systems; Special systems using also the brakes; Special software modules within the brake system controller
    • B60T2201/02Active or adaptive cruise control system; Distance control
    • B60T2201/024Collision mitigation systems
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2720/00Output or target parameters relating to overall vehicle dynamics
    • B60W2720/12Lateral speed
    • B60W2720/125Lateral acceleration

Abstract

In a method for avoiding or mitigating the collision of a vehicle with at least one object, the current vehicle state is determined by means of a vehicle sensor, objects detected in the sensor detection area by means of an environment sensor, and an avoidance trajectory for collision avoidance or collision sequence reduction determined taking into account the current vehicle state. Further, it is checked whether the driver shows an avoidance response and a vehicle state quantity exceeds a criticality threshold. If this is the case, actuating signals are generated for setting at least one actuator in the vehicle.

Description

  • The The invention relates to a method for avoidance or mitigation the collision of a vehicle with at least one object according to claim 1.
  • State of the art
  • In the EP 1 387 183 A1 A method is described for determining the imminence of an unavoidable collision of a vehicle with at least one object, in which, depending on the maximum possible longitudinal or lateral accelerations of the vehicle and the object, all whereabouts within a specific prediction period are predetermined by the maximum possible longitudinal or lateral accelerations within the forecast period are achievable. Taking into account the extent of the vehicle and the object, a collision can be predetermined and measures can be taken to reduce the collision strength and the risk of injury to the vehicle occupants. Here, a catalog of various measures is provided, which includes the warning of the driver, the initiation of emergency braking, the triggering of restraint systems such as belt tensioners or airbags or the targeted braking of individual wheels. To determine a foreign object, an environment sensor system is arranged in the vehicle, which includes, for example, radar sensors.
  • at such procedures should be taken into account that the driver in case of autonomous vehicle intervention and from it resulting driving state change Show frightening reactions that pose a potential hazard.
  • Disclosure of the invention
  • From Based on this prior art, the invention has the object underlying, a method for preventing or mitigating the Indicate collision of a vehicle with at least one object, where the likelihood of a fright reaction of the driver in the case of an autonomous intervention in the driving condition of the vehicle is reduced.
  • These Task is according to the invention with the Characteristics of claim 1 solved. The dependent claims give expedient further education at.
  • at the method according to the invention to avoid or mitigate the collision of a vehicle with at least one foreign object are on the one hand by means of a Vehicle sensor system determines current vehicle state variables and vehicle operating variables and second, using environment sensing objects within the Sensor detection area registered. Taking into account this current Vehicle state variables and Vehicle operating variables as well of the detected objects or at least one evasion trajectory along which avoided a collision or at least the Consequences of a collision are mitigated. It also checks if the Driver in view of the expected collision avoidance response shows what is based on a current vehicle state size or Vehicle operating size for the case It is believed that this size is one Exceeds limit. Shows the driver actually an avoidance reaction, it is checked in a further step, if a the vehicle state variables or Vehicle operating variables one critical threshold (criticality threshold). there it can be the current position of the vehicle if for example, the vehicle of the calculated avoidance trajectory not in the desired Dimensions follows, whereupon autonomous support measures be initiated. Autonomous support measures are actions taken by the system or interventions understood that act in addition to the driver's request.
  • When additional, alternatively or cumulatively criticality threshold to be considered For example, the lateral acceleration can be used, being in case of overrun a lateral acceleration limit the situation with high probability as critical and for the driver is classified as difficult to control; by suitable Countermeasures which are carried out autonomously, the situation is defused and the status quo considered in the criterion of criticality or operating variables again pressed below the limit. The intervention in the vehicle influences the vehicle condition, wherein an influence on both position, speed and considered at acceleration level.
  • This Method has the advantage that an autonomous intervention an avoidance reaction of the driver is coupled. An autonomous Intervention is only for carried out the case that the driver already on his own an avoidance reaction in Given the danger situation has shown. In this situation the driver has already indicated that he is aware of the danger situation is aware and already countermeasures has initiated. The driver is in a state of heightened alertness and aware of the danger situation, so that the additional, autonomous intervention in the driving condition of the vehicle not to a Panic or fright reaction of the driver will lead. Autonomous intervention thus does not occur independently from the driver reaction, but finds in one the driver reaction accompanying way instead.
  • A another level of security is the criticality threshold Ensures that even in case of a dangerous situation an autonomous Intervention is only carried out in the event of an insufficient driver reaction, wherein the intervention can be limited to a certain extent. Already over the height of Kritikalitätsschwelle is influenced by whether and in what way an autonomous Intervention performed shall be. Furthermore can additional Limits the height of the Concerning intervention. In this way, the Interference between a minimum influence and a completely autonomous vehicle guidance varies become.
  • According to one preferred embodiment the evasion trajectory becomes a set of evasion trajectories considering of a cost function or an optimization function. The selected propagated evasion trajectory, the collision avoidance or collision mitigation strategy. In the crowd of potentially possible Evasion trajectories is a so-called trajectory tube, the totality of all possible Movements of the vehicle reproduces. Such a trajectory tube will not only be beneficial for the vehicle itself, but also for each involved object within of the sensor coverage area covered by the environmental sensor determined. intersections and overlaps between the trajectory tube of the vehicle and the one or more Trajektorienschläuchen the foreign objects are determined and for the selection of an evasion trajectory eliminated. Then it becomes the remaining area of the trajectory tube of the vehicle by means of the cost function or the optimization function determines the propagated evasion trajectory.
  • The Determining the trajectory tube has the advantage of being over cuts through the trajectory tube at certain times areas Extract that all achievable residence points at that time. The spatial layering different cutting planes, each at a specific cutting time correspond, give the entire trajectory tube, within its over the consideration the optimization function determines the propagated evasion trajectory becomes.
  • When Optimization feature can different functions are used. For example as an optimization function, the integral of the square of the curvature curve determined as a function of the track position to a minimum. This means, that propagated evasion trajectory that trajectory within of the trajectory tube will, according to the said Optimizer returns the smallest value. The curvature curve, in the mentioned embodiment is considered in the optimization function, is appropriate as Traverse in front.
  • When Driver avoidance reaction, which is the basis of the assessment, Whether the driver reacts to the danger situation that has occurred can vary driver activities considered alternatively or cumulatively become. In question, for example, a steering wheel of the Driver, assuming an avoidance reaction, if any Minimum steering angle change is made by the driver, which exemplifies a steering angle sensor is detected. Possible is about it In addition, to consider the steering angle speed change. As a further driver reaction, for example, comes the brake pedal operation in Consider, where both the brake pedal position change and the brake pedal speed change considered can be.
  • When Kritikalitätsschwelle, additionally exceeded must be done so that an autonomous intervention is carried out, can additionally or alternatively to the current vehicle position, the vehicle lateral acceleration considered become. As criticality threshold In this case, the appropriate maximum lateral acceleration determined when driving on a Avoiding trajectory. Prefers is the smallest maximum lateral acceleration from the determined Crowd of all avoidance trajectories, ie the trajectory tube considered. This will ensure that the actual occurring Transverse accelerations in the vehicle below this criticality threshold lie. The autonomous intervention in the vehicle helps, the To keep lateral acceleration below the criticality threshold, which otherwise, ie without autonomous intervention, exceeded would be what a dangerous Driving situation lead would, which would be difficult to control by the driver.
  • If an avoidance reaction of the driver is present and a criticality threshold is exceeded, control signals are generated by a control and regulating device in the vehicle, via which an actuator in the vehicle is set to correct the vehicle condition. It is possible autonomous influence on the brake system, the steering system and / or the drive system. In addition, it is also possible to set actuators which influence the driving behavior, in particular actuators in the chassis such as, for example, an active roll adjustment. In the case of a braking intervention, both a uniform and a relative to the individual wheels of the vehicle uneven braking can take place, in the latter case, the vehicle can be additionally stabilized. In an intervention in the drive system of the vehicle is in the case an internal combustion engine affects the air supply and / or the fuel supply, in the case of an exclusively or additionally used electric motor, the electric power of this electric motor is regulated; it is also possible to engage in a gear unit. In a steering intervention also various intervention options are conceivable. If a steering superposition gear is provided in the steering system, in addition to the driver's steering angle, an additional steering angle can be specified, which is added to the driver's steering angle or subtracted from this. But it is also possible to influence the steering torque level to generate a positive or negative steering torque, which is fed into the steering system.
  • The autonomously performed driver support advantageously takes place only as long as the criticality threshold is exceeded is. Because of an ongoing, cyclical check regarding the criticality threshold carried out the driver support can taken back again when the value considered when driving along the avoidance trajectory again falls below the assigned limit. The withdrawal of the autonomous intervention is expediently successive. Once the activation conditions are met again, the intervention reactivated.
  • Further Advantages and expedient designs are the further claims, the figure description and the drawings. Show it:
  • 1 a schematic representation of an avoidance situation of a vehicle in front of an obstacle,
  • 2 a representation of a Trajektorienschlauches of the vehicle, which reproduces the totality of all possible movements of the vehicle time-dependent, with a preferred propagated evasion trajectory is registered within the Trajektorienschlauches.
  • In 1 is a driving situation of a vehicle 1 which is referred to as "ego" and which is the vehicle in which the driver is assisted by autonomous intervention in avoiding an obstacle 1 another vehicle 2 which bears the designation "obs" (obstacle) both the vehicle 1 as well as the vehicle 2 - hereafter called a foreign object - move along a road with the longitudinal coordinate x, being the speed of the vehicle 1 is higher than the speed of the foreign object 2 , Due to this speed difference, the distance between the vehicle decreases 1 and foreign object 2 What, using an environment sensor in the vehicle 1 can be determined. In particular, these vehicle sensors are ultrasound, lidar, radar and / or video sensors. These sensors detect the foreign object 2 as soon as it is in the sensor detection area.
  • In addition to the environmental sensor, the vehicle has 1 a vehicle sensor system for determining the current vehicle state variables and various vehicle operating variables. In particular, the current vehicle longitudinal and transverse vehicle dynamics are determined on the position, speed and acceleration plane via the on-board vehicle sensor system.
  • After the detection of the foreign object 2 it is checked whether the driver shows an avoidance response to a collision between the vehicle 1 and the foreign object 2 to avoid or at least reduce the consequences of such a collision. This avoidance reaction is achieved by means of vehicle sensors in the vehicle 1 detected, for example by the steering wheel operation or the brake pedal operation sensed and the sensor signals of a control and control unit are supplied in the vehicle, in which an evaluation takes place. If the signals considered exceed certain fixed limit values, it can be assumed that a typical reaction of the driver to the dangerous situation has taken place. In this case, a so-called propagated avoidance trajectory is calculated for collision avoidance or collision consequence reduction.
  • The propagated evasion trajectory is in the 1 and 2 with the reference number 3 characterized. The vehicle 1 follows this evasion trajectory, which is in 1 with the reference number 1' is characterized for the vehicle, which extends along the evasion trajectory 3 emotional. The evasion trajectory 3 is determined in such a way that the foreign object also moves on 2 ' avoid collision as possible. Driving the evasion trajectory 3 is preferably done primarily by a vehicle operator over the driver, but by an autonomous intervention in the actuators of the vehicle when following the evasion trajectory 3 is supported. If necessary, this support can go so far that driving along the trajectory takes place exclusively or almost exclusively via an autonomous intervention.
  • The evasion trajectory 3 gets out of the trajectory tube 4 definitely, in 2 is shown. This trajectory tube 4 represents the totality of all possible movements of the vehicle 1 where expedient is the region of the trajectory tube 4 cut out, wel to a collision with the foreign object 2 would lead. Within the trajectory tube 4 There are theoretically infinite possibilities for determining the evasion trajectory 3 , As in 2 shown, represent different layers at constant z-values within the Trajektorienschlauches different times of the trajectories. The z-axis is represented as a product of time and vehicle speed v e . The different times are in 2 entered with t n to t n + 3 .
  • To determine the propagated evasion trajectory 3 a cost functional or an optimization function is used. As an optimization function fundamentally different functions can be considered. By way of example, the integral of the square of the curvature curve κ as a function of the orbital position s may be mentioned as an optimization function
    Figure 00080001
    should occupy a minimum, the integral relating to the entire length L of the evasion function. The curvature curve κ is set, for example, as a polygon.
  • Furthermore, a criticality threshold can be taken into account, for example an acceleration value. In the exemplary embodiment, this criticality threshold is the smallest maximum lateral acceleration a q, max from the family of evasion trajectories, that is to say the trajectory tube 4 certainly. After the determination of the criticality threshold a q, max it is checked whether the value of the current vehicle lateral acceleration, which is determined from the vehicle sensor system, exceeds this criticality threshold. If this is the case, control signals are generated in the vehicle 1 for adjusting one or more actuators in the vehicle to correct the vehicle condition in the desired manner. This correction is appropriate for the vehicle position, the vehicle speed and the vehicle acceleration.
  • As a possible intervention in an actuator of the vehicle 1 is an adjustment of the brake system, the steering system and the drive train into consideration, in particular an intervention in the engine management of an internal combustion engine and an intervention in an automatic transmission.

Claims (17)

  1. Method for avoiding or mitigating the collision of a vehicle ( 1 ) with at least one object ( 2 ), in which - using a vehicle sensor system current vehicle state and vehicle operating variables are determined, - using an environment sensors objects ( 2 ) are detected in the sensor detection area, - taking into account the current vehicle state and vehicle operating variables and a detected object at least one avoidance trajectory ( 3 ) for collision avoidance or collision sequence reduction is determined, - if a limit value of at least one current vehicle state or vehicle operating variable is exceeded, an avoidance reaction of the driver to the detected object ( 2 assuming that a vehicle state and vehicle operating variable exceeds a criticality threshold, 1 ) are generated to correct the vehicle condition, such that the vehicle is guided in the direction of the evasion trajectory.
  2. Method according to claim 1, characterized in that a group ( 4 ) is determined by evasion trajectories, from which according to an optimization function a propagated avoidance trajectory ( 3 ) is determined.
  3. Method according to Claim 2, characterized in that the integral of the square of the curvature curve (κ) as a function of the web position (s) occupies a minimum as the optimization function:
    Figure 00090001
  4. Method according to claim 3, characterized that the curvature curve (κ) as Traverse exists.
  5. Method according to one of claims 1 to 4, characterized in that a lateral acceleration value (a q, max ) is determined as the criticality threshold.
  6. A method according to claim 5, characterized in that the lateral acceleration value (a q, max ) as maximum lateral acceleration from an evasion tractor ( 3 ) is determined.
  7. Method according to claim 2 and 6, characterized in that the lateral acceleration value (a q, max ) is the smallest maximum lateral acceleration from the crowd ( 4 ) of the avoidance tractors.
  8. Method according to one of claims 1 to 7, characterized in that the steering wheel actuation is examined as the driver avoidance reaction.
  9. A method according to claim 8, characterized in that an avoidance response is assumed if a minimum steering angle change (δ LW, min ) is present.
  10. A method according to claim 8 or 9, characterized in that an avoidance response is assumed if there is a minimum steering angular velocity change (δ LW, min ).
  11. Method according to one of claims 1 to 10, characterized in that a brake actuator is actuated via the actuating signals as the actuator.
  12. Method according to one of claims 1 to 11, characterized that actuated as a steering actuator via the actuating signals becomes.
  13. Method according to claim 12, characterized in that that over a steering actuator adds an additional steering angle to the driver's steering angle is, for example, in a superposition steering gear.
  14. Method according to one of claims 1 to 13, characterized that a speed actuator, such as a fuel and / or Air supply to the combustion chambers the internal combustion engine regulating actuator or an electric motor, via the Actuator signals is controlled.
  15. Method according to one of claims 1 to 14, characterized that as environmental sensors, the environment non-contact scanning sensors be used, in particular ultrasound, lidar, radar and / or Video sensors.
  16. Method according to one of claims 1 to 15, characterized that strength the intervention of the system can be varied between a minimum Intervention up to an autonomous vehicle guidance.
  17. Control and regulating device for carrying out the Method according to one of the claims 1 to 16.
DE200610042666 2006-09-12 2006-09-12 Method for avoiding or mitigating the collision of a vehicle with at least one object Withdrawn DE102006042666A1 (en)

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PCT/EP2007/057522 WO2008031662A1 (en) 2006-09-12 2007-07-20 Method for avoiding or reducing the consequences of a collision between a vehicle and at least one object

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