DE102008005310A1 - Method for influencing the movement of a vehicle in case of premature detection of an unavoidable collision with an obstacle - Google Patents

Abstract

The invention relates to a method for influencing the movement of a vehicle, wherein measures are taken to reduce the consequences of an accident in the event of premature detection of an unavoidable collision with an obstacle as a function of determined environmental information. The invention is characterized in that, in the event of premature detection of an unavoidable collision, the frictional forces resulting from a longitudinal acceleration requested by the driver and a steering angle requested by the driver are distributed to optimize the motion trajectory of the vehicle as a function of a predicted crash behavior of the accident participants.

Description

The The invention relates to a method for influencing the movement 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 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. The procedure for mitigating the consequences of a collision is not discussed.

In spite of such systems can cause traffic situations where a collision with an obstacle no longer prevents can be. Although the systems mentioned can help the probability of a collision and / or the case of a collision to reduce the resulting force, the actual Damage depends on many other parameters. In the worst case, a - by the driver or through a supporting system - initiated Evasive maneuver to a lateral impact on the obstacle which leads to more serious consequences for the inmates may lead when they are in a frontal collision would occur with the obstacle.

Finally, the generic form 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.

task The invention is now an improved method in terms a concrete possibility of intervention in the vehicle control for influencing the movement of a vehicle in case of premature detection an unavoidable collision with an obstacle.

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

The Invention employs the functional principle of an ABS control, in which the braking force is increased by the wheels not permanently blocked, but a certain slip for each wheel is allowed separately. The friction between the wheel and the roadway can be greatly increased in this way and between the wheels evenly (or according to specifications) be distributed. By not completely blocked wheels at During a braking process, the ABS also enables a force distribution for the lateral dynamics, d. H. It can also be at a full stop be slightly steered. The force distribution between Steering and braking to influence the longitudinal acceleration and the lateral acceleration of the vehicle is thus by the respective allowed wheel slip predetermined. This one is at a conventional ABS control depending on the odometric Data of the vehicle set.

The invention is thus based primarily on the knowledge that by means of a control or regulation of the wheel slip, an intervention is possible both in the longitudinal dynamics and in the transverse dynamics of the vehicle. 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 so that they allow according to the distribution or their relationship to each other increased engagement in the longitudinal acceleration or the lateral acceleration of the vehicle or allow.

The inventive method for influencing the Movement of a vehicle is thus characterized by, at early detection of an unavoidable collision from a requested by the driver longitudinal acceleration and a Driver demanded steering angle resulting friction forces to optimize the movement trajectory of the vehicle depending on distributed a pre-calculated crash behavior of the accident participants become. This means that depending on the requested Steering and braking torque such a redistribution due to the requirement resulting friction forces takes place, so that at the incoming collision a lesser or even minimal damage entry.

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 to avoid or the damage is less. Under An obstacle is standing and moving obstacles, such as. B to understand other road users.

One Another essential aspect of the invention lies in the prediction the crash behavior of the at least one accident participant and the Influencing the movement trajectory in dependence from this calculation.

When Crash behavior is the dependence of the occurring Consequences of accidents (damage to property and personal injury, risk of rollover, Endangerment of other road users, etc.) in one Obstacle and / or your own vehicle from the crash parameters (Parameters of the collision) to understand. The crash parameters can z. B. the collision area, collision angle and the time course of the force on the vehicle of be outside, as well as the forces within the own vehicle and possibly the obstacle in the crash course, such as B. a compression of the passenger compartment, due to a specific Weight distribution in the vehicle during a collision occurs.

The Crash behavior can take the form of a mathematical function, a Set of functions and / or set of parameters and / or a simulation calculated and / or further processed. The crash behavior of your own Vehicle can also be mostly before entry calculated from the critical situation and possibly depending on current state of the vehicle and its occupancy and loading short be updated before the crash situation. The determination of several Parameters of crash behavior can also be based on empirical experiments (Crash tests) are based on the vehicle of the same type. The forecast the likely crash behavior of the obstacle can by means of a sensory detection by the vehicle done.

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 engaged in the vehicle control in Dependence of the predicted crash behavior of the Accident Participants by appropriate blocking and spin the wheels 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 an ABS system, ie. H. the wheels will not permanently blocked, but it may be for each wheel a controlled spin allowed. Should be due to the precalculated Crash behavior 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. Under certain Circumstances can, by the regulation of wheel slip too a turning of the vehicle will be initiated if this is for the current traffic situation to reduce the consequences of accidents Advantage is.

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.

Around even in such cases where the driver is not strong enough on the brake pedal occurs, an inventive Distribution of friction forces by controlling the wheel slip To be able to be able to be cared for by the driver requested delay effect also one from the driver desired delay effect and / or automatically requested Delay effect taken into account. At the automatic requested delay effect may, for example. To by a brake assist system or a cruise control system (if necessary with distance control) or by another brake assistant act requested delay action. Is the vehicle equipped with a system for autonomous longitudinal acceleration, even the delay effect generated by this system be taken into account. The invention Procedure is also on fully or partially automatic driving Vehicles are applied.

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 is dependent optimal from the predicted crash behavior of the accident participants Trajectory can be driven and reduced or minimized accident consequences enter. Depending on the traffic situation can too the shortest possible stopping distance is the goal. This would increase in longitudinal acceleration under the extensive waiver of the influence of 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.

If an influence on the distribution of friction forces to Optimizing the movement trajectory depending on precalculated crash behavior with regard to damage reduction or minimization in the collision is insufficient, may additionally an intervention takes place in the control of an existing active steering, in such a way that by means of active steering the movement trajectory or steering depending on the driver specified or requested steering angle in terms of damage reduction or damage minimization is optimized. The so-called. Active steering allows in principle an even more precise and direct steering, by the driver specified by steering wheel steering angle depending on Driving situation is varied. This can be done by means of an automatically variable translation factor realized between the steering wheel and the corresponding drive system become. This method or system can thus also be achieved an optimal collision for an unavoidable damage Collision are used.

advantageously, the consequences of the accident are dependent on the persons involved in the accident from the predicted crash behavior of the at least one obstacle and / or the known or calculated crash behavior of the vehicle calculated before the collision occurred. This can be done by a precalculation the location of the crumple zones and / or the location of the most vulnerable Zones on the obstacle and / or the known crash behavior of your own Vehicle done. Is the location of the crumple zones and the particular endangered or avoid zones on the vehicle or obstacle known, the accident consequences of one or more possible Collision or with several different collision scenarios z. B. corresponding to several possible variants Parameter sets are calculated in advance. The corresponding Calculation of the consequences of accidents for different possible collision parameters can also work in parallel on different processors or processor cores or quasi-parallel by means of a so-called priority-controlled scheduling be carried out, which subsequently together can be compared.

Either the crumple zones, as well as the most vulnerable zones at the obstacle can, for example, from the data of an environment sensing system - in particular of a camera system - to be pre-calculated. Are for example from the data of the environmental sensing system the obstacle outlines or even existing axis positions and / or the positions of the lights of the obstacle recognizable or can be determined, depending on from this information and / or depending on known typical structural characteristics of an obstacle of a particular Class (eg a car, truck or RV) in turn an investigation the location of the crumple zones or the areas to be avoided in particular take place at the obstacle, and this for an anticipation the position of the crumple zones or the areas to be avoided in particular be used at the time of possible collision. Are such zones and their position at the time of the collision known, may be at a probable collision with the obstacle the movement of the vehicle can be influenced so that the vehicle such a movement trajectory follows, which steers the vehicle away from the danger zones and in the direction of the crumple zones on the obstacle leads. The identification of named bodies of an obstacle can also by means of automatic evaluation of the images of an infrared camera respectively. 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 opens up also the location of the heated areas of the vehicle -. As the hood - which in turn the automatic detection can serve the crumple zones.

advantageously, can detect the position of the crumple zones and the most to be avoided Zones of a vehicle among other things depending on detecting the position of its axes. The basis of Detecting the axle position can be the segmentation of the tires in the picture the camera, the segmentation due to the reflection properties and detecting the rotation of the wheels can be done. The segmentation can be carried out by means of image processing / object recognition made known principles. The determination of the current situation and the orientation of the obstacle can also by means of a Image processing is done because of the location of the wheels Conclusions about the position of the axes, and thus also conclusions about the Position and align the possible accident opponent to let. In addition, a data fusion with a distance sensor, especially with a high-resolution radar or Lidarsensor respectively.

Next the already mentioned position of the crumple zones can other data of the obstacle, such. B. determined data about the object class of the obstacle for optimizing the Movement trajectory or the prediction of the crash behavior be used. Is the object class of the obstacle known, can then on the basis of the determined object class to an approximate Distribution of crumple zones and / or dangerous ones Zones are closed when the actual position the zones from the image data is not recognizable. This can also be done be taken into account that the effectiveness of Crumple zones or by the force on the particular endangered zones of the vehicle outgoing danger from the rest Parameters of the collision and ultimately of the impact velocity depends.

advantageously, the movement trajectory becomes dependent on the predicted crash behavior optimized such that in the collision such collision parameters adjust, resulting in a minimal overall damage in the collision to lead. This means that when a precalculated unavoidable collision depending on the current one Traffic situation certain collision parameters are determined, the to be reached in the actual collision. The collision parameters are determined or specified such that a minimal total damage occurs. Results, for example, due the current traffic situation that a head-on collision with less speed causes less damage than a side crash with possibly higher speed is given, that the movement of the vehicle through an appropriate distribution the frictional forces must be influenced in such a way that a frontal crash occurs at low speed. The necessary for reaching the predetermined collision parameters Movement trajectory is optimized accordingly.

advantageously, is the minimum total damage by means of a decision matrix from different collision parameters at different accident participants and / or various possible crash scenarios. The decision matrix can cover the entire accident damage at least one accident participant in the case of various possible Influencing the movement of a motor vehicle and the corresponding calculate resulting collision parameters. By weighting the accident damage of various types (sheet metal damage, critical force on the occupants and / or on the systems a vehicle) and / or the accident damage various Accident Participants may have such a bearing on the movement of a person Motor vehicle are calculated, the minimization of the (overall) accident consequences serves. The decision matrix can calculate the possible ones Accidental damage also depending on their respective Weight occurrence probability. The optimal or near optimal parameters for influencing the movement trajectory Minimizing the consequences of an accident can also be iterative, ie by a gradual approach to the desired optimum be calculated.

at the collision parameters may be, for example, a collision angle between vehicle and obstacle and / or around a collision area on Vehicle and / or a collision area on the obstacle and / or to a force acting on the vehicle and / or the obstacle and / or a temporal course of the force and / or the Speed during the collision and / or one Total energy and / or act at an impact speed. These collision parameters can be dependent on predefined by the predicted crash behavior differently become.

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 very strongly direction-dependent. 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 on a head-on collision due to less damage to the driving to be preferred. The selection of the optimum for the respective traffic situation collision parameters is carried out depending on the predicted crash behavior of at least one accident involved.

advantageously, can help in determining the optimal motion trajectory and / or the collision parameter various information or Signals are taken into account. When determining the collision angle and / or collision area on your own vehicle can basically be assumed that a head-on collision with the obstacle is better than a lateral collision with same impact force. However, if there is specific information where it is assumed that a side crash against a Frontal collision in this traffic situation advantageous could be another collision angle or collision area be specified on your own vehicle.

So can, for example, also the information about the seat occupancy of own vehicle to be used, the movement trajectory or certain collision parameters for a reduction or Minimizing the consequences of accidents with the obstacle to optimize by takes this information into account when calculating the crash behavior becomes. The information regarding the seat occupancy can by means of a Seat occupancy detection, in particular from the data of a seat occupancy mat or an indoor camera. Is z. B. the passenger seat not occupied, instead of a frontal collision, a so-called offset crash - ie a frontal collision displaced in the direction of the passenger seat - brought about become. Conversely, a suspected offset crash could with occupied front passenger seat z. At a high speed, that lead to fatal injuries to the passenger can, in the regulation of the wheel brakes and possibly in the scheme The steering intervention be intervened, that instead causes a normal head-on collision what is optimal use of the crumple zone and such Distribution of force would mean at the all inmates a best possible chance of survival to have. In an unavoidable side crash with a little stretched Obstacle (eg tree) can influence this movement or movement trajectory of the vehicle take place that the impact takes place at a location of the vehicle behind which no occupant sits.

Next Seat occupancy can be the optimization of the movement trajectory and / or the collision parameter also depending on one determined inmate class (adult, child or baby) of the inmates and / or the precalculated seating position of the occupants, in particular the head position of the occupants at the predicted time of the Collision occur. The occupant class and / or the precalculated Seat position and / or head position can turn out of the determined Data about the current seat or head position of an interior camera be extrapolated.

advantageously, The optimal motion trajectory and / or the collision parameters may also be depending on predicted possible Collisions and / or their collision probabilities and / or from a precalculated probability distribution function the collision position and / or the estimated consequences of the accident on Vehicle and / or people involved in the collision and / or of the obstacle. This can be a prioritization the possible crash risks take place. The determination of possible Collisions or damage can be done in several ways. Because the position of other road users in the few Seconds, which takes an evasive maneuver, can significantly change can the distribution of friction forces by means of predictive Extrapolation of the predicted trajectories of road users or a predicted collision or collision probability or the probability of certain consequences of an accident. Here is the position of the output of a traffic situation relevant road users as well as their own pre-calculated Position at certain times taken into account to the optimal movement trajectory for the 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. 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 particularly to avoiding zones on the vehicle or on the obstacle, or particularly suitable zones (crumple zones) on Vehicle or obstacle are calculated in advance.

Out the superposition of the probability of residence functions at one or more times may be location, time and probability for the possible collisions or the possible Damage can be calculated. This can turn for the decision in how far the intervention in the movement of the vehicle must go and / or may be used.

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 and the direction of movement 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 at an unavoidable Collision a single collision with a vehicle at a collision speed of 10 km / h over three collisions with three vehicles with a collision speed of 5 km / h each is. In case of a collision at higher speed, which lead to life-threatening injuries again, such weighting is automatically which leads to the minimization of the force effect on the persons.

There the traffic rules are country specific, can the weighting the one to decide on influencing the movement the vehicle available factors -. In the decision matrix - depending on from the country of registration of the vehicle and / or automatically depending from the current country where the vehicle is currently located, be set. This information regarding the location of the vehicle can, for example, from the data of a navigation system be removed.

The Selection of the weighting of the factors to decide about the influence of the movement trajectory of the vehicle in the case can serve a critical situation, can also be the driver of the Vehicle are left by this z. B. by can enter a menu control.

Under The motion trajectory can be taken into account when considering own motion data be optimized and influenced the movement of the vehicle so Be that own vehicle along the optimal trajectory moved with a corresponding predetermined delay. The state of movement of one's own vehicle can be over Measurements with a rotation rate and acceleration sensor (eg Load gyroscope) are recorded continuously. From this data is the vehicle trajectory is determined and extrapolated. The information about possible goals, their potential danger (z. B. bush, concrete wall) and location is determined by various sensors, such as As ultrasonic, radar and / or lidar sensors or a Camera system won. A fusion of distance and image data from the different sensors can reliability increase the statements obtained from it. advantageously, become the movement trajectory and / or the given collision parameters continuously adapted, so that in dependence from the predicted crash behavior a minimal total damage established.

Next Detecting the obstacles and calculating the crash behavior of all Accident Participants can the optimal movement trajectory or the optimal Distribution of friction forces to influence movement of the vehicle, in particular the longitudinal and lateral acceleration in a critical situation also depending on detected lane boundaries or determined by the course of the lane become. This can ensure the vehicle is not unnecessary departs from the roadway when the estimated damage occurs a slight collision with someone on the street Obstacle is lower than in the case of a lane departure agreement.

According to the invention the distribution also taking into account the on the Basis of a so-called time-to-line crossing system - TLC system for short - or information obtained by other guidance assistants the course of the lanes of the roadway and / or its limitation are calculated. A guidance assistant with an extended functionality can also watch the oncoming traffic. This can be an information about how strong, and in which direction the adjacent lane is traveled. Thus, in an advantageous Embodiment of the invention, the distribution of friction forces for influencing the movement of the vehicle also in dependence determined by the traffic situation of a pre-calculated alternative lane become.

Advantageously, in the case of a critical situation, depending on his or her assessment, the driver can selectively activate, override or discretively or continuously control the effectiveness of the method for influencing the movement of the motor vehicle. The effectiveness of the method can be different activation levels of an "activation of only a slight optimization of the movement trajectory" to a "activation of a stronger In this case, the driver may, for example, use an increased effect of the system in a situation which overburdens him or her, ie, continuously or stepwise.

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.

The Method can be used in combination with collision avoidance systems be applied.

In the drawing are various embodiments of Invention shown. It shows the

1a a first traffic situation that could occur in a control of the vehicle without the invention,

1b a traffic situation replicated in the first traffic situation, whereby an optimal first collision point is achieved depending on this traffic situation,

2a a second traffic situation which could occur in a control of the vehicle without the invention,

2 B a traffic situation simulated the second traffic situation, whereby an optimal second collision point is achieved depending on this traffic situation,

3a a third traffic situation which could occur in a control of the vehicle without the invention,

3b a traffic situation reproduced according to the third traffic situation, whereby an optimal third collision point is achieved depending on this traffic situation,

4a a fourth traffic situation which could occur in a control of the vehicle without the invention,

4b a traffic situation reproduced according to the fourth traffic situation, whereby an optimal fourth collision point is achieved depending on this traffic situation,

5a a fifth traffic situation which could occur in a control of the vehicle without the invention,

5b a traffic situation simulated the fifth traffic situation, whereby an optimal fifth collision point is achieved depending on this traffic situation, and

6 a block diagram illustrating a possible realization of the method according to the invention.

In principle, it is assumed in a collision of a vehicle with an obstacle that the consequences of an accident are the smaller, the smaller the impact velocity. 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 particular impact area with possibly greater impact speed causes less damage than a collision that would occur when only braked. Based on 1 - 5 different example situations are shown in which a slight change in the movement trajectory by intervention in the wheel slip to significantly lower accident consequences - as without intervention - leads. 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.

All figures show a traffic situation that occurs when a vehicle 1 collided with an obstacle H1-H5. In this case, an optimal collision point or range K1b, K2b, K3b, K4b and K5b between vehicle and obstacle is determined and predetermined by means of an environment detection system in an unavoidable accident with an obstacle H1-H5 depending on 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.

Due to the traffic situation according to 1a and 1b must the vehicle 1 leave the road S Thereupon it is determined in advance that a collision of the vehicle 1 with an obstacle H1 next to the road S is unavoidable. Is the vehicle 1 not with a system for influencing the movement of the vehicle 1 equipped according to the invention and takes place without affecting the movement of the vehicle, the vehicle would 1 move on the first trajectory T1a due to the driver's predetermined steering angle and finally collide with the obstacle H1 at the collision point K1a, which is located in the region of the passenger compartment.

In the event that the vehicle 1 with a system according to the invention for influencing the movement of the vehicle 1 equipped, for example, by means of a camera system, the position of the obstacle would be detected. 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. That is why the movement of the vehicle 1 influenced by controlling the wheel slip and possibly by controlling the active steering such that the vehicle 1 travels along the trajectory T1b, and finally collided head-on with the obstacle H1 at the optimal first collision point or region K1b. The movement of the vehicle 1 is influenced by distributing the frictional forces resulting from the driver requested longitudinal acceleration and the driver requested steering angle. If this intervention is not sufficient, 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 K1b 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.

Could it be due to an alternative traffic situation, as in 2a is shown in an unavoidable collision of the vehicle 1 with the obstacle H2 come to a side impact (see point of collision K2a), the vehicle could 1 be rotated in accordance with the invention by engaging in the wheel slip control such that the impact or the collision takes place at the rear. This optimal collision point is in the 2 B represented by the optimal collision point K2b.

In 3a and 3b is shown as the evaluation of the seat occupancy of the own vehicle with regard to influencing the movement of the vehicle 1 can be considered in a prematurely recognized 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 point K3b by an offset value , For example, half the vehicle width offset from the actual collision point K3a in the passenger side is achieved. Conversely, in a likely offset crash with a passenger seat occupied, a head-on collision could be induced, allowing for optimal utilization of the crumple zone of the vehicle 1 would mean.

In 4a and 4b is shown by an alternative traffic situation, such as the evaluation of the seat occupancy of the own vehicle in influencing the movement of the vehicle 1 be taken into account in a prematurely recognized unavoidable collision with an obstacle H4 can. Here, the vehicle comes in a left turn from the road S and would then at the right edge of the road with a small obstacle H4 according to 4a collide. The collision point K4a lies in the 4a in the area of the passenger seat. If it is now detected by means of a seat occupancy recognition unit that the passenger seat is occupied, the movement of the vehicle 1 by corresponding distribution of the friction forces resulting from a longitudinal acceleration requested by the driver and a steering angle requested by the driver, such that the collision at a location of the vehicle 1 takes place, which is not occupied. The optimum fourth collision point K4b would thus be the rear area of the passenger compartment (assuming that this space is not occupied) or the rear area of the vehicle 1 , Conversely, if the rear seat were occupied, the passenger seat would not be.

In 5a and 5b is shown as a concrete detection of the obstacle H5 or detecting the position of the axes of a vehicle detected as an obstacle H5 in influencing the movement of the vehicle 1 can be taken into account in a previously recognized unavoidable collision with an obstacle H5. The mentioned in the two 5a and 5b illustrated traffic situation shows a vehicle 1 , which moves on a road S to an intersection. This intersection is currently being crossed by a truck, which is detectable as an obstacle H5. 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 the event of 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 stop in front of the obstacle H5, the vehicle would 1 - as in 5a shown - drive under the trailer of the accident opponent H5. This could lead to the greatest possible personal injury.

However, the position and rotation of the wheels of the truck H5 can be detected by means of a suitable surrounding detection device, for example by means of a forward-facing camera, and be detected by the automatic estimation that the vehicle no longer stops in front of the obstacle even at the maximum braking force depending on areas of the obstacle may be closed, in which a collision would lead to less serious consequences. In an obstacle H5 identified as a truck, the optimal fifth collision point K5b between the vehicle 1 and the obstacle H5 set the range of tires. In this case, the driver initiated emergency braking is rather harmful. Depending on the determined optimal collision point K5b now the movement of the vehicle 1 influenced by a corresponding control of the wheel slip so that the vehicle 1 colliding with the obstacle H5 at the optimum collision point K5b with the lowest possible impact velocity, cf. 5b ,

The 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. This is done at the beginning of the step 10 an environment detection, as well as a detection of vehicle data and a 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 accident participant, a calculation of the expected crash parameters at different accident participants and their relationship takes place. This calculation may include several possible scenarios that are weighted according to their probability of occurrence.

After the step 20 A calculation of the accident consequences of at least one accident participant can be made. So be in step 30a calculates the accident consequences of the own vehicle as a function of 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 of this obstacle, and - if a second obstacle is involved - in the step 30c the consequences of the accident of the (second) obstacle depending on the function of the predicted crash behavior of this obstacle.

After calculation of the consequences of the accident, the step 40 A decision matrix is created in which a weighting of the accident consequences of the different species and their respective probability of occurrence are calculated for different accident participants. After that, in step 50 depending on the longitudinal and lateral acceleration requested by the driver, an optimized influencing of the movement of the vehicle with respect to the crash behavior of the at least one accident participant, which results from the predicted position of the crumple zones and / or the zones to be avoided in at least one person involved in the accident.

After the step 50 become step 60a and 60b carried out. In step 60a an adjustment of the distribution of the friction forces by controlling the wheel slip is performed 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 the application of this data to the calculation of new anticipated crash parameters by the step 20 , an iterative optimization process can take place, which can further minimize the total weighted accident consequences.

In summary is to be noted that in case of an unavoidable collision by an adequate influence on the movement of a vehicle by means of the process of the invention, the consequences of accidents at least be reduced. Such a reaction, how it is caused by the influence is the driver Often not possible because the situation is often less plays as one second and the driver within that time no assessment of the crash behavior and the situation different critical zones of his vehicle and obstacle, so that he can deliberately avoid or control these. After all are often the driving skills - z. B. by the threatening situation - limited. The invention is intended by means of currently realizable very fast computer units assist the driver in minimizing the consequences of accidents or optimize the trajectory. Based on the examples considered It can be seen that even a small but timely influence the movement of the motor vehicle to significantly lower accident rates can lead. Next can be so-called. Expert knowledge (cheap Collision goals or impact angle) into such a strategy or contribute to the prediction of crash behavior, for example, in the context of a development, or already known. Furthermore, in the event of an unsuccessful driver reaction, such as B. an evasive action, the vehicle still in a cheaper Position, so that only minimal consequences in the Collision arise.

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 [0005]

Claims (20)

A method for influencing the movement of a vehicle, wherein measures for reducing the consequences of accidents are made in the event of premature detection of an unavoidable collision with an obstacle as a function of determined environmental information, characterized in that, in the event of premature detection of an unavoidable collision, the longitudinal acceleration required by the driver and Friction forces resulting from the driver requested steering angle for optimizing the movement trajectory (T1b) of the vehicle ( 1 ) depending on a predicted crash behavior of the accident participants ( 1 , H1, H2, H3, H4, H5). 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 additionally by means of an active steering the movement trajectory (T1b) as a function of a predetermined steering angle by the driver as a function of the predicted crash behavior of the accident participants ( 1 , H1, H2, H3, H4, H5). Method according to one of the preceding claims, characterized in that the crash behavior as a function of the precalculated position of the crumple zones and / or the precalculated position of particularly vulnerable zones on the own vehicle ( 1 ) and / or at the obstacle (H1, H2, H3, H4, H5). Method according to claim 4, characterized in that that the crumple zones and / or the most vulnerable Zones at the obstacle (H1, H2, H3, H4, H5) depending on be precalculated by the data of a surrounding sensation, in particular depending on the detected obstacle outlines and / or detected axis positions of the obstacle and / or detected positions the vehicle lights on the obstacle (H1, H2, H3, H4, H5). Method according to claim 5, characterized in that that the axle positions are recognized by the fact that the tires be segmented in the image of a camera, with the segmentation due to the reflective properties and / or the rotation of the tires can be done. Method according to one of the preceding claims, characterized in that the optimal movement trajectory (T1b) depending on an obstacle object class, which the obstacle (H1, H2, H3, H4, H5) has been assigned automatically, is given. Method according to one of the preceding claims, characterized in that the movement trajectory (T1b) is such that is optimized in the collision in terms of reduction or Minimizing the estimated consequences of accidents such collision parameters (K1b, K2b, K3b, K4b, K5b), which contributes to minimal overall damage lead the collision. Method according to claim 8, characterized in that that the minimum total damage by means of a decision matrix from the predicted accident consequences for different Collision parameters (K1b, K2b, K3b, K4b, K5b) in various accident participants is determined. A method according to claim 8 or 9, characterized in that the predetermined collision parameters (K1b, K2b, K3b, K4b, K5b) a collision angle between the vehicle ( 1 ) and obstacle (H1, H2, H3, H4, H5) and / or a collision area (K1b, K2b, K3b, K4b, K5b) on the vehicle ( 1 ) and / or a collision area at the obstacle (H1, H2, H3, H4, H5) and / or a force acting on the vehicle and / or the obstacle and / or a time course of the force and / or the speed during the collision and / or a total energy and / or an optimal impact velocity are. Method according to one of the preceding claims Claims, characterized in that the optimal movement trajectory (T1b) and / or the collision parameters (K1b, K2b, K3b, K4b, K5b) depending on the seat occupancy and / or occupant classes and / or the predicted seating position of the vehicle occupants, in particular the head position at the predicted time of Collision be calculated. Method according to claim 11, characterized in that that the seat occupancy and / or the occupant class and / or the seating position and / or the head position depending on the data an interior camera can be determined. Method according to one of the preceding claims, characterized in that the movement trajectory (T1b) and / or the collision parameters (K1b, K2b, K3b, K4b, K5b) as a function of predicted possible collisions and / or their collision probabilities and / or 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 (H1, H2, H3, H4, H5) are optimized. A method according to claim 13, characterized in that possible collision scenarios and / or their probability of occurrence by means of a probability of residence function for determining the probability of the vehicle ( 1 ) and the at least one obstacle (H1, H2, H3, H4, H5), in particular the probability of residence of particularly vulnerable and / or particularly suitable zones of the vehicle and / or the obstacle (H1, H2, H3, H4, H5) to a certain Timing and / or calculated at a specific location. Method according to one of the preceding claims, characterized in that the optimal movement trajectory (T1b) and / or the collision parameters (K1b, K2b, K3b, K4b, K5b) in dependence from a precalculated probability distribution function the collision position are optimized. Method according to one of the preceding claims, characterized in that the distribution of the friction forces for influencing the movement of the vehicle depending on from the course of at least one lane (S) made becomes. Method according to one of the preceding claims, characterized in that the distribution of the friction forces for influencing the movement of the vehicle depending on from the traffic situation on a precalculated alternative track is made. 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.