DE102014018620A1 - Method, control device and emergency braking system for outputting an emergency braking signal in a self-propelled vehicle - Google Patents

Abstract

The invention relates to a method for outputting an emergency braking signal in a self-vehicle (1), comprising at least the following steps: detecting a vehicle environment (19; 3a, 3b, 3c), determining objects (5, 5a) in the detected vehicle -Umfeld (19; 3a, 3b, 3c), determining a self-trajectory of a prospective or future route of the own vehicle (1), determining a driver's degree of fitness, in particular a degree of attention of the driver, determining at least one safety-driving tube (26 , 126) from the driver's own trajectory and driver's fitness level, determining whether a detected object (5) is detected in at least one safety lane (26, 126), and outputting an emergency brake signal in response to the determination.

Description

The invention relates to a method, a control device and an emergency braking system for outputting an emergency braking signal. The emergency brake signal can be output in particular for initiating emergency braking of the own vehicle; Furthermore, it can also serve for display to the driver.

Emergency braking systems are generally provided as driver assistance systems in order to detect impending rear-end crashes or frontal crashes. This makes it possible to avoid a frontal collision or to achieve a low Auffahrgeschwindigkeit in an imminent frontal collision in order to keep the damage low. For this purpose, an equation of motion of the self-vehicle is initially set up, for. As a second-order equation of motion in time with current acceleration and velocity values. Furthermore, z. B. other road users and other objects detected, z. B. by a radar system or other environment detection system of the self-vehicle, and set up corresponding equations of motion of these objects. Thus, a self-trajectory of the own vehicle can be compared with object trajectories of the other road users, so that possible collisions and thus emergency braking situations can be determined. Emergency braking situations can in principle also arise with vehicles of an adjacent traffic lane if the other vehicles or their own vehicle exceed the respective traffic lane.

However, if a situation due to z. B. corresponding limits is already assessed as an emergency braking situation and emergency braking is initiated, although the driver z. B. could still evade or significantly change the driving dynamics characteristics of other road users in the remaining time, a significant damage may occur that would not have occurred without the detection of the emergency braking situation.

Lane Departure Warning (LDW) systems are known to detect unintentional lane changes. However, such systems are generally not unproblematic, since an approach to a lane boundary due to a deliberate lane change may be unnecessarily detected as an inadvertent imminent lane change.

Furthermore, it is known to output warning signals to the driver as a function of an evaluation of the driver's attention. The DE 10 2010 048 273 A1 describes a method and a driver assistance system for the attention-dependent initiation of a vehicle action, in which an actual driving path of the driver is compared with a desired driving path, and from which the driver's attention is drawn.

The DE 10 2006 043 676 A1 proposes to suppress a warning function for dangerous driving situations depending on the determination of the driver's attention. In this case, longitudinal and / or lateral acceleration of the vehicle are determined, wherein at greater longitudinal and / or transverse accelerations, which are outside a comfort range, is closed to increased driver attention. If the determined lateral acceleration remains below a certain threshold, which can be determined empirically, a higher inattention of the driver is concluded.

The invention has for its object to provide a method, a control device and an emergency braking system for outputting an emergency braking signal, which can be formed with relatively little effort and allow high security.

This object is achieved by a method according to claim 1, a control device according to claim 14 and an emergency brake system according to claim 15. The dependent claims describe preferred developments.

According to the invention, a self-trajectory of the self-vehicle is thus determined. Then, from the self-trajectory at least one safety-driving tube is formed, which is dependent on a driver's fitness level of the driver. For this purpose, a safety width is advantageously determined from the driver's degree of fitness, which determines the dimensioning of the safety-driving tube perpendicular to the intrinsic trajectory or the lane.

In this case, the driver's fitness level can be formed in particular by the driver attentiveness or can include this. Furthermore, the driver's fitness level may, however, also include other assessments, in particular a driver's level of proficiency, which evaluates the driving behavior as to whether it can be assigned to an experienced driver.

Furthermore, by means of environmental sensors, z. As radar sensor or camera system, objects such as other road users and / or road markings determined.

The invention is based on the idea that an inattentive driver will perform greater sideways movements and / or yaw motions in his driving behavior than an attentive driver and thus more likely a collision with vehicles on adjacent lanes. Thus, the width of a safety driving tube or even more safety driving tubes depending on the driver's fitness level, d. H. especially the attention of the driver.

Thus, it can be checked whether an object is detected by the safety drive tube. In particular, other road users can be used as objects whose driving behavior can be taken into account by applying equations of motion in the X direction, if appropriate also in the X and Y directions. In this case, foreign driving hoses can also be used for the other road users, so that an overlapping of the different driving hoses is determined.

If such an overlap is determined, an emergency brake signal can be output in the event of an emergency braking situation, which can be output as a warning signal and / or a control signal for an automatic braking intervention.

The safety width can be equal to or greater than the intrinsic width of the self-vehicle especially in high inattention; In case of high inattention, the safety-driving tube can also extend to neighboring lanes.

With high driver fitness level, d. H. on the other hand, the safety width can in particular be less than the intrinsic width of the self-vehicle, especially if the driver is highly attentive; This training is based on the idea that the driver of the self-vehicle with high driver fitness level, where appropriate, can avoid the determined further object; in particular in the case of only partial lateral overlap of the own driving tube with the driving trajectory or the foreign driving tube of the other road user, an evasive action is often more helpful than a pure emergency braking. This possibility of evasion can be included in the calculation of the driving hoses by applying a small safety width, without taking into account specific evasive maneuvers and evasive steering behavior.

According to the invention, it is recognized that the recognition of emergency braking or warning-relevant situations should take into account, on the one hand to warn the driver in good time, but on the other hand also not to allow an increased number of false warnings. Also, an active emergency braking intervention should be done early to avoid a collision. However, early release before the actual accident or danger event occurs can, in principle, lead to the relevant objects being able to change their state of motion after the warning or braking has been triggered. So z. B. a turning car in its own lane before the turn even slowing down, before it actually moves aside to the side of the driver's own tube and thus it comes to a warning or even a braking intervention, although no dangerous situation has occurred. In addition, measurement inaccuracies in the object data of the fore vehicles can also occur, which also have to be taken into account. A wide safety hose thus means early warning and braking, but also an increased error rate for brake and warning releases. A narrow safety hose means a low error rate for brake and warning releases and thus also for late warning and braking interventions.

Also for an experienced driver with a high level of expertise and / or high attention, it is considered advantageous here to design the safety width narrower than the intrinsic width, since the experienced driver is significantly better at making an inexperienced driver in the execution of evasive maneuvers.

Both the inexperienced driver, who can not perform as critical evasive and braking maneuvers, and the inattentive driver, which has an increased response time, should be warned earlier to alert in good time to the dangerous situation, with an earlier initiation of emergency braking can be done.

When determining an emergency braking, special driving events such as a lane change or a turning operation can continue to be detected and taken into account. For this purpose, criteria for determining such driving events can be used, for. B. setting a turn signal or recognition a conscious lane change, if the determined own-drive-tube is clearly exceeded, possibly using map data to determine a multi-lane carriageway. Even a turning maneuver can be determined as a deliberate crossing or clear crossing of the own driving tube.

According to a particularly preferred embodiment, in the absence of information about the driver's fitness level of the driver, z. B. at the beginning of the process, after starting at a traffic light or z. B. after a turn or change to another lane, initially always assumed a low driver's degree of fitness of the driver. Only with a positive determination of a higher driver fitness level, the safety width is then reduced depending on the driver's fitness level and thus set a narrower safety-driving tube.

According to one embodiment, a plurality of safety driving tubes may be used; so z. B. a narrower safety drive hose, d. H. a safety lane of lesser safety width for outputting an emergency brake signal to initiate automatic emergency braking, and a wider safety lane for outputting an emergency brake warning signal to the driver. Thus, when cutting the wider safety-driving tube first an emergency brake warning signal is issued, and initiated when cutting the narrower safety-driving tube, an automatic emergency braking.

The determination of the driver's fitness level can basically take place in different ways. In this case, a determination of the driver's fitness level on the basis of a yaw rate signal is preferably used.

As a result, a method with low sensor technology is possible, which is often already present especially in vehicles. Furthermore, it is recognized according to the invention that a yaw rate signal is particularly suitable for the method according to the invention, with advantages over z. B. a lateral acceleration signal.

It can be evaluated on the one hand, a yaw rate, z. B. with respect to the frequency or temporal changes, or the amplitude, d. H. the amount of yaw rate. These values can be compared with thresholds or limits. The yaw rate may be advantageously corrected for a turn yaw rate corresponding to the lane cornering. Furthermore, as a yaw behavior, the time integral of the yaw rate, d. H. a yaw angle, are used, in particular as a differential angle to the straight ahead. The yaw angle can be z. B. be evaluated statistically, d. H. in terms of variance according to a Gaussian distribution.

In addition to determining the driver's fitness level based on the yaw, however, other provisions of the driver's fitness level are possible, for. B. according to the aforementioned method with detection of the driver or the body of the driver, or by evaluating the driving behavior using other driving dynamics variables than the yaw rate, z. B. with the lateral acceleration, the steering angle, the longitudinal acceleration.

The invention will be explained in more detail below with reference to the accompanying drawings of some embodiments, in which the driver's fitness level z. B. an attention level is determined. Show it:

1 a road scene with a self-vehicle and other road users at a driver's high driver-fitness level;

2 a representation accordingly 1 at a driver's lower driver fitness level;

3 a block diagram of the self-vehicle;

4 a flow chart of a method according to the invention;

5 a corresponding road scene for determining the driver's fitness level according to an embodiment; and

6 a flowchart of a method for determining the driver's degree of fitness in 5 ,

An in-house vehicle 1 drives in a street scene 2 of the 1 on a street 3 with lanes 3a . 3b . 3c ; the own vehicle 1 drives on the middle lane 3b , to which thus the wider lanes 3a and 3c adjoin. The lanes 3a . 3b . 3c are by lane boundary lines 4a demarcated. On the neighboring lanes 3a and 3c are other objects 5 available; the objects 5 are in particular other road users 5 , in the same direction, ie in the longitudinal direction X, drive.

The own vehicle 1 in 3 has a yaw rate sensor 8th for detecting a yaw rate ω and outputting a yaw rate signal S1, braking 9 and a controller 10 on which receives the yaw rate signal S1 and emergency braking signals S3, S2 outputs, as emergency braking signals on the one hand emergency braking control signals S3 to the brakes 9 upstream brake valves 16 and on the other hand, emergency brake warning signals S2 to a display device 12 can be issued.

Furthermore, the vehicle 1 as parts of an environment sensor 20 z. B. in addition to a road sensor 20a furthermore a distance sensor 20b on, z. B. radar-based, for determining distances, in particular in front of and next to the own vehicle 1 , The distance sensor 20b can also be designed in several parts to a vehicle environment 19 , z. B. the lanes 3a . 3b . 3c to detect and detect on several sides. The distance sensor 20 gives environment measurement signals S4, z. B. distance signals S4, to the controller 10 out.

Furthermore, the controller takes 10 over their interface 10a Vehicle-internal driving dynamics signals S5 on, z. B. via an in-vehicle data bus 22 which in particular contain the vehicle speed v and, if present, a longitudinal acceleration a, where a can also be determined from a time derivation of v. The yaw rate signal S1 can also be transmitted via the in-vehicle data bus 22 be included; Correspondingly, the distance signals S4 can also be transmitted via the vehicle-internal data bus 22 be recorded so that the representation in 3 merely schematic and exemplary.

In the street scene the 1 . 2 can own the vehicle 1 thus as an own trajectory 21 set up an eigenmotion equation in the longitudinal direction or X-direction, z. B. x (t) = a / 2 * t ² + v * t + x0. with the time t, the velocity v, the acceleration a and an initial value x0.

The self-trajectory 21 can also take into account the movements in the transverse direction y, ie be determined as x, y (t).

The control device 10 also determines the position and the temporal behavior of other road users 5 so that object-driving trajectories 121 or equations of motion for these other road users 5 can be set up in the X direction and optionally also in the Y direction.

The control device 10 determined below from the self-trajectory 21 , which is thus formed as a function x (t) or x, y (t), first a self-driving tube 25 shown here as a dotted line and has approximately a self-width b25 z. B. the geometric width of the self-vehicle 1 may correspond or something deviates from this. 1 thus shows the own-driving tube 25 as an ideal straight-ahead driving of the own vehicle 1 in X direction.

Furthermore, the control device determines 10 with z. B. their internal computing device 10b from the proprietary trajectory 21 a safety driving tube 26 who in 1 is shown as a dotted line and in its safety width b26 depends on an attention level AL, which is determined as described below. For an attentive driver, ie with high attention AL of z. B. AL = 10, is advantageously a safety width b26 of the safety driving tube 26 set smaller than the self-width b25 of the self-drive tube 25 is. With a low degree of attention AL, the widths b25 and b26 may coincide, or the safety width b26 may also be greater than the self-width b25.

To the other road users 5 may advantageously also foreign driving hoses 225 be determined as in 1 indicated.

Thus, the control device forms 10 with the brakes 9 and brake valves 16 and the yaw rate sensor 8th an emergency braking system 30 for the own vehicle 1 ,

In the driving scene the 2 becomes an outer safety drive tube 26 (corresponding 1 ) with the outer safety width b26 and an inner safety drive hose 126 determined with a lower internal safety width b126. The outer safety drive hose 26 serves to output the emergency brake warning signals S2 to the display device 12 and the inner safety travel tube 126 for outputting the emergency brake control signals S3 to the brake valves 16 ,

Furthermore, in 2 the own vehicle 1 in your own lane 3b provided off-center; due to high inattention is a low degree of attention AL, z. B. AL = 1, set, so that the outer safety drive tube 26 has a larger outer safety width b26 than the self-width b25 of the self-driving tube and on the adjacent lane 3c protrudes and here the road user 5a or its foreign driving hose 225a at least partially recorded.

Thus, in 2 an emergency brake warning signal S2 issued, but no emergency braking initiated.

The inventive method according to these embodiments can thus according to the flowchart of 4 as follows:
In step St0, the process is started. In step St1, the vehicle environment is detected 19 , ie essentially the lanes 3a . 3b . 3c , with the output of the environmental measurement signals, in particular distance signals S4, to the control device 10 .
In step St2, the determination of objects takes place 5 . 5a in the detected vehicle environment 19 , ie in particular on the lanes 3a . 3b . 3c .
in step St3 then follows the determination of the eigen-trajectory 21 as a function x (t) or also xy (t) of an anticipated or future route of the own vehicle 1 .
in step St4 advantageously follows the determination of the own-driving tube 25 from the eigen trajectory 21 , which can also be represented as a function x (t), and the intrinsic width b25 of the own vehicle 1 .
In step St5 follows the determination of an attention level AL of the driver, z. B. using the determination of the yaw behavior by the substeps St5-1, St5-2, St5-3 after 6 as will be described below
in step St6, at least one safety width b26, b126 is determined as a function of the degree of attention AL,
in step St7, the at least one safety driving lane 26 . 126 from the eigen trajectory 21 and the safety width b26, b126 formed,
In step St8 it follows to determine whether a detected object, ie in particular another road user 5a according to 3 , in at least one safety driving lane 26 . 126 is detected,
wherein then in step St9 in response to the determination of emergency brake signals, ie emergency brake control signal S3 to the brake valves 16 and on the other hand, emergency brake warning signals S2 to the display device 12 be issued.

Hereinafter, a preferred method for determining the degree of attention AL with reference to 5 and 6 described:

5 shows a driving situation of the vehicle 1 at a time t0 with a driving trajectory 7 of the vehicle 1 in a measuring period from t0 to a later time tf.

The driving behavior of the vehicle 1 is described in this determination of the degree of attention in particular by its yaw rate ω, which represents a function of time, ie ω = ω (t), and as with reference to 3 described about the yaw rate sensor 8th determined and as yaw rate signal S1 to the controller 10 is issued. The control device 10 determines a yaw rate property function G (t) from the yaw rate signal S1 and evaluates this by a comparison. Here, different yaw rate property functions G (t) and evaluation criteria are provided alternatively or additionally:
According to a first evaluation criterion K1, as the yaw rate property function G (t), the amount | ω (t) | yaw rate ω (t) is formed and compared with a yaw rate limit value tg1 or two yaw rate limit values tg1, tg2, ie ω (t)> tg1 and ω (t)> tg2?

In this case, first of all, amplitude values can be used as maximum values or local maxima of the temporal function of the magnitude | ω (t) | be determined, d. H. according to the amplitude of a sine wave, and these amplitude values are then compared with the yaw rate limits tg1, tg2.

It can, for. For example, it can be determined whether a yaw rate limit value tg1, tg2 is exceeded one or more times in the measurement period t0 to tf, whereby different numbers n1 of exceedances can thus be determined for the different yaw rate limit values tg1, tg2. From the number n1 of the exceedances of the individual yaw rate limit values tg1, tg2 in the measurement period from t0 to tf, an attentiveness level AL of the driver is then determined, for example. B. by means of a tabular assignment.

The evaluation of the amount | ω (t) | the yaw rate ω (t) can also be done by statistical evaluation, i. H. by determining an average value and z. B. a statistical variance σ, which thus represents the yaw rate property function G (t), and a comparison with target variance values or classification of the variance as a degree of attention.

According to a second embodiment, a second evaluation criterion K2 is used, in which the yaw rate property function G (t) is a temporal behavior, in particular the time derivative dω (t) / dt or the frequency or a number of changes of the yaw rate ω (t). Is evaluated.

In the evaluation of the time derivative dω (t) / dt z. For example, according to the usual analytical mathematical calculation methods, the first derivative is set equal to zero in order to determine local minima and maxima, ie dω (t) / dt = 0 and sign change of the second derivative d ² ω (t) / dt ² .

In the simplified case of a sinusoidal driving trajectory 6 results - at least at constant vehicle speed v - also a temporal sine function of the yaw rate ω (t), so that here a vibration with a fixed frequency can be applied; in fact the vehicle will be 1 however, make these changes irregularly.

Advantageously, the number of changes in direction or number n2 of the sign changes of the yaw rate ω (t) in the measurement period t0 to tf can be used and compared with a threshold value tf1 or a lower threshold value tf1 and an upper threshold value tf2.

Hereinafter, the number n2 of the sign changes of the yaw rate ω (t) in the measurement period t0 to tf will be referred to as the "change frequency" fg of the yaw rate ω (t); This change frequency fg can be compared with yaw rate change limit values tf1, tf2, and from this, the attention level AL of the driver can be determined.

The evaluation criteria K1 and K2 are initially meaningful when driving straight ahead of the vehicle, whereas the results of the evaluation criteria may need to be corrected in the event of driver-initiated lane changes or cornering. As the yaw rate ω (t), instead of the measured absolute yaw rate, a corrected yaw rate may be used. Thus, when traveling in a curve, advantageously a curve yaw rate ωk corresponding to the curve trajectory is calculated out; she can z. B. from map data or a detection of the lane boundary lines 4a be determined and thus enters as a zero line or reference for the investigation of the previous evaluation criteria K1, K2. In the simplest case, the respectively current absolute yaw rate ω (t) can thus be reduced by this value, ie a corrected yaw rate ωc (t) = ω (t) -ωk is used, whereby ωk can also be time-dependent.

Furthermore, also turning operations and a deliberate lane change lane 3b be detected, for which purpose either a curve yaw rate ωk is determined for these operations or during the process no evaluation takes place. For the detection of turns and lane changes z. B. a turn signal and possibly map data are used.

Instead of the level of attention AL, in this embodiment, a driver's fitness level can be determined, which takes into account, instead of or in addition to the level of attentiveness, a level of expertise of the driver, in particular

LIST OF REFERENCE NUMBERS

1

Own vehicle

2

street scene

3

Street

3a, 3b, 3c,

lanes

4a, 4b

Lane boundary lines

5

other road users

5a

road users

7

Driving trajectory of the 5 in measuring period t0, tf.

8th

Yaw rate sensor

9

brakes

10

control device

10a

Interface of the control device

10b

computing device

12

display

14

internal or external storage device

16

brake valve

19

Vehicle environment

20

Environment sensor for vehicle environment 19 , multipart,

20a

Roadway sensor as part of the environmental sensor 20

20b

Distance sensor for other road users 5 , as part of the environmental sensor 20

21

Eigentrajektorie

121

Object trajectories

22

in-vehicle data bus

25

Self-driving tube

b25

Self-width of the own-drive tube 25

225

Third-driving tube

225a

Third-party driving route of the road user 5a

26

(outer) safety drive tube

b26

(outer) safety width

126

inner safety travel tube

b126

inner security width

30

emergency braking system

a

longitudinal acceleration

AL

Attention level of the driver

fg

Rate of change of yaw rate ω (t)

G (t)

Yaw rate property function

K1

first evaluation criterion

K2

second evaluation criterion

n1

Number of exceedances of yaw rate limits

n2

Number of sign changes of the yaw rate ω (t)

t

Time

t0, tf

Measurement Period

tf1

lower yaw rate change limit

tf2

upper yaw rate change limit

g1

lower yaw rate limit

g2

upper yaw rate limit

v

driving speed

X

direction of travel

Y

transversely

x (t)

Coordinate in direction of travel as a function of time

x0

Initial value of x (t)

x, y (t)

Coordinates in direction of travel X and transverse direction Y as a function of time

ψ (t)

yaw

σ

statistical variance

ω = ω (t)

yaw rate

ωk

Curve yaw rate

ωc (t) = ω (t) - ω

corrected yaw rate

dw (t) / dt

time derivative of the yaw rate ω (t)

S1

Yaw rate signal

S2, S3

Emergency brake signals, here

S2

Emergency brake warning signals to the display device 12 .

S3

Emergency brake control signal to the brake valves 11 .

S4

Environment measurement signals, z. B. distance signals

S5

Vehicle dynamics signals, vehicle-internal

Step St0 Start of the procedure Step St1 Detecting the vehicle environment 19 Step St2 Determine objects 5 . 5a in the vehicle environment 19 . Step St3 Determining the intrinsic trajectory x (t) or even xy (t) of a prospective or future route of the own vehicle 1 . Step St4 Determining the own driving tube 25 from the eigen trajectory x (t) and the eigen-width b25 of the own vehicle 1 . Step St5 Determining a degree of attention AL of the driver sub-steps St5-1, St5-2, St5-3 of FIG. 6 Step St6  Determining a safety width b26, b126 as a function of the degree of attention AL, Step St7 Forming the at least one safety driving lane 26 . 126 from the self-trajectory and the safety width b26, b126, Step St8 Determine if another road user 5 in at least one safety driving lane 26 . 126 is detected, Step St9  Outputting emergency brake signals S2, S3 in response to the determination of step St8

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• DE 102010048273 A1 [0005]
• DE 102006043676 A1 [0006]

Claims (16)

Method for outputting an emergency braking signal (S2, S3) in a self-propelled vehicle ( 1 ), with at least the following steps: detecting a vehicle environment ( 19 ; 3a . 3b . 3c ) (St1), determining objects ( 5 . 5a ) in the detected vehicle environment ( 19 ; 3a . 3b . 3c ) (St2), determining a self-trajectory ( 21 ) an anticipated or future route of the own vehicle ( 1 ) (St3), determining a driver's fitness level (AL) of the driver (St5-1, St5-2, St5-3), determining at least one safety driving lane ( 26 . 126 ) from the eigen-trajectory ( 21 ) and the driver's fitness level (AL) of the driver (St6, St7), determining whether a detected object ( 5 ) in at least one safety drive tube ( 26 . 126 ) is detected (St8), and output of an emergency brake signal (S2, S3) depending on the determination (St9). Method according to Claim 1, characterized in that at least one safety width (b26, b126) is determined as a function of the driver's degree of fitness (AL) of the driver (St6) and the at least one safety driving lane ( 26 . 126 ) from the eigen-trajectory ( 21 ) and the safety width (b26, b126) is formed (St7). A method according to claim 2, characterized in that at least one outer safety drive tube ( 26 ) with a larger safety width (b26) and an inner safety hose ( 126 ) are determined with a smaller safety margin (b126), wherein upon detection of a detected object ( 5 ) in the inner and outer safety drive tube ( 26 . 126 ) different investigations of emergency brake signals (S2, S3) are performed. Method according to claim 3, characterized in that upon detection of a detected object ( 5 ) in the inner and outer safety drive tube ( 26 . 126 ) Different emergency brake signals (S2, S3) are output. Method according to claim 3 or 4, characterized in that upon detection of a detected object ( 5 ) in the outer safety drive tube ( 26 ) an emergency brake warning signal S2 to a display device ( 12 ) and upon detection of a detected object ( 5 ) in the inner safety drive tube ( 126 ) an emergency brake control signal (S3) to at least one brake valve ( 16 ) is issued to initiate emergency braking. Method according to one of claims 2 to 5, characterized in that the larger and / or smaller safety width (b26, b126) is set lower with a driver's higher driver's degree of fitness (AL) than with a driver's lower driver's degree of fitness (AL) , Method according to claim 6, characterized in that the larger and / or smaller safety width (b26, b126) is smaller than an intrinsic width (b25) of the own vehicle (b25). 1 ) is attachable, in particular at a maximum driver's degree of fitness (AL) of the driver. Method according to one of the preceding claims, characterized in that prior to the determination of the driver's degree of fitness (AL) of the driver and / or in the absence of data on the driving behavior ( 7 ) of the vehicle and failure to determine the driver's fitness level (AL) of the driver is initially based on a low driver's degree of fitness (AL) of the driver. Method according to one of the preceding claims, characterized in that in the vehicle environment ( 19 ) as objects ( 5 ) other road users ( 5 ) are detected. Method according to one of the preceding claims, characterized in that in determining whether a detected object ( 5 ) in at least one outer and / or inner safety drive tube ( 26 . 126 ), object trajectories ( 121 ) for the detected objects ( 5 ) and determines whether the object trajectories ( 121 ) and / or from the object trajectories ( 121 ) formed object driving tubes ( 225 ) of other road users ( 5 ) the at least one outer and / or inner safety drive tube ( 26 . 126 ) to cut. Method according to one of the preceding claims, characterized in that the emergency brake signal (S3) as emergency brake control signal (S3) for initiating an emergency braking ( 100 ) is output. Method according to one of the preceding claims, characterized in that the outer and / or inner safety hose ( 26 ) also on adjacent lanes ( 3c ) is extendable. Method according to one of the preceding claims, characterized in that the driver's driver's degree of fitness (AL) of a yaw (ω (t)) of the own vehicle ( 1 ) is determined. Control device ( 10 ) for an emergency braking system ( 30 ) of a self-vehicle ( 1 ), wherein the control device ( 10 ) at least one interface ( 10a ) for recording environmental measurement signals (S4) for detecting a vehicle environment ( 19 ; 3a . 3b . 3c ) and for receiving driving dynamics signals (S5) and a computing device ( 10b ), wherein the computing device ( 10b ) is designed for: determining objects ( 5 . 5a ) in the detected vehicle environment ( 19 ; 3a . 3b . 3c ), Determining a self-trajectory (x (t)) of a prospective or future driving route of the own vehicle ( 1 ), Determining a driver's fitness level (AL) of the driver, determining at least one outer and / or inner safety driving lane ( 26 . 126 ) from the eigen-trajectory ( 21 ) and the driver's fitness level (AL) of the driver, determining whether a detected object ( 5 . 5a ) in at least one outer and / or inner safety drive tube ( 26 . 126 ), and wherein the control device ( 10 ) for outputting an emergency brake signal (S2, S3) as a function of determining whether a detected object ( 5 . 5a ) in at least one outer and / or inner safety drive tube ( 26 . 126 ) is designed. Emergency braking system ( 30 ) for a self-vehicle ( 1 ), which is a control device ( 10 ) according to claim 14, in particular for carrying out a method according to one of claims 1 to 13, and brakes ( 9 ) with brake valves ( 16 ) having. Vehicle ( 1 ) comprising an emergency braking system according to claim 15.

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