DE102020124920A1 - METHOD OF OPERATING A DRIVING ASSISTANCE SYSTEM FOR A VEHICLE, COMPUTER PROGRAM PRODUCT, DRIVING ASSISTANCE SYSTEM AND VEHICLE - Google Patents

Abstract

A method for operating a driver assistance system (110) for a vehicle (100) is proposed. The method comprises the steps: a) Receiving (S1) an area map (MAP) that corresponds to an area surrounding the vehicle (100), the area map (MAP) having a representation of a curb (204) in the area surrounding the vehicle (100). ,b) receiving (S2) a current travel path (104) which corresponds to a predicted trajectory of the vehicle (100),c) detecting (S3) a collision point (CP) between a tire (102) of the vehicle (100) and the curb (204) based on the area map (MAP) and the current driving path (104),d) determining (S4) an angle (α) between the tire (102) and the curb (204), ande) outputting (S5) information (INF) indicating when damage may occur based on a comparison between the determined angle (α) and a threshold value (α1, α2).

Description

The invention relates to a method for operating a driver assistance system for a vehicle, a computer program product, a driver assistance system for a vehicle and a vehicle with such a driver assistance system.

Many roads have curbs as a lateral restriction on driving space. For example, curbs are particularly useful as a restriction for parking spaces. However, curbs can come into contact with a rim of a vehicle, which can result in damage to the rim. Although in most cases the damage itself is only cosmetic, it can also have a significant impact on the stability of the rim, leading to the need for the rim to be replaced. In other cases, the tire can be excessively pinched between the rim and the curb and suffer damage.

DE 10 2013 019 371 A1 discloses a method for operating a driver assistance system to protect a motor vehicle from damage during a maneuver. If a warning criterion is met, warning information can be output for the driver.

It is an object of this invention to improve the operation of a driver assistance system for a vehicle.

According to a first aspect, a method for operating a driver assistance system for a vehicle is proposed. In a first step a), a map of the surroundings, which corresponds to the surroundings of the vehicle, is received. The environment map has a representation of a curb in the vicinity of the vehicle. In a step b), a current route path, which corresponds to a predicted trajectory of the vehicle, is received. In a step c), a collision point between a tire of the vehicle and the curb is detected on the basis of the map of the surroundings and the current driving path. In a fourth step d), an angle between the tire and the curb is determined. In a fifth step e), an item of information indicating when damage can occur, based on a comparison between the determined angle and a threshold value, is output.

This method has the advantage that a collision between the tire, particularly the rim of the tire, and the curb can be avoided, particularly under conditions when damage is likely to occur.

The method is based on a geometric representation of the area around the vehicle, the area map, which is obtained on the basis of detected sensor signals, for example by optical sensors such as cameras or other sensors such as ultrasonic sensors. The environment map shows all detected objects, obstacles, especially road lines and so on. For example, curbs in the area can be detected on the basis of optical images and/or ultrasonic signals and/or radar signals and/or lidar signals. The vehicle itself is also included in the environment map.

In addition, the trajectory of the vehicle can be determined on the basis of detected driving condition sensor signals. The trajectory is preferably represented as a driving path, which has, for example, two lines, one for each tire of the steering axle. In embodiments, the travel tube may have four lines (one for each tire of a regular car) or more lines. The lines that delimit the travel tube can be defined such that they have a line thickness that corresponds to a tire width. The trajectory and/or the driving path can be represented graphically in the map of the surroundings, which can be shown on a display of the vehicle or a smartphone, for example.

The trajectory and the travel tube represent a current trajectory and a current travel tube. That is, these are based on the current steering angle and are determined by assuming that the steering angle is constant. As soon as the steering angle changes, the current trajectory and the current driving path also change.

Based on the environment map and the current driving path, it is possible to determine when one of the vehicle's tires comes into contact with a curb. This can be determined, for example, by calculating an intersection between a line corresponding to the curb and a line corresponding to the current driving envelope.

When an intersection is detected, an angle between the tire and the curb can be determined. The angle is the most important parameter to distinguish between potentially damaging collisions and non-damaging collisions. For example, when a driver wants to traverse a curb, he will usually try to hit the curb at an angle that is greater than 35° or 45° and close to 90°. With such large angles comes a large enough Section of the tire contacts the curb and supports the vehicle's weight over the curb. This avoids contact between the rim and the curb.

The proposed method is set up to output information indicating when damage is likely to occur based on the determined angle and a predefined threshold value for the angle. For example, the threshold may be set at 30°, and any value below this threshold may be considered critical, meaning damage is likely to occur.

The item of information can be issued to the driver of the vehicle in the form of a warning, for example as an optical, acoustic and/or haptic signal, and/or it can be issued to an autonomous driving unit of the vehicle, which is designed to drive the vehicle at least partially to drive autonomously.

In embodiments, step e) may be further based on tire, rim and curb dimensions. Dimensions of the tire and rim can be entered by a user, for example, or can be predefined by a manufacturer of the vehicle. Dimensions of the curb, in particular a height and/or a geometry of the curb, such as an angle of inclination, can be determined on the basis of detected sensor signals, such as ultrasonic sensors or optical sensors. Alternatively or additionally, step e) or the threshold value can be varied or adjusted by the assistance system on the basis of a tire type and/or a rim type that is detected or is provided to the assistance system. Alternatively or additionally, step e) or the threshold value can be varied or adjusted by the assistance system on the basis of a tire pressure. Alternatively or additionally, step e) or the threshold value can be varied or adjusted by the assistance system on the basis of a detected loading condition of the vehicle.

In cases when the specific angle is larger than the threshold, no indication information is issued or the information indicates that there is no risk of damage.

In embodiments, the angle may be compared to a predefined interval, such as [-30°, +30°].

According to one embodiment of the method, step c) includes detecting that the current driving path intersects the curb.

It should be noted that an intersection point can be determined individually for each tire of the vehicle. Multiple intersections can be detected, for example, when the driver of the vehicle intends to cross the curb. For each tire, the angle can be determined and the indication information can be output.

According to a further embodiment of the method, step c) includes recognizing that a minimum distance between the current driving path and the curb is below a predetermined threshold value.

The threshold can be set so that a small safety distance between the tire and the curb can be maintained. The safety distance can be between 5 - 20 cm depending on the type of vehicle, rim/tire combination, curb characteristics such as height, slope, material and so on.

For example, if the safe distance is maintained, it may be possible to park the vehicle parallel to the curb and then rotate the tire while the vehicle is stationary without reaching the curb. In general, maintaining a safe distance allows for good maneuverability while largely reducing the risk of tire damage.

According to a further embodiment of the method, the item of information is output when a distance between the tire and the curb is below a predefined threshold value.

Here the distance between the tire and the curb is the actual distance. The distance may represent a distance measured along the current driving envelope, may represent a predicted trajectory of the tire, may represent a distance measured perpendicular to the curb, or may represent a distance parallel to the curb current axis of rotation of the tire is measured.

This embodiment has the advantage that a warning or the like is only issued if the distance is less than the predefined threshold value, such as below 50 cm, 40 cm, 30 cm, 20 cm, 15 cm or 10 cm.

According to a further embodiment of the method, step d) includes determining the angle between a current pointing direction of the tire and a tangent to the curb at the detected collision point.

The current pointing direction of the tire is perpendicular to the axis of rotation of the tire.

According to a further embodiment of the method, step d) comprises determining the angle between a predicted pointing direction of the tire at the detected collision point and a tangent to the curb at the detected collision point.

The predicted tire pointing direction corresponds to a tangent to the current driving envelope at the detected collision point. In this embodiment, a change in pointing direction relative to the curb extension can be accommodated. This can lead to higher accuracy.

According to a further embodiment of the method, it includes detecting that the vehicle is moving towards the curb or is moving away from the curb based on a change in the distance between the tire and the curb at at least two points in time.

This has the advantage that there is no need to issue a warning or the like in cases where the vehicle moves away from the curb, since no collision will then occur. This is independent of the angle. An exception may be when the vehicle is halfway over the curb. For example, the right tires are on one side of the curb and the left tires are on the other side. Although the vehicle as a whole can move away from the curb (this can be determined based on a specific anchor point, such as the center of the rear axle or something), two of the tires can then have a collision with the curb because they hit the curb have to cross. This exceptional case can be handled by the method in the same way as the other cases where all four tires are on one side of the curb.

According to a further embodiment of the method, the angle between the tire and the curb is given a negative sign when the vehicle is moving away from the curb and is given a positive sign when the vehicle is moving towards the curb.

This convention makes it easy to distinguish between the two cases and thus simplifies the procedure. In particular, when the angle has a negative sign, the indication information is not output or it is an output indicating that there is no risk of damage.

According to a further embodiment of the method, the indication information comprises at least two levels, an indication of a first level being output when the specific angle is below a threshold value but within a tolerance range of the threshold value, and an indication of a second level being output when the specific Angle is below threshold and out of tolerance.

This embodiment has the advantage that a driver of the vehicle can be warned in two stages, for example first using only a visual signal and second using an audio signal as well. The driver can adjust his further driving accordingly, for example by increasing the angle.

According to a further embodiment of the method, the indication information comprises at least two levels, an indication of a first level being output if the distance is greater than but within a tolerance range to the predefined threshold value, and an indication of a second level being output if the distance is below of the predefined threshold.

Indicating a first level can be useful to give the driver an initial warning that the vehicle is approaching a curb. The driver can then take this into account in his further planning. For example, he may decide to initiate an extra movement to avoid getting too close to the curb, or he may proceed with greater awareness and/or brake so that he can stop the vehicle before the tire collides.

According to a second aspect, a computer program product is proposed. The computer program product comprises instructions which, when the program is executed by a computer, cause the latter to execute the method according to the first aspect.

A computer program product, such as a computer program means, may be in the form of a storage device, such as a memory card, USB stick, CD-ROM, DVD, etc., and/or in the form of a digital data file that downloadable from a server on a computer network or the like. This can for example, by transferring the appropriate file over a wireless network.

According to a third aspect, a driver assistance system for a vehicle is proposed. The driving assistance system includes a receiving unit for receiving a map of the surroundings, which corresponds to surroundings of the vehicle, the map of surroundings having a representation of a curb in the vicinity of the vehicle, and for receiving a current driving path, which corresponds to a predicted trajectory of the vehicle. Furthermore, the driver assistance system has a recognition unit for recognizing a collision point between a tire of the vehicle and the curb on the basis of the map of the surroundings and the current driving path, a determination unit for determining an angle between the tire and the curb and an output unit for outputting information that specifies when damage may occur, based on a comparison between the determined angle and a threshold.

This driver assistance system has the same advantages that are described for the method according to the first aspect. The embodiments and features proposed for the method according to the first aspect can also form features and embodiments of the driver assistance system in a corresponding manner.

The respective unit of the driver assistance system, for example the receiving unit, the recognition unit, the determination unit and the output unit, can be implemented in terms of hardware and/or software. In the case of a hardware implementation, the respective unit can be in the form of a computer, a CPU (central processing unit), an ASIC (application-specific integrated circuit) or a PLC (programmable logic controller). In the case of a software implementation, the respective unit can be embodied as a computer program product, as a function, as an algorithm, as a routine, as part of a program code or as an executable object. Furthermore, each unit may be formed as part of a control unit of the vehicle such as an ECU (Engine Control Unit) or the like.

According to a fourth aspect, a vehicle is proposed that has at least one environment sensor for outputting an environment sensor signal that corresponds to an environment of the vehicle, a driving condition sensor for outputting a current driving condition sensor value, a processing unit for providing an environment map based on the environment sensor signal and for predicting a trajectory of the vehicle based on the current driving condition sensor value, and a driver assistance system according to the third aspect.

The invention has been described in terms of different embodiments. It goes without saying that one or more features of one embodiment can be combined with one or more features of other embodiments. Additionally, any single feature or combination of features in any of the embodiments may form additional embodiments.

• 1 zeigt eine schematische Ansicht eines Fahrzeugs;
• 2 zeigt ein schematisches Beispiel einer Umgebungskarte und eines Fahrschlauchs;
• 3 zeigt ein weiteres schematisches Beispiel einer Umgebungskarte und eines Fahrschlauchs;
• 4 zeigt Bilder mit einer Anzahl von geometrischen Variablen;
• 5 zeigt ein schematisches Blockdiagramm eines Beispiels eines Verfahrens zum Betreiben eines Fahrassistenzsystems; und
• 6 zeigt ein schematisches Blockdiagramm eines Fahrassistenzsystems.

Further embodiments or aspects of the invention are the subject of the subclaims and the examples, which are described below with reference to the figures.

• 1 shows a schematic view of a vehicle;
• 2 shows a schematic example of an environment map and a travel path;
• 3 shows a further schematic example of an environment map and a driving path;
• 4 shows images with a number of geometric variables;
• 5 shows a schematic block diagram of an example of a method for operating a driver assistance system; and
• 6 shows a schematic block diagram of a driver assistance system.

Elements that are the same or have the same function have been provided with the same reference symbols in the figures, unless otherwise stated.

1 shows a schematic view of a vehicle 100, for example a car, with four tires 102. The car 100 has a processing unit 105 and a driver assistance system 110. The processing unit 105 may be embodied as an engine control unit (ECU). Although the processing unit 105 and the driver assistance system 110 are separate units in 1 1, these may be co-embodied in a single integrated circuit and/or they may share resources such as a CPU, RAM, and so forth. The car 100 also has a plurality of sensors 120 , 130 , 140 . For example, sensors 120 are designed as optical sensors and can have a camera, a radar and/or a lidar or the like. The optical sensors 120 are set up to detect an image, preferably having depth data, of an environment of the car 100 NEN, and to output the recognized image as an optical sensor signal. Sensors 130 can be embodied as ultrasonic sensors, for example, and are set up to measure a distance to objects 200 (see FIG 2 or 3 ) arranged around the car 100, and to output this detected distance as an ultrasonic sensor signal. The sensor 140 can be embodied as a driving condition sensor which, for example, detects a current steering angle and a rotational speed of the tire 102 . It should be noted that more than one driving condition sensor 140 may be present in the vehicle. In addition to the 1 In addition to the sensors 120, 130, 140 shown, the car may have more and/or different sensors, such as a microphone, an accelerometer, an antenna for receiving electromagnetic data signals, and the like.

The processing unit 105 is set up to display an area map MAP (see 2 or 3 ) based on the sensor signals, for example by using a sensor fusion technology. The area map MAP corresponds to a digital representation of the current area around the car 100. The processing unit 105 can also be set up to recognize parking space boundary lines in the optical sensor signal and to identify parking areas 206 in the area map MAP. In addition, the processing unit 105 may predict the future trajectory of the vehicle based on the driving condition sensor signal. The trajectory is preferably stored as a current driving path 104 (see 2 or 3 ) , which may include two or more lines 203 corresponding to predicted trajectories of the vehicle's 100 tires.

2 shows a schematic example of an area map MAP and a driving path 104, which is represented by two lines 103. The scenario that 2 shown corresponds to a typical driving situation in a city or the like. The driver of the vehicle 100, which as the vehicle 100 of the 1 may be formed, the vehicle 100 wants to park in the parking lot 206, which is a parking lot parallel to the road. The area map MAP has a representation of an object 200 which is, for example, a vehicle 100 that is driving in the opposite direction to vehicle 100 . In addition, road boundary lines 203 and a center line 202 are displayed in the area map MAP. To the right of the vehicle 100, on the hard shoulder, there is a vacant space for parking vehicles. A curb 204 limits the free space.

As in 2 shown, the vehicle 100 currently has a large steering angle, that is, the tires 102 point in the direction of the hard shoulder and the curb 204. The processing unit 105 (see 1 ) has predicted the current driving path 104 for the vehicle 100 . The current driving path 104 corresponds to the estimated trajectory of the vehicle 100 if the driver continues to drive at the same speed and the same steering angle. The current driving path 104, which is delimited by the two lines 103, each of which corresponds to the predicted trajectory of a front tire 102, crosses the curb 204. A collision between the tires 102 and the curb 204 is thus recognized by the driver assistance system 110. More specifically, a collision point CP is set for each tire 102 as shown in FIG 2 shown, recognized. For each collision point CP, an angle α (see 4 ) is determined and an indication information INF (see 6 ) is calculated based on the determined angle α and a threshold value α1, α2 (see 4 ) issued.

3 shows a similar scenario as in 2 . Here, the current travel path 104 includes predicted trajectories 103 for each of the four tires 102 of the vehicle 100. Four collision points CP are determined accordingly. For each collision point CP, an angle α (see 4 ) can be determined (not shown) and for each determined angle α an indication information INF (see 6 ) are output (not shown).

4 12 shows in schematic images (A)-(D) different situations for explaining a number of geometric variables relevant to determining when a tire 102 will potentially collide with a curb 204 and when there is a risk of damage to the tire 102.

4 (A) shows the tire 102 and its predicted trajectory 103 together with a curb 204. The predicted trajectory 103 delimits a current driving path 104 (see 2 or 3 ). The trajectory 103 intersects the curb 204 at the collision point CP. First, an angle α between the pointing direction of the tire 102 and the curb 204 is shown. Second, a distance between the curb 204 and the tire 102 can be defined in various ways as shown. A first distance D1 corresponds to a length of the trajectory 103 of the tire 102 to the curb 204. A second distance D2 corresponds to the minimum distance between the tire 102 and the curb 204 measured along a line perpendicular to the curb 204 . A third distance D3 corresponds to the distance along a line perpendicular to the line direction of the tire 102 and which runs through the axis of the tire 102.

4(B) 12 shows a tire 102 and its predicted trajectory 103 along with a curb 204. In this example, the trajectory 103 does not intersect the curb 204 and thus there is no collision point CP. A minimum distance d1 between the tire 102 and the curb 204 may be calculated based on the position of the curb 204 and the predicted trajectory 103 . In addition, a threshold Δd can be defined, which can be considered as a safety margin that should be respected to avoid any damage. A minimum safety distance d2 can be calculated on the basis of the minimum distance d1 and the threshold value Δd. For example, if the minimum distance d1 is below a first threshold value, a first level indication information INF (see 6 ) can be output, and if the minimum distance d1 is below a second threshold value, for example the first threshold value minus the safety margin Δd, a second level indication information INF can be output.

4(c) shows a schematic drawing of different angles α1, α2, Δα. For example, a first angle α1 is set as a threshold against which the determined angle α at the collision point CP is compared. A tolerance range Δa is also shown. For example, if the determined angle α is below the threshold value α1 but within the tolerance range Δα, i.e. larger than a second angle α2 = α1 - Δα, a first-level indication information INF (see 6 ) issued. When the determined angle α is lower than the second angle α2, a second stage indication information INF is output.

4(D) Figure 12 shows a curved curb 204 situation. The predicted trajectory 103 of the tire 102 intersects the curb at the collision point CP. Two different ways of calculating the angle α between the curb 204 and the tire 102 are shown. Both are based on a tangent TG to the curb 204 at the collision point CP. A first angle α is determined based on the current pointing direction of the tire 102 . If the vehicle 100 (see 1 - 3 ) driving along the current driving path 104 (see 2 or 3 ) continues, the angle α, determined in this way, decreases at each point in time. Calculating the angle α in this way is easy and does not require much processing power.

A second angle α is determined based on a predicted pointing direction PP of the tire 102 at the collision point CP. For example, the predicted pointing direction PP corresponds to a tangent to the predicted trajectory 103 at the collision point CP. Calculating the angle α in this way can be advantageous, but may require more processing power.

5 shows a schematic block diagram of an example of a method for operating a driver assistance system 110, for example the driver assistance system 110 of the vehicle 100, the in 1 is shown. In a first step S1, a map of the surroundings MAP (see 2 ) corresponding to surroundings of the vehicle 100 are received. The area map MAP has a representation of a curb 204 (see 2 - 4 ) in the vicinity of the vehicle 100. In a second step S2, a current driving path 104 (see 2 ) corresponding to a predicted trajectory of the vehicle 100 is received. In a third step S3, a collision point CP (see 2 - 4 ) between a tire 102 (see 1 - 3 ) of vehicle 100 and curb 204 based on area map MAP and current driving path 104 . In a fourth step S4, an angle α (see 4 ) between the tire 102 and the curb 204 is determined. In a fifth step S5, an indication information INF (see 6 ), which indicates when damage can occur, based on a comparison between the determined angle α and a threshold value α1, α2 (see 4 ) issued. By adopting this method, damage to a tire 102 of the vehicle 100 can be avoided.

6 shows a schematic block diagram of a driver assistance system 100, for example the driver assistance system 110 of the vehicle 100, which is shown in FIG 1 is shown. Driving assistance system 100 has a receiving unit 112 that is set up to receive an area map MAP, which corresponds to an area surrounding vehicle 100 . The area map MAP has a representation of a curb 204 (see 2 - 4 ) in the vicinity of the vehicle 100. The receiving unit 112 is also for receiving a current driving path 104 (see 2 or 3 ) corresponding to a predicted trajectory of the vehicle 100 is established. Next, a recognition unit 114 for recognizing a collision point CP (see 2 - 4 ) between a tire 102 (see 1 - 4 ) of the vehicle 100 and the curb 204 based on the area map MAP and the current driving path 104 . A determination unit 116 is for determining an angle α (see 4 ) between the tire 102 and the curb 204 furnished. An output unit 118 is for outputting indication information INF indicating when damage may occur based on a comparison between the determined angle α and a threshold value α1, α2 (see 4 ) set up. For example, the output unit 118 can trigger a warning to the driver of the vehicle 100 and/or can output the indication information INF to an autonomous driving unit (not shown) or to an engine control unit (ECU) or the like. The driver assistance system 110 can be designed in particular to carry out the method according to FIG 5 to execute. By designing driver assistance system 110 in the manner described here, damage to a tire 102 of vehicle 100 can be avoided.

While the present technology has been described in connection with several practical examples, it should be understood that the technology is not limited to the disclosed examples, but on the contrary is intended to cover various modifications and equivalent arrangements included within the spirit and scope of the technology .

Reference List

100

vehicle

102

tires

103

trajectory

104

travel tube

105

processing unit

110

driver assistance system

112

receiving unit

114

recognition unit

116

unit of determination

118

output unit

120

environmental sensor

130

environmental sensor

140

driving condition sensor

200

object

202

marking line

203

marking line

204

curb

206

parking spot

a

angle

α1

angle

α2

angle

Δα

angle

Δd

distance

CP

collision point

d1

distance

D1

distance

d2

distance

D2

distance

D3

distance

INF

indication information

MAP

environment map

pp

pointing direction

S1

process step

S2

process step

S3

process step

S4

process step

S5

process step

TG

tangent

QUOTES INCLUDED IN DESCRIPTION

This list of documents cited by the applicant was 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.

Patent Literature Cited

• DE 102013019371 A1 [0003]

Claims (13)

Method for operating a driver assistance system (110) for a vehicle (100), the method comprising the steps: a) receiving (S1) an area map (MAP) that corresponds to an area surrounding the vehicle (100), the area map (MAP) having a representation of a curb (204) in the area surrounding the vehicle (100), b) receiving (S2) a current driving path (104) which corresponds to a predicted trajectory of the vehicle (100), c) detection (S3) of a collision point (CP) between a tire (102) of the vehicle (100) and the curb (204) on the basis of the map of the surroundings (MAP) and the current driving path (104), d) determining (S4) an angle (α) between the tire (102) and the curb (204), and e) outputting (S5) indication information (INF) indicating when damage may occur based on a comparison between the determined angle (α) and a threshold value (α1, α2). procedure after claim 1 , characterized in that step c) comprises detecting that the current driving path (104) intersects the curb (204). procedure after claim 1 or 2 , characterized in that step c) comprises recognizing that a minimum distance (d1) between the current driving path (104) and the curb (204) is below a predetermined threshold value (d2). Method according to one of the preceding claims, characterized in that the item of information (INF) is output when a distance (D1, D2, D3) between the tire (102) and the curb (204) is below a predefined threshold value. Method according to one of the preceding claims, characterized in that step d) involves determining the angle (α) between a current pointing direction of the tire (102) and a tangent (TG) to the curb (204) at the detected collision point (CP). having. Method according to any one of the preceding claims, characterized in that step d) involves determining the angle (α) between a predicted pointing direction (PP) of the tire (102) at the detected collision point (CP) and a tangent (TG) at the curb (204) to the detected collision point (CP). The method of any preceding claim, further comprising detecting that the vehicle (100) is moving toward the curb (204) or is moving away from the curb (204) based on a change in the distance (D1) between the tire and the curb (204) at least two times. procedure after claim 7 , characterized in that the angle (α) between the tire (102) and the curb (204) is given a negative sign when the vehicle (100) moves away from the curb (204) and given a positive sign becomes when the vehicle (100) moves towards the curb (204). Method according to one of the preceding claims, characterized in that the item of information (INF) comprises at least two levels, with an indication of a first level being output if the specific angle (α) is below the threshold value (α1, α2) but within a tolerance range ( Δα) to the threshold (α1,α2), and issuing a second stage indication when the determined angle (α) is below the threshold (α1,α2) and outside the tolerance range (Δα). procedure after claim 4 , characterized in that the indication information (INF) comprises at least two levels, an indication of a first level being output if the distance (D1, D2, D3) is greater than but within a tolerance range of the predefined threshold value, and an indication of a second stage if the distance (D1, D2, D3) is below the predefined threshold. Computer program product, comprising instructions which, when the program is executed by a computer, cause it to carry out the method according to one of Claims 1 - 10 to execute. Driving assistance system (110) for a vehicle (100), comprising: a receiving unit (112) for receiving an area map (MAP) which corresponds to an area surrounding the vehicle (100), the area map (MAP) being a representation of a curb (204) in the surroundings of the vehicle (100), and for receiving a current driving path (104), which corresponds to a predicted trajectory of the vehicle (100), a detection unit (114) for detecting a collision point (CP) between a tire (102) of the vehicle (100) and the curb (204) based on the map of the area (MAP) and the current driving path (104), a determination unit (116) for determining an angle (α) between the tire (102) and the curb (204), and an output unit (118) for outputting indication information (INF) indicating when damage may occur, based a comparison between the determined angle (α) and a threshold value (α1, α2). Vehicle (100), comprising at least one environment sensor (120, 130) for outputting an environment sensor signal which corresponds to an environment of the vehicle (100), a driving condition sensor (140) for outputting a current driving condition sensor value, a processing unit (105) for providing an environment map ( MAP) based on the environmental sensor signal and for predicting a trajectory of the vehicle (100) based on the current driving condition sensor value, and a driver assistance system (110). claim 12 .

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