DE10220567A1 - Automatic emergency maneuver of a motor vehicle - Google Patents

Automatic emergency maneuver of a motor vehicle

Info

Publication number
DE10220567A1
DE10220567A1 DE10220567A DE10220567A DE10220567A1 DE 10220567 A1 DE10220567 A1 DE 10220567A1 DE 10220567 A DE10220567 A DE 10220567A DE 10220567 A DE10220567 A DE 10220567A DE 10220567 A1 DE10220567 A1 DE 10220567A1
Authority
DE
Germany
Prior art keywords
time
driver
automatic emergency
collision
vehicle
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
DE10220567A
Other languages
German (de)
Inventor
Harald Goellinger
Ingo Meinke
Carsten Anklam
Jens Marschall
Dieter Vieth
Detlef Oswald
Martin Zavrel
Markus Maurer
Volker Von Holt
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Audi AG
Volkswagen AG
Original Assignee
Audi AG
Volkswagen AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Audi AG, Volkswagen AG filed Critical Audi AG
Priority to DE10220567A priority Critical patent/DE10220567A1/en
Publication of DE10220567A1 publication Critical patent/DE10220567A1/en
Ceased legal-status Critical Current

Links

Classifications

    • BPERFORMING OPERATIONS; TRANSPORTING
    • B62LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62DMOTOR VEHICLES; TRAILERS
    • B62D15/00Steering not otherwise provided for
    • B62D15/02Steering position indicators ; Steering position determination; Steering aids
    • B62D15/025Active steering aids, e.g. helping the driver by actively influencing the steering system after environment evaluation
    • B62D15/0265Automatic obstacle avoidance by steering
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60TVEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00Brake-action initiating means
    • B60T7/12Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
    • B60T7/22Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger initiated by contact of vehicle, e.g. bumper, with an external object, e.g. another vehicle, or by means of contactless obstacle detectors mounted on the vehicle
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00Conjoint control of vehicle sub-units of different type or different function
    • B60W10/20Conjoint control of vehicle sub-units of different type or different function including control of steering systems
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/08Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/08Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to drivers or passengers
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60TVEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2201/00Particular use of vehicle brake systems; Special systems using also the brakes; Special software modules within the brake system controller
    • B60T2201/03Brake assistants
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00Input parameters relating to a particular sub-units
    • B60W2510/20Steering systems
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00Input parameters relating to occupants
    • B60W2540/12Brake pedal position
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2554/00Input parameters relating to objects

Abstract

In a method for automatically triggering an emergency maneuver of a vehicle, in which a detection system provided on the vehicle determines objects in the vehicle environment and the vehicle state via a driving environment sensor system and forwards them to an evaluation unit, which determines and evaluates the possible collision situations, in the event of a collision risk, the driving-physical triggering time of the automatic emergency maneuver is determined and an automatic emergency maneuver is triggered if the driver does not react in a critical collision situation.

Description

  • The invention relates to a method and a device for an automatic emergency maneuver of a motor vehicle such as automatic emergency braking and / or automatic emergency steering according to the preamble of claim 1.
  • To increase safety for vehicles and drivers in today's road traffic in addition to the use of cross-vehicle traffic management systems, the driver during routine activities and in unusual driving situations with the help of Support systems that automatically control the vehicle or individual Intervene vehicle components.
  • The most widely used systems here are the ABS anti-lock braking system and the traction control system ASR to increase the stability in braking and Call acceleration processes.
  • DE 195 32 094 proposes to prove the correct function (in this Relationship: triggering) of safety systems, whereby ABS and airbag are named, markings at their respective triggering times and possibly thereafter at equidistant intervals the roadway.
  • Furthermore, systems have been proposed which are based on targeted acceleration or Braking and / or avoiding a collision of a vehicle with an obstacle should prevent. Such systems are characterized by a high level of complexity.
  • From EP-A-0 891 903 is a method of an automatic emergency braking, the following is also known as ANB, in which an automatic emergency braking only then is initiated when due to the physical driving situation arising from the Driving state of the vehicle and the collision constellation result in a collision can no longer be avoided. Through the automatically triggered and as strong as possible Deceleration of the vehicle is braked as much as possible before the collision, so that the collision energy is as low as possible to reduce the consequences for the driver and vehicle minimize.
  • A disadvantage is the often still relatively high collision energy, so that the The consequences of an accident can still be serious despite the emergency braking initiated.
  • The invention is therefore based on the object of a method and an apparatus for to create automatic emergency braking, the collision energy being as low as possible.
  • The object is achieved by a method according to claim 1. preferred Embodiments of the invention are the subject of the dependent claims.
  • In the method according to the invention for automatically triggering an emergency maneuver of a vehicle in which a detection system provided on the vehicle has a Driving environment sensors Objects in the vehicle environment as well as the vehicle condition determined and forwarded to an evaluation unit that determines possible collision situations and evaluated, and in the event of a risk of collision the driving physical triggering time of the automatic emergency maneuver, an automatic emergency maneuver is triggered if the driver does not react in a critical collision situation.
  • The triggering time of the automatic emergency maneuver is preferably one System reaction time of the driver-vehicle system before the physical driving Trigger time brought forward, the automatic emergency maneuver by an automatic Emergency braking and / or automatic emergency steering can be formed.
  • The system response time for automatic emergency braking is preferably determined by the Sum of the most probable values of at least the conversion time, which is defined as the time between the onset of the muscular reaction and the touch of the Brake pedals on the part of the driver, the response time, which is defined as the time period between touching the brake pedal and the first deceleration effect of the Vehicle, and the threshold time, which is defined as the time period between the construction of the Brake pressure and reaching the value necessary for full braking.
  • In particular, the most likely value of the conversion time is 190 ms, the most likely value of the response time is 50 ms and the most likely value of the threshold time of a conventional brake system is 170 ms.
  • The system reaction time preferably further comprises the driver's basic reaction time, and in particular the system response time also includes gaze time.
  • In a further preferred embodiment of the invention, the are to avoid possible driving corridors are checked and there is an automatic emergency maneuver triggered when the driver performs the last possible collision avoidance maneuver left out.
  • The driver is preferably monitored by a sensor system in order to monitor the driver reaction with the To correlate the collision situation. To determine the actions of the driver can Sensors on the foot control and / or on the steering are used. Furthermore, by a suitable sensor system the driver's line of sight can be determined.
  • In critical collision situations, the brake system can be used for optimal Deceleration effect necessary brake pressure can be built up before an automatic Emergency maneuver is triggered. Furthermore, the temperature of the Brake discs are brought to the optimal operating temperature. Preferably that is Braking stopped when the driver initiated an extreme steering maneuver.
  • Furthermore, when a risk of collision is detected, the driver can receive a warning that realized, for example, by a haptic, optical, acoustic or other warning can be.
  • In a further preferred embodiment, with or after the trigger time an automatic emergency maneuver and / or with or after the triggering time of the Driver warning a verification function to demonstrate the correct functioning of the automatic emergency maneuver triggered. This verification function can in particular in Markings are made on the road, such as by the Use of suitable color cartridges.
  • A preferred embodiment of the invention is described below with reference to the only one Drawing showing the individual successive phases of an automatic Shows emergency braking in a simply structured case.
  • Reference numeral 1 denotes the beginning of peripheral perception and thus the gaze turning time T Z , ie the collision object is in the driver's peripheral field of vision. The start of object fixation 2 defines the end of the gaze time T Z and the start of the basic reaction time T R. Reference number 3 defines the start of the conversion time T U and is the time of the start of the muscular reaction of the driver. When the conversion time T U has elapsed, the driver has reached the brake pedal and the start of the brake pedal contact 4 defines the response time T A that is required until the start of the braking effect 5 . The time interval of the threshold time T S , with the end of which the standard track drawing 6 begins, elapses until the full braking force is built up. Depending on the coefficient of friction and speed of the vehicle, it takes an interval of full braking time T B until the vehicle comes to a standstill 7 . The time interval between the beginning of the object fixing 2 and the beginning of the control track Drawing 6 defines the loss basic time T VG and the interval between the beginning of the peripheral perception 1 and the beginning of the control track drawing 6, the loss due time with a view allowance time T VGZ.
  • The following data provide data for the time intervals defined above, gaze application time, basic reaction time, reaction time, response time and threshold time. The response time and threshold time data represent typical values of a conventional brake system.

  • The following values therefore result for the base loss time T VG and the base loss time with viewing time T VGZ :


  • The following definitions apply:
    T * : value of the greatest probability of (*)
    t * 2% : 2% of all measured values are below the value of the corresponding greatest probability
    t * 98% : 98% of all measured values lie above the value of the corresponding greatest probability
  • In contrast to the automatic emergency braking function shown in EP 0 891903 to reduce the consequences of accidents is in the automatic system presented here Emergency braking no longer determines the driving physics alone at the time when the Triggered.
  • The automatic emergency braking system according to the invention then triggers the emergency braking if it is ensured that the driver is not under any circumstances an impending collision can avoid more.
  • This takes into account in the triggering decision that a Collision avoidance maneuvers such as emergency braking before reaching the maximum Delay can only be run through several phases of different lengths have to. These phases are defined as in the figure.
  • In the following, the periods of time given above are assumed, it being possible to say, for example, that the response from 98% of the drivers is awaited. In other words, the interval values of the quantities "t * 2% " are used in this example. Depending on the response behavior of the ANB system, other reference points can be selected within the above-mentioned intervals, for example, the reaction is awaited by 95% of the drivers.
  • If the driver does not react in a critical situation, the trigger time for an automatically triggered full braking by the sum of the selected values of Relocation time, response time and threshold time compared to the trigger time, which alone determined by the physics of driving, be brought forward.
  • The time between the beginning of the muscular reaction (foot gas) and touching the brake pedal.
  • From this point in time until the first deceleration effect of the vehicle, the passes Response time.
  • The threshold time is due to the build-up of the brake pressure up to the value for a Full braking is required.
  • The "driver" and the "vehicle" are thus defined by the most likely values for the times above. A value of 190 ms is most likely for the conversion time. The most likely response time is 50 ms, the threshold time of a conventional brake system 170 ms.
  • The above times are only for the phases of emergency braking. Phases and their phases can be defined in an analogous manner for emergency steering maneuvers determine the most likely duration. These are also included in the trigger decision for the ANB involved in order to initiate full braking as soon as possible.
  • The one to be seen from the figure about the phases of the reactions in emergency braking operations The driver will look ahead with a most likely duration of 480 ms a collision avoidance response is always needed when the dangerous situation (the relevant objects in its environment) only mapped peripherally on its retina become. Because the central area of the retina for which an immediate Information processing could use in the brain, only about 1.5 ° angular range in almost all cases.
  • Furthermore, the early exclusion due to blocked driving corridors cannot be used Collision avoidance possible driving maneuvers also for an early Triggering can be used.
  • The following sections describe individual measures already mentioned above and features of the ANB function according to the invention explained in more detail.
  • a) Monitoring driver actions
  • According to the new definition for an ANB with increased benefits, emergency braking can already do so are triggered when it is determined that the collision is based on the pure driving physics would still be avoided, but the driver has not yet taken any measures Has initiated collision avoidance.
  • To determine if the driver has already started a collision avoidance maneuver his actions are protected by suitable sensors on the foot control and steering investigate. In the case of steering, one that is already in use today can advantageously be used Steering angle sensors are used. Therefore, if at the current time at the latest Drivers should have started a collision avoidance maneuver by those of but show the information provided to the sensors on the foot control and steering, that there is no such reaction, the emergency braking must already be triggered.
  • b) Observation of the driver's line of sight
  • As already explained above, the time spent looking at the eyes is by far the largest proportion "the response time" until full braking with the maximum possible deceleration. Therefore the triggering time for the ANB can be brought forward by almost half a second so that the ANB benefits are massively increased, if determined from the sensory Driver's line of sight can be reliably determined that the driver System detected via the driving environment sensors and from the processing logic as highly critically recognized situation is not yet in the focus of his visual perception has moved. In other words, the look has not (yet) started.
  • Both imaging and imaging come for detection of the driver's line of sight processing sensors as well as infrared sensors in question.
  • c) Exclusion of unavailable driving corridors for any Driver collision avoidance maneuvers
  • If, in the course of the investigation of what the driver may have to do Collision avoidance maneuvers safe from driving corridors to be driven by the vehicle It can be determined that the collision with an object in the Driving environment would be inevitable, the driving maneuver in question can already be excluded. In this way, the emergency braking can be triggered immediately if the driver is also the last one in question Omitted collision avoidance maneuvers (taking into account his reaction).
  • To investigate possible collision avoidance maneuvers of your own Vehicle as from the sensed vehicles in the driving environment Routes to be covered can be used as described in Collision avoidance strategies of robotics can be used.
  • d) Taking into account the dynamics of the vehicle when steering and braking
  • When determining the triggering time for the automatic emergency braking, the Times are taken into account which are necessary for the build-up of lateral acceleration (steering and tire deformation dynamics) and deceleration effect (swelling time as explained above, Tire Deformation Dynamics) are required. The triggering time for the appropriate maneuvers are brought forward at these times.
  • These times affect the lanes of the vehicle during steering and braking maneuvers, what must be taken into account when examining the possible driving maneuvers.
  • e) Optimization of full braking and haptic warning to the driver
  • The braking distance after the triggering decision can be made by speed-dependent measure can be reduced if shortly before the triggering decision - If the driving situation of the ANB system is already highly critical using suitable criteria has already been assessed - in the braking system for an optimal deceleration effect necessary brake pressure is built up. The optimal braking effect starts earlier than without such a bias. The braking distance is shortened.
  • In addition, the temperature of the brake discs can be reduced to one by braking gently optimal operating range.
  • The associated slight delay effect is advantageous as a haptic warning to use the driver.
  • If the driver then chooses an extreme steering maneuver to avoid collisions, the easy application of the brakes must be withdrawn immediately.
  • f) Proof of the correct triggering of the ANB
  • To prove the correct triggering can also be done at ANB at relevant times (Triggering times for warning and emergency braking) markings, for example by Cartridges with (ultraviolet color) over suitably attached to the vehicle underbody Firing devices are so shot on the road that they burst and the Mark the point of impact, be applied to the road.
  • This makes accident reconstruction and judicial clarification of liability issues easier possible than this current method of recalculating the accident on the basis of Enable braking or ABS control tracks.
  • g) Warnings in highly critical driving situations
  • If the ANB system from the extrapolation of the movement of the sensors the delivered objects in the driving environment detects an impending collision Drivers of their own vehicle optically, acoustically or haptically (e.g. as under 2. described) be made aware of this danger.
  • Furthermore, it is conceivable that in this situation, by switching on the hazard warning lights, the low or high beam and / or the brake light, the other road users are also warned in order to encourage them to cooperative behavior for collision avoidance. REFERENCE SIGN LIST 1 Start of peripheral gaze
    2 Start of object fixation
    3 Start of the muscular reaction
    4 Start of brake pedal contact
    5 Start of braking
    6 Start of standard track drawing
    7 Standstill
    T Z gaze turning time
    T R basic reaction time
    T U conversion time
    T A response time
    T S swell time
    T B full braking time
    T VG Base loss time
    T VGZ loss base time with gaze turning time

Claims (19)

1.A method for automatically triggering an emergency maneuver of a vehicle in which a detection system provided on the vehicle determines objects in the vehicle environment and the vehicle state via a driving environment sensor system and forwards them to an evaluation unit which determines and evaluates possible collision situations, the triggering point in time in the event of a collision being the driving physics of the automatic emergency maneuver is determined, characterized in that an automatic emergency maneuver is triggered before the physical triggering time when there is no reaction from the driver in a critical collision situation.
2. The method according to claim 1, characterized in that the triggering time of the automatic emergency maneuvers by a system reaction time of the driver Vehicle is brought forward before the physical triggering time.
3. The method according to claim 1 or 2, characterized in that the automatic Emergency maneuvers through automatic emergency braking and / or automatic emergency steering is formed.
4. The method according to claim 3, characterized in that the system reaction time for the automatic emergency braking is formed by the sum of the most likely values of at least the conversion time (T U ), defined as the time period between the start of the muscular reaction and the touching of the brake pedal, the response time (T A ), defined as the time period between touching the brake pedal and the first deceleration effect of the vehicle, and the threshold time (T S ), defined as the time period between the build-up of the brake pressure and reaching the value necessary for full braking.
5. The method according to claim 4, characterized in that the most likely value of the conversion time (T U ) 190 ms, the most likely value of the response time (T A ) 50 ms and the most likely value of the threshold time (T S ) of a conventional brake system is 170 ms ,
6. The method according to any one of the preceding claims, characterized in that the system reaction time comprises the basic reaction time (T R ) of the driver.
7. The method according to any one of the preceding claims, characterized in that the system reaction time further comprises the gaze time (T Z ).
8. The method according to claim 1, characterized in that to avoid a Collision possible driving corridors are checked and an automatic emergency maneuver is triggered when the driver is the last one in question Omitted collision avoidance maneuvers.
9. The method according to any one of the preceding claims, characterized in that that the driver is monitored by a sensor system to monitor the driver reaction with the To correlate the collision situation.
10. The method according to claim 9, characterized in that sensors on Foot control and / or used on the steering.
11. The method according to claim 9 or 10, characterized in that the viewing direction the driver is determined.
12. The method according to any one of the preceding claims, characterized in that that in critical collision situations in the brake system one for optimal Deceleration effect necessary brake pressure is built up before an automatic Emergency maneuver is triggered.
13. The method according to claim 12, characterized in that by light braking the temperature of the brake discs is brought to the optimum operating temperature.
13. The method according to claim 12, characterized in that the braking is stopped when the driver initiates an extreme steering maneuver.
14. The method according to any one of the preceding claims, characterized in that that the driver receives a warning when a risk of collision is detected.
15. The method according to claim 14, characterized in that a haptic warning is triggered.
16. The method according to any one of the preceding claims, characterized in that with or after the triggering time of an automatic emergency maneuver and / or with or after the triggering time of the driver warning, a detection function for Proof of the correct functioning of the automatic emergency maneuver is triggered.
17. The method according to claim 16, characterized in that the detection function Makes markings on the road.
18. The method according to claim 17, characterized in that the markings by Color cartridges are made.
DE10220567A 2002-05-08 2002-05-08 Automatic emergency maneuver of a motor vehicle Ceased DE10220567A1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
DE10220567A DE10220567A1 (en) 2002-05-08 2002-05-08 Automatic emergency maneuver of a motor vehicle

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10220567A DE10220567A1 (en) 2002-05-08 2002-05-08 Automatic emergency maneuver of a motor vehicle
PCT/EP2003/004430 WO2003095278A1 (en) 2002-05-08 2003-04-28 Automatic motor vehicle emergency maneuver

Publications (1)

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DE10220567A1 true DE10220567A1 (en) 2003-11-20

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