WO2023083481A1

WO2023083481A1 - Crash mitigation in a vehicle

Info

Publication number: WO2023083481A1
Application number: PCT/EP2021/081717
Authority: WO
Inventors: Franco Cimatti; Martin Walter
Original assignee: Lotus Tech Innovation Centre Gmbh
Priority date: 2021-11-15
Filing date: 2021-11-15
Publication date: 2023-05-19

Abstract

A method (500) of crash mitigation in a vehicle (200), in particular for use with a steer-by-wire and/or autonomous steering system (220) of the vehicle (200), comprises receiving (510), by a control unit (260; 300; 420) of the vehicle (200) and from at least one sensor unit (250; 410) of the vehicle (200), a sensor signal indicative of a detected crash condition of the vehicle (200), the crash condition involving deformation of the vehicle (200) in a region of a front wheel (212) of the vehicle (200). The method further comprises generating (520), by the control unit (260; 300; 420) and in response to the received sensor signal, a control signal for output to a steering unit (226; 430) of the vehicle (200), the control signal configured to cause the steering unit (226; 430) to steer the front wheel (212) towards a predetermined orientation, and outputting (530), by the control unit (260; 300; 420), the control signal to the steering unit (226).

Description

Crash Mitigation in a Vehicle

The present application relates to a method of crash mitigation in a vehicle. The present application further relates to a crash mitigation system, a control unit, a computer program product and a vehicle.

Background

Sensor technology, computing facilities as well as partially or fully automatic steering systems, such as steer-by-wire systems or autonomous steering systems, as often found in present-day vehicles, allow for reducing a risk of vehicle crashes in various collision-prone situations. For example, optical or radar sensors in combination with computer-based image analysis may be used to detect a hazardous road condition ahead, such as an obstacle or dirt on the road, road signs, traffic lights, crossings, etc. In the case that a hazardous road condition has been determined, an acoustic signal may be output to the driver so the driver may direct his or her attention to the situation and adapt an operation of the vehicle accordingly. In this way, a risk due to inattentiveness of the driver or excessive speed, etc., in the presence of a hazardous road condition can be reduced.

Additionally, techniques for crash avoidance are known for cases in which it is determined that a driver is unlikely to react in a suitable way to avoid a collision, for example, based on a vehicle speed and a detected distance and size of an obstacle. By some of these techniques, a crash avoiding manoeuver is automatically performed, sometimes including automatic steering of the vehicle along an advantageous trajectory. For example, US 2021/237721 A1 relates to a collision avoidance assistance apparatus for the case that an obstacle is detected that extends laterally and obliquely to a longitudinally extending center line of a vehicle.

Known techniques for crash avoidance aim at avoiding a probable collision by performing an, at least partly, automatic drive manoeuver, including possible brake manoeuvers, to evade a detected obstacle. However, a crash may not be avoided in such way with any certainty in all possible scenarios.

Different from active crash avoidance, passive crash protection means are widely used in vehicles, including crash absorbing structures. These structures normally exhibit a maximal effectiveness in the case of collisions that are centred, that is, fully head-on. However, in cases of offset collisions, only a part of the structure serves to absorb crash energy. Moreover, advantageous symmetry effects as in the absorption of a centred collision are lost. On the other hand, additional passive protection means that are provided specifically for such scenarios add weight and cost to a vehicle.

However, there still is a need for improved crash mitigation in vehicles.

Summary of the Invention

Accordingly, there is provided a method of crash mitigation in a vehicle according to claim 1, a computer program product according to claim 10, a control unit for a vehicle according to claim 11 , a crash mitigation system for a vehicle according to claim 12 and a vehicle according to claim 13.

According to a first aspect, a method of crash mitigation in a vehicle, in particular for use with a steer-by-wire and/or autonomous steering system of the vehicle, is provided. The method comprises receiving, by a control unit of the vehicle and from at least one sensor unit of the vehicle, a sensor signal indicative of a detected crash condition of the vehicle, the crash condition involving deformation of the vehicle in a region of a front wheel of the vehicle. The method further comprises generating, by the control unit and in response to the received sensor signal, a control signal for output to a steering unit of the vehicle, the control signal configured to cause the steering unit to steer the front wheel towards a predetermined orientation, and outputting, by the control unit, the control signal to the steering unit.

The crash condition may include an ongoing or immediately imminent collision of the vehicle with an obstacle. An ongoing collision may imply that a contact of the vehicle with an obstacle presently exists, while deformation of the vehicle in the region of the front wheel of the vehicle has not yet terminated. An immediately imminent collision may imply that a contact of the vehicle with an obstacle does not exist yet but will occur after a short instance of time in consideration of present dynamics of the vehicle and/or the obstacle. In particular, the collision may be determined as being immediately imminent when the collision may not be avoided under typical and/or realistic driving conditions by crash avoidance manoeuvers.

The collision may be an at least essentially frontal collision with the obstacle. In particular, the collision may result in an effective rearward force acting on the region of the front wheel of the vehicle. The collision may further be offset towards a first lateral side of the vehicle. Specifically, a geometric centre of an overlap between a frontal profile of the vehicle and a frontal profile of an obstacle in a direction parallel to a driving direction of the vehicle may be located offside a mean axis of the vehicle and towards the first lateral side. As a result, the collision may affect various regions of various front wheels of the vehicle differently. In particular, the collision may involve deformation of the vehicle predominantly in the region of the front wheel of the vehicle and involve less or essentially no deformation of the vehicle in a region of another front wheel of the vehicle.

The predetermined orientation of the front wheel may correspond to a steering angle directed towards a second lateral side opposite the first lateral side of the vehicle. The steering signal may be generated in accordance with a predetermined steering angle of the front wheel. In addition or as an alternative, the steering signal may be generated in accordance with a predetermined direction in which the steering system, in particular one or more steering actuators of the steering system, are operated. The front wheel may be associated with, in particular arranged near, the first lateral side of the vehicle. Accordingly, when the collision is detected to be offset towards a left side of the vehicle, the front wheel may be a left front wheel of the vehicle; when the collision is detected to be offset towards a right side of the vehicle, the front wheel may be a right front wheel of the vehicle.

The crash condition may involve deformation of an arrangement of the front wheel in relation to at least one seat of the vehicle. The crash condition may involve intrusion by the front wheel into a passenger’s space associated with the at least one seat. In particular, the detected crash condition may imply that, based on a current speed of the vehicle and/or the obstacle and structural characteristics of the vehicle, deformation of the arrangement of the front wheel in relation to the at least one seat of the vehicle is likely to occur in an immediate future as a consequence of an ongoing or immediately imminent collision. The at least one seat may be associated with, in particular arranged near, the first lateral side of the vehicle.

The control unit may further be configured to disable, in response to the received sensor signal, manual steering of the vehicle. In particular, a driver’s input may be ignored which is provided via a steering wheel or another type of manual steering aid to a steer-by-wire steering system of the vehicle. In this way, undesired interference by a driver’s actions with the described automatic method of crash mitigation may be avoided.

According to another aspect, a computer program product is provided. The computer program product comprises portions of program code which when executed by a processor unit of a control unit of a vehicle cause the control unit to perform the method as presently provided.

According to another aspect, a control unit for a vehicle, in particular for use with a steer-by- wire and/or autonomous steering system of the vehicle, is provided. The control unit comprises at least one processor unit and at least one memory device coupled to the at least one processor unit, the control unit configured to perform the method as presently provided. According to another aspect, a crash mitigation system for a vehicle, in particular for use with a steer-by-wire and/or autonomous steering system of the vehicle, is provided. The crash mitigation system comprises a control unit as presently provided. The crash mitigation system further comprises at least one sensor unit configured to detect a crash condition of the vehicle, the crash condition involving deformation of the vehicle in a region of a front wheel of the vehicle, and output a sensor signal indicative of the crash condition toward the control unit, and a steering unit configured to receive a control signal from the control unit and to steer the front wheel in accordance with the control signal.

According to another aspect, a vehicle is provided. The vehicle comprises a crash mitigation system as presently provided.

Brief Description of the Drawings

Further details, advantages and objectives of the invention become apparent from the drawings and the detailed description. There is shown in the drawings:

Figs 1A - 1C different stages of a laterally offset collision of a vehicle with an obstacle, according to an example;

Figs 2A - 2C different stages of a laterally offset collision of a vehicle with an obstacle, according to another example;

Fig. 3 a control unit for a vehicle, in particular for use with a steer-by-wire and/or autonomous steering system, according to an example;

Fig. 4 a crash mitigation system for a vehicle, in particular for use with a steer-by- wire and/or autonomous steering system, according to an example, and

Fig. 5 a flow diagram of a method of crash mitigation in a vehicle, in particular for use with a steer-by-wire and/or autonomous steering system, according to an example.

Detailed Description

Fig. 1A shows schematically and exemplarily a top view of a vehicle 100. The vehicle 100 comprises a vehicle body 102 with two front wheel arches 104, 106 and two rear wheel arches 108, 110, arranged on either of a left side L and a right side R of the vehicle 100, essentially symmetric about a mean axis M of the vehicle 100. Each of the front wheel arches 104, 106 accommodates a front wheel 112, 114, and each of the rear wheel arches 108, 110 accommodates a rear wheel 116, 118 of the vehicle 100. Further shown is a seat 142 arranged on the left side L and another seat 144 arranged on a right side R of the vehicle 100. A space 140 is associated with the seat 142, for example, a space inside a passenger’s compartment of the vehicle 100. A steering wheel 122 of the vehicle 100 is arranged to be operated by a user seated on the seat 142.

The steering wheel 122 is part of a steering arrangement 120 of the vehicle 100. In the shown example, a steering operation input by the user by turning the steering wheel 122 is transmitted mechanically via a steering rod 124 to a steering gear 126, where the rotation is translated into a steering force acting on the steerable front wheels 112, 114 through steering joints 128, 130.

In the example shown in Fig. 1A, the vehicle 100 is moving in a straight forward direction, which is indicated by the orientation of the steerable front wheels 112, 114 and the arrow parallel to the mean axis M pointing in a forward direction.

The vehicle 100 is moving towards an obstacle O. A profile of the obstacle O in the direction of movement of the vehicle 100 overlaps with a frontal profile of the vehicle 100 by an overlap V. The obstacle O is further offset relative to the mean axis M of the vehicle 100. In the shown example, a geometric centre of the overlap V is offset relative to the mean axis M by an offset S.

In the scenario shown in Fig. 1A, a frontal collision of the vehicle 100 with the obstacle O is imminent. In particular, a collision of the vehicle 100 with the obstacle O may not be realistically avoided by a driver of the vehicle 100 by any steering and/or braking manoeuvre. Moreover, due to the offset S, the collision is about to occur asymmetrically relative to the mean axis M, in a region of the vehicle 100 that is associated with one of the front wheels 112, which in the shown scenario is the left front wheel, of the vehicle 100.

Fig. 1 B shows a situation subsequent to the scenario shown in Fig. 1A. Identical reference signs as in Fig. 1A denote identical features of the vehicle 100. In the situation shown in Fig. 1 B, the vehicle 100 is currently colliding with the obstacle O. By the ongoing collision with the obstacle O, a region of the vehicle 100 associated with the left front wheel 112 is being deformed. Furthermore, as happens often in frontal collisions which are offset towards one lateral side of a vehicle, the obstacle O, while “pushing” (as seen from the vehicle 100) against the front wheel 112 on the colliding side L of the vehicle 100, exerts a force on the front wheel 112 that results in a steering angle of the front wheel 112 towards the side L of the collision. In the shown position, a steering angle of the front wheel 112 is maximal. Moreover, a rearward portion of the front wheel 112 is directed towards the space 140 associated with the seat 142 on the side L of the vehicle 100, which is the same side as a side L of the offset S of the collision with the obstacle O.

The inflicted steering angle of the front wheel 112 is further indicated by the curved arrow near the front wheel 112. Through the steering gear 126 and the steering joint 130 at the other front wheel 114 on the opposite side R, a corresponding steering angle is also inflicted on the other front wheel 114 in the shown example. In addition, as indicated by the curved arrow near the steering wheel 122, the inflicted movement of the steering gear 126 is mechanically translated into a rotating motion of the steering rod 124 and the steering wheel 122.

Fig. 1C shows a third situation, which is subsequent to the scenario shown in Fig. 1 B. Identical reference signs as in Figs. 1A and 1B denote again identical features of the vehicle 100. In the situation shown in Fig. 1C, the collision of the vehicle 100 with the obstacle O has proceeded further. Notably, the obstacle O intrudes further than in Fig. 1B into the original shape of the body 102 of the vehicle 100, approximately until the steering gear 126. As a consequence of a continuing angular force by the obstacle O acting on the front wheel 112, the left front wheel 112 has broken out of its steering joint 128. Furthermore, a suspension of the front wheel 112 inside the wheel arch 104 has been deformed or broken by an effective rearward force by the obstacle O on the front wheel 112. As a consequence of this effective rearward force, the front wheel 112 penetrates the wheel arch 104 and intrudes into the passenger’s space 140 associated with seat 142.

The described effects of an outward steering angle inflicted on a steerable front wheel and intruding of the front wheel into a passenger’s compartment occurs frequently in the case of frontal collisions that are offset towards a lateral side of a vehicle. Analogous effects as described above in connection with a driver’s side L of the vehicle 100 may occur in this regard with respect to a front passenger’s seat on the opposite side R of the vehicle 100, in the case that a collision is offset towards that opposite side R.A particular danger in any of these cases is constituted by the intrusion of a front wheel into the passenger’s space, where this may directly give rise to severe injuries or negatively affect a functioning of other crash protection means.

Fig. 2A shows schematically and exemplarily a vehicle 200 according to another example. Similar to the vehicle 100, the vehicle 200 comprises a body 202 with two front wheel arches 204, 206 and two rear wheel arches 208, 210 arranged substantially symmetrical on either side L, R of a mean axis M of the vehicle 200, each wheel arch accommodating a wheel 212, 214, 216, 218. In addition, the vehicle 200 also comprises a seat 242 associated with a space 240 on a side L of the vehicle 200. For illustration purposes, no other seat of the vehicle 200 is shown. However, in typical examples, the vehicle 200 further comprises at least one more seat on the right side R of the vehicle 200, similar to the seat 144 of the vehicle 100. The front wheels 212, 214 are steerable and are connected for this purpose to a steering system 220 by steering joints 228, 230. As in the example of Figs 1A to 1 C, the vehicle 200 is moving in a forward direction, as indicated by the arrow parallel to the mean axis M. Moreover, in the shown situation, a frontal collision of the vehicle 200 with an obstacle O is imminent, in which the obstacle is overlapping with the frontal profile of the vehicle 200 by an overlap V, and the collision is offset from the centre by an offset S. Concerning the aforesaid features of the vehicle 200 and the obstacle O, the previous description of Fig. 1A applies correspondingly, unless precluded by the following description.

The vehicle 200 comprises a steer-by-wire steering system 220. In this case, a steering input by a driver via steering wheel 222 is detected by an input sensing unit 224 and communicated in the form of one or more sensor signals to a control unit 260. Based at least partially on the detected steering input, the control unit 260 generates a control signal. The control signal is output by the control unit 260 towards a steering system 226, such as one or more steering actuators. The steering system 226 steers the front wheels 212, 214 in accordance with the control signal received from the control unit 260.

The vehicle 200 further comprises at least one sensor unit 250 communicatively coupled to the control unit 260. The sensor unit 250 comprises at least one sensor configured to detect an ongoing or immediately imminent crash condition of the vehicle 200. In some examples, the sensor unit 250 is configured to detect a crash condition that involves a probable or actual deformation of a region of the vehicle 200 associated with a front wheel 212, 214 of the vehicle 200 as a result of an offset frontal collision with an object O. In other examples, the sensor unit 250 is configured to provide sensor data based on which the control unit 260 determines a type of crash conditions, especially whether the crash condition involves a probable or actual deformation of a region of the vehicle 200 associated with a front wheel 212, 214 of the vehicle 200 as a result of an offset frontal collision with an object O.

In a simple implementation, the sensor unit 250 consists of a single sensor, such as a contact or force sensor, configured to detect an ongoing deformation in the region of any of the front wheels 212, 214. In more complex implementations, the sensor unit 250 comprises a sensor network of the vehicle 200, including, for example, radar, optical sensors, especially cameras, ultrasonic, and/or any type of pre-crash and crash sensors, which is configured to provide sensor data based on which the control unit 260 can determine a type of the crash condition, especially whether the crash condition will likely involve deformation of the front wheel arrangement in the immediate future in consequence of a collision. As indicated in Fig. 2A by the short, curved arrows near the steerable front wheels 212, 214, when an imminent or ongoing, frontal and offset, collision of the vehicle 200 with an obstacle O is detected by the sensor unit 250, the steering system 220 initiates a steering operation towards a side that is opposite the side of the offset collision. In particular, a sensor signal corresponding to the detected imminent or ongoing crash condition is output by the sensor unit 250 to the control unit 260. The control unit 260 determines the crash condition based on the sensor signal and generates a control signal, which is output to the one or more actuators 226 to steer the front wheel 212 accordingly. In preferred examples, a functionality to operate the steering system 220 by manual input via the steering wheel 222 is switched off during this process.

Fig. 2B shows a situation subsequent to the scenario shown in Fig. 2A. Identical reference signs as in Fig. 2A denote identical features of the vehicle 200. In the situation shown in Fig. 2B, the vehicle 200 is currently colliding with the obstacle O. In the shown situation, the obstacle O has reached contact with the front wheel 212. Controllable steering operations are typically no longer possible from this moment. However, as indicated by the larger arrows and the larger steering angle of the front wheels 212, 214 compared to the situation in Fig. 2A, the period between the detection of an ongoing or immediately imminent collision and the moment in which control over the front wheels terminates allows in typical cases for producing a steering angle towards the side opposite the side of the collision, in which the steering angle is sufficiently large to avoid an outward steering angle becoming inflicted on the front wheel 212 by the collision with the obstacle O.

Fig. 2C illustrates the effect of applying the described steering operation to the front wheel 212 upon detection of an offset frontal collision. Fig. 2C shows a situation subsequent to the scenario shown in Fig. 2B. In the situation shown in Fig. 2C, the collision of the vehicle 200 and the obstacle O has proceeded further, corresponding to a stadium prior to that shown in Fig. 1C. As in Fig. 1C, the front wheel 212 has broken out of the steering joint 218, and its suspension in the wheel arch 204 is deformed. However, different from the situation in Fig. 1 C, a rearward portion of the front wheel 212 has not become oriented towards the driver space 240. Instead, a rearward portion of the front wheel 212 is directed outwardly relative to the space 240.

Fig. 2D shows a situation subsequent to the scenario shown in Fig. 2C. Similar to the stadium in Fig. 1C, the obstacle O intrudes into the original shape of the vehicle 200, approximately until a steering gear of the steering system 220. Furthermore, the front wheel 212 has broken out of its suspension and out of the wheel arch 204. However, as described in connection with Fig. 2C, a rearward portion of the front wheel 212 has been pushed outwardly relative to the space 240 in a passenger’s compartment associated with the seat

242.

By the described functionality of the steering system 220 and the sensor unit 250, crash mitigation is provided, in particular in case in which an ongoing collision has been detected or an imminent collision has been detected as being unavoidable by a crash avoiding manoeuvre.

As described in connection with Fig. 2B, the steering system 220 uses the period from the detection of a starting or an immediately, especially unavoidably, imminent collision until the probable failure of the steering system in consequence of the collision for applying a steering angle to the affected front wheel. The steering angle that can be produced in that period, for example, starting from a forward orientation of the wheels at the moment when collision is initially detected, is ideally large enough to ensure that the affected front wheel will be pushed outwardly in the course of the collision while not being pushed towards a passengers’ compartment of the vehicle.

With typical steer-by-wire or autonomous steering systems and typical actuator speeds, a steering wheel input of ca. 1000 degrees per second, corresponding to 2.77 steering wheel turns per second, can be emulated in combination with a rack ratio of ca. 1 to 1.5 turns of the steering wheel to obtain a maximal steering angle, i.e. , full lock, starting from a forward orientation. This corresponds to a period of 0.36 to 0.54 milliseconds for obtaining a maximal steering angle. It is expected that this period can be reduced further to 0.1 to 0.3 milliseconds by present developments in steer-by-wire technology. Furthermore, with typical response times and vehicle speeds, a period of ca. 25 to 50 milliseconds can be realistically assumed to be available for the described operation of the steering system from the moment when a starting or immediately, especially unavoidably, imminent collision has been detected until the expected failure of the steering system and a breaking of the front wheel arrangement. In combination, this will allow for a steering angle between ca. 3 degrees (for a conservative estimate of 25 milliseconds available and an actuating speed of 300 milliseconds until full lock) and ca. 17 degrees (for a preferable estimate of 50 milliseconds available and an actuating speed of 100 milliseconds until full lock). In any of these cases, a probability of the front wheel becoming pushed into the passengers’ compartment and, consequently, a risk of injury to a person inside the vehicle in the described scenarios, is effectively reduced.

Fig. 3 shows schematically and exemplarily a control unit 300 for crash mitigation in a vehicle. In some examples, the control unit 300 is functionally identical to the control unit 260 as described in connection with Figs 2A to 2D. The control unit 300 comprises a processor unit 310 and a memory device 320 communicatively coupled to the processor unit 310. The control unit 300 further comprises at least one input interface 312 and at least one output interface 314. By executing program code which is stored by the memory device 320, the processor unit 310 is configured to perform the crash mitigation operation as described above in connection with Figs 2A to 2D. To this end, the processor unit 310 is configured to receive one or more sensor signals from a sensor unit via the input interface 312. In addition, the processor unit 310 is configured to generate and output one or more control signals towards a steering unit, for example, a steering actuator, via the output interface 314.

Fig. 4 shows schematically and exemplarily a system 400 for crash mitigation in a vehicle. The system 400 comprises a sensor unit 410, a control unit 420, and a steering unit 430, for example, a steering actuator. The control unit 420 is communicatively coupled to each of the sensor unit 410 and the steering unit 430. In some examples, the sensor unit 410 is functionally identical to the sensor unit 250. Moreover, in some examples, the control unit 420 is functionally identical to the control unit 260 or 310, and the steering unit 430 is functionally identical in some examples to the steering unit 226, as described in connection with Figs 2A to 2D and 3.

Fig. 5 shows a flow diagram method 500 for crash mitigation in a vehicle, in particular for use with a steer-by-wire and/or autonomous steering system of the vehicle, as described, for example, in connection with Figs 2A to 2D.

The method 500 comprises receiving, by a control unit of a vehicle and from at least one sensor unit of the vehicle, a sensor signal indicative of a detected crash condition of the vehicle, step 510. The crash condition involves a deformation of the vehicle in a region of a front wheel. The method 500 further comprises generating, by the control unit and in response to the received sensor signal, a control signal for output to a steering unit of the vehicle, step 520. The control signal is configured to cause the steering unit to steer the front wheel towards a predetermined orientation. The method 500 further comprises outputting, by the control unit, the control signal to the steering unit.

Claims

1. Method (500) of crash mitigation in a vehicle (200), in particular for use with a steer- by-wire and/or autonomous steering system (220) of the vehicle (200), the method comprising: receiving (510), by a control unit (260; 300; 420) of the vehicle (200) and from at least one sensor unit (250; 410) of the vehicle (200), a sensor signal indicative of a detected crash condition of the vehicle (200), the crash condition involving deformation of the vehicle (200) in a region of a front wheel (212) of the vehicle (200); generating (520), by the control unit (260; 300; 420) and in response to the received sensor signal, a control signal for output to a steering unit (226; 430) of the vehicle (200), the control signal configured to cause the steering unit (226; 430) to steer the front wheel (212) towards a predetermined orientation; and outputting (530), by the control unit (260; 300; 420), the control signal to the steering unit (226).

2. The method according to claim 1, wherein the crash condition includes an ongoing or immediately imminent collision of the vehicle (200) with an obstacle (O).

3. The method according to claim 2, wherein the collision is an at least essentially frontal collision with the obstacle (O), the collision being offset towards a first lateral side (L) of the vehicle (200).

4. The method according to claim 3, wherein the predetermined orientation of the front wheel (212) corresponds to a steering angle directed towards a second lateral side (R) opposite the first lateral side (L) of the vehicle (200).

5. The method according to claim 3 or 4, wherein the front wheel (212) is associated with, in particular arranged near, the first lateral side (L) of the vehicle (200).

6. The method according to any of the preceding claims, wherein the crash condition involves deformation of an arrangement of the front wheel (212) in relation to at least one seat (242) of the vehicle (200).

7. The method according to claim 6, wherein the crash condition involves intrusion by the front wheel (212) into a passenger’s space (240) associated with the at least one seat (242).

8. The method according to claim 6 or 7, wherein the at least one seat (242) is associated with, in particular arranged near, the first lateral side (L) of the vehicle (200).

9. The method according to any of the preceding claims, wherein the control unit (260) is further configured to disable, in response to the received sensor signal, manual steering of the vehicle (200).

10. Computer program product comprising portions of program code which when executed by a processor unit (310) of a control unit (260; 300; 420) of a vehicle (200) cause the control unit (260; 300; 420) to perform the method according to any one of claims 1 to 9.

11. Control unit (260; 300; 420) for a vehicle (200), in particular for use with a steer-by- wire and/or autonomous steering system (220) of the vehicle (200), the control unit (260;

300; 420) comprising at least one processor unit (310) and at least one memory device (320) coupled to the at least one processor unit (310), the control unit (260; 300; 420) configured to perform the method according to any one of claims 1 to 9.

12. Crash mitigation system (226, 250, 260; 400) for a vehicle (200), in particular for use with a steer-by-wire and/or autonomous steering system (220) of the vehicle (200), the crash mitigation system (226, 250, 260; 400) comprising: a control unit (260; 420) according to claim 11 ; at least one sensor unit (250; 410) configured to detect a crash condition of the vehicle (200), the crash condition involving deformation of the vehicle (200) in a region of a front wheel (212) of the vehicle (200), and output a sensor signal indicative of the crash condition toward the control unit (260; 420); and a steering unit (226) configured to receive a control signal from the control unit (260; 420) and to steer the front wheel (212) in accordance with the control signal.

13. Vehicle (200) comprising a crash mitigation system (226, 250, 260; 400) according to claim 12.