Methods for influencing the movement of a vehicle

Abstract

Method for influencing the motion of a vehicle (1), wherein the frictional forces resulting from a longitudinal acceleration and a steering angle requested by the driver are distributed on the wheels as a function of determined environmental information (2, 3, S1, S2) in such a way as to influence the longitudinal and lateral acceleration of the vehicle (1) in order to avoid a collision with at least one detected obstacle (3) or to reduce the consequences of an unavoidable collision, wherein the distribution of the frictional forces is variable over time and the effectiveness of the method is changed when certain pressure parameters on the brake and / or accelerator pedal are exceeded, wherein the mechanical resistance of the brake or accelerator pedal depends on the availability and / or the predicted probability of success of the application of the method.

Description

[0001] The invention relates to a method for influencing the movement of a vehicle to avoid collisions or to reduce the consequences of an unavoidable collision.

[0002] Such a procedure is described in WO 00 / 61 413 A1 within the context of a lane keeping system or lane departure warning system. Here, a target path for the vehicle is determined to avoid collisions and compared with the vehicle's actual path. Depending on the result of this comparison, at least one wheel brake is then applied. If the vehicle is already braking, the brake pressure can also be increased at one wheel brake and decreased at the other wheel brake on the same axle. The reduction of brake pressure at one wheel and the simultaneous increase of brake pressure at another wheel on the same axle should be carried out in such a way that the vehicle is not decelerated less than before. This intervention causes the driver to feel a slight swerve of the vehicle. This is intended to inform the driver that they are deviating from the determined target path.

[0003] Furthermore, DE 10 2005 003 274 A1 discloses a method for avoiding or mitigating the consequences of collisions when swerving to avoid obstacles, wherein at least one obstacle is detected and its data is determined. Based on this data, a favorable vehicle deceleration is determined to support an evasive maneuver, and the vehicle is decelerated accordingly in an emergency situation, enabling the driver to drive a favorable evasive trajectory. The braking intervention occurs at a point in time from which a collision can only be avoided by a correct combination of braking and steering. In a further development, the steering is also intervened to avert a collision. Even if the driver can override the braking intervention and, if applicable, the steering intervention, such systems can be considered critical, as they essentially relieve the driver of responsibility.

[0004] Finally, DE 103 28 062 A1 discloses a method for improving the safety of road users involved in an accident by initiating measures to reduce the consequences of the accident for all road users involved in an unavoidable accident upon early detection of the accident. In particular, depending on the identified potential accident damage, intervention is initiated in the braking system, the steering system, the chassis system, the engine control, or the restraint system. These interventions influence the movement of the vehicle to prevent the accident or to reduce its consequences.

[0005] Besides systems that autonomously intervene in vehicle control, other systems exist that merely assist the driver in carrying out their driving instructions. For example, an anti-lock braking system (ABS) ensures vehicle stability and steerability during braking by preventing wheel lock-up through repeated, controlled braking within a single second. Even under challenging and varied road conditions, steerability is partially maintained, while ensuring a very short braking distance.

[0006] In addition to such anti-lock braking systems, dynamic stability control systems are also known, which prevent oversteer and understeer of the vehicle by targeted interventions in the engine and brakes, as is known from the DSC system (Dynamic Stability Control).

[0007] Despite such safety systems, even experienced drivers find it difficult to optimally assess the road surface friction or the vehicle's reaction during emergency braking in critical situations, and to find the optimal balance between steering and braking, especially in relation to a specific traffic situation, in order to avert an impending collision. Most drivers tend to prioritize either steering or braking in critical situations, neglecting the other control variable. However, the balance between braking force and the vehicle's lateral dynamics is crucial for the outcome of many critical situations.

[0008] Further relevant state of the art is revealed in DE 10 2005 023 832 A1, EP 0 967 121 A2, DE 102 31 557 A1 and DE 10 2005 012 037 A1.

[0009] The object of the invention is now to provide a method for optimizing the braking and steering behavior of a vehicle, especially for critical situations.

[0010] This problem is solved according to the invention by the subject matter of the independent patent claim. Advantageous further developments are the subject matter of the dependent patent claims.

[0011] The invention utilizes the operating principle of an ABS system, in which braking force is increased by not permanently locking the wheels, but rather allowing a certain amount of slip for each wheel individually. In this way, the friction between the wheel and the road surface can be significantly increased and distributed evenly (or according to specifications) between the wheels. Because the wheels are not completely locked during braking, the ABS also enables force distribution for lateral dynamics; that is, slight steering input is possible even during emergency braking. The force distribution between steering and braking, which influences the longitudinal and lateral acceleration of the vehicle, is determined by the permissible wheel slip. In the ABS system, this slip is set based on the vehicle's odometric data.

[0012] The invention is based on the understanding that controlling or regulating wheel slip allows for intervention in both the longitudinal and lateral dynamics of the vehicle. Due to the longitudinal acceleration and steering angle requested by the driver, frictional forces are generated at the wheels. By controlling the brakes, these frictional forces can be distributed in such a way that, depending on their distribution or ratio to each other, they allow or enable a greater intervention in the longitudinal or lateral acceleration of the vehicle.

[0013] The invention is therefore characterized in that the vehicle's movement for collision avoidance is influenced based on automatically acquired environmental information, e.g., with a detected obstacle, such that the frictional forces resulting from a longitudinal acceleration and a steering angle requested by the driver are distributed according to the acquired environmental information in such a way as to avoid a collision with the detected obstacle. This means that the distribution between braking and steering is dependent on the environmental information. This allows the vehicle's trajectory to be optimized.

[0014] Unlike the controversial active steering intervention, the decision to initiate an evasive maneuver remains with the driver. If only an evasive maneuver into the oncoming lane is possible, but the driver cannot see it, they can refrain from attempting the maneuver. However, if, for example, the driver has also steered during emergency braking, the system can assume that they intend to evade and can optimize the vehicle's trajectory during braking for maximum effectiveness and the lowest possible risk of collision.

[0015] Longitudinal acceleration usually refers to negative acceleration, i.e., deceleration. However, it can also refer to positive acceleration, for example, if the driver believes that accelerating the vehicle will prevent a collision with an obstacle. An obstacle can be either stationary or moving, such as other road users.

[0016] Advantageously, the distribution of frictional forces is achieved by controlling the wheel slip at at least one wheel. This means that the wheel slip at each wheel is controlled in such a way that the effectiveness of the evasive maneuver initiated by the driver is regulated depending on the obstacle by appropriately locking and spinning the wheels.

[0017] Wheel slip control for increasing braking force or achieving a predetermined or maximum braking force can be implemented analogously to the wheel slip control of an ABS system. This means the wheels are not permanently locked; instead, controlled spinning is permitted for each wheel if necessary. If a stronger influence on lateral acceleration in a specific direction is desired, the wheels are less locked, thus allowing steering. The magnitude of the resulting lateral acceleration and its rate of change over time can be precisely controlled.

[0018] If the acceleration requested by the driver is a negative acceleration, i.e., a deceleration, then the method according to the invention would primarily be effective only if a deceleration is requested that is strong enough to cause at least one wheel to lock at least once. In principle, this applies to most critical situations. However, in the event that the driver does not press the brake pedal hard enough, methods for amplifying the braking effect are known that initiate full braking upon a registered pressure increase in the braking system exceeding a predetermined pressure limit. This means that even if the driver presses the brake pedal only relatively briefly but very quickly, the full braking force is built up and maintained as long as the driver does not press the brake pedal with less force than the required minimum force.

[0019] To enable a distribution of frictional forces according to the invention by controlling wheel slip even in cases where the driver does not press the brake pedal hard enough, the deceleration effect requested by the driver is also taken into account a deceleration effect requested by the driver and / or an automatically requested deceleration effect. The automatically requested deceleration effect can be, for example, the deceleration effect requested by a brake support system or a cruise control system (possibly with distance control), or by another brake assist system, or even by a fully automatic driving system that, for example, steers the vehicle largely independently. If the vehicle is equipped with a system for autonomous longitudinal acceleration, even the deceleration effect generated by this system can be taken into account.

[0020] According to the invention, the distribution of frictional forces influencing longitudinal and lateral acceleration is not constant over time, but variable, so that an optimal trajectory for collision avoidance can be driven. Depending on the traffic situation, the shortest possible braking distance may also be the goal. This would mean increasing longitudinal acceleration while largely foregoing influencing lateral acceleration, particularly through steering. Thus, the distribution of frictional forces can also be continuously recalculated or adapted based on changing environmental information.

[0021] Ideally, the resulting frictional forces are distributed at the wheel in such a way that, during at least one longitudinal maneuver phase, the frictional forces predominantly influence the vehicle's longitudinal acceleration, i.e., they actively affect the longitudinal acceleration. During at least one lateral maneuver phase, the frictional forces predominantly influence the lateral acceleration by allowing the vehicle to steer. Thus, during a longitudinal maneuver phase, the focus is placed on vehicle deceleration (or, if applicable, vehicle acceleration), and during a lateral maneuver phase, on the vehicle's steerability. Within a longitudinal or lateral maneuver phase, the distribution of frictional forces can again be variable. This allows for progressive steering tailored to the current traffic situation, even if the driver maintains a constant (even excessively large) steering angle during the evasive maneuver.

[0022] Advantageously, the respective duration or length and / or the coordination, i.e. the temporal sequence of the successive maneuver phases with a predominant braking component and the maneuver phases with an increased effect of the steering component, can be determined depending on the environmental information obtained, in particular on pre-calculated possible collisions.

[0023] When approaching an obstacle, the braking trajectory must be optimized to avoid a collision. In most cases, it makes sense to first concentrate the full frictional force on all wheels to decelerate the vehicle, thus initiating a longitudinal maneuver phase with, if necessary, maximum possible longitudinal deceleration. Once a certain deceleration is reached, or steering is required due to the current distance to the obstacle, the frictional force at the wheels is distributed in such a way that steering is permitted. This is particularly advantageous because steering is significantly more effective at lower speeds. However, situations may also arise where a lateral maneuver phase to allow steering is preferable, followed by a longitudinal maneuver phase for deceleration or acceleration.Various successive combinations of longitudinal and lateral maneuvering phases are also conceivable, occurring, for example, when an obstacle on the road must be avoided at high speed (brake - steer - brake - steer). The longitudinal or lateral maneuvering phase is initiated continuously with the aim of just barely avoiding the obstacle. This also prevents, as far as possible, the unnecessary and statistically very frequent leaving of the roadway after an evasive maneuver.

[0024] The determination of potential collisions can be carried out in various ways. Since the position of other road users can change significantly in the few seconds that an evasive maneuver lasts, the distribution of frictional forces, in particular the length of the longitudinal maneuver phase (predominantly braking) and the lateral maneuver phase (with a greater influence of steering), can be determined by predictive extrapolation of the pre-calculated trajectories of the road users or a pre-calculated collision or collision probability. Here, the position of the road users relevant to the outcome of a traffic situation, as well as the driver's own pre-calculated position at specific times, is taken into account in order to calculate the optimal evasive trajectory for the maneuver.

[0025] Advantageously, the behavior of obstacles, such as their current speed, acceleration, etc., can be detected and evaluated using environmental perception systems such as camera systems, LiDAR, radar, or a fusion of various sensor-based systems. The current position of the obstacles, their speed and acceleration, as well as the obstacle class (e.g., wall, car, truck, pedestrian, cyclist, animal) can be recorded. Based on changes in the obstacle's position and / or the predefined behavior of the object class to which the obstacle is assigned, a probability distribution function for its future position can be calculated for at least one future time. Similarly, a probability distribution function for the vehicle's own location can also be calculated for at least one future time. This can, for example,are based on the vehicle's own sensor readings, operation of the accelerator, brake, steering wheel and / or data from a navigation system.

[0026] By superimposing the probability functions for the location of objects at one or more points in time, the position, time, and probability of possible collisions can be calculated. This can, in turn, be used to decide how far the evasive maneuver must and / or may go.

[0027] In the method according to the invention, the probability of a collision and its likely consequences can be weighted. Based on this weighting, the distribution of frictional forces is then adjusted to influence longitudinal and / or lateral acceleration. This advantageously allows the braking process or evasive maneuver to be optimized by considering not only the consequences of the accident itself, but also its severity, the number of road users involved in an unavoidable collision, and / or traffic violations. This would mean, for example, that in an unavoidable collision, a single collision with one vehicle traveling at 10 km / h is preferable to a collision with two vehicles, each traveling at 5 km / h.Since traffic regulations are country-specific, they can be set depending on the country of registration and / or automatically depending on the current country where the vehicle is located. This information regarding the vehicle's location can be obtained, for example, from the data of a navigation system.

[0028] Advantageously, in the case of multiple possible collisions, those collisions that pose a higher potential danger and / or have a higher probability of occurrence than the other possible collisions can be avoided. The decision regarding the distribution of longitudinal and lateral acceleration is made based on the result of a comparison between a possible predicted collision, including its estimated consequences and / or its probability of occurrence, and at least one other predicted collision and / or its respective probability of occurrence. In the simplest case, the consequences of a collision result directly from the identified object class. For example, a collision with a vehicle is less severe than one with a pedestrian.

[0029] Advantageously, the distribution of frictional forces to influence longitudinal and lateral acceleration can be determined based on predicted reactions of at least one obstacle. These reactions are predictable primarily based on statistical insights into the behavior of an object class to which the obstacle has been automatically assigned. This includes, for example, the physical and psychological characteristics inherent to an object of a specific class. The physical motion properties of an object of a particular class already allow for a reasonable limitation of its possible future positions. For instance, an object of the "truck" class is not expected to move laterally to its longitudinal axis independently of its longitudinal motion or to exceed a certain turning radius. While predicting psychological reactions is not easy, the distribution of friction forces can take into account how another road user is likely to react in the given situation. In certain situations, a good case distinction can be made, for example, when another vehicle is approaching an obstacle and might swerve into the lane. By automatically assigning a detected obstacle to a predefined object class, possible reactions can also be predicted based on statistical insights. For example, if an object is identified as a deer, it can be predicted with a very high degree of probability that the deer will run forward when threatened. Taking this highly probable reaction into account, the distribution of frictional forces can be optimally determined, thus avoiding a collision.

[0030] Advantageously, the current coefficient of friction between the tire and the road surface, which can be determined, for example, by measuring the wheel slip, can also be taken into account when distributing the frictional forces. The optimum distribution can thus be found, for instance, by measuring the wheel slip at the beginning of a full braking maneuver with a known braking torque applied to the wheel. This, in turn, allows the distribution of frictional forces to be optimized according to the obstacle situation and the current road surface conditions with regard to friction.

[0031] This adjustment can be performed for each wheel and at each time point. The adjustment can be implemented as a control system. The determined coefficient of friction can also be used for the calculation or correction of the probability density function according to the invention.

[0032] In a further embodiment of the method according to the invention, after passing the obstacle, under certain conditions the frictional forces can be distributed in such a way that the wheels are completely locked. After a successful evasive maneuver, the driver may fail to counter-steer in time and thus risk leaving the road. According to the invention, this can be avoided by completely locking the wheels after the obstacle has been navigated – in the event that the driver does not counter-steer, or does not counter-steer in time – contrary to the normal operation of an ABS system. This would largely eliminate the undesirable after-effect of a turned steering wheel. However, if the driver has counter-steered in time, the balance between braking and steering can be adjusted in favor of the counter-steering maneuver.

[0033] In addition to obstacle detection, the optimal trajectory or distribution of frictional forces to influence the longitudinal and lateral acceleration of the vehicle in a critical situation can also be determined based on detected lane boundaries or the lane's curvature. This ensures that the vehicle does not unnecessarily leave the roadway if an evasive maneuver is possible within the lane boundaries. According to the invention, the distribution can also be calculated taking into account information about the lanes and / or their boundaries obtained from a so-called Time-to-Line-Crossing (TLC) system. A TLC system with extended functionality can also monitor oncoming traffic. This allows information to be obtained about the volume and direction of traffic in the adjacent lane.

[0034] Thus, in an advantageous embodiment of the invention, the distribution of frictional forces to influence longitudinal and lateral acceleration can also be determined depending on the traffic situation of a pre-calculated alternative lane.

[0035] In an advantageous embodiment of the invention, the information available in the TLC system, for example, can also be used for automatically assessing the danger of an evasive maneuver or directly for the optimal distribution of frictional forces, even when the adjacent lane cannot be seen by the driver at the time of the critical situation (e.g., before or in a curve). Information about the detection of an obstacle in the blind spot area, obtained from the TLC or other systems—e.g., ultrasound- or radar-based systems—can also be used. This allows the system to check whether the vehicle is being overtaken at the time of the critical situation, ensuring that the evasive maneuver is not more damaging than a collision with the obstacle in front of the vehicle.If the latter is the case, the distribution of frictional forces can be controlled in such a way that the steering process is weakened or eliminated by a corresponding wheel slip.

[0036] Especially when dealing with "living" obstacles such as people and animals on the road, an infrared-based object-recognition system (e.g., a so-called night vision system) can contribute to obtaining information about obstacles. This system can particularly well detect and classify "living" obstacles. According to the invention, the object's behavior (e.g., maximum speed) can also be estimated based on this classification.

[0037] Advantageously, the traffic situation, in particular the history and / or a statistical measure of the frequency of use of the emergency lane during a specific time interval before intervention in the distribution of frictional forces becomes necessary, can also be incorporated. If insufficient data is available to determine the current traffic situation, statistical values ​​regarding traffic flow speed and traffic density are used to determine the distribution. For example, if the potential emergency lane is not "visible" at the time an evasive maneuver is initiated, a measure of the emergency lane's frequency can be derived from the recorded history, and from this, a collision probability with a vehicle in the emergency lane can be calculated.Depending on this, a decision can then be made as to whether an evasive maneuver into the escape lane should be supported, or whether the driver's steering intervention towards the escape lane should be made more difficult by locking the wheels.

[0038] Further optimization can be achieved using information about "stationary" conditions such as the number of lanes on a road, its direction of travel, or immovable obstacles, which is available, for example, from navigation system data. Advantageously, the distribution of frictional forces to influence longitudinal and lateral acceleration can thus also be adjusted based on navigation system data, particularly regarding the further course of the road and / or route.

[0039] Advantageously, in a critical situation, the driver can selectively activate, deactivate, or discreetly or continuously control the effectiveness of the system for influencing the vehicle's movement, depending on their assessment. The system's effectiveness can be divided into different activation levels, ranging from "activating only a slight optimization of the trajectory" to "activating a stronger intervention in the trajectory, including active steering," and / or a maximum possible effectiveness can be specified continuously or in stages. Thus, in a situation that overwhelms them, the driver can, for example, activate a more pronounced effect of the system.

[0040] The method is particularly preferred when its effect depends on the force applied to the brake or accelerator pedal. The method can be activated in stages by applying the brake or accelerator pedal, for example, by exceeding certain predefined parameters regarding maximum force or the acceleration of the pressure rise. Alternatively, the method can be activated only after exceeding a pressure force sufficient for conventional full braking or the kickdown mode of an accelerator pedal.

[0041] The brake and / or accelerator pedal can also be interactively equipped with a special mechanical resistance that must be overcome by the driver when pressing the pedal in order for the process to activate.

[0042] According to the invention, the mechanical resistance that must be overcome to control the method according to the invention is designed to depend on the availability and / or the automatically estimated probability of success of the method in the given situation. For example, if the vehicle's environment is recognized with a high degree of certainty and exactly one optimal way of influencing the vehicle's movement is calculated clearly and consistently, the pedal can yield more easily to the driver's foot pressure than if the method could not calculate a clearly preferred way of influencing the movement or if it is currently unavailable.

[0043] Alternatively or additionally, the effectiveness of the method can also be controlled by a combination of operating a brake or accelerator pedal with another control element or by performing another operating procedure. Preferably, the method is activated during every full braking maneuver and / or every kickdown, but can be selectively metered or deactivated by operating another control element.

[0044] The drawing illustrates an embodiment of the invention. The single figure shows a traffic situation, which is used to explain an optimal distribution of frictional forces to influence the longitudinal and lateral acceleration of the vehicle.

[0045] The figure shows a vehicle 1 intending to travel straight ahead in lane S1. In the opposite lane S2, another vehicle 2 is approaching from the opposite direction. A third vehicle 3 is approaching from the right, entering the main road (S1, S2). To avoid a collision with the third vehicle 3, the driver of the first vehicle 1 initiates emergency braking, activating the anti-lock braking system (ABS). Simultaneously, the driver attempts to evade the third vehicle 3 by steering to the left.

[0046] If the first vehicle is equipped only with a conventional anti-lock braking system, which controls wheel slip only depending on odometric data - but independently of the vehicle environment - the vehicle will move along trajectory A.

[0047] If, however, vehicle 1 is equipped with a system for controlling wheel slip according to the invention, a target path would be determined according to line B or C, depending on the environmental information obtained. Trajectory B shows a path that would result if the frictional forces were distributed according to the environmental information obtained—in this case, depending on the position and speed or direction of movement of vehicles 2 and 3, and possibly the road surface—such that, up to point B1, the frictional forces predominantly contribute to the longitudinal acceleration of the vehicle. This means that during this longitudinal maneuvering phase, only minimal wheel spin is permitted, or the wheels are completely locked.

[0048] From point B1 onwards, the available frictional forces are distributed in such a way that during this lateral maneuver phase, the frictional forces predominantly contribute to lateral acceleration, meaning that steering towards the adjacent lane S2 is permitted. This distribution strategy offers the advantage that vehicle 1 is initially decelerated to its maximum extent, and steering is only permitted from a later point in time (at a significantly lower speed). Point B1, or rather the corresponding time, is calculated from the actual or predicted speed of the vehicle, the determined current coefficient of friction between the wheels and the road surface, and the behavior of the obstacles, such that the evasive steering maneuver is sufficient to avoid the obstacle.

[0049] Trajectory C shows a path that would result if the frictional forces were distributed according to the determined environmental information in such a way as to enable so-called progressive steering. This means that the intervention occurs in such a way that, throughout the entire evasive maneuver, alternating periods of increased braking or steering are permitted, allowing the vehicle to follow the optimal trajectory C. Besides the significantly shorter braking distance, trajectory C offers an additional advantage over trajectory B. This advantage lies in the orientation of vehicle 1 after the evasive maneuver is completed, since vehicle 1 is not as sideways in trajectory C as in trajectory B. As a result, vehicle 1 can merge back into the normal flow of traffic much more easily.

[0050] The method according to the invention enables an optimal distribution of the braking force between longitudinal and lateral dynamics. Thus, at the beginning of the braking process, the focus is directed towards longitudinal deceleration, and only at a later point is effective steering in the direction of a determined evasive trajectory simplified.

Claims

[1] Method for influencing the movement of a vehicle (1), wherein the frictional forces resulting from a longitudinal acceleration requested by the driver and a steering angle requested by the driver are distributed on the wheels as a function of determined environmental information (2, 3, S1, S2) in such a way as to influence the longitudinal acceleration and the lateral acceleration of the vehicle (1) that a collision with at least one detected obstacle (3) is avoided or the consequences of an unavoidable collision are reduced, wherein the distribution of the frictional forces is variable over time and the effectiveness of the method is changed when certain pressure parameters on the brake and / or accelerator pedal are exceeded, wherein the mechanical resistance of the brake or accelerator pedal depends on the availability and / or the pre-calculated probability of success of the application of the method. [2] Method according to one of the preceding claims, characterized by that the frictional forces are distributed in order to avoid a collision or to mitigate the consequences of an unavoidable collision in such a way that during at least one longitudinal manoeuvre phase the frictional forces predominantly intervene in the longitudinal acceleration and during at least one lateral manoeuvre phase the frictional forces predominantly intervene in the lateral acceleration of the vehicle. [3] Method according to one of the preceding claims, characterized by that the frictional forces are distributed in such a way that a combination of longitudinal and lateral manoeuvre phases is carried out, which include two or more phases with a predominant effect on the longitudinal acceleration or lateral acceleration. [4] Method according to claim 2, characterized bythat the duration and / or length and / or coordination of the longitudinal maneuver phases for predominantly intervening in the longitudinal acceleration and lateral maneuver phases for predominantly intervening in the lateral acceleration are dependent on predicted possible collisions and / or their collision probabilities. [5] Method according to one of the preceding claims, characterized by that the distribution of the friction forces for influencing the longitudinal acceleration and lateral acceleration is carried out as a function of pre-calculated reactions of the at least one obstacle (2, 3), wherein the reactions can be predicted in particular on the basis of knowledge about the behavior of an object class to which the obstacle has been automatically assigned. [6] Method according to one of the preceding claims, characterized bythat the distribution of friction forces to influence longitudinal acceleration and lateral acceleration is carried out depending on the course of the lane (S1). [7] Method according to one of the preceding claims, characterized by that the friction forces are distributed in such a way that the alignment of the vehicle at the end of the evasive maneuver is improved, in particular for improved merging into the normal traffic flow. [8] Method according to one of the preceding claims, characterized by that the frictional forces are distributed in such a way that the optimal trajectory curve is followed to avoid collisions. [9] Method according to one of the preceding claims, characterized bythat the effect of the method depends on the force with which the brake or accelerator pedal is operated, whereby in particular the effectiveness of the method is switched on gradually by an operation of the brake or accelerator pedal which exceeds predetermined parameters with regard to the maximum force or the acceleration of the pressure increase, or the effectiveness of the method is only activated after a pressure force sufficient for conventional full braking or the kickdown mode of an accelerator pedal has been exceeded. [10] Method according to one of the preceding claims, characterized by that the distribution of frictional forces for influencing longitudinal acceleration and lateral acceleration is carried out as a function of the continuously determined wheel slip and / or friction coefficient between at least one wheel and the road surface. [11] Method according to one of the preceding claims, characterized bythat the longitudinal acceleration is a positive longitudinal acceleration and / or negative longitudinal acceleration. [12] Method according to one of the preceding claims, characterized by that the effectiveness of the method can be controlled by the driver, whereby the effectiveness can be controlled, in particular specifically activated or deactivated, by a combination of the actuation of a brake or accelerator pedal with the actuation of another control element. [13] Method according to one of the preceding claims, characterized by that the distribution of friction forces for influencing longitudinal and / or lateral acceleration is adjusted depending on the country of registration and / or the current country in which the vehicle is currently located.

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