Computer-implemented method for controlling a vehicle, powertrain control and vehicle

Abstract

The invention relates to a computer-implemented method (100) for controlling a vehicle (300) with a powertrain, comprising: receiving (110) a warning signal characterizing an obstacle along a movement trajectory of the vehicle (300) and a predetermined safety distance to the obstacle; determining (120) a safety driving speed profile of the vehicle (300) defining a predetermined safety driving speed of the vehicle (300) from a point when the safety distance is undershot, wherein the safety driving speed is based on a distance of the vehicle (300) to the obstacle and at least one safety aspect for the vehicle (300);Output (130), upon falling below the safety distance, a modulation instruction to the powertrain (310) to modulate a powertrain vibration of the powertrain (310) such that, based on the powertrain vibration, a vibration of the safe driving speed of the vehicle (300) results, wherein the modulation is further based on the safe driving speed profile and at least one damage accumulation hypothesis for the powertrain (310).

Description

[0001] The invention relates to a computer-implemented method for controlling a vehicle with a powertrain control system for controlling a powertrain of the vehicle, such a powertrain control system and such a vehicle, in particular for increasing the driver's attention in a dangerous situation.

[0002] While driving a vehicle, a driver must pay attention to various aspects to ensure safe driving. For example, an Advanced Driver Assistance System (ADAS) may be implemented in the vehicle to support the driver. Such systems can, for instance, prevent rear-end collisions or reduce the resulting damage by intervening in the vehicle's control system and, for example, initiating a reduction in the vehicle's speed in a hazardous situation. These systems can be particularly advantageous if the driver misses a dangerous situation. In such cases, the system takes over at least partial control of the vehicle, thus overriding the driver's driving instructions.

[0003] DE 10 2022 112 104 A1 discloses a method for preventing a self-driving vehicle from colliding with a vehicle ahead, wherein the self-driving vehicle is equipped with at least one braking system including an AEBS emergency braking function, a drive system, and a driver assistance system with a warning function. The driver assistance system with warning function is designed such that, upon entering a distance warning zone, a visual and / or audible warning is issued, followed by a haptic warning. Upon entering an emergency braking zone, the AEBS system then initiates emergency braking.

[0004] DE 10 2011 104 085 A1 discloses a method for implementing a haptic driver warning in a motor vehicle with a driver assistance system, a friction clutch automatically operated by means of a control unit in signal communication with the driver assistance system, and a sensor system in signal communication with the driver assistance system for detecting a state of driver fatigue. After detecting driver fatigue, the driver assistance system sends a control pulse to the control unit to modulate the friction clutch, and the friction clutch is modulated with respect to its transmissible clutch torque when in the closed state.Through communication between the driver assistance system and the control unit of the friction clutch, the friction clutch can be modulated accordingly, depending on the driver's level of fatigue. This influences the longitudinal dynamics, for example in the form of longitudinal oscillations of the vehicle, which are harmless to the vehicle's handling but are sufficient to attract the attention of even a driver who has briefly fallen asleep.

[0005] Such longitudinal vibration of the motor vehicle affects the various mechanical components of the vehicle and can shorten the service life of these components.

[0006] Furthermore, a vehicle manufacturer may use individual components from different suppliers to produce a vehicle. If such a supplier also provides a control system for that component, it is often not possible for the supplier to extend this control system to the other components.

[0007] It is an object of the present invention to provide a computer-implemented method, a powertrain control system, and a vehicle that improve upon at least one or more of the aforementioned disadvantages. In particular, it is an object of the present invention to enhance the driver's perception of a work machine operator in a hazardous situation while simultaneously minimizing the stress on the components of the work machine. Furthermore, it is a particular object of the present invention to achieve such an effect without requiring access to components such as the wheel brakes.

[0008] According to a first aspect, the task is solved by a computer-implemented method for controlling a vehicle, in particular a work machine with a drive train. The method comprises: - Receiving a warning indicating an obstacle along the vehicle's trajectory and a predetermined safety distance to the obstacle; - Determining a safe driving speed profile of the vehicle, defining a predetermined safe driving speed of the vehicle from a point when the safe distance is undershot, wherein the safe driving speed is based on a distance of the vehicle to the obstacle and at least one safety aspect for the vehicle; - Issue, upon falling below the safety distance, a modulation instruction to the powertrain to modulate a powertrain vibration such that, based on the powertrain vibration, a vibration of the vehicle's safe driving speed results, wherein the modulation is further based on the safe driving speed profile and at least one damage accumulation hypothesis for the powertrain.

[0009] Consequently, the proposed method can generate a haptic warning for the driver via the powertrain, as the vehicle's oscillation at the safe driving speed alternates between faster and slower speeds, particularly the safe driving speed. This causes the driver to experience a physical back-and-forth oscillation, similar to the engine "stuttering." The torque transmission from the engine to the vehicle's tires is designed to efficiently transfer torque with minimal stress on components such as the clutch.For this purpose, damage accumulation hypotheses exist, including, for example, the Miner method and / or condition monitoring, to calculate the service life by comparing the stresses (stress collective) with the stress capacity (component S-N curve) and to determine corresponding value ranges for adjusting the vehicle components, especially the powertrain. Based on knowledge of the service life, including wear and load capacity of the clutch, its ability to transmit torque over a longer period, and the expected temperatures in the clutch, the torque can be modulated accordingly. In particular, the modulation can be carried out in such a way that a vibration clearly perceptible to the driver is induced while simultaneously minimizing damage to the individual components in the powertrain.The inventors of the present application have advantageously recognized that a haptic warning is more readily perceived by the user, given the already numerous acoustic and visual stimuli present during travel. However, vibrations of one or more drivetrain components would, without further limitations, lead to a reduction in their service life. Accordingly, it is proposed to implement the modulation based on at least one damage accumulation hypothesis to reduce and / or minimize stress on the drivetrain. Furthermore, the modulation can also reduce the driving speed, particularly the safe driving speed. Consequently, no control system or direct intervention in the wheel brakes is required, thus enabling a drivetrain supplier to advantageously provide such a warning capability.In addition, the proposed procedure can easily be retrofitted to existing vehicles or implemented by modifying the existing software.

[0010] The vehicle can be a working machine, in particular an agricultural machine, construction machine, or forestry machine. The working machine can be designed to perform a task, for example, to cultivate a field. The vehicle, in particular the working machine, can include an attachment that is coupled to and / or mounted on the vehicle or the working machine. The vehicle, in particular the working machine, can include a front loader, a rear loader, a plow, a seed drill, and / or an attachment designed for agricultural, construction, or forestry use.

[0011] The obstacle can be identified by a perception system. This perception system can then issue a warning.

[0012] The vehicle may be at least partially autonomous and / or have a driver assistance system.

[0013] The motion trajectory can be determined by a motion planning system. This system can include a perception system, a mapping and localization module, and / or a behavior planning module to enable at least partially autonomous vehicle control.

[0014] The safe driving speed profile can define a safe driving speed for the vehicle depending on the remaining time and / or distance to the obstacle, with the safe driving speed being set by the vehicle. A speed set by the driver can be referred to as a target driving speed. If the vehicle is approaching the obstacle and falls below the safe distance, the target driving speed can be corrected to the safe driving speed. This correction can be performed by the vehicle, in particular by an in-vehicle system (for example, adaptive cruise control, ACC). Consequently, the safe driving speed profile can be executed at least partially, and in particular completely, autonomously when the safe distance is undershot. The safe driving speed profile can include the vehicle coming to a standstill.The safe driving speed profile can therefore be used to derive the safe driving speed at a specific time or for a remaining duration (based on the current and / or expected speed of the vehicle and the distance to the obstacle) and / or at a specific distance to the obstacle. Additionally or alternatively, the safe driving speed profile can be predefined and / or adapted for the specific driving situation of the vehicle.For example, a predetermined safety speed profile may be provided for reducing the vehicle's safety speed and ultimately bringing the vehicle to a standstill for stationary obstacles, while another predetermined safety speed profile for moving objects, such as in flowing road traffic, may define a safety speed of the vehicle adapted to the driving situation.

[0015] The safety distance can be a distance along the vehicle's trajectory to the obstacle or a relative distance between the vehicle and the obstacle. Alternatively or additionally, the safety distance can be encompassed by a warning zone, which defines an area around the obstacle where the safe driving speed profile must be applied. The warning zone can be further subdivided into two or more warning zones. Alternatively or additionally, the obstacle can be an occupancy of a zone around the vehicle. Consequently, it can be an occupancy within the vehicle's occupancy grid.

[0016] At least one safety aspect can be one that characterizes the safety of the vehicle, other road users, the driver, and / or the vehicle's occupants. This safety aspect can define a safety value depending on one or more vehicle parameters, such as the vehicle's current speed. The safe driving speed profile can define the safe driving speed in such a way that a predetermined safety value for this safety aspect is achieved. For example, it can be specified that, to prevent bruising due to sudden braking, the driving speed is reduced to a safe driving speed for a predetermined period to ensure smoother braking.

[0017] Powertrain vibration modulation can include inducing or generating powertrain vibration and / or modifying an existing powertrain vibration such that it results in vibration at the safe driving speed. Powertrain vibration modulation can also include pulsing of the powertrain vibration.

[0018] The safe driving speed can be a vehicle speed that decreases with decreasing distance to the obstacle. Modulation can be based on the safe driving speed profile such that, on average, the driving speed decreases according to the safe driving speed profile with decreasing distance to the obstacle. By changing the clutch engagement of a drivetrain clutch, the transmitted torque can be varied to generate the oscillations. Consequently, the vehicle speed can be a first safe driving speed when falling below the safety distance, and as it approaches the obstacle, the driving speed is reduced to a second safe driving speed, the second being slower than the first.

[0019] The damage accumulation hypothesis can be configured to determine a load based on the powertrain vibration and an actual value of at least one powertrain parameter. The powertrain vibration itself can also be taken into account. The method can further include determining at least one target value of the parameter to achieve a predetermined target load on the powertrain while maintaining the powertrain vibration, with the modulation instruction further configured to set the target value. The target value can be predefined. A distinction can be made between the target value and an actual value of the parameter, which indicates the current value of the parameter. The parameter can be a clutch temperature, with the target value being a temperature at which the clutch experiences a low load.The target value can be determined in such a way that the load on the drive train corresponds to a predetermined load, is minimized and / or reduced.

[0020] At least one of the powertrain vibrations and the oscillation of the safe driving speed can be predetermined. Consequently, the amplitude, frequency, and / or oscillation profile of the respective vibration can be predetermined. The oscillation of the safe driving speed can be jagged and / or wave-like. Additionally or alternatively, at least one of the powertrain vibrations and the oscillation of the safe driving speed can be based on at least one vehicle speed characterized by the current actual driving speed of the vehicle, the safe driving speed profile, and a driver input. The actual driving speed can be the current driving speed of the vehicle. An accelerator pedal position can correspond to the driver input and, in particular, characterize a target input requested by the driver.This target input can characterize the target speed and / or the target pulling force of the vehicle for towing a load such as a trailer. Alternatively or additionally, the target input can characterize one or more engine-related properties such as target torque, target combustion, and / or target engine power. Alternatively or additionally, the target input can characterize a trailer-related property such as spray output. In the case of work machines, the target input can be used to control one or more of the tasks performed by the work machine. The driver input can be an interpretation of the accelerator pedal position, a driver input, or a higher-level system such as a cruise control interface or within the framework of adaptive cruise control (ACC) functionality or a speed limiter.

[0021] Alternatively or additionally, the powertrain vibration and / or the vibration of the safe driving speed can be determined based on the vehicle's current actual vibration. Particularly in the area of ​​construction machinery, uneven surfaces may be present during operation, meaning that the vehicle's actual vibration, due to the uneven surface itself, manifests as vibrations of the driving speed and / or the housing, especially the driver's cab. To increase the operator's awareness, the modulation must therefore be such that the resulting / perceptible vibration differs from the actual vibration and is thus noticeable. The method can therefore involve receiving vibration information, particularly from a vehicle sensor, which characterizes the vehicle's actual vibration. The sensor could, for example, be an inertial measurement unit (IMU).The modulation can be or include an inertial measurement unit (IMU). The modulation can be further determined based on the actual vibration such that the powertrain vibration and / or the safety speed vibration differs from the actual vibration. In particular, the difference can be predetermined by a minimum difference in the amplitude and / or frequency of the powertrain vibration and / or the safety speed vibration from the amplitude and / or frequency of the actual vibration.

[0022] The powertrain control system can be configured to determine which part or parts of the powertrain are modulated for powertrain vibration.

[0023] The warning message can further characterize the hazard level of the obstacle, and the modulation can be further based on this hazard level. At least two hazard levels can be present. These two hazard levels can be a high and a low hazard level. At the high hazard level, the amplitude and / or frequency of the oscillation of the safety driving speed or the powertrain oscillation can be higher than at the low hazard level. An obstacle can be another vehicle, a person, an animal, or a moving or stationary object.

[0024] Modulation can occur up to a predetermined minimum distance from the obstacle, where this minimum distance is less than the safety distance. Consequently, with a safety distance of 10 meters and a minimum distance of 2 meters, the safety speed can fluctuate for the first 8 meters but cease for the last 2 meters to allow for constant braking without vehicle oscillation. Below the minimum distance, powertrain oscillation can be minimized and / or eliminated.

[0025] If the minimum distance is not reached, the procedure can further include issuing a braking instruction to the powertrain control system to brake using the vehicle's service brakes. Braking can be based on the safe driving speed profile.

[0026] The powertrain can be, and / or include, an engine, clutch, transmission, power take-off, driveshaft, differential, and / or service brake. The powertrain control system can be, or include, a control unit for controlling one or more of these elements, in particular for modulating the vibration of that element or these elements. The powertrain control system can be a higher-level control unit that controls one or more of the elements. The clutch can include one or more internal transmission elements that can exert a braking effect. This braking effect can be achieved by reducing the transmission of torque.

[0027] Furthermore, the procedure can include issuing an additional instruction for controlling a trailer coupled to the vehicle, a power take-off, and / or the vehicle's front and / or rear power lift if the safety distance is breached. This additional instruction can characterize raising, lowering, and / or alternating raising and lowering of the front or rear power lift when the safety distance is breached.

[0028] In addition to the damage accumulation hypothesis, the responsiveness of the vehicle's engine for modulation can also be taken into account.

[0029] Modulating the powertrain vibration can involve modulating the vibration of the powertrain coupling. This can be achieved by varying the transmissible torque through a modulating or pulsating adjustment of the coupling travel, so that, for example, the required torque is transmitted as an average value. The vibrations can be transmitted to the driver via a housing / connections on the vehicle.

[0030] Furthermore, the procedure can include updating the motion trajectory at one or more points in time. If it is determined that the obstacle is no longer located along the motion trajectory, the modulation and / or reduction of the safety driving speed can be terminated or not even initiated. Alternatively or additionally, the vehicle can switch to normal operation.

[0031] According to a second aspect, the task is solved by a powertrain control system for controlling the powertrain of a vehicle, in particular a machine. The powertrain control system can include a processor and / or memory. The powertrain control system includes a communication unit for receiving a warning signal characterizing an obstacle along the vehicle's trajectory and a predetermined safety distance to the obstacle. Furthermore, the powertrain control system, in particular the processor, is configured to: - Determining a safe driving speed profile of the vehicle characterizing a predetermined safe driving speed of the vehicle from a point when the safe distance is undershot, wherein the safe driving speed is based on a distance of the vehicle to the obstacle and at least one safety aspect for the vehicle; - Outputting a modulation instruction to the powertrain to modulate a powertrain vibration such that, based on the powertrain vibration, a vibration of the vehicle's safe driving speed results, wherein the modulation is further based on the safe driving speed profile and at least one damage accumulation hypothesis for the powertrain.

[0032] The safe driving speed profile can be predefined. Furthermore, the safe driving speed profile can be stored in the memory.

[0033] Features described in the first aspect relating to the method can be implemented as features of the device according to the second aspect, and vice versa, and are therefore not repeated. Determining the setpoint can be accomplished by means of the powertrain control, in particular the processor. The memory can be configured to store and provide various types of information. The communication unit can be configured to send and / or receive instructions, signals, and / or information.

[0034] The task is solved by a vehicle, comprising a powertrain control system as described in the second aspect, according to a third aspect. The vehicle can be at least partially autonomous. The vehicle can have a driver assistance system. Furthermore, the vehicle can be a work machine, in particular an agricultural, construction, or forestry machine.

[0035] Features described with respect to the first and second aspects of the invention can also be described as features of the third aspect.

[0036] The task is solved, according to a fourth aspect, by a computer program product comprising instructions that cause a powertrain control unit, according to the second aspect, and / or a vehicle, according to the third aspect, to execute the procedure according to the first aspect. The computer program product can be stored in memory. The vehicle can include such memory. The vehicle and / or the powertrain control unit can be configured to execute the computer program product. For this purpose, the vehicle and / or the powertrain control unit can each include a processor.

[0037] Preferred embodiments are explained by way of example with reference to the accompanying figures. These show: Fig. 1 a schematic representation of a computer-implemented method for controlling a vehicle; Fig. 2 a schematic diagram of the implementation of the procedure with a warning zone; Fig. 3 a schematic representation of a powertrain control system for controlling the powertrain of a vehicle; and Fig. 4 A schematic representation of a vehicle with such a powertrain control system.

[0038] Fig. Figure 1 shows a schematic representation of a computer-implemented method 100 for controlling a vehicle 300 with a drivetrain 310 and a drivetrain controller 200 for controlling the drivetrain 310. The machine can be an agricultural machine, a construction machine, or a forestry machine. The method 100 can be stored as a computer program on a memory 230 of the drivetrain controller 200 and / or on a memory of the vehicle 300. Furthermore, the drivetrain controller 200 or the vehicle 300 can be configured to execute the computer program.

[0039] Procedure 100 is used in connection with the Fig. 2 described. Fig. Figure 2 shows two sections of a warning zone, with the obstacle located in the second warning zone WZ2 or at its end. A first warning zone WZ1 adjoins the second warning zone WZ2. Furthermore, in the Fig. 2. “Perc.” represents a perception (or detection) of the obstacle and the warning zone using a perception system, and “V_ist” represents the current vehicle speed of 300. The X-axis indicates a distance to the obstacle, with the distance to the right being the Fig. 2 decreases towards the obstacle.

[0040] Procedure 100 comprises receiving a warning 110 characterizing an obstacle along the vehicle 300's trajectory and a predetermined safety distance to the obstacle. The safety distance defines the beginning of the first warning zone WZ1. As soon as the vehicle 300 enters the first warning zone WZ1, the driver's attention should be increased so that the driver perceives the obstacle in a timely manner.

[0041] The procedure 100 further comprises determining 120 a safety speed profile for vehicle 300, defining a predetermined safety speed for vehicle 300 when the safety distance is undershot. The safety speed is set by vehicle 300. The safety speed profile is in the Fig. 2 is represented by the line in the area "V_ist". Furthermore, a driver instruction FV is drawn in the area "V_ist" using a dashed-dotted line. Assuming that the driver has not yet noticed the obstacle, the driver instruction FV could, for example, be to maintain a certain vehicle speed. Consequently, the driver can define a target speed for vehicle 300 using the driver instruction. When vehicle 300 enters the first warning zone WZ1 and the associated adjustment of the safety speed, the target speed is corrected to the safety speed.

[0042] Upon entering the first warning zone WZ1, vehicle 300 maintains the safety speed defined by the safety speed profile. Before entering the first warning zone WZ1, vehicle 300 maintains the target speed specified by the driver. To enable timely braking by the driver and / or vehicle 300, a decreasing safety speed is defined in warning zones WZ1 and WZ2 as the distance to the obstacle decreases. Accordingly, in warning zones WZ1 and WZ2, the driver's target speed (FV) is adjusted to the safety speed, and the average safety speed is reduced as the distance to the obstacle decreases.

[0043] To alert the driver to the obstacle, procedure 100 further includes issuing a modulation instruction to the powertrain 310 upon falling below the safety distance or entering the first warning zone WZ1, to modulate a powertrain oscillation. The modulation is such that, based on the powertrain oscillation, a change in the vehicle's safe driving speed 300 results. As described in the Fig. As shown in Figure 2, the modulation results in a jagged driving speed profile, although the invention is not limited to this. Alternatively or additionally, it can be a wave-like and / or step-like driving speed profile.

[0044] Furthermore, modulation is performed based on the safety speed profile to reduce the average safety driving speed. To reduce stress and resulting wear on the powertrain and to optimize its service life, modulation is further performed based on at least one damage accumulation hypothesis for the powertrain.

[0045] To modulate the drivetrain vibration, the transmissible torque can be slightly varied by a modulating, in this case pulsating, adjustment of the clutch travel of a clutch in the drivetrain 310. This further results in a vibration of the vehicle 300 or its housing 300, thus providing haptic feedback for the driver.

[0046] Since various visual stimuli are already present during driving due to the driver's actions, and acoustic stimuli such as from a radio may also be present, it is particularly advantageous to send haptic signals to the driver, as there are comparatively few haptic stimuli during driving. Furthermore, modulation is based on one or more damage accumulation hypotheses to optimize the service life of the drivetrain, in this case, the clutch. Based on the damage accumulation hypothesis, value ranges for controlling the drivetrain can be determined while maintaining vibration modulation. For this purpose, the modulation, in particular the frequency and / or amplitude of the vibration, can be predefined. Thus, the driver's perception can be improved and the service life of the drivetrain optimized simultaneously.

[0047] Furthermore, in the Fig. Figure 2 shows that the modulation ends upon entering the second warning zone WZ2, specifically to initiate or trigger a braking maneuver. The braking maneuver can be performed via the wheel brakes and / or the drive train 310. The driver's instruction FV was terminated by the driver after the modulation, as the driver was now alerted to and aware of the obstacle. Accordingly, a reduction in vehicle speed and an increase in the driver's awareness can be achieved in advance, without using the wheel brakes, by means of the drive train 310, particularly the clutch.

[0048] Fig. Figure 3 shows a schematic representation of a powertrain control unit 200 for controlling the powertrain 310 of a vehicle 300, comprising a communication unit 210, a processor 220, and a memory 230. The vehicle 300 can be a working machine, in particular an agricultural machine, a construction machine, or a forestry machine.

[0049] The communication unit 210 is designed to receive a warning message, the warning message characterizing an obstacle along a movement trajectory of the vehicle 300 and a predetermined safety distance to the obstacle.

[0050] The powertrain control unit 200, in particular the processor 220, is further developed to determine a safety driving speed profile for the vehicle 300, defining a predetermined safety driving speed for the vehicle 300 when the safety distance is undershot. The safety driving speed is based on the distance of the vehicle 300 to the obstacle and at least one safety aspect for the vehicle 300, for example, a predetermined driving speed in a warning zone WZ1, WZ2, to allow for timely braking.

[0051] Furthermore, the powertrain control unit 200, in particular the processor 220, is configured to output a modulation instruction to the powertrain 310 for modulating a powertrain vibration of the powertrain 310, such that, based on the powertrain vibration, a vibration of the safe driving speed of the vehicle 300 results. The modulation is further based on the safe driving speed profile and at least one damage accumulation hypothesis for the powertrain 310.

[0052] The method 100 can be stored in the form of the computer program product on the memory 230 and executed by the processor 220.

[0053] Fig.Figure 4 shows a schematic representation of a vehicle 300 with the powertrain control unit 200 and the powertrain 310. The vehicle 300 is shown as an example of a passenger car, but the invention is not limited to this. Alternatively, the vehicle 300 can be a work machine, in particular an agricultural machine, construction machine, or forestry machine. The powertrain 310 can include and / or comprise an engine, clutch, transmission, drive shaft, retarder, and / or differential of the vehicle 300. Furthermore, the powertrain 310 can include a power take-off. Reference sign 100 Computer-implemented methods for controlling a vehicle 110 Receiving a warning message 120 Determining a safe driving speed profile 130 Outputting a modulation instruction 200 Powertrain control 210 Communication unit 220 processor 230 storage 300 vehicles 310 Powertrain FV driver specification WZ Warning Zone QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] DE 10 2022 112 104 A1

[0003] DE 10 2011 104 085 A1

[0004]

Claims

[1] Computer-implemented method (100) for controlling a vehicle (300) with a powertrain, comprising: Receiving (110) a warning indicating an obstacle along a movement trajectory of the vehicle (300) and a predetermined safety distance to the obstacle; Determining (120) a safety speed profile of the vehicle (300) defining a predetermined safety speed of the vehicle (300) from a fall below the safety distance, wherein the safety speed is based on a distance of the vehicle (300) to the obstacle and at least one safety aspect for the vehicle (300); Output (130), upon falling below the safety distance, a modulation instruction to the powertrain (310) to modulate a powertrain vibration of the powertrain (310) such that, based on the powertrain vibration, a vibration of the safe driving speed of the vehicle (300) results, wherein the modulation is further based on the safe driving speed profile and at least one damage accumulation hypothesis for the powertrain (310). [2] Method (100) according to claim 1, where the safe driving speed is a driving speed of the vehicle (300) which decreases with decreasing distance to the obstacle, where the modulation is based on the safety driving speed profile in such a way that, on average, the safety driving speed decreases according to the safety driving speed profile with decreasing distance to the obstacle. [3] Method (100) according to claim 1 or 2, wherein the damage accumulation hypothesis is designed to determine a load based on the powertrain vibration and an actual value of at least one powertrain parameter (310), the procedure further encompassing: Determining at least one target value of the parameter to achieve a predetermined target load on the drivetrain (310) while maintaining the drivetrain vibration, where the modulation instruction is further developed to set the target value. [4] Method (100) according to one of the preceding claims, wherein at least one of the drive train vibration and the vibration of the safety driving speed is predetermined and / or is based on at least one driving speed of the vehicle (300) characterized by an actual speed of the vehicle (300), the safety driving speed profile and a driver input from the driver. [5] Method (100) according to one of the preceding claims, wherein the warning further characterizes a hazard level of the obstacle and the modulation is further based on the hazard level. [6] Method (100) according to any of the preceding claims, wherein the modulation is carried out up to a predetermined minimum distance to the obstacle, wherein the minimum distance is less than the safety distance. [7] Method (100) according to claim 6, wherein, if the minimum distance is not reached, the method (100) further comprises issuing a braking instruction to the powertrain control for braking by means of a service brake of the vehicle (300). [8] Method (100) according to any of the preceding claims, wherein the modulation of the drive train vibration of the drive train (310) is and / or comprises modulation of a vibration of a coupling of the drive train (310). [9] Powertrain control (200) for controlling a powertrain (310) of a vehicle (300), comprising: a communication unit (210) for receiving a warning, characterizing an obstacle along a movement trajectory of the vehicle (300) and a predetermined safety distance to the obstacle, wherein the powertrain control (200) is designed to: Determining a safe driving speed profile of the vehicle (300) defining a predetermined safe driving speed of the vehicle (300) from a point when the safe distance is undershot, wherein the safe driving speed is based on a distance of the vehicle (300) to the obstacle and at least one safety aspect for the vehicle (300); Outputting a modulation instruction to the powertrain (310) to modulate a powertrain vibration of the powertrain (310) such that, based on the powertrain vibration, a vibration of the safe driving speed of the vehicle (300) results, wherein the modulation is further based on the safe driving speed profile and at least one damage accumulation hypothesis for the powertrain (310). [10] Vehicle (300) comprising a powertrain control unit (200) according to claim 9. [11] Computer program product comprising commands that cause a powertrain control unit (200) according to claim 9 and / or a vehicle (300) according to claim 10 to execute the method (100) according to any one of claims 1 to 8.

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