Method, controller and storage medium for adapting trigger threshold according to conditions

Abstract

The present invention discloses a method for adapting a triggering threshold value of a steering intervention and / or a braking intervention of an intersection assistance function of a vehicle by a controller according to the situation. In addition, a controller, a computer program, and a machine-readable storage medium are disclosed.

Description

Technical Field

[0001] The present invention relates to a method, a control unit, a computer program, and a machine-readable storage medium for situation-dependent adaptation of triggering thresholds for steering and / or braking interventions of an intersection assistance function of a vehicle. Background Art

[0002] Currently, driver assistance systems are known that initiate braking interventions to avoid collisions or steering interventions to maintain lane control for objects moving along the direction of travel or slowly crossing. In these driver assistance systems, environmental information from vehicle measurement data acquired by radar or camera sensors is processed and, taking into account vehicle data such as speed, acceleration, and rotation rate, the criticality of the respective traffic situation is determined so that an action can be initiated.

[0003] Driver assistance systems are also known that can also take into account fast-moving cross traffic and brake the vehicle to prevent an accident. However, in addition to actual road users, the radar and video sensors used to operate these intersection assistance systems can occasionally forward phantom objects or incorrectly classified objects to the subsequent critical evaluation. This can cause the intersection assistance system to react to non-existent objects or objects that are not relevant to the collision. This type of scenario is particularly important when there are multiple crossing road users, as a hasty reaction by the intersection assistance system to phantom objects or non-obstacles can jeopardize traffic safety due to secondary collisions with other crossing road users. Secondary collisions with cross traffic, particularly due to collisions occurring in the passenger compartment of the vehicle (front vehicle hitting the side of the vehicle), are assessed to carry a higher risk of injury and are therefore to be avoided as unconditionally as possible. In contrast, collisions observed between the front and rear of several vehicles moving in the same direction have a lower injury potential due to the larger "crumple zone." Summary of the Invention

[0004] The object underlying the present invention can be seen as providing a method for increasing the robustness of an intersection assistance function, particularly when multiple road users or objects are involved. A further object underlying the present invention can be seen as reducing the false triggering rate of the intersection assistance function, in particular in order to avoid secondary collisions with crossing road users as a direct consequence of these false triggerings.

[0005] This object is achieved by means of the present invention. Advantageous configurations of the present invention are the subject matter of the various preferred embodiments.

[0006] According to one aspect of the present invention, a method is provided for adapting triggering thresholds for steering and / or braking interventions of a vehicle intersection assistance function by a controller depending on the situation. The controller may preferably be a vehicle-side controller.

[0007] In one step, measurement data of a traffic situation are received from at least one vehicle-side sensor. The traffic situation may preferably include at least one traffic participant crossing the vehicle or crossing the planned trajectory of the vehicle and / or at least one obstacle located in the planned trajectory of the vehicle.

[0008] In this case, crossing road users and / or obstacles located in the planned trajectory of the vehicle can be ascertained from the received measurement data, but also phantom objects and / or objects incorrectly classified as obstacles.

[0009] The at least one sensor may preferably be a lidar sensor, a radar sensor, an ultrasonic sensor, a camera sensor, or the like. For example, the sensor may be arranged on the vehicle, in particular at the front and / or rear of the vehicle. In particular, the at least one sensor may be arranged on the vehicle such that it can also detect road users moving transversely to the vehicle's direction of travel.

[0010] Based on the received measurement data, an assessment is made as to whether a collision with a first crossing road user and / or an obstacle located in the planned vehicle trajectory is imminent. The trajectory of the first crossing road user and the position of the obstacle can be estimated and compared with the vehicle's trajectory. A collision probability can be determined based on the road user's trajectory, the vehicle's trajectory, and / or the position of the obstacle. If the determined collision probability exceeds a limit value, an imminent collision can be inferred.

[0011] In the event of an imminent collision with a first road user crossing the vehicle and / or an obstacle located within the vehicle's planned trajectory, a check is performed based on the received measurement data to determine whether a second road user crossing the vehicle's planned trajectory is approaching the vehicle. The method is not limited to two road users. More than two road users can also be detected and considered.

[0012] In a further step, when a second crossing road participant is detected, a secondary collision probability of the vehicle with the second crossing road participant is determined based on the reaction of the intersection assistant function to the first crossing road participant and / or to an obstacle located in the planned trajectory of the vehicle.

[0013] Therefore, the collision probability of a secondary collision, the collision probability of a tertiary collision, and the collision probability of other collisions that may occur due to the vehicle's reaction to avoid or mitigate a primary collision with a first crossing road participant and / or an obstacle located in the vehicle's planned trajectory can be calculated.

[0014] Next, if the secondary collision probability is higher than a limit value, a triggering threshold for a steering intervention and / or a braking intervention of an intersection assistance function of the vehicle is increased.

[0015] The limit value of the collision probability may be a predefined fixed value or a dynamically adjustable value.

[0016] According to another aspect of the present invention, a controller is provided, wherein the controller is configured to implement the method. The controller may be, for example, a vehicle-side controller, a vehicle-external controller, or a vehicle-external server unit, such as a cloud system.

[0017] Furthermore, according to one aspect of the present invention, a computer program is provided, comprising instructions which, when executed by a computer or controller, cause the computer or controller to implement the method according to the present invention. According to another aspect of the present invention, a machine-readable storage medium is provided, on which the computer program according to the present invention is stored.

[0018] In this case, according to the standards of the German Highway Authority (BASt, Bundesanstalt für Straßenwesen), the vehicle can be operated in an assisted, partially automated, highly automated and / or fully automated manner or without a driver.

[0019] The vehicle may be, for example, a passenger car, a truck, a robotaxi, or the like. The vehicle is not limited to operating on roads. Rather, the vehicle may also be configured as a water-based vehicle, an airborne vehicle, such as a transport drone, or the like.

[0020] By evaluating the measurement data, for example, other vehicles, motorcycles, cyclists, pedestrians and the like can be detected as traffic participants.

[0021] By evaluating the measurement data, static objects such as pillars, buildings, walls, trees, guardrails, high curb edges, and the like can be detected, as well as movable objects such as lost freight, waste containers, pallets, packages, and the like, as obstacles (non-runnable objects). Objects that can be run over or driven under (so-called non-obstacles) can be, for example, kerbs, low curbs, bridge signs, traffic lights above the roadway, and the like. These objects are preferably classified by the intersection assistance system as non-collision-relevant.

[0022] Objects that, in the event of a collision with the vehicle, would cause damage to the vehicle due to contact with the vehicle (the object itself might also be damaged during contact with the vehicle or, if an occupant of the object is present, injured). These objects can be moving or stationary road users as described above, as well as obstacles.

[0023] In the following, collision-relevant objects considered by the intersection assistant function, in the presence of which the collision probability exceeds a critical threshold value, are referred to as triggering-relevant.

[0024] In situations where the intersection assist system may detect more than one road user and / or obstacle, the method can reduce false triggering and thus prevent subsequent accidents. In particular, the method allows for estimating the consequences of reacting to the first road user and / or obstacle and thus enabling pre-planning of traffic situations to improve traffic safety. This prevents the intersection assist system from performing unnecessary maneuvers that could lead to a serious subsequent accident or collision.

[0025] If the intersection assistance system's assessment indicates an impending collision with a first crossing road user or an obstacle in the vehicle's planned trajectory, braking or steering interventions can be initiated to avoid or minimize damage. The consequences of the initial collision and any subsequent collision can be mitigated by reducing the impact speed and / or optimizing the collision situation (adapting the impact angle, impact position, and similar measures).

[0026] If the sensor system detects another crossing traffic participant in the vehicle's surroundings, the trigger threshold can be adapted to allow the controller and sensor system additional measurement and plausibility verification time to achieve a higher degree of certainty about the traffic situation. This additional time can, for example, identify ghost objects and / or identify objects incorrectly classified as collision-relevant or correct their classification. In particular, the intersection assist function can be designed to be more robust by reducing its false triggering rate.

[0027] In this case, the limit value of the collision probability can be configured as static or dynamic.In addition, the triggering thresholds of the steering intervention and / or braking intervention of the intersection assistance function can be subjected to dynamic and situation-dependent adaptation.

[0028] In particular, the triggering threshold of the intersection assistant function can be increased according to the collision probability and the sensitivity of the intersection assistant function can be reduced. The time obtained in this way can be used to verify or check the plausibility of the detected road users or obstacles and / or to evaluate the traffic situation.

[0029] Traffic situations requiring triggering of the intersection assistant function may preferably occur at intersections, T-junctions, exits, entrances, unclear traffic sections, and the like.

[0030] According to one embodiment, after raising the trigger threshold for steering and / or braking interventions for a vehicle's intersection assistance function, a plausibility check is continued for the first crossing traffic participant and / or obstacles within the vehicle's planned trajectory. By slightly delaying the triggering of the intersection assistance function, the resulting time can be used to improve the assessment of the traffic situation. In particular, a plausibility check can be performed on the presence and classification of collision relevance of the first detected traffic participant and / or obstacles within the vehicle's planned trajectory and / or any phantom objects and / or objects not relevant to the collision, thereby qualitatively improving the hazard assessment.

[0031] According to another embodiment, a plausibility check is performed on the first crossing road user, the second crossing road user, and / or obstacles in the planned vehicle trajectory when a false positive is identified as positive. These measures can eliminate phantom objects. For example, during the plausibility check, the road user is tracked or re-detected to reveal the false positive identification.

[0032] In another embodiment, if the plausibility check for a first crossing road user and / or an obstacle in the vehicle's planned trajectory lasts for a longer period of time and the risk of collision continues to increase, a steering intervention and / or a braking intervention by the intersection assistant function is initiated as a vehicle response to the first crossing road user and / or the obstacle in the vehicle's planned trajectory. This minimizes erroneous responses to phantom objects or incorrectly classified objects, and the intersection assistant function initiates a response to an actually existing crossing road user and / or an actually existing obstacle in the vehicle's planned trajectory.

[0033] According to another embodiment, in the event of a negative plausibility verification of a first crossing road participant and / or an obstacle, a steering intervention and / or a braking intervention of the intersection assistance function is triggered as a reaction of the vehicle to the second crossing road participant if there is a high risk of collision with the second crossing road participant.

[0034] Therefore, the first road user who crosses and / or the first obstacle in the planned trajectory of the vehicle are classified as phantom objects or as obstacles not relevant to the collision. As a result of this classification, only the second road user who crosses is considered in the further processing of the triggering intersection assistance function.

[0035] According to another embodiment, the triggering sensitivity of the vehicle's intersection assistance function's steering and / or braking interventions is dynamically reduced by increasing the triggering threshold, and / or the duration until the steering and / or braking interventions are triggered is extended. These measures reduce the triggering speed of the intersection assistance function and thus slightly delay the initiation of the steering and / or braking interventions.

[0036] The triggering sensitivity can preferably be reduced by increasing the triggering threshold and increased by lowering the triggering threshold.

[0037] Due to the delayed triggering decision, the control unit has additional time for testing or plausibility verification of the objects considered for the triggering decision and thus for improving the assessment of the criticality of the traffic situation.

[0038] According to another specific embodiment, if a traffic participant or obstacle is determined from the measured data of the traffic situation, the triggering sensitivity of the steering and / or braking interventions of the intersection assist function of the vehicle remains unchanged. If traffic situations with multiple participants are excluded, the triggering thresholds do not need to be adapted. Therefore, the intersection assist function can be operated using the described method without adaptation. BRIEF DESCRIPTION OF THE DRAWINGS

[0039] Below, a preferred embodiment of the present invention is explained in detail with the aid of a greatly simplified schematic diagram. Here, it is shown:

[0040] Figure 1 a top view of the traffic situation at a first time and a second time to illustrate the method when a crossing road user with a high risk of collision identified by the intersection assistant at the first time is detected and correctly classified,

[0041] Figure 2a top view of a traffic situation at a first time point and a second time point, illustrating the method in the case where an obstacle located in the planned trajectory of the vehicle is detected and correctly classified, the obstacle having a high collision risk at the first time point and having been confirmed by the intersection assistance function,

[0042] Figure 3 a top view of a traffic situation at a first time and a second time for illustrating the method in the case of a detected object which is not relevant for a collision, the object being incorrectly classified as an obstacle by the intersection assistance function and which, according to the intersection assistance function, represents a high collision risk at the first time,

[0043] Figure 4 A top view of the traffic situation at a first time and a second time to illustrate the method in the case of an object that is not present (and therefore not relevant for a collision), but which is incorrectly interpreted by the intersection assistance function as a real crossing object and which, according to the intersection assistance function, represents a high collision risk at the first time,

[0044] Figure 5 a top view of the traffic situation at a first time and a second time to illustrate the method in the case of two correctly detected crossing road users, wherein the first crossing road user at the first time has a high risk of collision, which has been determined by the intersection assistant function,

[0045] Figure 6 a top view of the traffic situation at a first and a second time point in order to illustrate the method in the case of correctly detected crossing road users and obstacles in the planned trajectory of the vehicle, wherein the obstacle in the planned trajectory of the vehicle has a high collision risk at the first time point, which has been determined by the intersection assistant function,

[0046] Figure 7 a top view of a traffic situation at a first and a second time to illustrate the method in a case where a crossing road user is correctly detected and an object not relevant for a collision is correctly detected but incorrectly classified as an obstacle by the intersection assistant function, and said object represents a high collision risk according to the intersection assistant function at the first time,

[0047] Figure 8 A top view of the traffic situation at a first time and a second time is shown to illustrate the method in a case where a first object interpreted by the intersection assistant as a real crossing object is not present (and therefore not relevant for a collision) and the object represents a high collision risk according to the intersection assistant at the first time and another crossing road participant is correctly detected, and

[0048] Figure 9 A schematic flow chart illustrating a method according to one embodiment. DETAILED DESCRIPTION

[0049] In the figures, passenger cars are shown as vehicles and as traffic participants by way of example. However, the application is not limited to passenger cars. Vehicles and traffic participants can, in particular, be land vehicles, water vehicles, people, animals, or other obstacles not described in further detail.

[0050] Figure 1 A top view of traffic situation 1 at a first time t1 and at a second time t2 is shown to illustrate method 2 .

[0051] In the exemplary embodiment shown, cross traffic is detected in the form of a single road user 6 crossing the driving direction F of the vehicle 4 .

[0052] Vehicle 4 has an exemplary sensor 8 which is designed as a radar sensor and is coupled to a cross-traffic assistance function of vehicle 4. The cross-traffic assistance function can preferably be implemented by a vehicle-side controller 10. For this purpose, controller 10 is connected to sensor 8 in a data-transmitting manner.

[0053] Starting from a first time t1 , vehicle 4 moves in driving direction F and, while both vehicles 4 , 6 remain in motion, threatens to collide with crossing road user 6 .

[0054] The second time t2 is preferably configured to be later than the first time t1. In particular, the second time t2 shows the situation after the intersection assistant function has been triggered.

[0055] In the exemplary embodiment shown, the intersection assistant function can be implemented normally, ie without triggering reduced sensitivity. To this end, the controller 10 can receive and evaluate the measurement data of the sensor 8. A first road user 6 crossing the vehicle 4 is detected.

[0056] At time t1, a high risk of collision is detected by the intersection assistance function of controller 10. Therefore, measures are taken to avoid the collision or reduce the severity of the collision. Such measures can be implemented by braking intervention and / or steering intervention.

[0057] Braking interventions and / or steering interventions may be initiated by controller 10 .

[0058] Vehicle 4 can, for example, stop in front of first crossing road user 6 by means of a braking intervention and avoid a collision, as shown at time t2 .

[0059] In this exemplary embodiment, no further road users are detected, so that the triggering threshold of the intersection assistant function does not need to be adapted.

[0060] Figure 2 A top view of the traffic situation 1 at a first time t1 and a second time t2 is shown to illustrate the method 2 .

[0061] In the exemplary embodiment shown, a non-runnable object 14 located in the planned trajectory of vehicle 4 is detected and correctly classified as a collision-relevant obstacle 14 by the intersection assistant function.

[0062] No further road users are detected by the sensor 8 or detected by evaluating the measurement data of the sensor 8 .

[0063] Starting from a first time t1, vehicle 4 moves in driving direction F and is about to collide with obstacle 14 located in the planned trajectory of vehicle 4. In particular, second time t2 shows traffic situation 1 after the intersection assistant function has been triggered.

[0064] Similar to Figure 1 In the exemplary embodiment shown, the intersection assistant function can be executed normally, ie without reducing the triggering sensitivity.

[0065] At time t1 , a high risk of collision is determined by the intersection assistance function of the controller 10 . Therefore, measures to avoid the collision or to reduce the severity of the collision are taken. Braking interventions and / or steering interventions may be initiated by the controller 10 .

[0066] Vehicle 4 can be stopped, for example, by braking intervention in front of obstacle 14 located in the planned trajectory of the vehicle and avoid a collision. This step is shown at time t2.

[0067] Figure 3 A top view of a traffic situation 1 at a first time t1 and a second time t2 is shown to illustrate the method 2. Figure 2 In contrast to the exemplary embodiment shown in FIG, here, instead of a collision-relevant obstacle 14 located in the planned trajectory of the vehicle 4, a traversable object 15 located in the planned trajectory of the vehicle 4 is detected by evaluating the measurement data of the sensor 8. The traversable object 15 is, for example, a manhole cover and can therefore be driven over without restriction by the vehicle 4.

[0068] In this case, a drivable object 15 is incorrectly classified as drivable and therefore collision-relevant, as a result of which the intersection assistant must initiate a reaction to the object 15 .

[0069] No other road users are detected by sensor 8 or detected through the evaluation of the measurement data from sensor 8, so that the reaction to a traversable obstacle 15 located in the planned trajectory of vehicle 4 does not increase the safety risk of a subsequent collision with a crossing road user. Therefore, it is unnecessary to adjust the trigger threshold of the intersection assistance function. Object 15 is thus treated similarly to a real obstacle 14 and a braking intervention is initiated. These measures protect vehicle 4 from a collision with an obstacle 15 considered relevant by the intersection assistance system. This situation is schematically illustrated at a second time t2 and illustrates a false triggering situation.

[0070] Figure 4 Traffic situation 1 is shown in plan views at a first time and a second time to illustrate method 2 .

[0071] and Figure 1 Unlike the exemplary embodiment shown in , a non-existent phantom object 12 is mistakenly detected instead of a real first road user 6 and considered a real road user. No other road users are detected by sensor 8 or by evaluating the measurement data of sensor 8, so the reaction to non-existent phantom object 12 does not increase the safety risk of a subsequent collision with a crossing road user. Therefore, adapting the triggering threshold of the intersection assistance function can also be omitted here. Therefore, non-existent phantom object 12 is treated similarly to real road users 6, and a braking intervention is initiated with the intention of protecting vehicle 4 from a collision with phantom object 12, which the system considers relevant but does not actually exist.

[0072] Figure 5 Traffic situation 1 is shown in plan views at a first time t1 and a second time t2 to illustrate method 2. By evaluating the measurement data of sensor 8, a first crossing road user 6 and a second crossing road user 7 are correctly detected.

[0073] The detection of two road users 6 , 7 allows the triggering threshold of the intersection assistance function to be adapted. For example, in the illustrated embodiment, increasing the triggering threshold of the intersection assistance function can delay the application of the brakes in order to verify that road users 6 , 7 are real objects and not phantom objects or incorrectly classified objects.

[0074] In the traffic situation shown, under certain circumstances a collision with the first road user 6 can no longer be prevented due to the triggering delay initiated at time t1, but the accident consequences can still at least be mitigated in the case of such a triggering delay (reducing speed and / or adapting the collision situation to reduce the collision impact).

[0075] In this situation, a secondary collision between vehicle 4 and the second crossing road user 7 must be tolerated so that an appropriate response can be made to the impending primary collision, but here too the consequences are mitigated due to a reduction in speed and / or an adaptation of the collision situation and the resulting reduction in the collision impact.

[0076] Figure 6 Traffic situation 1 is shown in plan views at a first time t1 and a second time t2 to illustrate method 2. An unpassable object 14 located in the planned trajectory of vehicle 4 is detected and correctly classified as a collision-relevant obstacle 14 by the intersection assistance function, and a crossing second road user 7 is correctly detected by evaluating the measurement data of sensor 8 .

[0077] The detection of obstacle 14 and crossing road user 7 allows the triggering threshold of the intersection assistant to be adapted. For example, in the illustrated embodiment, increasing the triggering threshold of the intersection assistant can delay the application of the brakes in order to ensure that road users 14 and 7 are real objects and not phantom objects or incorrectly classified objects.

[0078] In the traffic situation shown, under certain circumstances, a collision with obstacle 14 can no longer be prevented due to the triggering delay initiated at time t1. However, even with such a triggering delay, the consequences of the accident can still be at least mitigated. This can be achieved, for example, by reducing the speed and / or adapting the collision situation, which results in a reduced collision impact.

[0079] In this situation, a secondary collision must be tolerated in order to be able to react to the primary collision, but here too the consequences are mitigated due to a reduction in speed and / or an adaptation of the collision situation and the resulting reduction in the collision impact.

[0080] exist Figure 7 1 shows a top view of traffic situation 1 at a first time t1 and a second time t2 to illustrate method 2. By evaluating the measurement data of sensor 8 , a drivable object 15 located in the planned trajectory of vehicle 4 is detected and incorrectly classified as a collision-relevant obstacle, and a crossing second road user 7 is identified.

[0081] Here, a traversable object 15 is incorrectly classified as traversable, which causes the intersection assistant to initiate a reaction to object 15. However, this reaction of the intersection assistant creates a risk of collision with a second crossing road user 7, which would not have occurred without the reaction to object 15. This situation is schematically illustrated at a second time t2.

[0082] Using method 2, situation 1 is interpreted by the intersection assistance function as a situation involving multiple objects (obstacle 15 located in the planned vehicle trajectory and second crossing road user 7). Therefore, the triggering threshold of the intersection assistance function can be adapted based on the subsequent risk of collision with the crossing road user 7. To this end, the triggering threshold is slightly increased to gain time.

[0083] This additional time period is used to further verify the plausibility of the detected objects 7 , 15 and thus to check for incorrect classification or the presence of phantom objects.

[0084] By performing a longer plausibility check based on an adapted trigger threshold, an object previously incorrectly classified as an obstacle can be identified as a non-obstacle 15 and thus classified as an object that is not relevant for a collision and can be driven over. Vehicle 4 can then continue driving without the intersection assistance function intervening. This measure prevents a collision with a second road user 7 crossing the road.

[0085] Thus, a second road user 7 that is crossing can pass behind the vehicle 4 without colliding with the latter.

[0086] Figure 8 A top view of the traffic situation 1 at a first time t1 and a second time t2 is shown to illustrate the method 2. Figure 5 Unlike the traffic situation 1 described in FIG, here, instead of the actual first road user 6, a non-existent phantom object 12 is detected and mistakenly considered as a road user, and a crossing second road user 7 is detected. As a result of the vehicle 4 reacting to the non-real object 12, a collision with the actual second road user 7 may thus occur.

[0087] Method 2 makes it possible to provide an additional small time window for plausibility checking of the presence and classification quality of the objects 7 and 12 considered so far, in order to ensure that the objects 7 and 12 are actually present or are relevant to the collision.

[0088] By extending the duration of the plausibility check, a non-actually existing ghost object 12 can be recognized as non-existent and therefore irrelevant, and the vehicle 4 can continue to travel without the intervention of the intersection assistant function.

[0089] A subsequent collision with a real road user 7 (eg the scenario shown at the second time t2 ) can be avoided by applying method 2 in this case.

[0090] exist Figure 9A schematic flow chart is shown in FIG. 2 to illustrate method 2 according to one embodiment.

[0091] In a first step 16, the measurement data of sensor 8 are received by control unit 10, and the plausibility of a collision with crossing first road user 6 and / or obstacle 14 located in the planned trajectory of vehicle 4 and / or object 15 incorrectly classified as collision-relevant and / or non-existent phantom object 12 is calculated. In particular, a collision probability is determined, which, if a threshold value is exceeded, triggers the activation of the intersection assistant function.

[0092] Next, a check is performed to determine whether a collision probability threshold value has been exceeded in order to infer whether there is an imminent collision 17 with the first crossing road user 6 and / or an obstacle 14 located in the planned trajectory of the vehicle 4 .

[0093] In a further step 18 (in the presence of a calculated high risk of collision with the first crossing road participant 6 and / or an obstacle 14 located in the planned trajectory of the vehicle 4 and / or an object 15 incorrectly classified as collision-relevant and / or a non-existent phantom object 12), it is checked based on the received measurement data whether at least one further crossing road participant is approaching.

[0094] It is thus possible to subsequently check whether a reaction to the first crossing road participant 6 , an obstacle 14 located in the planned trajectory of the vehicle 4 , an object 15 incorrectly classified as collision-relevant, or a non-existent phantom object 12 could have further consequences for an interaction with another crossing road participant 7 .

[0095] If there are no further crossing road users, the intersection assistant function can initiate 19 a reaction to the first crossing road user 6 , an obstacle 14 in the planned trajectory of the vehicle 4 , an object 15 incorrectly classified as collision-relevant, or a non-existent phantom object 12 .

[0096] If, however, another crossing road participant is detected by analyzing the measurement data of the sensor 8 , a secondary collision probability 20 of the vehicle 4 with the second crossing road participant is determined based on the reaction of the intersection assistant function to the first crossing road participant 6 and / or an obstacle 14 located in the planned trajectory of the vehicle and / or an object 15 incorrectly classified as collision-relevant and / or a non-existent phantom object 12 .

[0097] In a subsequent step, if the secondary collision probability exceeds 21 a limit value and the vehicle 4 is likely to collide with the second crossing road participant 7 , the triggering threshold of the steering intervention and / or braking intervention of the intersection assist function of the vehicle 4 is increased and the triggering sensitivity of the intersection assist function is thus reduced 22 .

[0098] After the triggering threshold for the steering intervention and / or braking intervention of the intersection assistance function of the vehicle 4 has been increased, a plausibility check 23 is further performed on the first crossing road participant 6 and / or the obstacle 14 located in the planned trajectory of the vehicle 4 and / or the object 15 incorrectly classified as collision-relevant and / or the non-existent phantom object 12 in order to minimize the reaction to the phantom object 12 or the incorrectly classified object.

[0099] If the intersection assistance system detects that the first object relevant to the trigger is not a real crossing road user and / or a real obstacle, but an object previously incorrectly classified as a collision-relevant object 15 and / or a non-existent phantom object 12, then only the second crossing road user 7 is subsequently taken into account by the intersection assistance function 24. Otherwise, the intersection assistance function reacts 19 to the first road user 6 detected and determined to be relevant to the trigger.

[0100] If there is no risk of collision of vehicle 4 with first road user 6 and / or obstacle 14 located in the planned trajectory of vehicle 4 and / or object 15 still incorrectly classified as collision-relevant and / or non-existent phantom object 12 , the intersection assistant function is not triggered 25 .

Claims

1. A method (2) for adapting a triggering threshold value for a steering intervention and / or a braking intervention of a crossing assistance function of a vehicle (4) by means of a controller (10) according to the situation, wherein: - receiving measurement data of a traffic situation (1) from at least one vehicle-side sensor (8), the traffic situation having at least one traffic participant (6) crossing the planned trajectory of the vehicle (4) and / or an obstacle (14) located in the planned trajectory of the vehicle, - evaluating, based on the received measurement data, whether a collision with a first crossing road participant (6) and / or an obstacle (14) located in the planned trajectory of the vehicle is imminent, - in the event of a collision with the first crossing road participant (6) and / or the obstacle (14) located in the planned trajectory of the vehicle, checking based on the received measurement data whether a second crossing road participant (7) relative to the planned trajectory of the vehicle (4) is approaching the vehicle (4), - when the second crossing road participant (7) is detected, determining the probability of a secondary collision between the vehicle (4) and the second crossing road participant (7) based on the reaction (19) of the intersection assistant function to the first crossing road participant (6) and / or the obstacle (14) located in the planned trajectory of the vehicle (4), - if the probability of a secondary collision between the vehicle (4) and the second crossing road participant (7) exceeds a limit value, increasing a triggering threshold for a steering intervention and / or a braking intervention of an intersection assistance function of the vehicle (4).

2. The method according to claim 1, wherein After increasing the triggering threshold of the steering intervention and / or braking intervention of the intersection assistance function of the vehicle (4), the plausibility of the first crossing road participant (6) and / or the obstacle (14) located in the planned trajectory of the vehicle (4) is further verified.

3. The method according to claim 2, wherein: When false positives are excluded and the vehicle is identified as positive, the first crossing road participant (6), the second crossing road participant (7) and / or the obstacle (14) located in the planned trajectory of the vehicle (4) are verified for plausibility.

4. The method according to claim 2 or 3, wherein: If the plausibility verification of the first crossing traffic participant and / or the obstacle (14) located in the planned trajectory of the vehicle (4) takes a longer time, wherein the risk of collision continues to increase, a steering intervention and / or a braking intervention of the intersection assistance function is triggered as a reaction of the vehicle (4) to the first crossing traffic participant (6) and / or the obstacle (14).

5. The method according to claim 2 or 3, wherein: In the event of a negative plausibility verification of the first crossing road participant (6) and / or the obstacle (14) located in the planned trajectory of the vehicle (4), a steering intervention and / or a braking intervention of the intersection assistance function is triggered as a reaction of the vehicle (4) to the second crossing road participant (7).

6. The method according to any one of claims 1 to 3, wherein The triggering sensitivity of the steering intervention and / or braking intervention of the intersection assistance function of the vehicle (4) is dynamically reduced by increasing the triggering sensitivity, and / or the duration until the steering intervention and / or braking intervention is triggered is extended.

7. The method according to any one of claims 1 to 3, wherein When a road user (6) or an obstacle (14) is determined from the measured data of the traffic situation (1), the triggering sensitivity of the steering intervention and / or braking intervention of the intersection assistance function of the vehicle (4) is kept unchanged.

8. A controller (10), wherein: The controller (10) is configured to carry out the method according to any one of claims 1 to 7.

9. A machine-readable storage medium having a computer program stored thereon, the computer program comprising instructions which, when executed by a computer or a controller (10), arrange the computer or the controller to implement the method (2) according to any one of claims 1 to 7.

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