Methods and systems for handling situations involving vehicles and / or third parties

Abstract

In a first aspect of this disclosure, a method for handling situations involving vehicles and / or third parties is proposed. The method includes: determining or predicting a critical situation involving the vehicle and / or at least one third party; identifying at least one object in the surrounding environment of the vehicle and / or the at least one third party; controlling the vehicle and / or the at least one third party relative to the object, or controlling the at least one object relative to the vehicle and / or the at least one third party, such that in a first phase, a particularly rapid or accelerating approach is made between the vehicle and / or the at least one third party and the at least one object; in a second phase, a particularly slow or decelerating approach is made between the vehicle and / or the at least one third party and the at least one object; and in a third phase, contact is made between the vehicle and / or the at least one third party and the at least one object.

Description

Background Technology

[0001] In the prior art, there are known devices and systems that automatically intervene in vehicle control to prepare for potentially unavoidable collisions, thereby avoiding collisions and / or reducing the severity of accidents caused by collisions. In some cases, a warning is given to the driver before intervention to prompt manual intervention. If the driver does not react or reacts too late, appropriate measures are taken.

[0002] Here, it is generally assumed that both the vehicle and the driver are in a state where intervention is permissible. In some cases, it is at least assumed that the vehicle's technical equipment (such as braking systems) is not defective to compensate for or mitigate the consequences of a driver's failed reaction.

[0003] Document DE 10 2005 054754 describes a method for determining the timing of necessary braking intervention on a motor vehicle to avoid a collision with a detected object traveling ahead or stationary ahead, wherein the necessary braking intervention can be performed manually or automatically, and wherein the timing of the braking intervention is determined based on a predetermined, anticipated braking deceleration of the motor vehicle during the braking intervention. The anticipated braking deceleration is determined by specifying, if a currently determined coefficient of friction exists, a braking deceleration that is reduced compared to a defined maximum deceleration based on that coefficient of friction, and if a currently determined coefficient of friction does not exist, an increased braking deceleration that is increased compared to a previously specified reduced braking deceleration.

[0004] Document WO 2003 / 006288 A1 describes a method and apparatus for predicting vehicle trajectories to prevent or reduce the consequences of an impending collision, wherein, in order to predict the trajectory, only those trajectories for which the forces occurring at the vehicle wheels due to the combined steering and braking interventions are within the range corresponding to the maximum forces that can be transmitted from the wheels to the road surface are considered. Specifically, in systems that specify automatic braking and / or steering interventions to avoid a collision with another object or to reduce the severity of an accident, the automatic braking and / or steering interventions are performed based on a pre-calculated trajectory.

[0005] Document WO 2006 / 045259 A1 describes a method for improving safety and / or reducing the accident consequences for road users involved in an accident pre-identified by a motor vehicle, wherein the motor vehicle performs the following method steps: determining vehicle information of the motor vehicle; detecting the surrounding environment of the motor vehicle; determining surrounding environment information about road users in the surrounding environment of the motor vehicle from the detected surrounding environment; calculating at least one unavoidable accident from the surrounding environment information and vehicle information according to an accident calculation algorithm; and taking measures to reduce the accident consequences for all road users directly and indirectly involved in the unavoidable accident, taking into account all said road users.

[0006] Document US 5,195,606 describes a device for emergency braking that can bring a motor vehicle to a stop by manual triggering of the vehicle's braking system. This manual triggering is performed by the driver or a vehicle occupant activating a corresponding switch and is configured for situations where the driver is no longer able to, or can only, control or manipulate the vehicle to a limited extent.

[0007] Disadvantages include the fact that the reduction in vehicle speed that can be achieved solely through friction between the vehicle's tires and typical road features is usually insufficient to, for example, avoid a collision or mitigate its consequences. Furthermore, the vehicle's remaining kinetic energy, which is not or cannot be reduced by prior emergency braking, is absorbed primarily by the impact (also referred to in the art as a "collision"), i.e., by the vehicle's cold deformation and possibly other objects. This often results in very severe damage. Another disadvantage is the inability to halt or effectively intervene in the process of a collision during its duration (which is typically very short). Summary of the Invention

[0008] The purpose of this disclosure is to provide a method and system for handling situations involving vehicles and / or third parties, which avoids one or more of the aforementioned disadvantages and / or achieves one or more of the aforementioned advantages.

[0009] This objective is achieved through the subject matter of the independent claim. Advantageous designs are specified in the dependent claims. It should be noted that additional features of a claim dependent on an independent claim, in the absence of features of the independent claim or in combination with only a subset of features of the independent claim, can form an independent invention independent of all combinations of features of the independent claim, which can be the subject matter of the independent claim, divisional application, or subsequent application. This also applies to the technical teachings described in the specification, which can form an invention independent of the features of the independent patent claim.

[0010] In a first aspect of this disclosure, a method for handling situations involving vehicles and / or third parties is proposed. The method includes determining or predicting a critical situation related to a vehicle and / or at least one third party; identifying at least one object in the area surrounding the vehicle and / or at least one third party; controlling the vehicle and / or at least one third party relative to the object, or controlling at least one object relative to the vehicle and / or at least one third party, such that in a first phase, a particularly rapid or accelerating approach is made between the vehicle and / or at least one third party and at least one object; in a second phase, a particularly slow or decelerating approach is made between the vehicle and / or at least one third party and at least one object; and in a third phase, contact is made between the vehicle and / or at least one third party and at least one object.

[0011] A critical situation (hereinafter also referred to as a "situation") can be a specific situation, such as a situation characterized by specific features (e.g., a specific driving situation, the arrangement of road users) and / or a situation exceeding a certain degree of urgency (e.g., the probability and / or possible consequences of an undesirable event).

[0012] In other words, a critical situation is characterized by a probability and / or extent of damage exceeding a specific threshold. This involves both the vehicle and a third party. It can also essentially involve only the vehicle or only a third party. Specifically, a critical situation is a specific condition or a particular emergency. It may be characterized by a specific type, category, and / or pattern.

[0013] A critical situation can be a very rare situation that is not known in advance, or a situation that has not yet occurred or has never occurred based on current parameters. A critical situation can, for example, mean that the severity of the situation can be predicted, even if the situation is predicted without knowing, measuring, or calculating the parameters of the situation.

[0014] Preferably, the critical situation can be predicted, for example, through artificial intelligence and / or a correspondingly established or trained neural network. In this case, the method can also be executed very efficiently without prior knowledge or pre-definition of specific relationships between the specific parameters of the situation. Therefore, the method is not limited to predetermined situations.

[0015] These features provide a particular advantage for at least partially autonomous vehicles, because the ability to control situations that are not known beforehand, unknown, or partially or primarily independent of certain parameter values ​​represents a significantly greater technical challenge than the ability to control known situations.

[0016] A critical situation is characterized by the fact that it can be resolved using another object. In this case, the critical situation may be (at least comparatively) non-critical or not seriously urgent. This situation is particularly relevant to driving situations. This can include actions or interactions that have occurred, are occurring, are anticipated, or are particularly predicted by the vehicle and / or third parties. Furthermore, the situation can include actions of the vehicle and / or third parties or interactions with other objects, wherein the situation directly or indirectly involves the vehicle and / or the object. For example, the situation is characterized, particularly by specific patterns that are identified or identifiable during the process, such as patterns of arrangement and / or movement of affected road users (e.g., vehicles, third parties, one or more objects). The method may include identifying such patterns, for example, critical patterns.

[0017] Specifically, a critical situation is or includes driving situations. A driving situation can be understood, for example, as a critical situation caused by the arrangement, actions, interactions, or driving parameters of road users. In particular, a driving situation is characterized by specific patterns, such as arrangement patterns, road user speeds, and / or patterns of parameters describing the situation. Driving situations can also be characterized by the spatial distribution of so-called free space in the environment surrounding the vehicle. Furthermore, driving situations may take into account one or more parameters of traffic rules (as associated with this), such as traffic signs, right-of-way, and traffic light status. For example, one or more driving situation parameters may be based on environmental sensor data and / or (e.g., information transmitted to the vehicle by another road user, via vehicle-to-vehicle or vehicle-to-other methods). Environmental sensor data can be data processed in a specific manner by environmental sensing sensors, particularly the sensor system of at least one vehicle.

[0018] The preferred characteristics of driving conditions are:

[0019] - The (specific) spatial distribution of road users and / or their movement parameters, particularly the distribution patterns of road users in the vehicle's surrounding environment; and / or

[0020] - The (specific) spatial distribution of immovable objects in the vehicle's surrounding environment; and / or

[0021] - Relative position and / or motion parameters with respect to certain types of lane markings, traffic signs, and traffic lights (not necessarily certain traffic lights, etc.); and / or

[0022] - Information regarding the right-of-way for vehicles, particularly relative to certain road users and / or road users who actually or at least might cross the road from certain directions, such as from the right or left; and / or

[0023] - Information about road users’ behavior in the environment surrounding the vehicle, such as exceeding the limits, such as honking, flashing headlights, pushing, overtaking, attempting to overtake, etc.

[0024] At least one driving situation may preferably be a driving situation exceeding a certain limit value or a driving situation characterized by parameters exceeding a certain limit value. For example, at least one driving situation may be a driving situation that unintentionally or dangerously approaches an object or road user, an acceleration value exceeding a limit value, an unintentional arrangement relative to other road users, etc. The driving situation may be a special situation (e.g., relatively rare) or a dangerous driving situation, such as a driving situation that is identified or believed to have an increased risk.

[0025] In particular, the meaning of the term "driving conditions" differs from the commonly used colloquial meaning of the term "traffic conditions." However, alternatively or additionally, the current traffic conditions can be identified and beneficially considered. For example, traffic condition identifiers can be read from data from a navigation system and taken into account when driving on the corresponding road segments. In a simplified case, such identifiers may correspond to categories such as "free traffic," "heavy traffic," "slow traffic," "traffic jam," "traffic jam ending," etc.

[0026] For example, control of a vehicle and / or object relative to a vehicle is performed in a first, second, and / or third phase based on parameters of the situation and / or parameters of a third party. Control is preferably performed in such a way that the first, second, and / or third phases are dynamically controlled, i.e., during their respective execution, preferably regulated. Particularly preferably, control of the vehicle and / or object relative to a vehicle is performed based on predicted parameters regarding the situation and / or regarding a third party. In the context of this document, the term "control" may also be understood, particularly, as "regulation."

[0027] For example, in relation to vehicle-to-vehicle and / or object control, in the first, second and / or third phases, based on the predicted extent of damage to third parties at that point in time, particularly only potential critical situations.

[0028] For example, the parameters for the first, second, and / or third stages can be executed based on a predetermined relationship with parameters of a third party. Third-party parameters can be characteristics of the third party or motion parameters of the third party. For instance, control of vehicles and / or objects can be performed based on a predetermined relationship with a third party's so-called object category (e.g., identified in the method). In particular, contact can be executed, not executed, or executed and / or terminated with different parameters based on the category of road user to which the third party belongs.

[0029] For example, by using vehicles and objects to perform the first, second, and / or third phases, the degree of risk and / or harm to third parties can be reduced.

[0030] In particular, the critical situation, such as an impending collision, does not directly affect the vehicle or object. The critical situation may be (at most) only indirectly affecting the vehicle or object.

[0031] For example, contact between a vehicle and an object can be controlled to keep and / or reduce, particularly minimize, damage to a third party below a predetermined threshold. Specifically, the parameters of the contact are controlled to keep the level of risk or damage to a third party below and / or reduce, particularly minimize, the predetermined threshold.

[0032] For example, in the first and / or second phases, vehicle and / or object control relative to the vehicle can be performed in such a manner that the ratio of the speed or acceleration of the approaching vehicle and object varies, particularly based on predicted parameters relating to the situation and / or a third party. Preferably, in critical situations, a particularly rapid or accelerated approach between the vehicle and object is performed in the first phase.

[0033] Approaching an object should be understood in particular as a reduction in the distance between the vehicle and the object, for example, in the lateral and / or longitudinal directions. This reduction can be carried out in a controlled or preferably regulated manner. Preferably, the approach between the vehicle and the object is achieved at least partially or temporarily through (controlled or regulated) movement of the vehicle toward the object and at least partially or temporarily through (controlled or regulated) movement of the object toward the vehicle.

[0034] In the first stage, a relatively fast or accelerating approach between the vehicle and the object should be understood in particular as a disproportionately fast approach and / or a faster approach than the (further) approach in the second stage. In the second stage, a slower approach between the vehicle and the object should be understood in particular as a disproportionately slow approach and / or a slower approach than the (previous) approach in the first stage. For example, the approach speed in the first stage can be at least 2, 5, 10, 20, or 50 times faster than in the second stage. The first, second, and / or third stages can be transitioned to each other almost seamlessly. Optionally, transition conditions for initiating the first stage, for transitioning from the first stage to the second stage, and / or for transitioning from the second stage to the third stage can be specified. Furthermore, one or more other conditions can be specified for terminating the third stage, for transitioning to the second stage (which can be considered reverse execution), for transitioning to the first stage (which can be considered reverse execution), and / or for ending the first stage.

[0035] In emergency situations, the first stage of acceleration can save extremely valuable time. As a result, the execution of actions can be extended, particularly the reduction of the vehicle's kinetic energy, for example, until an imminent collision with a third party. Due to this extended time, the (negative) acceleration required on the occupants or vehicle load during the reduction of kinetic energy, and / or the damage caused by the action, can be (potentially dramatically) reduced. Furthermore, the time interval can be increased by reacting to changes in the emergency situation without having to take action that would cause excessive damage. For example, if the emergency situation should have been resolved, the damage could have been completely avoided. Since the vast majority of emergencies (in which case, unrelated to the vehicle) resolve themselves without collision or physical contact, the result is, at least statistically, a significant reduction in damage. In other words, by accelerating the approach, more time, or a time reserve, can be gained for actions and / or decisions that could be made as an alternative to physical contact. Moreover, due to the relatively slow or decelerating second stage, a collision between the vehicle and the object can be largely avoided, or the risk of a serious impact or collision can be reduced.

[0036] Preferably, the identification or prediction of critical situations, particularly the determination or prediction of parameters of critical situations, is performed by the vehicle and / or object units in the first, second, and / or third stages to control the vehicle relative to the object and / or control the object relative to the vehicle, in order to perform at least partially automated driving. For example, controlling the vehicle to approach the object and / or the object to approach the vehicle can also be performed based on laterally arranged sensors, such as side radars of the vehicle and / or the object.

[0037] Preferably, the object can be controlled based on the vehicle's sensor information in the first, second, and / or third stages. Alternatively or additionally, the vehicle can be controlled based on the object's sensor information in the first, second, and / or third stages.

[0038] Specifically, in the first stage, for example in the lateral direction, the distance between the vehicle and the object is adjusted. This can be accomplished through a control loop that includes devices (sensors, computing units, etc.) for the vehicle and / or devices (sensors, computing units, etc.) for the object.

[0039] Particularly preferably, the contact between the vehicle and the object is controlled, preferably regulated. Specifically, the method includes performing control, preferably regulation, during contact.

[0040] According to embodiments that can be combined with other embodiments described herein, the critical situation involves an impending collision between a vehicle and a collision object, wherein the collision object is different from the collision object.

[0041] In this context, the collision object could be, for example, a third party, another road user, or another object.

[0042] According to embodiments that can be combined with other embodiments described herein, the object is, in particular, another vehicle moving substantially in the same direction as the vehicle and / or a third party.

[0043] According to embodiments that can be combined with other embodiments described herein, the first, second, and / or third phases depend on the operational behavior of the vehicle user and / or on units for performing at least partially automated vehicle driving and / or units for performing at least partially automated driving of the object.

[0044] The initiation and / or execution of one or more corresponding phases may depend on the corresponding actions identified and / or interpreted by the vehicle user and / or the parameters of the unit used to perform at least partial autonomous driving. For example, if the unit used to perform at least partial autonomous driving cannot find a (better) solution and / or cannot handle the situation on its own.

[0045] According to an implementation that can be combined with other implementations described herein, the first, second, and / or third phases are performed based on the interpretation of the vehicle user's operational behavior, particularly based on a request for lateral guidance of the vehicle.

[0046] For example, the execution of the first phase can only occur after the user's first action. Such an action could be a user's request for lateral guidance of the vehicle in the direction of the object. This could be excessive or disproportionate lateral guidance in the direction of the object compared to the user's request.

[0047] Specifically, the first stage may include the vehicle approaching the object until a certain initial distance is reached. After approaching, the distance can be maintained, particularly through adjustments designed accordingly. In this case, the vehicle can be guided at least partially automatically, for example, at a predetermined distance of 20, 30, or 50 cm from the object.

[0048] The defining characteristic of the adjustment state at the beginning or end of the first phase is that no damage has occurred by then, and (particularly gentle) physical contact with the object can be made immediately. In other words, it can be said that the vehicle and the object can be "positioned".

[0049] Specifically, the second phase can be executed in response to a second user action. The second action can be the same as or similar to the first action, or another action specified for this purpose. For example, it can be said that the vehicle can wait for a repeated action before initiating the second and / or third phase.

[0050] In another example, the first, second, and third phases (which can be said to be sequential) can be executed in response to each or only one action. If no further action specified for ending or aborting the approach is executed, the phases in this sequence can be executed and / or continued.

[0051] According to embodiments that may be combined with other embodiments described herein, the first, second, and / or third phases terminate in response to the identification or prediction that a critical situation related to the vehicle and / or at least one third party has been mitigated.

[0052] In an optional step, vehicle control (e.g., guidance, lateral guidance) may terminate in response to the passage of a certain time or in response to another user action. For example, lateral guidance of the vehicle and / or object may change in a near-proximity state, from "almost touching" to lateral guidance controlled or regulated according to another criterion. For example, the vehicle may at least partially and automatically move away from the object, and / or the object may at least partially and automatically move away from the vehicle. The first, second, and / or third stages may be performed or controlled in reverse order or with "opposite" control parameters. Once the emergency situation has eased, control of the vehicle and / or object may subsequently switch to control based on map information such as so-called high-precision maps, road markings, vehicles ahead, and vehicles behind.

[0053] According to embodiments that may be combined with other embodiments described herein, identifying at least one object in the vehicle's surrounding environment includes determining whether the object is suitable for contact, and / or selecting one object from at least two objects in the vehicle's surrounding environment.

[0054] Advantageously, the vehicle is controlled by the user of the vehicle and / or by the unit used to perform at least partial autonomous driving, in relation to an object, particularly in relation to the object's request for lateral guidance of the vehicle, in a disproportionately rapid manner in the first phase and / or disproportionately slow manner in the second phase.

[0055] Specifically, in response to the steering movements of the vehicle user in the first stage, the vehicle exhibits stronger lateral acceleration and / or lateral movement compared to any other steering situation (e.g., no situation and / or object is detected). This allows for approaching an object within a range of approximately 10-20 centimeters, such as approaching a vehicle traveling in an adjacent lane.

[0056] Following the first stage, additional conditions must be met to initiate the second and / or third stages. For example, under these additional conditions, the identified situation, the need to reduce kinetic energy to a sufficient degree (to continue), and / or the lack of a better alternative can be examined. Furthermore, at least one additional condition can be executed by the user overcoming resistance, such as (overcomeable) steering torque on the steering wheel, to perform further lateral movement. The resistance does not necessarily occur or be overcome at a specific steering angle, but rather at a specific (currently determined) distance in the lateral direction from the object. For example, if the driver (even very roughly) pulls the steering wheel towards the guardrail, the vehicle can quickly approach the guardrail or a vehicle in the adjacent lane (instead of colliding), with the vehicle positioned substantially parallel to or at an acute angle relative to the guardrail, and / or making controlled contact with the object. This process can preferably be performed such that the user, especially the driver, no longer needs to control or adjust during the process, particularly shortly before and / or after contact with the object. This process preferably involves several controls or adjustments per second. In other words, the user does not have to select, maintain, or change the steering force. This can be overly demanding of a person in many ways (both physically and mentally, in terms of the required speed).

[0057] However, optionally, the vehicle user can influence, for example, the intensity of the process—determining, reducing, increasing, or maximizing—before and / or during contact between the vehicle and an object, such as the value or limit of lateral friction. It can be specified here that the driver's steering force is not transmitted proportionally to the frictional force of the object. For example, the user's action, such as steering setting using operating elements, can be disproportionately performed toward the guardrail, particularly over its time course. If the steering setting toward the object is too strong and / or too fast, the occupant's steering setting may be underproportionately implemented, for example, less forcefully or more slowly. This prevents the vehicle from striking the guardrail at an excessively sharp angle, which could, for example, result in a normal collision, rotation, or entanglement (and thus wedging) between the vehicle and the guardrail.

[0058] In cases where the steering setting toward the guardrail is too weak and / or too slow (e.g., due to instinctive fear), the steering setting may be over-proportionately executed, for example, more strongly and / or faster than prescribed. (If the user’s intent is clearly identified and / or if this is determined on a case-by-case basis.)

[0059] Particularly preferred is a rapid or accelerated approach to the guardrail (automatically or caused by steering settings), and / or a relatively slow lateral movement relative to the object (e.g., a vehicle or guardrail located to the side).

[0060] For example, in this method, the torque and / or angle transfer functions from the vehicle steering wheel to the wheel set angle and / or the torque and / or angle transfer functions from the wheel to the vehicle steering wheel change when approaching the crash barrier and / or during kinetic energy dissipation on the crash barrier and / or when the process stops or terminates, for example, they are beneficially adjusted respectively.

[0061] According to an embodiment that can be combined with other embodiments described herein, in the third stage, a lateral clamping force is generated at at least one point of contact between the vehicle and the object, wherein the lateral clamping force is generated according to a specific time function, particularly in a specific pulse or dynamically controllable pulse.

[0062] According to embodiments that can be combined with other embodiments described herein, the force is changed once within a time period of 0.1 to 0.5 seconds, preferably within a time period of 0.51 to 1.0 seconds, and particularly preferably within a time period of 1.1 to 3 seconds.

[0063] According to embodiments that can be combined with other embodiments described herein, a system for handling situations involving vehicles and / or third parties is proposed, wherein the system has a control unit designed to perform a method according to one of the above embodiments.

[0064] Ideally, collisions, especially side collisions, can be replaced in a controlled manner by rapidly approaching and then slowly "butting" and / or "friction rather than impacting." Both of the aforementioned phases of the process can be performed as control or regulation processes that are beneficially parameterized separately. Preferably, the lateral approach to the object can be controlled based on data from lateral radars from the front and / or rear, for example, as a special maneuver.

[0065] As an adjustment variable for control or regulation, when approaching the object, i.e. during the first and second stages, a distance value of approximately 0-10 cm and / or an angle value of approximately 0°-20°, preferably 0°-15°, and more preferably 0°-5° relative to the object can be selected.

[0066] By employing the technical means described in the method, unavoidable collisions can be executed more effectively, safely, and with less damage compared to human drivers. Specifically, the typically very short impact, bounce, or vehicle twisting due to contact with the object is avoided. This is entirely or partially replaced by the controlled reduction of passive energy.

[0067] For example, friction between a vehicle and an object can be treated as a process of adjustment technology. This can be a continuous, intentionally prolonged process involving far less danger and damage than a collision. Compared to a typical collision, significantly longer durations of lateral friction and the resulting longitudinal reaction force can be achieved, such as 1, 2, 20, 40, or 60 seconds.

[0068] For example, the steering and / or braking systems can be controlled, for instance, by controlling or adjusting wheel slippage, so that the vehicle's clamping force acts on the object as laterally as possible (on one side of the vehicle) or at a very sharp angle. This process can be extended over longitudinal distances of 2-200 meters (depending on the still available distance or the urgency of the process). This can be accomplished by controlling the rear wheel steering (towards the object) as specified for this purpose.

[0069] Alternatively or additionally, wheel slippage can be controlled, for example, as controlled drift on at least two wheels of the vehicle, preferably accompanied by approaching or contacting an object. In this case (in addition to the braking force generated in the longitudinal direction), the vehicle may be pressed laterally against the object. Here, more energy can be dissipated by balancing the lateral forces from the vehicle wheels and the lateral reaction forces generated as a reaction of the object for a certain period of time. The first frictional force on the lower wheel and the second frictional force on the side of the object can act backward simultaneously. The first and second frictional forces can actually complement each other, and the result is a force acting in the opposite direction of the vehicle's motion (acting for the required time).

[0070] The resulting frictional force and total longitudinal reaction force can be directed by controlling the vehicle's direction and / or the clamping force on the object (e.g., in the front and rear regions), so that the vehicle does not rotate or rotates only slightly when its kinetic energy decreases. Very high frictional or longitudinal forces can be achieved with relatively little damage to the vehicle and / or object.

[0071] This method also prevents the vehicle from bouncing off the object and / or becoming entangled with it (e.g., as a deformation of the object and / or vehicle, preventing the vehicle and / or object from moving forward or wedging in). The vehicle can bounce off and / or become entangled through a preferred continuous control or adjustment process. The term "entanglement" should also include wedging.

[0072] The lateral clamping force at at least one point of contact between the vehicle and the object (e.g., the front, rear, and / or central areas) can be generated as a rapidly varying force. This force can change, for example, every 0.1, 0.3, 0.5, 0.8, 1.0, 1.5, or 2.3 seconds. The lateral clamping force can be controlled according to a specific time function, such as a specific pulse (with a specific duration and shape, e.g., a "sine wave") or a dynamically controllable (preferably adjustable) pulse.

[0073] The clamping force and / or angle of the vehicle relative to the object can be selected or controlled, particularly the time and / or spatial curves of the clamping force and / or angle, so that kinetic energy dissipation is carried out as efficiently as possible. Simultaneously, this prevents the vehicle from bouncing off the object and / or becoming entangled with it. Ideally, when a very urgent reduction of kinetic energy is required (e.g., in the event of an impending collision, such as when it is too late to identify the end of a traffic jam, or when an absolutely necessary vehicle system malfunction is identified, or when an accident occurs in front of the vehicle), the clamping force and / or angle are controlled so that the vehicle is precisely at the boundary where bouncing and / or entanglement (or transition to a typical collision) will begin.

[0074] In a variation of this method, the yaw motion or yaw force of the vehicle relative to the object is controlled. Here, the control or adjustment can be performed in a manner not exceeding a predetermined stability standard. For example, compared to a case where the clamping force and / or angle are approximately constant, significantly more kinetic energy can be dissipated. This can also reduce high vehicle speeds exceeding 100, 150, or 200 km / h. By correspondingly controlling the clamping force and / or angle, the frictional force on the object can always be kept below a threshold condition where the process would lead to a collision, or a rapid, uncontrollable increase in force, and / or vehicle torsion. Excessive bending of the object by the vehicle can be prevented, thus avoiding impending or actual vehicle torsion (which is inherently dangerous and potentially fatal due to oncoming traffic). This also prevents the (subsequent uncontrollable) increase in force and its transformation into a collision.

[0075] The clamping force of the vehicle on the object can be controlled (even if the reduction of kinetic energy described herein can last for a few seconds) so that a specific, preferably dynamically controllable acceleration value is reached, maintained, and / or not exceeded, such as 3g, 6g, or 9g, especially 10g or 15g.

[0076] Here, a significant amount of energy can be dissipated into friction rather than into the deformation of the contacting parts (so-called cold deformation). For example, the clamping force can be controlled so that the acceleration acting on the vehicle compartment and / or occupants (e.g., in magnitude and direction) remains constant or substantially follows a predetermined function of time. This also offers a significant advantage over a collision process, characterized by short, strong, and potentially adversely varying accelerations.

[0077] Preferably, the physical contact with the object (especially the actual "friction") can be controlled based on data from sensors (e.g., the vehicle's acceleration sensor) and / or vibrations or structural noise in the vehicle structure.

[0078] The clamping force between the vehicle and the object can be applied based on the expected or calculated deformation, damage or loss of the vehicle parts (such as certain sheet metal parts), which may vary for different parts of the vehicle.

[0079] The process can also be controlled based on the identification of occupants in the vehicle and / or their body and seat positions (body orientation, head position, buckling, unbuckled, and / or in child seats, vehicle seat settings). If, according to internal sensors, the occupant is subjected to excessive and therefore dangerous forces, the process can be executed less rigorously, or, particularly, beneficially modified during its execution. A significant difference compared to intentional or unintentional collisions is the extended duration of the process, for example, extended to 2-20 seconds or longer. One or more parameters of the process can be controlled, for example, adjusted during its execution.

[0080] The lateral clamping force on the object can also be increased or decreased depending on whether a potential collision object is detected in front of the vehicle, or to what extent there is a reason to reduce the kinetic energy on the object.

[0081] In this method, the characteristics of the object and / or a specific vehicle can be identified and considered. Reference values, such as minimum, maximum, or improved parameters, can then be selected for lateral and / or longitudinal contact. Preferably, such parameters can be determined (preferably even before contact with the object) from navigation data.

[0082] Preferably, the structural type of the object, such as the object's category, can be determined by the vehicle. The object's characteristics may include information about the properties of different types of vehicles, such as elasticity, elastic tendency, or deformation.

[0083] However, information about object characteristics can also relate to specific vehicle types or categories (cars, trucks, vans, articulated vans, etc.). In other words, the information may already be related to or matched with a particular vehicle or vehicle type.

[0084] In other words, the vehicle can learn about the object before a collision is likely to occur, so as to perform the process as safely and efficiently as possible (if necessary).

[0085] Specifically, the object is a crash barrier. In the context of this document, other variations of structural partitions, such as concrete boundaries, walls, or curbs, should also be understood as "crash barriers." The method may include identifying the crash barrier itself, preferably identifying a specific type of crash barrier. Thus, the vertically arranged portions of the crash barrier (supporting components, fixing arrows, cross braces, etc.) and / or the height of the crash barrier can be considered. For example, the (temporal and / or spatial) progression of the lateral clamping force can be controlled, particularly based on the characteristic differences of relevant portions of the crash barrier (e.g., curves, bends, or lateral actuators). This can be done based on the location of the arranged portions to allow maximum friction on the one hand, and / or prevent vehicles from breaking through and / or wedging into the crash barrier on the other hand, and / or limit the degree of damage to vehicles, for example, limiting it to a specified limit.

[0086] In further improved variants, parameters for kinetic energy reduction to be performed when needed can be determined in advance (through simulation and / or testing) for certain vehicle types or models and certain object types, such as certain types of crash barriers, and / or various load states and / or speed ranges of the vehicle. These parameters can then be used as needed, for example, according to a lookup table.

[0087] It is preferable to identify whether the vehicle is being operated by a trailer or consists of at least two parts (e.g., a semi-trailer truck). At least one feature of the method can then be suppressed or altered.

[0088] For example, the (typically standardized) patterns in ultrasonic or electromagnetic waves reflected by an object such as a crash barrier (detected using the vehicle's ultrasonic or radar sensors) can be identified, for example, according to DIN, ISO, etc., as the reflection patterns of the crash barrier itself, or preferably as the reflection patterns of a crash barrier of a specific structural type. Kinetic energy reduction can then be performed taking into account the characteristics or data of the crash barrier type. This process can be performed in different ways on crash barriers of different structural types.

[0089] Another variation for reducing kinetic energy is also proposed, where the "crash barrier" is a curb. This variation can be used if, for example, a curb is identified instead of a typical crash barrier. Variations of this method can be implemented in modified forms (in the sense of comparison to a method with a typical crash barrier).

[0090] In the case of curbs, the process can be controlled, thus preventing excessive damage to the wheels and / or vehicle impact with the raised area. In an emergency, the tire and / or rim may be damaged (in a controlled, layer-by-layer manner) as kinetic energy dissipates. The vehicle's kinetic energy can be dissipated very effectively. For example, in the case of controlled contact between the rim and the curb (similar in principle to the above description), the thinnest possible layers of the vehicle's wheel structure can be removed.

[0091] The structure of the tire and / or rim can be removed in a controlled manner during this process. One could say the wheel can be "peeled like an orange." Here, a rim (before it is damaged) may be sufficient to dissipate or adequately restrain the vehicle's very high level of kinetic energy. If the vehicle had been driven onto a curb, such energy reduction would be impossible. The consequences of an uncontrolled collision (including legal consequences) would also be far more severe.

[0092] For example, if there is an urgent need to dissipate kinetic energy and identify a curb, the force acting on at least one rim upon contact with the curb (in terms of its magnitude and / or direction) can be controlled to prevent excessive bouncing and / or tangling (which is more likely due to rim bending in this case). Essentially, the forces acting longitudinally on the vehicle (simplified friction or reaction forces) can be maximized.

[0093] To put it figuratively, this process can be compared to removing material on a lathe. While the goal on a lathe is to remove material layers as efficiently as possible with minimal reaction force, the process according to the invention is controlled in such a way that the reaction force is maximized while minimizing material consumption.

[0094] In alternative or additional locations, a vehicle may strike the curb multiple times, each time very briefly, and then (in a controlled manner) pull downwards. Similarly, in this scenario, a significant amount of the vehicle's kinetic energy can be dissipated (in a controlled manner).

[0095] Depending on the execution of the method steps described in this document, specific activation of the passive safety system is particularly preferred. In particular, activation, deactivation, and / or parameterization of the restraint system (airbags, seat belts, etc.) can be performed. At least, this can save very high costs and / or reduce or eliminate damage caused by the restraint system itself.

[0096] The deployment of side airbags and / or front airbags can be suppressed or modified. Specifically, when implementing the kinetic energy reduction described herein, side airbags can be deployed by low pressure or slowly, or by at least two stages of pressure increase (slow). For example, if the vehicle approaches an object rapidly with a relatively gradual increase in lateral clamping force, the deployment of at least one airbag can be suppressed (at least not too fast or too strong). This deployment can be omitted because no impact, collision, or uncontrollable increase in acceleration value is expected during this process. In particular, the deployment of the vehicle's restraint system can be suppressed or modified if it is determined that the process can be performed without exceeding certain acceleration limits (in all directions) and below certain limits that would result in a risk of vehicle bounce or torsion.

[0097] Preferably, after the necessary reduction of kinetic energy has occurred, a second control, specifically adjustment, is applied to the vehicle's motion. This second adjustment can be made based on the sensing detection of the object and / or lane markings. For example, adjustment can be based on measurements of the relative distance and / or angle of the vehicle relative to the object at one or more locations. These locations can be continuously detected using front and / or rear radars. The aforementioned values, or the mathematical relationships between them, can be controlled to improve the execution of the process. For example, vehicle stability can thus be ensured immediately before, during, and after the reduction of kinetic energy on the object.

[0098] For example, the reflection patterns of the crash barrier itself (often standardized) (for ultrasonic or radar applications) can be identified and adjusted based on the identified patterns.

[0099] For example, approaching an object and / or reducing the kinetic energy on the object and / or reducing or stopping the reduction of the object's kinetic energy, based on the vehicle's relative position and / or angle and / or road markings relative to the object.

[0100] Preferably, the vehicle is oriented according to a predetermined standard (as contact ends).

[0101] For example, the forces acting on the vehicle are controlled in such a way that the vehicle is oriented away from the crash barrier so that it can travel further at an angle of, for example, 5°–15°. This can be accomplished by activating front axle steering, rear axle steering, and / or by wheel slippage at at least one wheel of the vehicle (e.g., again as a controlled drift process).

[0102] The second control can be achieved, for example, by shifting the controlled variable from a previously dominant determining distance and / or angle relative to the object to a subsequently dominant determining distance and / or angle relative to at least one lane marking. Here, the outer lane marking may also be used (at least temporarily) as the controlled variable.

[0103] In addition, based on a (re)assessment of the situation, it is possible to orient, restabilize, adjust the object, crash barriers and / or lane markings to the appropriate extent, transition to assisted or automatic lane guidance, achieve a predetermined stopping position on the crash barriers and / or allow the vehicle to continue driving.

[0104] In this situation, a predetermined (as appropriate as possible) safe state for the vehicle can be initiated (for the circumstances at the time). For example, the process could proceed to a predetermined speed (e.g., below the speed limit), until the vehicle's position relative to objects in the surrounding environment, or until the vehicle comes to a stop (to some extent, "parked against the guardrail"). Ideally, at least auxiliaryly or automatically, the vehicle can be (re)merged into the lane to continue driving. Continuing to drive can also be considered a "safe state." This can be done after checking for available space in the lane.

[0105] When one or more of the following conditions are identified, one or more steps of the method can be executed or controlled; in particular, if one or more of the following conditions are identified, the dissipation of kinetic energy on the crash barrier can be executed or controlled, especially the first, second, and / or third stages:

[0106] - For vehicle systems essential for safe continued operation, such as the braking system, steering system, path planning, etc., failure; or for diagnostics conducted beforehand through (active but inherently non-hazardous) testing (e.g., braking or steering tests) that determine such systems will fail (the probability is too high); and / or

[0107] - If a vehicle is identified as being operated without authorization (e.g., stolen) and / or being tracked (chased) by emergency services; and / or

[0108] - If a dangerous situation or condition is detected where the driver is asleep, unconscious, or unable (or no longer able to control) the vehicle.

[0109] Particularly preferably, the action (for all vehicles) can also be performed in response to, for example, receiving information remotely from outside the vehicle; and / or based on specific identified or concealed behavior of the occupant; and / or based on the identification of a specific state of the occupant.

[0110] This invention is particularly suitable for use in autonomous vehicles. The proposed reduction of kinetic energy at the crash barrier is also applicable to transitioning to a safe state in situations of increased uncertainty or risk associated with at least partially automated, autonomous, and / or remotely controlled driving.

[0111] At least some of the actions described herein can be performed and / or controlled based on the following: controlled approach, particularly to a crash barrier, and / or directional control and / or clamping force control.

[0112] - The vehicle operates with a certain degree of automation and / or remote control; and / or

[0113] - It was identified that, in particular, despite certain warnings, such as an emergency takeover request, the user did not adequately take over the driving task as required. In the context of this article, the user is understood to be an occupant (driver or passenger) or a user who at least partially remotely controls the vehicle, such as a dispatcher.

[0114] Particularly preferably, starting from a certain level of automation, such as from BASt-2, BASt-3, BASt-4 (possibly as an obligation or prerequisite for use), the reduction of kinetic energy can be activated or should be activated.

[0115] Depending on the level of automation, at least preparations can be made for the reduction of the vehicle's kinetic energy on the object, such as for connection, control, preset process, or receiving data for execution process.

[0116] This should make vehicle certification much easier (at least for highways with standardized crash barriers), for example, by significantly reducing the safety requirements for one or more vehicle systems (braking system, steering system, chassis, drive, wheels, etc.).

[0117] Furthermore, it is advantageous to provide vehicle users with information and / or options that allow them to determine how the vehicle's kinetic energy should be reduced at the crash barrier (potentially in various event scenarios).

[0118] Kinetic energy reduction on the crash barrier can preferably be implemented through the effectiveness of one or more predetermined measures for occupant safety (e.g., acceleration limits) or permissible damage to the vehicle, and / or a compromise or variation thereof between at least two of the aforementioned measures. The required measures or corresponding variations of the compromise can be selectable or modifiable, for example, by setting and / or operational behavior, particularly by selecting options. These can also be influenced or determined dynamically, on a case-by-case basis, and / or by remote control, for example, by a dispatcher or from the back end.

[0119] It is particularly preferred that such a process be terminated or aborted (lasting several seconds) based on a check of one or more predetermined conditions. This also provides a basis for distinguishing it from a collision.

[0120] For example, the actions of a vehicle or its interaction with an object can be altered and / or aborted, such as by reducing the kinetic energy on the vehicle and / or crash barriers, if one of the conditions leading to such actions or interactions changes (during the execution process). The actions described in this document can (at least in principle) be performed in reverse order and / or direction. As a result, a safe and / or maneuverable position and state of the vehicle is achieved.

[0121] Furthermore, a method for handling situations related to vehicles and / or third parties is proposed, wherein the method includes identifying or predicting specific critical situations related to vehicles and / or at least one third party. The method also includes selecting at least one object and / or at least one third party in the environment surrounding the vehicle, and selecting an action that can be performed with the vehicle in relation to at least one object and / or can be performed with at least one object in relation to the vehicle, such that the extent of damage to the vehicle, at least one third party, and / or at least one object, particularly compared to potential damage resulting from the identified or predicted situation, is reduced or minimized.

[0122] The selection of objects (hereinafter also referred to as "selection") can be made, for example, based on a priori order of the objects, particularly a dynamic one. For instance, multiple objects can be selected using a decision matrix and / or optimization function based on determined information. Here, for example, the effectiveness and / or consequences arising for different objects and / or parameters can be assessed. The determined or predicted situation may include an impending collision between a vehicle and a third party, wherein the object is different from the third party and / or is substantially uninvolved in or not threatened by the situation.

[0123] The object can be another vehicle traveling in the surrounding environment, such as in an adjacent lane or at an intersection, and / or part of an infrastructure device. For example, the infrastructure device may be controlled by actuators to change its physical properties or to move.

[0124] The object is advantageously another vehicle, particularly one moving in essentially the same direction.

[0125] For example, the method can determine and consider whether the vehicle and / or object and / or third party is driving automatically, or is capable of driving automatically, or whether it contains occupants or how many occupants it contains, or can determine relevant collision-related parameters.

[0126] If, for example, a vehicle is about to collide with a third party substantially in its direction of travel, at least one object can be selected from multiple identified objects in the vehicle's surrounding environment based on predetermined relevance. Object selection can be performed, for example, based on a priori ranking of the objects, particularly dynamically. For instance, multiple objects can be selected using a decision matrix and / or optimization function based on determined information. Here, for example, the resulting effectiveness and / or consequences for different objects and / or parameters can be evaluated. The vehicle then approaches the object, and / or the object approaches the vehicle, and / or contacts the object substantially laterally to the vehicle's direction of travel.

[0127] For example, as a qualitative and / or quantitative measure, the following can be identified and considered:

[0128] - Effectiveness in reducing impending collisions, particularly in reducing the probability and / or consequences of impending collisions; and / or

[0129] -Effectiveness in reducing vehicle kinetic energy through objects; and / or

[0130] - The result of contact with the object, which is especially necessary for sufficiently reducing kinetic energy.

[0131] Then, based on the determined information, select at least one object and / or at least one parameter of the first stage, a parameter of the second stage, and / or contact with the object.

[0132] This can be objects and / or actions that are (together) substitutable or mutually exclusive, especially action types, and / or variations of objects and actions.

[0133] Advantageously, for the selected action, which can be performed by the vehicle in relation to at least one object and / or by at least one object in relation to the vehicle, parameters are determined or adjusted in such a way that the extent of damage to the vehicle, at least one third party, and / or at least one object, in particular, is reduced or minimized compared to the potential damage obtained from the determined or predicted circumstances.

[0134] Advantageously, the action is selected from a number of possible actions, including at least the following:

[0135] - By physical contact with at least one object, especially by friction, the kinetic energy of the vehicle is reduced, and in particular the vehicle is brought to a stop;

[0136] - By physical contact with at least one object, and especially by the action of at least one object, the trajectory of the vehicle is altered;

[0137] - Control, particularly regulation, of longitudinal guidance of the vehicle and / or at least one object, wherein the contact point between the vehicle and at least one object is selected with respect to a direction of movement substantially transverse to the vehicle and / or at least one object;

[0138] - Controlling, in particular, the vehicle’s approach to at least one object and / or at least one object’s approach to the vehicle, in particular initiating lateral guidance of the vehicle relative to at least one object and / or the vehicle relative to at least one object;

[0139] -The vehicle comes into contact with at least one object;

[0140] - Orienting a vehicle by physical contact with at least one object, particularly by the action of at least one object, wherein the orientation is relative to the direction of travel and / or lane markings and / or at least one third party and / or by at least one third party;

[0141] - By pressing a vehicle against another object, particularly another vehicle or a crash barrier, through at least one object;

[0142] - The vehicle is knocked over due to the action of at least one object, particularly by a collision caused by at least one object; preferably, the knocking is caused by an object controlled laterally to the direction of vehicle movement.

[0143] - Especially when the vehicle is threatened or at least may endanger a third party, push the vehicle out of a dangerous place, such as an intersection;

[0144] - To conduct a collision with a vehicle and / or at least one object that benefits at least one third party, particularly a controlled and / or pre-calculated collision;

[0145] - Control the vehicle relative to the object in such a way that it approaches the object with acceleration in the first stage, deceleration in the second stage, and contact with the object in the third stage.

[0146] In other words, the method may include selecting one of the described actions, specifically interactions. This can be done based on determined or predicted situation parameters and / or predicted degree of disadvantage and / or advantage.

[0147] One or more of the described actions, particularly at least one parameter of the interaction, may be determined and / or adjusted once or preferably multiple times during the execution of these actions, such that harm to a third party is reduced and / or the advantage to the third party is increased.

[0148] When a controlled object approaches a vehicle, even during physical contact, the object can be laterally guided into the vehicle in a controlled, particularly regulated manner, particularly by initiating lateral guidance of the vehicle into the object, and / or by guiding the object laterally into the vehicle.

[0149] The corresponding direction of motion should be understood in particular as the direction of motion prior to the occurrence or recognition of the situation. For example, an object may be (pre)accelerated or (pre)decelerated, particularly relative to its previous motion or planned motion, so as to reach a suitable point of contact for the vehicle and / or the object, particularly corresponding to an increased advantage and / or a reduced disadvantage.

[0150] One or more actions that can be performed in relation to a vehicle and / or an object and in relation to a vehicle can be categorized into certain types of actions. These action types can all be characterized by specific patterns. For example, an action type can be characterized using specific patterns identified or identifiable during the process, such as patterns of arrangement and / or movement of relevant road users, and / or can be distinguished from other types of actions. The method may include distinguishing these patterns and / or determining multiple patterns that are particularly mutually substitutable, complementary, and / or mutually exclusive.

[0151] For example, the method may include selecting one of the described actions or interactions. This can be done based on determined or predicted situation parameters and / or predicted degree of disadvantage and / or advantage.

[0152] At least one parameter of one or more of the described actions or interactions may be determined and / or adjusted once or preferably multiple times during the execution of these actions to reduce harm to third parties and / or increase their advantage. This may occur even when the third party is able to move toward the vehicle.

[0153] Advantageously, multiple possible actions are compared with each other, and an action is selected that results in the least damage to the vehicle, at least one third party, and / or at least one object, especially compared with the potential damage derived from the determined or predicted circumstances.

[0154] Advantageously, prior to the occurrence or impending occurrence of a specific situation, particularly exceeding a certain level of urgency, at least one object in the surrounding environment of the vehicle and / or at least one third party is selected, and an action is selected such that the action can be performed in relation to the vehicle and / or in relation to the at least one object.

[0155] For example, during normal, continuous driving operations, particularly periodically and / or based on predetermined conditions, control selects at least one object in the surrounding environment of the vehicle and / or at least one third party, and selects an action that can be performed with the vehicle in relation to at least one object and / or with at least one object in relation to the vehicle. Corresponding data characterizing at least one selected object and / or action type or action can be stored and / or updated, particularly continuously. This can be done through a step of the method, for example, controlled by predetermined conditions. Alternatively, this can be done through a suitably designed storage area, particularly a ring memory.

[0156] The conditions for performing one or more of the steps described may be an increase in risk, wherein the risk is significantly lower than the risk of the action to be performed. Actions on an object may be performed, specifically based on stored data, only when at least one specific situation and / or a situation exceeding a certain level of urgency is identified.

[0157] In other words, in the method according to the invention, the "possibility of impact" can be continuously sought even when no critical situation exists. Advantageously, data already exists when a specific situation typically occurs in a short period and / or exceeds a certain level of urgency. For example, relatively complex or slow steps or parts of the method can be performed in advance and / or while the risk is still low. This saves resources.

[0158] Advantageously, the selection of an action and / or the determination or adjustment of the parameters of the action can be performed based on the operation of the vehicle user and / or the user of at least one object, the action being performed in relation to the vehicle and / or in relation to the at least one object, wherein the operation of the vehicle user and / or the user of at least one object does not contradict the action, specifically indicating consent to the action.

[0159] Users of vehicles and / or objects can also perform operational actions from a distance, such as remotely. For example, the operation of an operator or dispatcher of an object that is at least partially autonomous (e.g., a truck without occupants) from a distance can be considered remote control. For example, the actions or interactions of the vehicle and / or object can be performed subsequently or later.

[0160] In particular, the actions of the vehicle user can be interpreted in this method, especially in terms of the lateral guidance of the vehicle. For example, an object can be manipulated or controlled in the direction specified by the user via steering controls (steering wheel, joystick, etc.). For example, the user's actions can be (proportionally) amplified and / or accelerated and / or weakened and / or slowed down in terms of their execution. For example, the relative speed approaching an object can be accelerated and slowed down upon physical contact.

[0161] Consent to and / or non-objection to the actions of vehicle users and / or target users may include, for example, the actions of the driver, user, or dispatcher not preventing or contradicting the action.

[0162] For example, the initiation and / or execution of one or more phases of an action or interaction may be based on, in particular only when the corresponding action of the vehicle user is recognized and / or interpreted, and / or based on parameters of the unit used to perform at least partially automated driving.

[0163] Advantageously, the vehicle is controlled relative to the object, such that it approaches the object with particularly accelerated speed in the first stage, approaches the object with particularly decelerated speed in the second stage, and makes contact with the object in the third stage. In this action, the first, second and / or third stages are performed based on the operational behavior of the vehicle user and / or the unit used to perform at least partial autonomous driving.

[0164] Advantageously, an action is selected based on the response of at least one object to a request sent, particularly by at least one third party and / or by a vehicle and / or infrastructure device, the action being performed by the vehicle in relation to at least one object and / or by at least one object in relation to the vehicle.

[0165] For example, the request could be an SOS call from a vehicle, object, and / or infrastructure device. For instance, it is preferred that the object agrees to perform at least one action. Here, a risk that can be better estimated can be assumed.

[0166] Favorably, predict the degree of disadvantage and / or advantage:

[0167] - Failure to perform at least one action in response to a determined or predicted situation;

[0168] - For at least two objects from the vehicle's surrounding environment and / or from the surrounding environment of at least one third party;

[0169] -For at least two actions, especially actions involving different objects;

[0170] - For one or more variations of an action, especially actions of different types, and / or actions with different objects;

[0171] - A comparison of the separately determined degree of disadvantage and / or advantage;

[0172] - Regarding the selection of at least one object in the surrounding environment of the vehicle and / or at least one third party, and the selection of actions that can be performed by the vehicle in relation to at least one object and / or that can be performed by at least one object in relation to the vehicle;

[0173] - Parameters for determining or adjusting actions based on the determined information.

[0174] Advantageously, the determined or adjusted parameters are controlled or regulated during the execution of the action, particularly during physical contact between the vehicle and at least one object.

[0175] Parameters for longitudinal guidance of the vehicle and / or object can be controlled or adjusted. Parameters for lateral guidance of the vehicle and / or object can be controlled or adjusted. In particular, the parameters for lateral guidance of the vehicle and / or object can be controlled or adjusted according to a specific relationship between the parameters for lateral guidance of the vehicle and / or object.

[0176] The present invention and its embodiments described above have the following main advantages:

[0177] -Especially in Highly Automated Driving (HAF), it solves several previously unresolved issues (in-vehicle);

[0178] - This can resolve cases that could otherwise lead to the failure of the entire business model of autonomous driving;

[0179] - Smaller damage budget;

[0180] -Saving lives;

[0181] - Competitive advantages of such vehicle operators;

[0182] -HAF vehicles (contrary to their reputation) can even rescue unrelated third parties;

[0183] - Friction and / or contact, rather than impact;

[0184] - In contrast to impact, the process of one or more actions can be controlled (dynamically);

[0185] - It can also be applied to high speeds;

[0186] - Eliminates the dangerous and expensive triggering of airbags or other restraint systems;

[0187] - The safety of the operation of the functions of vehicles that can be driven automatically and / or remotely;

[0188] -Therefore, in the future, conceivable legal requirements or certification standards for vehicles that can be driven automatically and / or remotely can be met;

[0189] - If this results in lower safety requirements (e.g., ASIL) for expensive vehicle components related to the safety of HAF, significant costs can be saved;

[0190] - Controllability of unauthorized, out-of-control vehicles and / or users;

[0191] - The vehicle is in a safe condition, and can be re-stabilized if necessary and / or driven if necessary;

[0192] - Reduce public concerns about autonomous vehicles.

[0193] In another example, the object can be a vehicle, and a vehicle can be an object.

[0194] Other advantages, features, and details of the invention arise from the following description of preferred embodiments and with reference to the accompanying drawings. The features and combinations of features mentioned in the foregoing description, as well as the features and combinations of features mentioned in and / or shown individually in the following description and / or drawings, can be used not only in their respective specified combinations, but also in other combinations or individually, without departing from the scope of the invention. Attached Figure Description

[0195] The present invention will now be described with reference to embodiments and the accompanying drawings.

[0196] Figures 1a-1d The illustration schematically shows some steps of a method for handling situations involving vehicles and / or third parties. Detailed Implementation

[0197] Figure 1aThis illustrates a scenario that could lead to a collision between three different vehicles 1, 1', and 2, and a motorcycle 3. The crash barrier is represented by 2'.

[0198] At least vehicles 1 and 2 are autonomous vehicles. The described method is particularly advantageous for autonomous vehicles because such vehicles may have certain uncontrollable effects, and because the user (in some cases) is not in the vehicle at all or is not ready to drive or is unable to react.

[0199] In order to control the movement of vehicle 1, especially for braking (maximum possible 0.9 m / s²), 2 The speed is reduced more quickly by selecting objects 2 and 2'. This is done to minimize damage to motorcycle 3, which is particularly vulnerable in this specific situation. Here, the controllable, and especially adjustable, interactions with the crash barrier 2' and / or with vehicle 2 are pre-calculated and automatically compared.

[0200] The selection of objects 2 and 2' depends on whether a corresponding data connection and / or automatic agreement has been established with the autonomous vehicle 2.

[0201] Alternatively, the method can also be performed in cases where a collision is not predicted, for example, if the autonomous vehicle 1 has technical problems and / or the driver does not take over vehicle control and / or important sensors malfunction.

[0202] Figure 1b This describes how vehicle 2 can identify or predict critical situations of vehicle 1 and / or the potential harm of vehicle 1 to a third party 3. In other words, vehicle 2 can identify or predict problems with vehicle 1 and / or 3. The plan for movement or the movement of vehicle 2 is modified (e.g., controlled or regulated) to mitigate the situation, particularly by reducing the level of harm and / or increasing the level of benefit (e.g., chance of survival and / or freedom of movement of the third party).

[0203] exist Figure 1b In the scenario shown, vehicle 2 changes lanes to travel in front of vehicle 1, specifically between vehicle 1 and motorcycle 3, or cuts in. For example, vehicle 2 accelerates to overtake vehicle 1. Then, vehicle 2 cuts in front of vehicle 1. Vehicle 2 then brakes, specifically in such a way that the distance from vehicle 1 changes rapidly at first, then slowly, to prevent a collision. Afterward, vehicle 2 is braked in a controlled manner, in which case vehicle 1 can also be said to be "caught".

[0204] The braking power of vehicle 2 is particularly preferably controlled or regulated in such a way that it is distributed, especially on at least two wheels of vehicle 2, so that the movement of vehicle 1 is kept within certain limits. In other words, object 2 can be said to balance the "parked" vehicle 1. In this case, its movement (rather than being uncontrolled) can be controlled at least partially by vehicle 2 or controlled along with it.

[0205] Figure 1c The description refers to the identification or prediction of the situation involving vehicle 1 and / or motorcycle 3. This then (specifically) prompts vehicle 2 to stop, align, and / or take control of vehicle 1. Vehicle 2 can be prompted to stop, align, and / or take control of vehicle 1, particularly via corresponding signals from vehicle 1, motorcycle 3, infrastructure devices (e.g., highway bridges), and / or its own devices (sensors, computing units). Alternatively or additionally, this can be used (one might say as a "bodyguard") to protect motorcycle 3.

[0206] Specifically, vehicle 2 can be an unoccupied vehicle or a vehicle traveling empty. Therefore, personal injury or death can be avoided.

[0207] In another example (not shown), vehicle 2 can push vehicle 1 against guardrail 2', particularly in a controlled or adjustable manner.

[0208] exist Figure 1b and 1c In the scenario described, vehicle 1, which can be described as a vehicle with a problem, that has caused a problem, or that will cause a problem, is not necessarily an autonomous vehicle itself. It can be a regular, manually drivable vehicle, a currently non-autonomous vehicle, or a vehicle affected by a problem (e.g., an out-of-control autonomous vehicle). For example, vehicle 2 can be used to manage (resolve, mitigate, or reduce the consequences) problems of other road users, such as problems arising from vehicle 1 and / or motorcycle 3, particularly problems between these road users. In particular, vehicle 2 is not directly affected by the identified or predicted situation.

[0209] exist Figure 1d In the scenario shown, vehicles 1 and 2 can come into contact, particularly in a substantially lateral manner. Here, vehicle 1 can stop, align, and / or be controlled particularly quickly. In other words, vehicles 1 and 2 can perform snowplow actions, particularly in a coordinated manner (between each other and / or via infrastructure devices).

[0210] This could also occur in the event of at least partial loss of driving ability of a (possible) human driver, or failure of sensors, computing units, and / or other devices in vehicle 1. For example, vehicle 1 may be controlled by vehicle 2, vehicle 2 may be controlled by vehicle 1, and / or vehicle 1 and / or vehicle 2 may be controlled by infrastructure devices (such as rear-end and / or devices including sensors on highway bridges, etc.).

Claims

1. A method for handling situations involving a vehicle (1), comprising: - Identify or predict a critical situation involving an impending collision with the vehicle (1); and - Identify at least one object (2, 2') in the surrounding environment of the vehicle (1) that is not involved in the critical situation; and - Control the vehicle (1) relative to the object (2, 2'), or control the at least one object (2, 2') relative to the vehicle (1), such that In the first phase, a relatively fast or accelerated approach is made between the vehicle (1) and the at least one object (2, 2'); In the second phase, a relatively slow or decelerated approach is made between the vehicle (1) and the at least one object (2, 2'); and In the third stage, contact is made between the vehicle (1) and the at least one object (2, 2').

2. The method according to claim 1, in, The emergency situation involves an impending collision between the vehicle (1) and a third party (3), and the object (2, 2') is different from the third party (3).

3. The method according to claim 1, in, The object (2, 2') is another moving vehicle.

4. The method according to claim 1, in, The object (2, 2') is another vehicle moving in the same direction as the vehicle (1).

5. The method according to any one of claims 1 to 4, in, When the vehicle (1) is controlled relative to the object (2, 2'), the first stage, the second stage, and / or the third stage are performed based on the user's operating behavior of the vehicle (1) and / or the operating behavior of the unit used to perform at least partially automated driving of the vehicle (1). In the case of controlling at least one object (2, 2') relative to the vehicle (1), the first stage, the second stage and / or the third stage are performed according to the operational behavior of the unit for performing at least partially automatic driving of the object (2).

6. The method according to claim 5, in, Based on the interpretation of the user's operational behavior of the vehicle (1), the first phase, the second phase, and / or the third phase are executed.

7. The method according to claim 5, in, The first phase, the second phase, and / or the third phase are performed in accordance with the request for lateral guidance of the vehicle (1).

8. The method according to any one of claims 1 to 4, in, In response to the identification or prediction of a mitigation of the emergency involving the vehicle (1), the first phase, the second phase, and / or the third phase are terminated.

9. The method according to any one of claims 1 to 4, in, Identification of at least one object (2, 2') in the surrounding environment of the vehicle (1) includes: determining whether the object (2, 2') is suitable for contact, and / or selecting one of at least two objects (2, 2') from the surrounding environment of the vehicle.

10. The method according to claim 1, in, In the third stage, a lateral clamping force is generated at at least one contact point between the vehicle (1) and the object (2, 2'), wherein the lateral clamping force is generated according to a specific time function.

11. The method according to claim 1, in, In the third stage, a lateral clamping force is generated at at least one contact point between the vehicle (1) and the object (2, 2'), wherein the lateral clamping force is generated in a specific pulse.

12. The method according to claim 1, in, In the third stage, a lateral clamping force is generated at at least one contact point between the vehicle (1) and the object (2, 2'), wherein the lateral clamping force is generated in a dynamically controllable pulse.

13. The method according to any one of claims 10 to 12, in, The lateral clamping force changes once every 0.1 to 0.5 seconds.

14. The method according to any one of claims 10 to 12, in, The lateral clamping force changes once every 0.51 to 1.0 seconds.

15. The method according to any one of claims 10 to 12, in, The lateral clamping force changes once every 1.1 to 3 seconds.

16. A system for handling situations involving a vehicle (1), wherein, The system includes a control unit designed to perform the method according to any one of claims 1 to 15.

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