Methods for reducing collision damage

Abstract

Procedure for carrying out an evasive maneuver of a motor vehicle (1) in the event of an imminent collision with at least one collision object (2) comprising at least the following procedural steps: a) Recognizing that a collision with the at least one collision object (2) is imminent, b) Analyzing the at least one collision object (2) and determining whether a particularly sensitive upper area (5) of the motor vehicle (1) would be at least partially affected by the collision, and c) Output of a signal to initiate an evasive maneuver when a collision of the motor vehicle (1) with the at least one collision object (2) is imminent, which would at least partially affect the particularly sensitive upper area (5) of the motor vehicle (1), characterized in that in step b) it is analyzed whether the collision object (2) has the shape of an animal (8).

Description

State of the art

[0001] The present invention relates to a method for reducing collision damage, particularly in the case of a collision between a motor vehicle and a collision object. In such a collision, reducing the collision damage to the motor vehicle can, in particular, decrease the risk of injury to the occupants of the motor vehicle.

[0002] Modern motor vehicles are equipped with extensive sensors and monitoring systems designed to increase safety for vehicle occupants and other road users. With the development of autonomous vehicles that participate in road traffic without driver intervention, increasingly sophisticated systems for scanning the vehicle's surroundings have been and continue to be developed.

[0003] It is also known to use such systems to predict possible collisions as early as possible, to estimate their course and severity, and to trigger active safety systems of the vehicle, such as seat belt tensioners, seat adjustments and / or airbags, in a timely manner during an accident.

[0004] In particular, methods are known by which motor vehicles can automatically avoid collisions with objects. However, these known methods are often complex to implement. Furthermore, in many situations, known methods are only partially effective in preventing collision damage.

[0005] German patent application DE 10 2014 210 259 A1 discloses a method and a corresponding device for detecting falling objects. In particular, a control unit for a vehicle moving on a roadway is described. The control unit is configured to detect an object, based on environmental data relating to the vehicle's surroundings, that is located at a height above the vehicle and is falling towards the roadway. The control unit is further configured to determine whether there is a risk of collision between the vehicle and the object. Furthermore, the control unit is configured to initiate a measure to reduce the risk of collision and / or to mitigate the consequences of a collision for a vehicle occupant. Disclosure of the invention

[0006] This section presents a particularly advantageous method for reducing collision damage. The dependent claims specify particularly advantageous further developments of the method.

[0007] The method is preferably designed and configured to completely avoid a collision with the object being collided with, or at least to reduce any damage expected from the collision, particularly to the occupants of the motor vehicle. The object being collided with may, in particular, be a moving object. Preferably, the method is designed and configured to detect an impending collision with an animal and to avoid or at least reduce any resulting collision damage. The animal may, in particular, be a large animal such as a moose, a horse, or a cow.

[0008] The specified process steps a) to c) are preferably carried out in the specified order.

[0009] In step a), it is preferably detected that a collision between the motor vehicle and a collision object is imminent. For this purpose, potential collision objects in the vicinity of the motor vehicle are identified such that an expected (future) trajectory is assigned to each potential collision object (especially if it is a moving object). This preferably involves determining the current position, current (absolute or relative) velocity, and / or current (absolute or relative) direction of motion of the potential collision object. Relative velocity and relative direction of motion refer here to a velocity and direction of motion relative to the motor vehicle itself. Absolute velocity and absolute direction of motion refer here to a direction of motion in the stationary reference frame in which the motor vehicle is also moving. Time derivatives of the motion (such as...) can also be used.B. acceleration) can be determined and taken into account. To determine the expected trajectory, it can be assumed, for example, that the potential collision object will continue moving at a constant speed in a constant direction. Such an assumption can be particularly useful because the described procedure can intervene during the driver's reaction time. Within a corresponding time span of, for example, one second, it can be assumed that the potential collision object will not change its speed and / or direction of movement, or will change only slightly. Alternatively, a possible change in the speed and / or direction of movement of the potential collision object can be considered. For this purpose, a (spatial) area can be defined within which the actual trajectory is highly likely to lie.Furthermore, it can be assumed, for example, that the speed of the potential collision object changes from a known instantaneous value and will most likely lie within a certain range. It can be assumed that this range increases with greater distance from the current time. This means that a prediction of the speed becomes less accurate the further away the considered time is. A relative speed and a relative direction of motion of a collision object can also be determined from the absolute speed and absolute direction of motion of the collision object and the speed and direction of motion of the vehicle.

[0010] Furthermore, the expected (future) trajectory of the vehicle may be determined. This can be done using information obtained from the vehicle's sensors. This information may include, for example, previous speed profiles, current speed, previous direction of travel, current direction of travel, operating status (e.g., engine speed or current gear selection), and / or the vehicle's mass (including any payload), and / or the condition of the road surface (especially regarding slipperiness, wetness, adhesion, and / or gradient). The vehicle's sensors allow for a particularly accurate and reliable determination of its expected trajectory compared to the expected trajectory of a potential collision object.Additionally or alternatively, the trajectory of the vehicle can be a previously planned trajectory that the vehicle was intended to follow. Such a planned trajectory regularly exists for vehicles operating in automated driving mode. Preferably, the expected trajectory is initially determined without considering any potential intervention by the method described here (i.e., in particular, without an evasive maneuver). It can also be assumed that the vehicle will continue moving, for example, at a constant speed in a constant direction. A possible change in the vehicle's speed and / or direction of travel can also be considered, just as it would be for a potential collision object.

[0011] Preferably, the expected trajectory of the vehicle is compared (at least implicitly) with the expected trajectories of all identified potential collision objects. At least partial overlap of the expected trajectory of the vehicle with the expected trajectory of a potential collision object indicates an impending collision. In case of uncertainty regarding a possible collision, a probability of a collision is also determined. If this probability exceeds a defined minimum value, it is preferably assumed that a collision is imminent.

[0012] In step b), the at least one collision object is preferably analyzed in such a way that it can be determined whether the particularly sensitive upper area of ​​the motor vehicle will be affected by the impending collision.

[0013] Particularly in a collision with a large animal, vehicle occupants can be injured. This can be especially true if the animal's legs are so long that its torso (especially before the collision) is at the level of the vehicle's windshield. This can be the case, for example, with a moose, a horse, or a cow. In such a situation, the animal (and especially its torso) can strike the vehicle's windshield with virtually no braking force. The windshield, and the vehicle occupants located directly behind it and protected only by the windshield, are particularly vulnerable to injury in such a collision with a large animal and can be effectively protected by the described method.In particular, the especially sensitive area of ​​the vehicle also includes the A-pillars (i.e., the body structures of the vehicle that support the roof in the area of ​​the windshield). The heads of the vehicle occupants are often located in this particularly sensitive upper area of ​​the vehicle and can be injured, for example, if the windshield is dented.

[0014] In a motor vehicle with a (essentially) horizontally oriented hood, the animal's torso can move almost unimpeded across the hood and strike the windshield. Therefore, in such a vehicle, the particularly sensitive upper area preferably includes at least the area above the hood.

[0015] To protect the particularly sensitive upper area of ​​the vehicle, step b) preferably involves analyzing the size of the collision object and / or the height at which its center of mass is located. Based on this, it is preferably analyzed whether and to what extent the particularly sensitive area of ​​the vehicle could be affected by the collision. Such an analysis can be performed in a vehicle's control unit.

[0016] In principle, an impending (especially unavoidable) collision can be addressed by emergency braking and / or an evasive maneuver. Emergency braking is preferably initiated immediately after the impending collision is recognized. This reduces the vehicle's speed and minimizes potential damage. If an evasive maneuver is also performed, this can reduce the achievable deceleration through emergency braking. This can be due, in particular, to the fact that (especially through an electronic braking system) the vehicle remains steerable despite emergency braking. Emergency braking may also be unnecessary if an evasive maneuver offers more effective protection for the vehicle occupants and emergency braking would reduce the possibility of initiating an evasive maneuver.In particular, the maximum acceleration, simplified as the sum of lateral acceleration (steering) and longitudinal acceleration (braking), is limited by physical constraints. This limits the possibility of emergency braking and the possibility of executing an evasive maneuver. One limit to the maximum acceleration lies, for example, in the range of the acceleration due to gravity. Furthermore, an evasive maneuver can endanger other road users and / or cause a collision with another object. By weighing these arguments, a decision is made as to whether or not to execute the evasive maneuver as described in step c). If the evasive maneuver is to be initiated, a corresponding (trigger) signal is issued in step c), which is received by components for carrying out the maneuver. The signal can also contain information such as...how the evasive maneuver should be carried out. This means that, according to step c), an evasive maneuver is preferably initiated (only) if a collision of the motor vehicle with the at least one collision object is imminent, and the particularly sensitive upper area of ​​the motor vehicle would be at least partially affected by it.

[0017] If, in step b), it is recognized that a collision with a small object is imminent, and that the particularly sensitive upper area of ​​the vehicle will not be affected or will only be minimally affected, then preferably only emergency braking is performed and not an evasive maneuver as described in step c). In this case, the advantages of pure emergency braking outweigh those of evasive maneuvers, because, in particular, there is no particular risk to the vehicle's occupants, for example, from the object penetrating the windshield.

[0018] If, in step b), it is recognized that a collision with a large object is imminent, and that the particularly sensitive upper area of ​​the vehicle would be affected, a further differentiation is preferably made based on the expected impact speed. The impact speed is the speed at which the vehicle is expected to strike the object, i.e., the relative speed between the vehicle and the object at the moment of collision. If the expected impact speed is low (in particular, lower than a defined threshold), then preferably only emergency braking is performed, and no evasive maneuver is carried out as described in step c). In this case, too, the advantages of emergency braking alone outweigh those of evasive maneuvers, because, due to the low impact speed, no particular danger to the occupants is expected.However, if the expected impact speed is high (especially higher than the specified limit), emergency braking and an evasive maneuver as described in step c) are preferred. In this case, the advantages of the evasive maneuver outweigh the disadvantages, particularly because, for example, a shattered windshield is not to be expected.

[0019] If the evasive maneuver is performed after step c), the expected trajectories of all potential collision objects identified in step a) are preferably taken into account. This prevents the evasive maneuver from leading to a collision with another collision object. Preferably, a multitude of possible evasive trajectories for the vehicle are determined. Starting from the previously described expected trajectory of the vehicle, the potential impact of an intervention by the described method is preferably determined. For this purpose, information that can be obtained from the vehicle's sensors, from which the expected trajectory of the vehicle can be determined, is preferably used.

[0020] From the multitude of possible evasive trajectories, the one in which no collision with a collision object is expected is preferably selected. If no such evasive trajectory exists, the one in which the overlap between the collision object and the vehicle is minimized is preferably selected. Different areas of the vehicle can also be weighted differently, so that the evasive trajectory chosen is the one in which particularly vulnerable areas of the vehicle are given special protection. Preferably, the particularly sensitive upper area of ​​the vehicle is weighted especially highly. If several possible trajectories yield the same results, the one in question that requires the least intervention (i.e., the smallest deviation from the expected trajectory) is preferably selected.

[0021] The intervention by the described method according to step c) is preferably carried out via an intervention device that can intervene in the steering of the motor vehicle. For example, an electric motor can engage a steering column via a gear. The intervention device is preferably controlled by a control unit with appropriate software.

[0022] In one embodiment of the method, the driver can terminate or at least reduce the intervention by the described procedure, which can be useful, for example, with driver assistance systems. Override is usually possible with such systems. The interventions in the operation of the vehicle within the framework of the method described here can also be overridden by the driver, if necessary. This can be useful, for example, so that the driver can make a human assessment. If, for instance, a collision with two objects is unavoidable, the described method preferentially evades the collision in such a way as to minimize the overall damage to the vehicle's occupants.However, if, for example, one of the collision objects is a person and the other an object, a human assessment will favor an evasive trajectory in which the vehicle does not collide with the person. The intervention by the described method can be terminated or reduced, for example, by the driver counteracting the intervention, thus opposing the evasive maneuver. Such counter-steering can be detected, for example, by a sensor, thereby terminating or at least modifying the intervention. The intervention device can also be designed so that the driver can prevent intervention by holding the steering wheel.

[0023] In a particularly preferred embodiment, the maximum intervention level in the operation of the motor vehicle within the described method is limited to such an extent that the driver can override the intervention. This makes it possible to install weak intervention actuators. The term "weak" here means that the driver can make stronger interventions via the vehicle's operating interface (in particular, the steering wheel). Furthermore, it may be possible to partially dispense with complex sensor systems for detecting the intervention, because the driver can still correct it if necessary.

[0024] In a particularly driver-oriented design, the driver is given only a hint regarding an evasive maneuver, for example in the form of a slight and / or brief steering impulse. This allows the driver to accept the steering impulse and incorporate it into their actions, for example as a recommendation.

[0025] It may also be possible to deactivate the system by the driver (at least temporarily). This can be useful, for example, if the vehicle is operated (at least temporarily) in a location where legal regulations prohibit the use of the described system.

[0026] In a preferred embodiment of the method, in step a) at least the area around the motor vehicle is monitored for possible collision objects by means of an environment sensor of the motor vehicle.

[0027] The area surrounding the vehicle is preferably monitored at least for the duration of the vehicle's operation. The environmental sensor preferably comprises at least one external camera and / or an infrared sensor. The environmental sensor preferably monitors an area within a radius of 200 m, but at least 30 m, around the vehicle. Preferably, at least an angular section of at least 90°, but at least 40°, located in front of the vehicle in the direction of travel is monitored within this radius. The environmental sensor is preferably connected to a control unit of the vehicle. Based on signals from the environmental sensor, the control unit can preferably use software to determine whether potential collision objects are located in the (monitored) area surrounding the vehicle.

[0028] In a further preferred embodiment of the method, the evasive maneuver according to step c) is carried out in such a way that the smallest possible part of the motor vehicle will be affected by a collision.

[0029] After step b) has analyzed which areas of the vehicle would be most affected by the collision (without intervention by the described procedure), the evasive maneuver in step c) is preferably carried out in such a way as to minimize damage to the vehicle and, in particular, to its occupants. Damage to the vehicle's occupants can be particularly minimal if only a small part of the vehicle will be affected by the collision (i.e., damaged). Damage can also be particularly minimal if the at least one object involved in the collision and the vehicle overlap only minimally. This can be achieved, in particular, if, with only partial overlap, the vehicle and the object involved in the collision can move past each other after the collision without their speeds completely equalizing.Such a collision can cause significantly less damage than a collision in which the object being struck completely overlaps the motor vehicle.

[0030] In another preferred embodiment of the method, the evasive maneuver according to step c) is carried out in such a way as to protect the driver of the motor vehicle in the best possible way.

[0031] The driver of a motor vehicle is particularly worthy of protection because they can control the vehicle and thus prevent (further) damage. A method according to this embodiment can help ensure that the driver can continue to control and steer the vehicle (at least to a limited extent) after a collision. This can, for example, prevent the vehicle from leaving the road uncontrollably or entering oncoming traffic after the collision. The driver's area of ​​the vehicle is also particularly worthy of protection because at least one person is always present in this area during the operation of the vehicle. All other seats in the vehicle may be unoccupied.Furthermore, increased protection for the driver compared to the protection of rear seat occupants is advisable because rear seat occupants (rear area of ​​the vehicle) are usually better (passively) protected simply by the fact that a collision object has a longer path to the rear seat than to the driver's seat (front area of ​​the vehicle).

[0032] In a further preferred embodiment of the method, it is checked before step c) which seats of the motor vehicle are occupied, whereby the evasive maneuver after step c) is adapted depending on the seat occupancy.

[0033] If it is known which seats in the vehicle are occupied, this is given preferential consideration when choosing an evasive trajectory. For example, if only the driver's seat in the front left and the rear right seat are occupied, an evasive trajectory can be chosen that results in damage to the front right of the vehicle (and not, for instance, the front left). The occupant in the rear seat is better protected than the driver due to the greater distance from the windshield. The probability of the object being struck penetrating the rear of the vehicle is generally lower than the probability of it penetrating the front.

[0034] In a particularly advantageous embodiment, the type of seat occupancy is evaluated. For example, an evasive trajectory can be chosen such that a seat occupied by a person is not damaged or only slightly damaged, while a seat occupied by a (domestic) animal or object is damaged more severely. This takes into account that a human life can be considered more valuable than the life of an animal or the integrity of an object.

[0035] In a particularly advantageous embodiment, the evasive trajectory is adapted based on the (especially passive) protective measures available. For example, damage on one side involving an unprotected person can be averted if at least local protective measures are present on the other side that can at least locally prevent or mitigate the penetration of the collision object. Examples of such protective measures include roll bars, bucket seats, especially those with particularly high backrests and / or side bolsters, infant carriers, child seats, and / or at least partially enclosed seat shells. These protective measures are characterized, in particular, by their ability to effectively dissipate force from the penetrating object to the vehicle and / or by providing support against collision objects, especially those with a blunt penetration.

[0036] The vehicle roof can also be considered a penetrating object if a collision object, due to its high mass or impact force, intrudes the windshield and / or roof, pushing it into the passenger compartment. The intrusion of the roof can cause serious injuries to the occupants, even if the actual collision object, detected by the surround-view sensor, for example, does not directly penetrate the passenger compartment. Safety devices that can prevent or mitigate the (temporary) intrusion of the roof can reduce or prevent the risk of injury to an occupant. Accordingly, an evasive trajectory can be chosen to take into account the availability of at least local protection, in order to minimize the maximum severity of injuries for all occupants.

[0037] The check to determine which seats in the motor vehicle are occupied can be carried out, for example, via weight sensors in the seats (where a seat is considered occupied if a specified minimum dimension is measured on it), via optical sensors and / or by input into an on-board computer.

[0038] In a further preferred embodiment of the method, the seating positions of the occupants of the motor vehicle are analyzed before step c), and the evasive maneuver after step c) is adapted depending on the seating positions of the occupants.

[0039] The seating position, and especially the position of an occupant's head, can influence the severity of injuries sustained in a collision. This is particularly true for collisions with large animals that can shatter the windshield. An occupant who is bent forward with their head close to the windshield is especially vulnerable. An occupant who keeps their head against the headrest, however, is less at risk. In particular, an occupant can be protected by keeping their head as low as possible (especially below the windshield), for example, when lying down.

[0040] In another embodiment, people wearing seatbelts are given special protection, since people who are not wearing seatbelts can change their seating position more quickly and thus, for example, duck to get themselves out of the danger zone if the collision object penetrates.

[0041] The seating position of an occupant can be detected, for example, using one or more interior cameras pointed into the passenger compartment of the vehicle. A control unit with software can analyze the signals recorded by the interior camera(s). It can also be done, for example, using light barriers to detect whether an object (which could be, in particular, an occupant's head) is located in the especially sensitive upper area of ​​the vehicle.

[0042] The interior camera(s) can also be used to analyze whether a seat is occupied. This is preferably done in conjunction with information obtained from the weight sensors in the seats. For example, if the minimum dimensions of a seat are exceeded, an interior camera can be used to check whether there is a person or just a heavy object on that seat.

[0043] If it is detected that an occupant is in a particularly protected position, an evasive trajectory is preferentially chosen that offers greater protection to other occupants in less protected positions. A particularly protected position could, for example, be a reclining position where the head is located below the hood.

[0044] In a further preferred embodiment of the method, a movement of the collision object is evaluated before step c), wherein the evasive maneuver after step c) is carried out in such a way that, if possible, only a rear area of ​​the collision object in the direction of movement will be affected by the collision.

[0045] In this embodiment, an evasive trajectory is preferably selected in which only the rear portion of the collision object, in the direction of movement, will be affected by the collision. This can be advantageous because an animal tends to accelerate rather than decelerate when it perceives a danger and wants to flee. If the animal accelerates, the resulting damage may be less than expected with an evasive trajectory according to this embodiment.

[0046] In another embodiment, acoustic signals such as honking and / or visual signals such as brief flashing of headlights are used before and / or during the evasive maneuver to alert the animal to the impending danger and thus, for example, to adjust its movement. For instance, honking can cause an animal to move faster, thereby further reducing damage by swerving towards the rear of the animal.

[0047] Light and / or sound signals will only be emitted if prior analysis has determined that there is a sufficient probability of reducing the severity of the accident. Light and / or sound signals may also influence the trajectory of a collision object identified as an animal.

[0048] In another embodiment, the type of animal is classified, and an assessment is made as to whether the animal prefers to slow down and also stop, or whether it prefers to speed up rather than slow down. This can depend on the animal species, for example, whether it is a prey animal and / or whether there are natural predators that can trigger a flight reflex. If the animal prefers to stop, this can be taken into account when choosing the evasive trajectory.

[0049] In another preferred embodiment of the method, step b) analyzes whether the collision object has the shape of an animal.

[0050] If the collision object is, for example, another motor vehicle, its speed and / or direction of travel can be considered to remain unchanged with a high degree of probability, at least for the duration of a human reaction time. Animals, on the other hand, often move erratically even outside of dangerous situations. Therefore, when determining an animal's expected trajectory, a greater degree of uncertainty is preferably assumed for its expected speed and / or direction of travel. Furthermore, it is preferable to identify the position of the animal's head. From this, for example, an expected direction of travel can be determined. This can be particularly advantageous if the animal was previously stationary and / or a clear direction of travel is not apparent. In such a case, it can be assumed that the animal will move in the direction of its head.

[0051] Whether the collision object is an animal or not is preferably determined by a control unit with software based on data from the environmental sensor (especially the external camera). For example, the movement behavior and / or shape of the collision object can be evaluated. It can also be analyzed where the center of mass of the collision object is located. For this purpose, a center of gravity of area or volume can be determined from the shape of the collision object, and it can be assumed that this corresponds, at least approximately, to the center of mass. Collision objects with a particularly high center of mass may be animals (with long legs).

[0052] Collision objects with a particularly high center of mass can also include, for example, trucks, where the loading edge can be considered the center of mass. If the loading edge is located above the hood, its geometry means that upon impact it can extend far beyond the hood, potentially causing serious injury to the occupants. Therefore, a truck can be treated similarly to an animal with a high center of mass.

[0053] In the case of separable collision objects, such as motorcycles (where the rider and motorcycle can separate during the collision), the center of mass can be considered separately from the motorcycle. The motorcycle often has a higher mass than the rider, resulting in a low center of mass for the combined collision object of rider and motorcycle. However, during a collision, the rider can separate from the motorcycle and, for example, slide across the hood, since the rider's center of mass alone is usually higher than the motorcycle's center of mass.

[0054] In a further preferred embodiment of the method, the evasive maneuver according to step c) is carried out at least in the case that the collision object analyzed in step b), for example an animal, exceeds a minimum size.

[0055] The evasive maneuver according to step c) is preferably performed if the particularly sensitive upper area of ​​the vehicle will be at least partially affected by the collision. If the collision object does not exceed the minimum size, it is preferably assumed that the particularly sensitive upper area of ​​the vehicle will not be affected by the collision. In this case, an evasive maneuver is preferably not performed. If the collision object is identified as an animal that exceeds the minimum size, it is preferably assumed that the particularly sensitive upper area of ​​the vehicle may be at least partially affected by the collision. In this case, an evasive maneuver is preferably performed.

[0056] In addition to or as an alternative to the minimum height, a determined center of gravity (center of mass and / or center of volume) can be used and compared to a minimum height. If the determined center of gravity is higher than the minimum height (for example, higher than the height of the hood), the evasive maneuver is initiated. If the center of gravity is above the minimum height, the probability of hitting a sensitive area is increased. If the center of gravity is below the minimum height, it can be assumed, in particular, that the object being struck will be pushed in front of the vehicle and will not slide over the hood.

[0057] In addition to the control unit already introduced above, a computer program and a machine-readable storage medium on which this computer program is stored will also be described here.

[0058] Further details of the invention and an exemplary embodiment, to which the invention is not limited, are explained in more detail with reference to the drawings. They show: Fig. 1: A schematic cross-sectional view of a motor vehicle and a collision object, Fig. 2: a schematic representation of the expected trajectories of the motor vehicle and the collision object without evasive maneuvers, and Fig. 3: a schematic representation of the situation Fig. 2 with evasive maneuvers according to the described procedure, and Fig. 4: A flowchart of the described procedure.

[0059] Fig. Figure 1 is a schematic representation of a motor vehicle 1 and a collision object 2. The motor vehicle 1 contains occupants 20, of whom only one driver 3 is shown as an example. In particular, the head 4 of the driver 3 is visible. The head 4 of the driver 3 is located in a particularly sensitive upper area 5 of the motor vehicle 1. A dashed line indicates how far downwards this particularly sensitive upper area 5 extends. In a collision between the motor vehicle 1 and the collision object 2, the particularly sensitive upper area 5 of the motor vehicle 1 can be severely damaged. This can be the case, in particular, because the collision object 2 is an animal 8, which, due to its correspondingly long legs 10, has a center of mass 11 above the hood 7 of the motor vehicle 1.In the event of a collision, the torso 9 of the animal 8 can move across the hood 7 of the vehicle 1 and (particularly without braking) strike the windshield 6 of the vehicle 1. To minimize damage to the especially sensitive upper area 5 of the vehicle 1 and to provide optimal protection for the occupants 20, the described procedure is carried out for the vehicle 1. For this purpose, the vehicle 1 has an environmental sensor 13, which includes an external camera 14. This allows the collision object 2 to be detected and analyzed. Furthermore, the vehicle 1 has an internal camera 12, which can be used to analyze the seating position of the driver 3.

[0060] Fig. Figure 2 shows a schematic representation of an expected trajectory 16 of the motor vehicle 1 and an expected trajectory 17 of the collision object. The collision object is an animal 8 with a head 15 and a rear section 21 (in the direction of movement of the animal 8). The motor vehicle 1 and the collision object, or animal 8, are each shown in two positions. Solid lines indicate the positions of the motor vehicle 1 and the collision object at an initial time. The initial time is the time at which the collision object 2 is detected. Dotted lines indicate the positions of the motor vehicle 1 and the collision object 2 at the time of the collision. The area around the motor vehicle 1 is monitored for potential collision objects, which allows the system to detect that a collision with the collision object 2 is imminent. Furthermore, the collision object 2 is preferentially analyzed so that it can be determined whether the Fig. The particularly sensitive upper area 5 of the vehicle 1 shown in Figure 1 will be at least partially affected by the collision. If this is the case, an evasive maneuver will be performed.

[0061] In the example in Fig. Figure 2 shows the case where no evasive maneuver is performed. It can be seen that, as a result, motor vehicle 1 and animal 8, which is a collision object here, completely overlap in the event of a collision.

[0062] Fig. Figure 3 shows another example that differs from the one shown. Fig. 2 differs in that an evasive maneuver is performed. For this purpose, an evasive trajectory 18 is shown instead of the expected trajectory 16 of vehicle 1. The shown evasive trajectory 18 is the one selected from a multitude of evasive trajectories and is expected to cause the least damage. In this example, there is no evasive trajectory that could completely prevent a collision.

[0063] Motor vehicle 1 and animal 8, which is the object of the collision, overlap only slightly during the collision, so that only the smallest possible part of motor vehicle 1 will be affected. In this example, motor vehicle 1 evades to the left, thus against the direction of movement of animal 8 and away from its head 15. As a result, the rear area 21 of animal 8 will be particularly affected by the collision. This takes into account that an animal tends to speed up rather than slow down when it perceives danger. Furthermore, the chosen evasive trajectory 18 provides the best possible protection for the driver 3, who is seated on the left side of motor vehicle 1.

[0064] Fig.Figure 4 shows a flowchart of the described procedure. It depicts process steps a) to c), which are preferably executed continuously (possibly repeated in a loop) throughout the entire operation of the motor vehicle. An evasive maneuver is initiated after step c) only if a collision between the motor vehicle and at least one of the collision objects is imminent.

Claims

[1] Method for carrying out an evasive maneuver by a motor vehicle (1) in the event of an imminent collision with at least one collision object (2) comprising at least the following procedural steps: a) Recognizing that a collision with the at least one collision object (2) is imminent, b) Analyzing the at least one collision object (2) and determining whether a particularly sensitive upper area (5) of the motor vehicle (1) would be at least partially affected by the collision, and c) Issuance of a signal to initiate an evasive maneuver when a collision of the motor vehicle (1) with the at least one collision object (2) is imminent, which would at least partially affect the particularly sensitive upper area (5) of the motor vehicle (1), characterized by , that in step b) it is analyzed whether the collision object (2) has the shape of an animal (8). [2] Method according to claim 1, wherein in step a) the environment of the motor vehicle (1) is monitored for possible collision objects (2) at least by means of an environment sensor (13) of the motor vehicle (1). [3] Method according to one of the preceding claims, wherein the evasive maneuver according to step c) is carried out in such a way that the smallest possible part of the motor vehicle (1) will be affected by a collision. [4] Method according to one of the preceding claims, wherein the evasive maneuver according to step c) is carried out in such a way as to protect a driver (3) of the motor vehicle (1) in the best possible way. [5] Method according to one of the preceding claims, wherein before step c) it is checked which seats of the motor vehicle (1) are occupied, and wherein the evasive maneuver after step c) is adapted depending on the seat occupancy. [6] Method according to one of the preceding claims, wherein before step c) seating positions of occupants (20) of the motor vehicle (1) are analyzed, and wherein the evasive maneuver in step c) is adapted depending on the seating positions of the occupants (20). [7] Method according to one of the preceding claims, wherein before step c) a movement of the collision object (2) is evaluated, and wherein the evasive maneuver after step c) is carried out in such a way that as far as possible only a rear area (21) of the collision object (2) in the direction of movement of the collision object (2) will be affected by the collision. [8] Method according to any of the preceding claims, wherein the evasive maneuver according to step c) is carried out at least in the case that the animal (8) analyzed in step b) exceeds a minimum size. [9] Method according to one of claims 7 and 8, wherein after step c) light signals and / or sound signals are emitted to startle a collision object (2) recognized as an animal (8). [10] Control unit for a motor vehicle (1) which is configured to carry out a method according to one of the preceding claims. [11] Computer program which is configured to perform all steps of the method according to any one of claims 1 to 9. [12] Machine-readable storage medium on which the computer program according to claim 11 is stored.

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