Procedures for regulating a collision

Abstract

Method for regulating a collision between an ego vehicle (1) and a following vehicle (10) approaching the ego vehicle (1) from behind, wherein a control unit (2) is provided which can access actuators of the ego vehicle (1) for vehicle control, the control unit (2) can access information about the environment and objects therein and / or the driver's state and / or the driving and vehicle parameters, a collision risk determination (9) is provided which uses the information to determine whether a collision between the ego vehicle (1) and the following vehicle (10) is imminent or not, so that the collision is avoided by controlling the actuators or, if it can no longer be avoided, the collision energy of the imminent collision is determined,wherein the information is used to determine the time until the collision of the ego vehicle (1) with the following vehicle (10) and the time until the collision is used to determine the collision risk (9), and based on the collision risk, the actuators are controlled in such a way that the collision energy is regulated by adjusting the vehicle inclination of the ego vehicle (1) via the control of the actuators.

Description

[0001] The present invention relates to a method for regulating a collision in rear-end and collision accidents, an assistance system for a vehicle which, in the event of a rear-end or collision accident, can regulate the collision energy using the method according to the invention, and a computer program for carrying out the method as well as a portable computer-readable storage medium on which the computer program for carrying out the method is stored. Technological background

[0002] In the field of automotive engineering, increasing road safety and preventing accidents play a crucial role in development. Rear-end collisions are becoming increasingly common in road and rail traffic, making the prevention and mitigation of such collisions a top priority. In a rear-end collision, a moving vehicle collides with another vehicle traveling in the same direction or stationary; that is, an approaching vehicle crashes into a slower or stationary vehicle. Common causes of such accidents include insufficient following distance, overloading of a vehicle, and / or driver inattention.

[0003] To prevent accidents, conventional vehicles, such as passenger cars, trucks, and motorcycles, are increasingly equipped with driver assistance systems. These systems use sensors to perceive the surroundings, recognize traffic situations, and support the driver, for example, by intervening with braking or steering, or by issuing visual or audible warnings. Radar sensors, lidar sensors, camera sensors, and similar devices are regularly used for environmental perception. The sensor data collected by these sensors allows conclusions to be drawn about the surroundings. The processed sensor information is used to determine the environment and then to issue instructions for warning / informing the driver or for controlled steering, braking, and acceleration. The assistance functions that process sensor and environmental data can then, for example,Accidents with other road users can be avoided or complex driving maneuvers facilitated by supporting or even completely taking over the driving task or vehicle control (partially / fully automated). For example, the ego vehicle can be kept in its lane by an emergency brake assist (EBA), an automatic emergency brake (AEB), adaptive cruise control (ACC) to maintain following speed and control, or an active lane keeping assist with steering support (LKA). Furthermore, the driver can also be supported by pure warning functions, such as a warning issued as soon as the vehicle leaves its lane (LDW). Several of these functions can also be combined in a single system.In addition to emergency braking in dangerous situations, automated braking or steering intervention is of great importance, especially when driving a vehicle (fully) automatically, and is initiated, for example, in critical environmental situations or traffic scenes, particularly in the event of imminent collisions.

[0004] Furthermore, the driver's condition in the ego-vehicle is increasingly being monitored and documented. This can be done, for example, via (interior) cameras or biosensors (e.g., pulse and / or heart rate monitoring), so that emergency evacuation measures can be taken or emergency maneuvers (e.g., braking and / or steering intervention) can be initiated as soon as, for example, driver incapacitation is detected. Within such an emergency evacuation measure or mode, the system detects, for example, lanes, road ends, vehicles, other road users, or objects around the vehicle and uses these to assess the collision risk. This allows the system to predict whether braking or evasive action will be necessary, or where the ego-vehicle could be stopped (emergency position or evacuation zone). Taking this information into account, the system can then create a maneuver plan.Plan the trajectory and guide the ego vehicle to the destination and park it using deceleration, braking, acceleration, lane changes, and the like. Printed state of the art

[0005] German patent DE 10 2015 209 943 A1 discloses an evacuation and emergency driver assistance system for an ego vehicle that operates in cooperation with a driving assistance system. The assistance system comprises a peripheral environment information acquisition unit and a driver state determination unit. The peripheral environment information acquisition unit can acquire peripheral information, for example, using an image, radar, or GPS (global positioning system) sensor. The driver state determination unit determines whether the driver is in a state that allows them to perform driving operations appropriately. If it is assumed that the driver is in a state in which they are unable to perform driving operations appropriately, the ego vehicle assists in driving to a safer evacuation area.An evacuation target determination unit determines the evacuation target by considering the risk involved in stopping at the evacuation target (such as the probability of a rear-end collision or a rear-end collision with a following vehicle and the probability of a side collision). Object of the present invention

[0006] Starting from the prior art, the object of the present invention is now to provide a method for regulating a collision, with which the vehicle damage caused by a collision, in particular a rear-end collision with a following vehicle, is reduced in a simple and cost-effective manner and the safety for the vehicle occupants is increased. Solution to the task

[0007] The foregoing problem is solved by the entire teaching of claim 1 and the dependent claims. Advantageous embodiments of the invention are claimed in the dependent claims.

[0008] In the inventive method for regulating a collision between a vehicle or ego-vehicle and a following vehicle, particularly one approaching from behind, a control unit is provided which can access actuators of the ego-vehicle for vehicle control. Furthermore, the control unit can also access information about the environment and objects located therein, and / or the driver's state, and / or the driving and vehicle parameters, by incorporating suitable environmental and / or object detection, driver state detection, driving parameter and vehicle information detection, and a transmitter and receiver unit for data transmission. Based on this information, a collision risk assessment is then performed to determine whether a collision of the ego-vehicle is imminent.If the collision can be avoided by controlling the actuators, suitable driving maneuvers are initiated to do so; otherwise, the collision energy of the impending collision is determined and the actuators are controlled in such a way that the collision energy is regulated, i.e., dissipated, distributed, reduced and / or converted.

[0009] The actuators of the ego vehicle conveniently include the brakes, engine, transmission, steering, chassis, springs, and / or suspension. This allows all control functions (steering, braking, accelerating, and the like) to be performed automatically by the control unit, thus enabling autonomous or assisted control of the ego vehicle.

[0010] Furthermore, the time to collision (TTC) can be determined using information from environmental and object detection as well as driving and vehicle parameter acquisition. This time to collision can then be used to determine the collision risk, thus further improving the collision risk assessment.

[0011] It is advantageous to determine the collision energy based on the speed of the ego vehicle and / or the following vehicle, the vehicle type and / or the collision offset.

[0012] Preferably, object classification is based on environmental and object information. For example, sensor data from radar, lidar, camera, or ultrasonic sensors can be used to detect other road users, such as vehicles, two-wheelers, bicycles, pedestrians, animals, and the like, or other stationary objects, such as bridges, signs, roadside structures, tunnels, guardrails, beacons, and the like. The sensor data for each detected object can be collected and analyzed to determine the type of object. The object can then be classified. The objects can be collected and documented, for example, using an object list, allowing conclusions to be drawn about the environment or the respective traffic situation. For example, recorded object properties can also be used for object classification. This could include, for instance, the ability to distinguish between different types of objects.For example, the movement of individual limbs of humans or animals can be extracted from the micro-Doppler signature of a radar sensor to trace or predict / estimate their past and future movement. Similarly, trajectories of other vehicles can be extracted from tracking them. Furthermore, this classification, combined with the acquired environmental information, can be used to create an environmental and contextual model of the ego-vehicle.

[0013] According to a preferred embodiment of the object classification, an elongated object running parallel to the roadway can be classified as a contact object within the object classification.

[0014] Advantageously, the ego-vehicle can also be slowed down by targeted contact between the ego-vehicle and the contact object. Such a braking function can further reduce the time until the vehicle comes to a safe stop. Furthermore, this creates an optional, alternative, redundant, or additional braking function that can support or replace the conventional braking process, especially in critical situations. This further increases operational safety.

[0015] Furthermore, the ego vehicle can be alternately accelerated and decelerated by controlling the actuators. Such a solution is particularly advantageous because it provides the potentially rear-ending vehicle with additional reaction time for appropriate steering and braking maneuvers, especially to avoid or mitigate the collision. In practical terms, the ego vehicle uses the space in front of it to accelerate within that space, i.e., to "drive away from the accident."

[0016] The setting and calculation of the braking and acceleration phases—that is, the calculation of the braking point, the required speed, and the distances to a preceding object (e.g., a vehicle ahead), the braking point itself, the time to stop (TTC), the distance to the following vehicle, and the like—is preferably performed taking into account environmental and object information as well as object classification. A calculation module can be provided for this purpose, which, for example, is part of the control unit and is designed as a hardware or purely software component. For instance, object detection can identify preceding objects, enabling the calculation of the maximum possible acceleration and the maximum possible distance to the braking point, thus preventing collisions in the front of the ego vehicle that would be caused by its acceleration. This further improves safety.

[0017] Furthermore, the collision energy can be regulated via the vehicle's tilt by adjusting the ego vehicle's inclination through the actuator control. For example, the spring and suspension control can be used to regulate the suspension stiffness or spring stiffness, thus utilizing the pitch or roll movement (vehicle tilt path) of the ego vehicle, so that in the event of a collision, the collision energy is absorbed via the suspension springs. Consequently, by selectively regulating the springs in the front and rear of the ego vehicle, or by adjusting the spring stiffness, the collision energy can be absorbed or reduced by dissipating some of the energy through the spring travel.

[0018] Advantageously, a yaw angle control and / or yaw moment control can be provided, whereby the yaw angle or yaw moment is controlled by applying an individual braking torque to each of the ego vehicle's wheels as appropriate to the situation (this does not, in particular, preclude situation-dependent, uniform application of braking torque). Such braking control can prevent the ego vehicle from spinning out or skidding when it comes into contact with an object or another road user, thus ensuring that the ego vehicle remains controllable within its lane even in such cases.

[0019] According to a preferred embodiment of the method according to the invention, the method comprises the following steps: determining the distance d to a front object located in front of the ego-vehicle, e.g., a vehicle driving ahead; calculating a time tstop required to accelerate the ego-vehicle with acceleration a min to stop, i.e., to slow down, to avoid a collision with the object in front; calculating the distance d based on the time tstop. Objekt between the braking point BP at which the acceleration a min must be adjusted, i.e., braked, to avoid a collision with the object in front, and to calculate a (required) speed V. req or the acceleration amax, which lasts until the braking point is reached. BP or the distance d ObjektThe distance to the vehicle in front can be set to its maximum to reduce the gap to the following vehicle and thus mitigate or even prevent a collision. In practice, these steps can be repeated multiple times, resulting in a kind of intermittent braking.

[0020] The present invention also claims, as a secondary or subordinate claim, an assistance system for an ego-vehicle, in which, in the event of a collision, collision control of the ego-vehicle is carried out, in particular by means of the method according to the invention. The assistance system comprises a control unit that can control actuators of the ego-vehicle, i.e., it can, for example, brake, accelerate, and / or steer the ego-vehicle. For information acquisition, at least one sensor device for environmental and / or object detection and / or driver state detection and / or driving and vehicle parameter detection is provided, wherein the information essentially consists of sensor data or information calculated therefrom. The control unit further comprises a unit for collision risk determination, which is designed, for example, as a software or hardware module (e.g., electronic module, processor, IC component, or the like).The collision risk assessment can determine the collision risk (i.e., whether a collision is imminent or unavoidable) based on sensor data and information. The collision risk assessment can also determine the collision energy of the impending collision. Subsequently, the control unit can control the actuators based on the determined collision risk in such a way that the collision energy is regulated in the event of a collision. Such regulation, as defined by the invention, ensures, for example, that the collision energy, which is generally the cause of damage to the ego vehicle or the following vehicle (e.g., by the collision energy deforming or damaging the body of the ego vehicle), is dissipated or distributed from the collision area of ​​the ego vehicle, or that the collision energy is reduced by appropriate measures.For example, in a rear-end collision, the impact of a following vehicle approaching from behind at a higher speed can be mitigated by accelerating or increasing the speed of the ego vehicle in front, thereby reducing the speed difference between the ego vehicle and the following vehicle.

[0021] Furthermore, the present invention comprises a computer program with program code for carrying out the method according to the invention when the computer program is executed in a computer or other programmable computer known from the prior art. Accordingly, the method can also be designed as a purely computer-implemented method, wherein the term "computer-implemented method" within the meaning of the invention describes a sequence of events or procedures that is implemented or carried out using a computer. The computer, such as a computer, a computer network, or another programmable device known from the prior art (e.g., a computer device comprising a processor, microcontroller, or the like), can process data by means of programmable calculation instructions. With regard to the method, essential properties can include, for example,caused by a new program, new programs, an algorithm, or the like.

[0022] Furthermore, the present invention comprises a computer-readable storage medium comprising instructions which cause the computer on which they are executed to carry out a method according to at least one of the preceding claims.

[0023] The invention also expressly includes combinations of features of the features or claims that are not explicitly mentioned or referenced, so-called sub-combinations. List of characters

[0024] The invention will now be explained in more detail using practical embodiments. The figures show: Fig. 1 a simplified representation of a vehicle which is prepared for carrying out the method according to the invention; Fig. 2 a simplified schematic representation of an embodiment of the process flow according to the invention; Fig. 3 a simplified schematic representation of the relationship between wheel slip ratio S and tire grip Fr (left) and the relationship between braking force FB and time t (right); Fig. 4 a simplified representation of a traffic scene in which a collision between an ego vehicle and a following vehicle is imminent; Fig. 5 a simplified representation of another traffic scene in which a collision between an ego vehicle and a following vehicle is imminent and the ego vehicle performs a spring and suspension control according to the invention; Fig. 6 a simplified schematic representation of a further embodiment of the process flow according to the invention; Fig. 7 a simplified representation of another traffic scene in which a collision between an ego vehicle and a following vehicle is imminent and the ego vehicle performs a braking maneuver according to the invention; Fig. 8 a simplified schematic representation of speed v of the Ego vehicle over time t during a braking and acceleration maneuver according to the invention in stationary (top) and moving (bottom) operation of the Ego vehicle, as well as Fig. 9 a simplified representation of another traffic scene in which a collision occurs between an ego vehicle and a following vehicle and the ego vehicle performs a braking and steering maneuver according to the invention.

[0025] Reference number 1 in Fig. 1 denotes an ego-vehicle which has an assistance system according to the invention or is equipped to carry out the method according to the invention. The ego-vehicle1 This includes a control unit 2 (e.g., ECU - Electronic Control Unit, ADCU - Assisted & Automated Driving Control Unit, or similar), which uses environmental and / or object detection. 3 evaluate the environment and preferably initiate automated or self-braking of the ego vehicle. 1 can initiate (e.g., via emergency braking assistant). Environmental and / or object detection 3 This includes, for example, a radar sensor. 3a , a lidar sensor 3b , a camera sensor 3c and ultrasonic sensors 3d , 3e Preferably, the control device 2in addition, it is equipped with a storage unit or storage medium on which / in which the process sequence of the method according to the invention is stored, and a processor unit (e.g. microcontroller, processor, computer, or the like) for executing the stored method (for the sake of clarity, each referred to as...) Fig. (1 not explicitly shown). Furthermore, driver state monitoring is included. 4 The system is designed to monitor the driver's condition. Driver condition encompasses parameters and characteristics influencing the driver and their driving behavior, such as attention, vital signs, eye movement, head position and movement, tone of voice, symptoms of illness, breathing sounds, pulse, and the like. For example, such monitoring could be achieved using an interior camera. 4a , a vital signs recording 4b(e.g. via palm and / or finger sensors integrated into the steering wheel or driver's seat), a driving parameter assessment (e.g. based on the driver's acceleration and / or braking behavior), acoustic sensors 4c and / or the like (4a-4c are in Fig. (1 not shown separately for the sake of clarity).

[0026] Furthermore, the control unit intervenes 2 on a business facility 5 This allows actuators to be controlled, enabling, for example, motor, transmission, steering, suspension, and / or brake control to perform or initiate driving maneuvers (braking, steering, accelerating, and the like). Consequently, the control unit can be used to... 2 Various driving functions (e.g., ACC, EBA, LKA, and the like) can also be implemented. Furthermore, the control unit can 2It can also access other vehicle parameter sensors and / or external information sources to obtain additional information (e.g., tilt angle, yaw rate, yaw angle, speed, acceleration, humidity, altitude, terrain and surface conditions, coefficient of friction, traffic, and the like) that is taken into account during vehicle control. Such vehicle parameter sensors can be located, for example, in the operating equipment. 5 integrated or located elsewhere in the Ego vehicle 1 be arranged, as exemplified by the tilt angle sensor 6 Information about a transmitting and receiving device can also be displayed. 7 received from an external unit or source, such as GPS and navigation data, traffic light and traffic signals, speed limits and infrastructure information.

[0027] In Fig. Figure 2 shows a simplified embodiment of the method according to the invention. The control unit 2 It receives the information or sensor data from a sensor device for environmental and / or object detection. 3 (including, for example, radar sensor) 3a , Lidar sensor 3b , camera sensor 3c and ultrasonic sensors 3d , 3e ), driver condition monitoring 4 , the recording of driving and vehicle parameters 8 , in particular sensors for recording such parameters (of operating equipment) 5 and tilt angle sensor 6 ), as well as external information sources (received via the transmitting and receiving equipment) 7 ) and estimates the (rear-end) accident risk with other vehicles, possibly also based on additional parameters such as TTC and collision offset, using a collision risk assessment. 9Furthermore, various actuators for controlling the vehicle (especially brake control) can then be used. 5a , engine control 5b , transmission control 5c , steering control 5d , spring and suspension control 5d or the like) are activated or controlled in order to perform a driving maneuver appropriate to the situation.

[0028] For example, the brake control 5a or the braking torque is used to absorb or regulate the predicted collision energy by utilizing the wheel slip range, i.e., the tire grip range, as in Fig. 3 (left) based on the relationship between wheel slip (ratio) S and tire grip Fr as shown. Furthermore, as shown in Fig. 3 (right) based on the relationship between braking force FB and time t is represented, the braking torque is released to control the ego vehicle 1to extend before the predicted collision (t = to) in order to then apply the braking torque or braking force FB to be reapplied in a defined manner during a rear-end collision or shortly before (t = t1). Furthermore, the brake control enables 5a and engine control 5b Driving at low speed in the event of excessive (relative) speed of the following vehicle, in case the system detects that there is sufficient safety space in front of the ego vehicle. 1 is present to reduce the relative speed when a collision is imminent.

[0029] The steering control 5d Its use includes controlling steering input in the event of a collision. For example, in a collision there is a risk that the Ego vehicle 1 The vehicle changes lanes or is pushed into the oncoming lane, potentially causing a second accident. Accordingly, the steering system can be used to intervene. 5dA steering intervention can be made, which can counteract this scenario by controlling the Ego vehicle. 1 The vehicle is steered towards the edge of the roadway, provided such a maneuver is compatible with the perceived surroundings (e.g., there is no pedestrian walkway or there is a risk of endangering other road users). However, it is advantageous to use roadside structures or infrastructure, such as guardrails or tunnel boundaries, to determine the appropriate course of action based on the friction between the roadside structures or infrastructure and the side of the ego-vehicle. 1 to generate an additional braking torque, as in Fig. Figure 4 illustrates this. Furthermore, impact energy can also be absorbed in this way, thus reducing the probability of the Ego vehicle breaking away. 1 and a following vehicle that rear-ended the other vehicle 10 is reduced.

[0030] The spring and suspension control 5dIt serves, among other things, to check the stiffness of the suspension or the spring stiffness. This involves checking the spring stiffness in each axle and each wheel of the Ego vehicle. 1 , can the pitching or tilting movement (vehicle tilt path) of the Ego vehicle 1 in the event of a collision, they can be controlled so that the collision energy of an impact can be absorbed via the suspension springs. Fig. Figure 5 schematically illustrates a rear-end collision scenario involving a following vehicle. 10 on the Ego vehicle 1 , how such shock absorption or attenuation of the collision energy is achieved by the spring and suspension control system of the preceding Ego vehicle 1 This can be achieved, for example, by specifically adjusting the springs in the front and rear of the Ego vehicle. 1or by adjusting the spring stiffness, the collision energy is absorbed or reduced by dissipating a portion of the energy via the spring travel. The spring stiffness can be adjusted either equally on the front and rear axles or asymmetrically, and potentially even wheel-by-wheel and axle-independently. In particular, collision energy absorption can be achieved through chassis adjustments, such as modifying the spring rate, camber angle, toe-in angle, roll axis, instantaneous center of rotation, suspension travel, scrub radius, track, toe-in, caster, or other chassis parameters.

[0031] In Fig. Figure 6 shows a further embodiment of a process sequence according to the invention, in which a configuration of the collision risk determination 9 as explained in more detail. First, information is gathered. 11 . As part of the information gathering 11The information / sensor data from the environment and / or object detection will be used. 3 (i.e., the radar sensor 3a , Lidar sensor 3b , camera sensor 3c as well as ultrasonic sensors 3d , 3e (captured sensor data and information) of a data processing 12 supplied. For example, data processing includes 12 This includes object detection and classification, creating an environment model, recording traffic signs, traffic signals, traffic rules, and the like. Furthermore, driver state monitoring is also performed. 4 (i.e., the interior camera) 4a , Vital signs recording 4b as well as acoustic sensors 4c (data collected) of data processing 13Data is fed into a system that can use this information to classify drivers based on various factors (e.g., attention, emotion, hazard potential, etc.). Furthermore, driving parameters and vehicle information are recorded. 8 e.g. via the operating equipment 5 and the tilt angle sensor 6 , in order to record parameters such as speed, acceleration, oil or fuel level, load condition, yaw angle, tilt angle, tire pressure, coefficient of friction, spring force, chassis settings, torque, GPS coordinates and the like, and to process these parameters 14 to supply data in order to determine the current vehicle status, position, and to draw conclusions about the road surface or weather conditions (wetness, cold, ice, heat, fog, etc.). In addition, the transmitting and receiving equipment can also be used. 7 , which in Fig. 6, which is not shown, can be used to obtain further information from external sources.

[0032] The information is then used by the collision risk assessment. 9 used to determine the current collision risk of the Ego vehicle 1 e.g. with the following vehicle 10 (Rear-end collision) to determine. In the event that the following vehicle 10 the Ego vehicle 1 as the following vehicle approaches, the following vehicle will be the first to be 10 detected, for example via ultrasonic sensors 3d , 3e or rear-facing radar, lidar or camera sensors for environmental and / or object detection that are not shown in the figures 3 Furthermore, the sensors can be used to determine the speed, acceleration, direction of travel, and position of the following vehicle. 10to be recorded. By comparing it with the driving parameters (e.g., speed, acceleration, planned trajectory, and the like) of the ego vehicle. 1 It is now possible to determine whether a collision is imminent or not. For example, a small distance between the two vehicles combined with a large difference in speed can indicate an impending rear-end collision.

[0033] The risk of collision with following vehicles is preferably permanently assessed based on the detection of the environment and / or objects. 3 as well as other collision parameters. Collision parameters include, for example, the time to collision (TTC) or collision offset rate and position. For instance, the TTC can be determined first (query TTC?). Furthermore, environmental and / or object detection is used to determine other parameters. 3 in front of the Ego vehicle 1existing objects, e.g. a vehicle in front 20 , as well as the freely available driving corridor in front of the Ego vehicle 1 The data is captured (FFS query?). Based on the available driving corridor, maneuvers can then be planned that can influence or increase the TTC. The TTC can then be modified accordingly (TTC set). Subsequently, it can be recalculated with the changed values. If a collision is imminent but can be prevented by a suitable maneuver, this maneuver is planned and, if necessary, initiated (maneuver planning). 15 For maneuver planning 15 It is also taken into account whether the side areas next to the Ego vehicle 1 are passable (query SFS?) or whether there are no objects there to prevent maneuver planning. 15 to be able to design it more flexibly. For monitoring the lateral driving areas of the Ego vehicle. 1A so-called "blind spot detection function" (BSD) can be used for environmental and / or object detection by means of a side-facing camera or radar sensor system. 3 or a created environment model can be used. In a practical way, the ego vehicle can be used. 1 as part of the maneuver planning 15 Control all possible actuators to avoid a collision.

[0034] However, if it turns out that a collision is unavoidable, the Ego vehicle will 1 prepared for an impending collision, e.g., because a certain limit has been reached GW (e.g., minimum distance, speed, collision offset, or similar) was exceeded or fallen below. For example, if the Y-offset (time, distance, or distance to the collision object) or the collision offset between the ego vehicle and the other vehicle. 1 and following vehicle 10fifty percent or less. It is advisable to determine the collision energy in the event of an impending collision (collision energy determination). 16 ). For determining collision energy 16 First, an object classification can be performed. 17a The classification of the vehicles involved is carried out, for example, to draw conclusions about their weight and accident behavior (skidding, etc.). Furthermore, immovable objects on or at the roadside can also be classified (object classification). 17b immovable objects), such as guardrails, roadside structures, tunnel walls, and the like. The collision energy is preferably determined. 16 based on the relative velocity V rel, the respective vehicle or object types and the collision offset or Y-offset. However, if the limit value query does not indicate a direct collision, a so-called edge-to-edge collision (e.g., a double collision in the front and rear area with a following vehicle) may also be detected. 10 and the roadside buildings) by means of collision determination 21 The collision detection is calculated or determined. 21 It can access suitable sensors or crash sensors.

[0035] If an imminent collision is unavoidable, the Ego vehicle can 1 as part of the braking control 18 trigger a longitudinal maneuver planning process, as in Fig. 7 shown, where braking (when braking or when stopping the Ego vehicle) is used. 1The impact or collision energy is regulated or reduced by braking and acceleration. This braking and acceleration can also occur repeatedly, with braking or re-applying after each acceleration phase to absorb collision energy and prevent a secondary frontal collision with the object in front. 20 to avoid this. In such longitudinal maneuver planning, the distance d of the ego vehicle is first determined. 1 to the vehicle in front of it 20 determined if a front object 20 is present. Then the time t can be measured. stop to determine which indicates the time at which a braking process (with a min ) must be initiated in order to avoid contact with the front object 20 to collide. Then, based on time t, stop the distance between the brake activation point and the object in front 20 or the braking point BP can be calculated. Based on this, the speed V can then be determined. req to calculate which distance d is reached Objekt can be adjusted, or in other words, the distance can be changed. Ego to be calculated, via which the Ego vehicle 1 especially with acceleration amax to speed V req during period t BP-stop can be accelerated to avoid a collision with the following vehicle 10 to mitigate or prevent without a collision with a preceding object (front object) 20 ) to have an accident. In practical terms, the calculations are performed taking into account additional information such as vehicle weight, wheel slip ratio on the respective road surface, friction coefficients under current road conditions, and the like, which are derived from the information of the environment and / or object detection. 3 Driver condition monitoring 4 , operating equipment 5, transmitting and receiving equipment 7 and / or recording of driving parameters and vehicle information 8 The velocity profile over time t of such longitudinal maneuver planning is in Fig. 8 is shown, with the upper velocity profile in Fig. 8 on an ego vehicle 1 This refers to the speed V required from a stationary position (i.e., v=0). req over the distance d Ego accelerated and then over the distance d Objekt during period t BP_stop decelerates back to v0 to avoid a collision with the following vehicle 10 to prevent or mitigate. The lower speed profile in Fig. 8 shows one traveling at speed V Fahrt driving ego-vehicle 1 , which in the event of an impending rear-end collision reduces the required speed V req over the distance d Egoaccelerated and then over the distance d Objekt during period t BP-stop back on V Fahrt brakes to avoid a collision with the following vehicle 10 to prevent or mitigate this. Therefore, braking control can be implemented as part of the engine and brake control system. 18 which is designed to prevent collisions with following vehicles 10 to mitigate or even prevent, whereby the following vehicle 10 by deliberately accelerating and / or preventing emergency braking of the ego vehicle 1 This provides reaction time, allowing assistance systems or the driver of the following vehicle to react more effectively. 10 to prevent an impending collision or rear-end collision, or at least to mitigate its severity through appropriate maneuvers. Furthermore, the following vehicle can 10They may also be warned by suitable visual (flashing or light signals of the vehicle lighting), acoustic (horns, loudspeaker noises or the like) or radio signal (car-to-car communication).

[0036] The braking control 18 In addition to the execution of the maneuver, it also includes a calculation module. 22 , which provides the necessary parameters and trajectory planning (e.g., timing, brake pressure, speed V) req , distance determination and the like) as well as the wheel slip control. 23 , which result from the collision determination 21 This results in the wheel slip control. 23 The braking system is controlled according to the respective vehicle weight (i.e., in particular the vehicle weight of both vehicles involved in the collision). 1 , 10 For example, if an edge-to-edge collision is imminent, an asymmetrical braking torque is generated at the wheels to slow the ego vehicle. 1to steer back into the lane. In Fig. Figure 9 shows such a braking maneuver for an edge-to-edge collision, in which there is initially a rear-end collision between the ego vehicle. 1 and the following vehicle 10 is done ( Fig. 9 left), whereupon the Ego vehicle 1 The vehicle is steered or pushed against the guardrail. By appropriately adjusting the yaw moment, the ego vehicle can then be... 1 steered away from the guardrail again ( Fig. 9 right) and again parallel to this along the lane. The yaw moment can be adjusted in this case, for example, by applying the brake on the rear left wheel and releasing the brakes on the right wheels (brake control); in addition, steering to the left is applied via the steering wheel (steering control).

[0037] Alternatively or additionally, immobile objects can also be included, which are part of the object classification process. 17bwere detected, intentionally used as contact objects to achieve a braking effect and shock absorption (object contact braking). 19 However, this also carries the risk of the Ego vehicle spinning and tipping over. 1 To prevent this, the yaw moment can also be adjusted so that the Ego vehicle 1 moving parallel to the guardrail, meaning it is guided away from the guardrail but still remains in contact. This type of object contact braking 19 This can occur, for example, if the Y-offset or the collision offset between the ego vehicle 1 and following vehicle 10 fifty percent or more. The object contact braking 19 This includes a calculation module. 24 , in particular for determining the coefficient of friction and the braking effect of the object intended for braking, and a yaw angle control 25 . Via the calculation module 24This can include, for example, time planning, trajectory planning, target setting, and the Y-movement (longitudinal or forward movement) of the ego vehicle. 1 and steering planning (before and after the collision). Furthermore, yaw angle control is used. 25 especially to the side panels of the Ego vehicle 1 to keep parallel to the guardrail or the object being contacted. This allows the ego vehicle to rotate. 1 be avoided.

[0038] In summary, the method according to the invention enables the control of an ego vehicle. 1 provided, thus preventing a collision of the Ego vehicle 1 This prevents or mitigates the consequences of a collision with another road user, particularly a rear-end collision. The first step involves assessing the surroundings of the ego-vehicle. 1 based on environment and object recognition 3The system records and assesses whether there is sufficient space for such maneuvers without endangering other road users or worsening the accident situation. In particular, objects located in front of, behind, or beside the ego-vehicle are evaluated. 1 location, as well as the relative speed between the ego vehicle 1 and these objects. Based on this, a decision is then made as to whether or not there is sufficient space for such maneuvers. In addition, a threshold is set. GW , in particular the speed limit, for the Ego vehicle 1 and / or the following vehicle 10The speed limit is set. Subsequently, provided the speed limit has not been exceeded or fallen below and sufficient space is available, a corresponding braking maneuver is initiated. Furthermore, the collision risk with following vehicles is preferably continuously determined based on environmental perception and other collision parameters. If the collision risk increases or exceeds a certain value (for example, expressed as a percentage), the steering, engine, or brakes can be used to correct the ego vehicle. 1to prepare for the impending collision so that the impact is mitigated or even prevented. Thus, the inventive method allows the collision risk with following vehicles to be assessed in emergency situations (e.g., at the end of the road or due to emergency reasons such as system failure or driver incapacitation) when stopping and braking. Consequently, the system can then be prepared for an impending impact in such a way that the energy of the predicted rear-end collision is regulated, absorbed, or distributed, for example, by activating chassis control systems in the lateral, longitudinal, and vertical directions, thereby reducing the damage to the ego vehicle. 1 and / or on the following vehicle 10 This can be reduced. Furthermore, it significantly increases the safety of the occupants, so that the present invention represents a very special contribution to the field of automated driving and driver assistance systems. Reference symbol list 1 Ego vehicle 2 Control unit 3. Environment and / or object detection 3a Radar sensor 3b Lidar sensor 3c camera sensor 3d, 3e ultrasonic sensor 4 Driver condition monitoring 4a Interior camera 4b Vital signs recording 4c acoustic sensors 5 Operating equipment 5a Brake control 5b Motor control 5c Gearbox control 5D steering control 5e Spring and suspension control 6 Tilt angle sensor 7 Transmitting and receiving equipment 8 Driving parameter and vehicle information acquisition 9 Collision Risk Assessment 10 follower vehicle 11 Information gathering 12 Data processing 13 Data processing 14 Data processing 15 Maneuver Planning 16 Collision energy determination 17a Object classification (vehicles involved) 17b Object classification (immovable objects) 18 Braking control 19 Object contact braking 20 Front vehicle 21 Collision determination 22 Calculation module 23 Wheel slip control 24 Calculation module 25 Yaw control BP braking point GW limit value Fr tire grip FB Braking force S wheel slip ratio T time v speed a acceleration QUOTES INCLUDED IN THE DESCRIPTION

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

[0000] DE 102015209943 A1

[0005]

Claims

[1] Method for regulating a collision of an ego vehicle (1) in which a control device (2) is provided which can access actuators of the Ego vehicle (1) for vehicle control, the control unit (2) can access information about the environment and objects located therein and / or the driver's condition and / or the driving and vehicle parameters, a collision risk determination (9) is provided which uses the information to determine whether a collision of the Ego vehicle (1) is imminent or not, so that the collision is avoided by controlling the actuators or, if it can no longer be avoided, the collision energy of the imminent collision is determined, and The actuators are controlled based on the collision risk in such a way that the collision energy is regulated. [2] Method according to claim 1, characterized bythat the actuators provided are brakes, engine, transmission, steering, chassis, springs and / or suspension. [3] Method according to claim 1 or 2, characterized by , that the time until the collision is determined based on the information and the time until the collision is used to determine the collision risk (9). [4] Method according to at least one of the preceding claims, characterized by , that the determination of the collision energy is based on the speed of the ego vehicle (1) and / or a following vehicle (10), the vehicle type and / or the collision offset. [5] Method according to at least one of the preceding claims, characterized by , that object classification (17a, 17b) is carried out based on the environment and object information. [6] Method according to claim 5, characterized by , that an elongated object running parallel to the roadway is classified as a contact object within the framework of object classification (17b). [7] Method according to claim 6, characterized by , that the ego vehicle (1) is slowed down by a targeted contact between ego vehicle (1) and contact object. [8] Method according to at least one of the preceding claims, characterized by , that the Ego vehicle (1) is alternately accelerated and braked by controlling the actuators. [9] Method according to claim 8, characterized by , that a calculation of the braking and acceleration phases, consideration of the environment and object information as well as the object classification is carried out. [10] Method according to at least one of the preceding claims, characterized by , that the collision energy is regulated via a vehicle tilt by adjusting the vehicle tilt of the Ego vehicle (1) via the control of the actuators. [11] Method, in particular according to at least one of the preceding claims, characterized by, that a yaw angle control (25) and / or yaw moment control is provided, wherein the yaw angle or yaw moment is controlled by applying a separate braking torque to each of the wheels of the Ego vehicle (1). [12] Method according to at least one of the preceding claims, characterized by , that the procedure further comprises the following procedural steps: - Determining the distance (d) to a foreground object (20) located in front of the ego vehicle (1); - Calculating a time t stop , which is needed to stop the Ego vehicle (1) with acceleration in order to avoid a collision with the front object (20); - Calculating the distance d Objekt between the point at which the acceleration must be initiated and the front object (20) based on the time tstop, - Calculating a velocity V req , which until the distance d is reached Objektcan be adjusted. [13] Assistance system for an ego vehicle (1) in which, in the event of a collision, the collision is regulated in particular by means of a method according to at least one of the preceding claims, comprising a control device (2) which can control actuators of the Ego vehicle (1), and for information acquisition at least one sensor device (3) for environment and / or object detection and / or driver condition detection (4) and / or driving and vehicle parameter detection (8) is provided, the control device (2) includes a collision risk determination (9) which determines the collision risk of an impending collision based on the information, wherein the collision risk determination (9) is designed to determine the collision energy of the impending collision, and the control device (2) controls the actuators on the basis of the determined collision risk in such a way that the collision energy is regulated in the event of a collision. [14] Computer program with program code for carrying out a method according to at least one of claims 1-12, when the computer program is executed in a computer. [15] Computer-readable storage medium comprising instructions which cause the computer on which they are executed to execute a method according to at least one of claims 1-12.

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