Method, computer program product and device for avoiding a collision with an object located in the vicinity of a vehicle

Abstract

Method for avoiding a collision with an object (1) located in the vicinity of one's own vehicle (2), comprising the steps of: predicting (S1) a collision between one's own vehicle (2) and an object (1) located in the vicinity of one's own vehicle (2); and intervening in an actuator system of one's own vehicle (2) as a function of the predicted collision, wherein the interventions in the actuator system are determined by a control strategy, wherein the control strategy is or will be adapted (S31, S32) according to the situation, as well as a corresponding computer program product and a corresponding device for avoiding a collision with an object (1) located in the vicinity of one's own vehicle (2).

Description

The invention relates to a method, a computer program product and a device for avoiding a collision with an object located in an environment of an own vehicle.Driver assistance systems and safety systems, such as collision-avoiding systems and / or emergency braking systems, in vehicles, such as a passenger car or truck, usually have emergency braking functions which, with maximum deceleration or braking at the latest possible point in time, are intended to automatically prevent a collision with an object, such as another road user. At a maximum deceleration, braking takes place until the vehicle stops. Automatic-emergency breaking (AEB) thus always tracks the strategy to intervene as late as possible and to delay / brake until the relative speed to the potential accident encounter (target vehicle / object) is completely reduced. Even in crossing situations, a delay would come to a standstill. However, there are situations where this strategy results in unnecessary braking. For example, if two vehicles are approaching an intersection at similar distances and at similar speeds and both emergency brake systems are engaged and both vehicles thereby come to a standstill, although collision avoidance would already have been achieved by an intervening system. A braking intervention thus takes place too much. As a result, the risk for a rear-end collision as a secondary crash can also be multiplied unnecessarily.For example, a method for detecting critical driving situations of motor vehicles, in particular for avoiding collisions, is known from document DE 2012 051 203 A1. In the method, an estimated collision time is compared with a specified time, and if the estimated collision time is earlier than the specified time, a warning is issued to the driver of the own vehicle.Furthermore, a method for a driver assistance system is known from document DE 10 2014 008 413 A1, in which the driver assistance system is actuated as a function of a determined collision probability.The object of the invention is to functionally improve a method and computer program product mentioned at the beginning. In addition, the object of the invention is to improve a device mentioned at the beginning in a structural and / or functional manner. For example, unnecessary braking interventions should be avoided and / or the risk for rear-end collisions should be reduced.The object is achieved with a method having the features of claim 1. In addition, the object is achieved with a computer program product having the features of claim 13.A method for avoiding a collision with an object located in a vicinity of an own vehicle may include the step of: predicting a collision between an own vehicle and an object located in the vicinity of the own vehicle.The host vehicle may be a motor vehicle, such as passenger cars or trucks. The own vehicle may be an ego vehicle.The object can be a road user, in particular another road user. The object may be an automobile or non-automobile road user. The object may be a motor vehicle, such as passenger cars or trucks. The object may be a pedestrian, child, rider of a muscle-powered and / or motorized motor, such as electric motor, powered bicycle, cyclist, electric bicycle rider, motor bicycle rider, wheelchair rider or animal. The object can be located essentially in front of the own vehicle, in particular as viewed in the direction of travel of the own vehicle. The object may cross or cross the traveling direction of the own vehicle.The prediction can comprise or be the determination of a collision point, such as a collision time or a local / spatial collision point or collision location, and / or a collision probability. Prediction may be prediction and / or prediction and / or prediction. The collision may be a collision point, such as a collision time or a local / spatial collision point or collision location, and / or a collision probability.The method can further comprise the step of: intervention in an actuator system of the own vehicle as a function of the predicted collision.The actuator system can have or be a brake system / system and / or steering system / system of the host vehicle. Further actuators of the host vehicle may be addressed. For example, the actuator system can have or be an adjustable chassis and / or an engine controller and / or transmission controller and / or light controller. The actuator system may be part of a driver assistance system and / or emergency braking system of the host vehicle. Intervention in the driver assistance system and / or emergency braking system of the host vehicle may take place as a function of the predicted collision.The intervention and / or the interventions in the actuator system can / can be determined by a control strategy. The control strategy may be a braking strategy, such as automatic braking strategy. The control strategy may be a deceleration strategy and / or intervention strategy, such as brake intervention strategy. The intervention and / or the interventions in the actuator system can / can be carried out independently of the driver and / or automatically.The control strategy can be adapted according to the situation. The control strategy can be selected according to the situation. The control strategy can be adapted according to the situation.The control strategy can be adapted as a function of an infrastructure and / or infrastructure data. The infrastructure / infrastructure data can / can be an infrastructure / infrastructure data in the environment of the host vehicle. The infrastructure / infrastructure data can / can be detected, in particular by one or more environment detection means. The environment detection means / s can / can be environment detection means of the host vehicle. The environment detection means / s can / can be or have an environment sensor system. The host vehicle may have the surroundings sensor system. The environment detection means / s can / can detect objects, such as other vehicles or traffic signs, in the environment of the own vehicle, for example over time. The environment detection means / s can include or be a radar device, lidar device, camera device, such as daylight camera or infrared camera, ultrasonic device or the like. The environment detection means / s can / can have, for example, a radar sensor / s, lidar sensor / s and / or camera sensor / s. The camera sensor can be a mono- or multi-camera sensor and / or a front camera sensor. The environment detection means / s can / can detect information and / or data, such as other traffic sign information, in the environment of the own vehicle, for example over time. The environment detection means / s can comprise or be a communication interface. The communication interface may be a radio-based communication interface. The communication interface may be a V2X communication interface. The communication interface can provide or enable communication with other road users or objects. The communication interface may provide car-to-car and / or car-to-infrastructure (C2X) communication. The communication interface can serve or be provided for the exchange of information or data between the host vehicle and another road user or object. The environment detection means / s can / can be part of a driver assistance system and / or emergency braking system of the host vehicle. The environment detection means / s can / can be configured to provide environment data or infrastructure data. The infrastructure / infrastructure data can be detected by traffic sign recognition and / or V2X communication and / or, in particular, intelligent environment interpretation.The infrastructure and / or infrastructure data can / can be detected before intervention in the actuator system. The infrastructure and / or infrastructure data can / can be detected before the adaptation of the control strategy. The control strategy can then be adapted as a function of the detected infrastructure and / or infrastructure data. The intervention in the actuator system can take place after the adaptation of the control strategy.The infrastructure and / or infrastructure data can / can have information and / or data about the current traffic situation in the environment of the host vehicle. For example, the infrastructure and / or infrastructure data can / can have information and / or data about the sign, such as traffic signs, and / or traffic signs, such as warning or signal traffic signs, e.g. traffic lights, and / or roadway properties, such as a driving road or non-driving road, and / or other situation information, such as driving road, providing red / yellow / green traffic lights, right in front of the left, or the like. Based on the detected infrastructure or the infrastructure data, it can be determined whether the host vehicle is located on a priority road or non-priority road and / or whether the host vehicle has priority or not.In the method, the strength and / or the time of the intervention in the actuator system can be adapted as a function of the infrastructure or the infrastructure data. The control strategy can be adapted in such a way that the intervention in the actuator system takes place later and / or more strongly if the host vehicle is located on a priority road and / or it is or has been determined that the host vehicle is located on a priority road. The control strategy can be adapted in such a way that the intervention in the actuator system takes place earlier and / or more weakly if the host vehicle is located on a non-priority road and / or it is or has been determined that the host vehicle is located on a non-priority road and / or in a situation allowed for priority.In the method, brake profiles adapted to the infrastructure or infrastructure data can be determined. The control strategy can be applied to the infrastructure or to the infrastructure.The braking profiles can be adjusted by infrastructure data. At least one first brake profile adapted to the infrastructure or infrastructure data can be determined. At least one second brake profile adapted to the infrastructure or infrastructure data can be determined. The control strategy can have at least one first and / or at least one second brake profile adapted to the infrastructure or infrastructure data.The at least one first brake profile can have a single brake phase for full deceleration. The at least one second brake profile can have a first brake phase for partial deceleration and a second brake phase for full deceleration. The first brake profile can have an engagement time at which an engagement for full deceleration is to be triggered. The second brake profile can have a first engagement time at which an engagement is to be triggered for partial deceleration and a second engagement time at which an engagement is to be triggered for full deceleration. The first engagement point of the second braking profile can be located before the second engagement point of the second braking profile. The first engagement point of the second brake profile can be located before the engagement point of the first brake profile. A braking profile can be assigned to the detected infrastructure or to the infrastructure data. Based on the detected infrastructure or infrastructure data, a braking profile, which in particular matches the infrastructure or infrastructure data, can be determined. The intervention time / s can / can be determined, for example based on the detected infrastructure or the infrastructure data. The control strategy can be adapted by selecting a brake profile assigned to the infrastructure or the infrastructure data and / or adapted.In the method, the prediction / prediction / prediction / prediction / prediction of a collision can take place during a predetermined period of time or continuously, in particular repeatedly. The intervention in the actuator system and / or adaptation of the control strategy can take place, for example, if a collision has been or is predicted. The intervention in the actuator system and / or adaptation of the control strategy can be carried out, for example, only when a collision has been or is predicted, in particular at a / for an intervention time determined previously, for example.The method may further include the step of: detecting, for example during a predetermined period of time or continuously, the object or a vehicle participating in traffic substantially in front of the own vehicle, for example by means of a surroundings sensor system / surroundings detection system. It may be determined whether the object or other vehicle participating in traffic is located in an environment of the own vehicle. The object or other vehicle participating in the traffic can be located essentially in front of the own vehicle, in particular as viewed in the direction of travel of the own vehicle. The object or other vehicle participating in traffic may cross or cross the direction of travel of the own vehicle. The method may further include the step of: detecting an, in particular prospective / future, intersection or intersection situation, in particular of the host vehicle with an object or another vehicle participating in the traffic, for example by means of a surroundings sensor system / surroundings recognition. The other vehicle participating in the traffic can be a motor vehicle, such as passenger cars or trucks. The other vehicle participating in the traffic may be an old vehicle. The object may be the other vehicle participating in traffic.The environment sensor system / environment recognition system may be an environment sensor system / environment recognition system of the host vehicle. The environment sensor system / environment recognition system may be assigned to the host vehicle. The environment sensor system / environment recognition system may include or be a radar device, lidar device, camera device, such as daylight camera or infrared camera, ultrasonic device or the like. The environment sensor system / environment recognition system may include one or more sensor / s, for example camera sensor / s, radar sensor / s, lidar sensor / s or the like. The camera sensor can be a mono- or multi-camera sensor and / or a front camera sensor. The environment sensor system / environment recognition system may detect or recognize the object or the other vehicle participating in the traffic in an environment of the host vehicle, which is visible for example. The environment sensor system / environment recognition system may provide environment data. The environment data can be obtained from the environment sensor system / environment recognition system. The environmental data can represent an area in front of the own vehicle. The environmental data can be image data and / or other sensor data. Based on the environmental data, an object or another vehicle participating in the traffic can be recognized. The driving situation of the host vehicle and / or of the object or of the other vehicle participating in the traffic can be determined from the environmental data. From the environmental data, the respective speed and / or the location can be determined as a function of time and / or the direction of travel of the own vehicle and / or of the object or of the other vehicle participating in the traffic. The distance between the host vehicle and the object or the other vehicle participating in the traffic can be determined from the environmental data.The method may comprise the step of: acquiring at least one current vehicle parameter of the own vehicle. The vehicle parameter may be a position, speed, or acceleration of the own vehicle. In the method, a vehicle parameter profile dependent on the at least one current vehicle parameter can be determined and / or predefined. The vehicle parameter profile may be a position profile, velocity profile and / or acceleration profile.The method may comprise the step of: assuming a temporal profile of at least one vehicle parameter of the own vehicle to be predicted on the basis of its at least one current vehicle parameter, for example for a predetermined period of time. The vehicle predictive parameter may be a predictive position, speed, or acceleration of the own vehicle.The method can comprise the step of: determining a path profile of the own vehicle from the temporal profile of the at least one vehicle parameter to be predicted.The method may comprise the step of: detecting a current distance and / or a current position and / or a current speed and / or a current acceleration of the object located in the environment of the own vehicle relative to the own vehicle. The method may further comprise the step of: calculating the current absolute speed and / or the absolute acceleration of the object.The method may comprise the step of: assuming a temporal profile of a distance to be predicted and / or a position to be predicted and / or a speed to be predicted and / or an acceleration to be predicted of the object based on its current distance and / or current position and / or current speed and / or current acceleration, for example for a predetermined period of time.The method can comprise the step of: determining a path profile of the object from the temporal profile of the distance to be predicted and / or the position to be predicted and / or the speed to be predicted and / or the acceleration to be predicted of the object.The method may include the step of: predicting the collision of the own vehicle with the object based on the path profile of the own vehicle and the path profile of the object. In the method, the path profile of the own vehicle and the path profile of the object may be compared with each other. If the path profile of the own vehicle and the path profile of the object intersect, an anticipated time of collision and / or location of collision of the own vehicle with the object may be determined.Based on the determined collision and / or the, in particular adapted, control strategy, the speed of the host vehicle can be adapted, in particular reduced. Based on the determined collision and / or the, in particular adapted, control strategy, a vehicle control command can be determined, in particular in order to avoid an imminent collision of the host vehicle with the object. Based on the vehicle control command, the speed of the own vehicle can be adjusted, in particular reduced.The adaptation of the speed of the host vehicle can be effected by reducing the engine power and / or by braking. The determined collision and / or the determined vehicle control command and / or a signal for reducing the speed of the host vehicle and / or a signal for braking the host vehicle can be transmitted to a vehicle control device and / or a driver assistance system and / or a safety system, such as an emergency braking system and / or a collision avoidance system, of the host vehicle and / or provided to the latter. The emergency braking system may be an automatic emergency braking system.The method can serve for a driver assistance system. The method may be for an emergency braking system and / or collision avoidance system. The method may be for guiding an own vehicle.The method can be stored as a computer program at least partially on a computer, microcomputer, in an electronic control and / or computing unit, in a control system, on a storage medium or on a machine-readable carrier and / or implemented there. The computer program can be distributed in software technology onto one or more storage media, control and / or computing units, such as electronic control units (ECUs) or computers, etc., in particular in the own vehicle. The storage medium may be a semiconductor memory, a hard disk memory, or an optical memory.A computer program product can cause a device, such as an, for example, electronic, controller and / or controller and / or computing unit / device, a control system, a driver assistance system, a safety system, such as an emergency braking system, a processor or a computer, to execute the method described above and / or below, in particular for avoiding a collision with an object located in the environment of an own vehicle. For this purpose, the computer program product may have corresponding data sets and / or the computer program.A device, in particular for avoiding a collision with an object located in the surroundings of an own vehicle, can be configured and intended to carry out the method described above and / or below, in particular for avoiding a collision with an object located in the surroundings of an own vehicle.The apparatus may include a processor and a memory. The computer program product may be stored in the memory of the apparatus. The device can be a control and / or computing unit / device or a control system. The device may have a surroundings sensor system / surroundings detection system, in particular for detecting the object and / or the other vehicle participating in traffic. The device can have one or more environment detection means and / or communication means, in particular for detecting the infrastructure and / or infrastructure data. The apparatus can have an evaluation device and / or computing device. The apparatus may include a means for predicting a collision. The device may comprise a means for adapting the control strategy. The device may have a means for determining the braking strategy and / or one or more braking profiles. The device may be a vehicle control device or be a part thereof. The device may be or be part of a driver assistance system and / or a safety system such as emergency braking system and / or collision avoidance system. The emergency braking system may be an automatic emergency braking system.With the invention, emergency braking interventions, in particular in crossing situations, can be reduced with an accompanying minimization of the risk for rear-end collisions by including infrastructure information in the braking strategy. A possibility of handling an imminent collision in an intersection situation in which the ego vehicle is crossed in its path by a target vehicle can be provided. By targeted braking with the inclusion of the infrastructure in the braking strategy, the imminent collision can be avoided in time or space, without the automatic emergency braking systems of both vehicles having to intervene until both vehicles are at a standstill. Otherwise, the emergency braking systems of both vehicles would each intervene with full deceleration, although an intervention, in particular only one emergency braking system, would be sufficient for collision avoidance. Collision avoidance in an intersection situation can take place taking into account the infrastructure. The type of collision avoidance and / or the strength of the deceleration and / or the time of the brake intervention can take place depending on the infrastructure present. By taking into account the infrastructure and the corresponding adaptation of the brake intervention strategy, it can be achieved that the emergency braking assistant is always triggered only in one of the vehicles involved in the potential collision in the crossing situation. This makes it possible to prevent unnecessary emergency braking interventions. In the case of necessary interventions, the strength and the time of the delay can be adapted in a meaningful manner as a function of the infrastructure. Thus, the risk may decrease primarily from the functional safety point of view. The prediction of the collision point between two vehicles in an intersection situation and / or the efficient avoidance of this collision can be effected by brake profiles adapted to the infrastructure. Infrastructure detection can be carried out by traffic sign detection, V2X communication and / or intelligent environment interpretation. A means or logic can be provided which, on the basis of the present prediction, when a collision is detected in an intersection situation, in addition to the possibility of emergency braking until standstill, offers the possibility of adapting the deceleration strategy by means of different brake profiles, taking into account the traffic signs and / or priority rules. The intervention strategy may be based on the emergency brake assist starting to intervene later when the vehicle is on an entry road and earlier in the case of a non-entry road. This makes it possible to eliminate unnecessary braking interventions if otherwise the emergency braking systems of both vehicles would lead to a standstill of the vehicles in front of the intersection. The risk of secondary crashing due to rear-end collisions can thus be minimized. Interventions can be more comprehensible to the driver, since they also depend on the applicable priority rules and traffic signs. Exemplary embodiments of the invention are described in more detail below with reference to figures, in which: FIG. 1 is a flowchart illustrating a method of avoiding collision with an object located in an environment of an own vehicle; FIG. 2 shows a driving situation at a first point in time, at which an own motor vehicle is approaching an intersection; and FIG. 3 shows a driving situation at a second point in time, at which a host motor vehicle is approaching an intersection.FIG. 1 is a flowchart illustrating a method of avoiding collision with an object located in an environment of an own vehicle. The flow chart shown illustrates the decision making with respect to the strategy to be selected.In a step S 1, a collision between an own vehicle and an object (target) located in the environment of the own vehicle, in particular a critical object, is predicted, for example another vehicle participating in the traffic. In this case, a critical intersection situation between the host vehicle and the other vehicle participating in the traffic and, on the basis thereof, a collision, such as collision time or collision location, can be determined.If a potential collision has been determined, it can be determined in a step S 2 by detecting the infrastructure or infrastructure data present in the environment of the own vehicle (ego) whether the own vehicle has a priority or not, or is located on a priority road or non-priority road.Based on the detected infrastructure and the result obtained thereby as to whether or not the host vehicle has traveled in front, a control strategy for intervention in the actuator system of the host vehicle can be adapted according to the situation in a step S 31 or S 32. If the host vehicle has traveled forward, the control strategy is adapted in step S 32 such that a latest possible intervention in the actuator system will take place with maximum deceleration or braking effect. If the host vehicle does not have a forward drive, the control strategy is adapted in step S 31 such that a first earlier intervention in the actuator system will take place with less deceleration or braking effect and a subsequent second intervention in the actuator system will take place with maximum deceleration or braking effect.The actuator system of the host vehicle can then be accessed as a function of the predicted collision, the interventions in the actuator system being determined by the control strategy.The method described above with reference to FIG. 1 may be part of a computer program product that causes an apparatus to execute the method for avoiding a collision with an object located in an environment of an own vehicle.FIG. 2 shows a driving situation at a first point in time and FIG. 3 shows a driving situation at a second point in time, in which another motor vehicle 1 (old vehicle) participating in the traffic and an own motor vehicle 2 (ego vehicle) are going to an intersection.As a rule, in the case of emergency braking (automatic emergency braking, AEB), the strategy is always followed as late as possible to intervene and to delay until the relative speed to the potential accident encounter (target vehicle) is completely reduced. For crossing situations, this would correspond to a delay into standstill. There are situations, however, as illustrated in FIG. 2, in which this strategy results in unnecessary braking, for example, if two vehicles were to approach an intersection at similar distances and / or at similar speeds and both emergency brake systems were engaged and thus both vehicles would come to a standstill, although collision avoidance would already have been achieved by an intervening system.In order to avoid this, data about the infrastructure 3 can be captured and / or taken into account, for example, by traffic sign recognition, V2X communication or other intelligent environment interpretation. The deceleration profile and thus also the intervention time can then depend on whether the vehicle 1, 2 has to pass or has to grant pass. The preceding vehicle, here the other vehicle 1 participating in traffic, follows the strategy or control strategy in an emergency to intervene as late as possible with maximum deceleration, that is to say with a braking phase 4, in which the vehicle 1 is braked to a standstill with maximum braking effect. As shown schematically in FIG. 3, the vehicle which is responsible for driving forward, in this case the host vehicle 2, operates with a control strategy or brake profile which is distinguished by two phases 5 and 6: partial deceleration (first brake phase 5) and full deceleration (second brake phase 6). In this case, the start is first with a lower deceleration (first brake phase 5), which is then amplified to the maximum deceleration (second brake phase 6). Due to the already earlier occurring weak deceleration of the preceding vehicle 2, the prediction, for example of the emergency braking system (AEB system) of the preceding vehicle 1, can take this into account and thus avoids unnecessary emergency braking, since it can anticipated that the vehicle 2 has under control of the situation due to its already used deceleration.This procedure can on the one hand prevent unnecessary emergency braking and on the other hand the braking of the vehicle 2 in the way of driving in front is not so abrupt, whereby the risk for rear-end collisions can be reduced, which can be considered to be the greatest risk for an AEB system from the perspective of functional safety. In addition, this method, in particular the handling of emergency braking at an intersection, can allow interventions to be better understood for the driver, which can have a positive influence on the driver acceptance.For the rest, reference is additionally made in particular to FIG. 1 and the associated description.Optional features of the invention are designated in particular by "can". Accordingly, there are also developments and / or exemplary embodiments of the invention which additionally or alternatively have the respective feature or the respective features.Isolated features can also be extracted from the combinations of features disclosed here, if necessary, and used in combination with other features to delimit the subject matter of the claim, resolving a structural and / or functional relationship optionally existing between the features. The order and / or number of steps of the method may be varied.Reference numerals denote reference numeralsS 1 Step for predicting a collision S 2 Step for detecting the infrastructure and for determining whether priority S 31 Step for adapting the control strategy for no priority S 32 Step for adapting the control strategy for priority 1 age vehicle / other vehicle 2 ego vehicle / own vehicle 3 infrastructure 4 Braking phase with maximum deceleration 5 Braking phase with partial deceleration 6 Braking phase with full decelerationReferences included in the specificationThis list of documents cited by the applicant has been produced in an automated manner and is only included for the better information of the reader. The list is not part of the German patent application or utility model application. The DPMA does not take any adhesion for any faults or omissions.Patent Literature citedDE 2012 051 203 A1

[0003] DE 10 2014 008 413 A1

[0004]

Claims

Method for avoiding a collision with an object (1) located in the environment of an own vehicle (2), having the following steps: - predicting (S1) a collision between an own vehicle (2) and an object (1) located in the environment of the own vehicle (2); - engaging in an actuator system of the own vehicle (2) as a function of the predicted collision, wherein the interventions in the actuator system are determined by a control strategy, characterized in that the control strategy is or is adapted (S31, S32) according to the situation.Method according to Claim 1, characterized in that the control strategy is an, in particular automatic, braking strategy.Method according to at least one of the preceding claims, characterized in that the control strategy is or is adapted (S31, S32) as a function of an infrastructure (3), in particular an infrastructure (3) in the environment of the own vehicle (2).Method according to at least one of the preceding claims, characterized in that the infrastructure (3) and / or infrastructure data are recorded (S2) by environment detection means before the intervention in the actuator system and / or before the adaptation of the control strategy, and the control strategy is adapted (S31, S32) as a function of the recorded infrastructure (3) and / or infrastructure data.Method according to at least one of the preceding claims, characterized in that the strength and / or the time of the intervention is or is adapted (S31, S32) as a function of the infrastructure (3) or the infrastructure data.Method according to at least one of the preceding claims, characterized in that brake profiles adapted to the infrastructure (3) or infrastructure data are determined (S31, S32) and / or the control strategy has brake profiles adapted to the infrastructure or infrastructure data.Method according to at least one of the preceding claims, characterized in that at least one first and / or at least one second brake profile adapted to the infrastructure (3) or infrastructure data is determined (S31, S32) and / or the control strategy has this / s, wherein the at least one first brake profile has a single brake phase (4) for full deceleration and / or the at least one second brake profile has a first brake phase (5) for partial deceleration and a second brake phase (6) for full deceleration.Method according to Claim 7, characterized in that the first brake profile has an engagement time at which an engagement for full deceleration is to be triggered, and / or the second brake profile has a first engagement time at which an engagement for partial deceleration is to be triggered and a second engagement time at which an engagement for full deceleration is to be triggered.Method according to at least one of the preceding claims 6 to 8, characterized in that the control strategy is adapted (S31, S32) by selecting a brake profile assigned to the infrastructure (3) or to the infrastructure data.Method according to at least one of the preceding claims, characterized in that the control strategy is or is adapted (S31, S32) in such a way that the intervention takes place later and / or more strongly if the host vehicle (2) is located on a priority road or has priority and / or in that the intervention takes place earlier and / or less weakly if the host vehicle (2) is located on a non-priority road or has no priority.Method according to at least one of the preceding claims, having the steps: - detecting at least one current vehicle parameter of the own vehicle (2); - assuming a temporal profile of at least one vehicle parameter of the own vehicle (2) to be predicted on the basis of its at least one current vehicle parameter; - determining a path profile of the own vehicle (2) from the temporal profile of the at least one vehicle parameter to be predicted; - detecting a current distance and / or a current position and / or a current speed and / or a current acceleration of the object (1) located in the environment of the own vehicle (2) relative to the own vehicle (2); assuming a temporal profile of a distance to be predicted and / or a position to be predicted and / or a speed to be predicted and / or an acceleration to be predicted of the object (1) based on its current distance and / or current position and / or current speed and / or current acceleration; determining a path profile of the object (1) from the temporal profile of the distance to be predicted and / or the position to be predicted and / or the speed to be predicted and / or the acceleration to be predicted of the object (1) and predicting the collision of the own vehicle (2) with the object (1) based on the path profile of the own vehicle (2) and the path profile of the object (1).Method according to at least one of the preceding claims, characterized in that the prediction (S1) of a collision takes place during a predetermined time period or continuously, in particular repeatedly, and / or the intervention and / or adaptation (S31, S32) of the control strategy only takes place if a collision has been predicted, in particular at or for a previously determined intervention time.A computer program product for causing an apparatus to execute a method for avoiding a collision with an object (1) located in an environment of an own vehicle (2) according to at least one of the preceding claims.Device designed and intended to carry out a method for avoiding a collision with an object (1) located in the surroundings of an own vehicle (2) according to at least one of the preceding Claims 1 to 12.

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