Collision avoidance assistance for cornering

Abstract

The invention relates to a method (300) for collision avoidance assistance for a driver of a vehicle (100) during cornering, comprising the steps of: determining (S16, S18, S20) a curved trajectory (210) of the vehicle (100) according to currently determined orientations (αFL, αFR, αRL, αRR) of all wheels (AFL, AFR, ARL, ARR); ascertaining (S22) a distance (d, d1, d2, d3) between the curved trajectory (210) and at least one obstacle (H, H1, H2, H3, H4) in a surrounding area (200) of the vehicle (100); and, depending on the distance (d, d1, d2, d3), generating (S24) a steering counter-torque (T) which acts away from the obstacle (H, H1, H2, H3, H4) and counter to a steering input.

Description

[0001] 2024PF00424

[0002] 1

[0003] COLLISION AVOIDANCE ASSISTANCE FOR CURVING

[0004] The present invention relates to a method for assisting the driver of a vehicle in avoiding collisions while cornering. The invention also relates to a computer program, a control device for executing the method, and a vehicle.

[0005] From US Patent 2022 / 0204083 A1, a driving assistance method is known that calculates a target heading angle from a target trajectory and, depending on a camera image and the target heading angle, assists a steering device in steering to avoid a collision with an object. The target trajectory is formulated as a lateral position relative to a longitudinal position and is designed to maintain a predetermined safety distance to the object in the lateral direction. In summary, the proposed method is made for planned lane changes.

[0006] Against this background, one object of the present invention is to provide a flexible collision avoidance support method.

[0007] Accordingly, a method for assisting a driver of a vehicle in avoiding collisions while cornering is proposed. The proposed method comprises the following steps: determining the vehicle's trajectory based on the current orientations of all wheels; determining the distance between the trajectory and at least one obstacle in the vehicle's vicinity; and generating a steering counter-torque acting away from the obstacle and against a steering input, depending on this distance.

[0008] The method thus determines a curve path from a given or prevailing steering angle, from that an obstacle distance, and from that the steering counter-torque. Besides obstacle information, the method therefore requires only the current steering angle as input. For this reason, the method is suitable for purely manual steering maneuvers such as 2024PF00424

[0009] 2

[0010] It is also suitable for guided manual steering (driver steers according to provided instructions) and even semi-automated or semi-autonomous steering (driver input or intervention). It is therefore a flexible method. An additional benefit is that the parameters of the curve path, distance, and steering counter-torque are easily calculable with this method and can therefore be obtained quickly without preparation.

[0011] The term "steering input" can refer to the manipulation of a steering wheel or other steering input device. It can also be understood as a moment applied by the driver, essentially an effort by the driver.

[0012] The term "steering counter-torque" can be understood as resistance to the steering input. It can be described as a haptic indication of an obstacle. The steering counter-torque is therefore preferably less than or equal in magnitude to the steering input (without considering inertial effects and the like). One can say that the steering input is reduced by the steering counter-torque to an effective torque that either causes a change in the steering angle of the wheels or is zero.

[0013] The term "driver" can refer to a person who drives the vehicle. It can also be described as the person who steers the vehicle.

[0014] The "orientation" of a wheel can be understood as a direction perpendicular to an axis of the wheel. The "current" orientation of a wheel can be understood as a current, existing, or prevailing orientation. It is possible that the respective orientation is currently determined for all wheels, or at least for all steered wheels. The orientation can be detected, for example, by means of a sensor. The orientation can be determined directly, for example, by a sensor determining the position of the wheel relative to a wheel arch or the like. Preferably, the orientation is determined indirectly by detecting a position of a steering gear, for example, a lateral position of a tie rod or a rotational position of a steering column. 2024PF00424

[0015] 3

[0016] The term "all" wheels can refer to, for example, all wheels used for lateral and / or longitudinal guidance of the vehicle. For instance, in vehicles with steered rear wheels, it is common for the front axle steering angle to be in a variable ratio to the rear axle steering angle. In a vehicle with unsteered axles (e.g., a conventional car with front-axle steering), it may be sufficient to detect the orientations of the steered wheels using a sensor.

[0017] This description distinguishes between "distance" and "coverage." "Distance" can refer to a length perpendicular to the vehicle's longitudinal axis and / or perpendicular to the curve's path. "Coverage" can refer to a length along the vehicle's longitudinal axis and / or in the circumferential direction of the curve's path.

[0018] The term "obstacle" can be understood as an object in the vicinity of the vehicle. The obstacle is preferably a static object, a statically detected object, and / or a statically classified object. Examples include guide rails, trees, signs, bollards, but preferably also retractable bollards, parked / stationary vehicles, luggage, barriers, and the like. The object is detected, for example, by at least one of the vehicle's own sensors. The obstacle is preferably a currently present, currently detected, currently recognized, and / or currently classified obstacle. The obstacle can, for example, be recorded in an environmental map; for instance, in a parking garage scenario, a vehicle's position relative to a provided environmental map can be determined using SLAM (simultaneous localization and mapping).The obstacle can be detected by external vehicle sensors and communicated to the vehicle; for example, in a parking garage scenario, the obstacle can be detected by the parking garage's own sensors and communicated to the vehicle via radio technology; for example, the obstacle can be detected by other vehicles in the vicinity and communicated to the vehicle via radio technology. 2024PF00424.

[0019] 4

[0020] The "trajectory" can be understood as a description of the path the vehicle is currently traveling. It can also be described as the path the vehicle would travel in the future without changing the current steering angle, or as the path it would travel without changing the current orientations of all wheels relative to the vehicle. The trajectory can be called a geometric description. For example, the trajectory can be described in a vehicle-specific coordinate system. Sensor signals from the vehicle's own sensors often indicate obstacles in vehicle-specific coordinates. The trajectory can also be described relative to an environment. This can be very efficient, for example, when following a previously detected environment and / or driving in an environment detected by SLAM (Surface Area Measurement). Both the vehicle-specific coordinate system and the environment-oriented coordinate system can be called local coordinate systems.The curve path can also be described in a global coordinate system. This is particularly useful, for example, for a control system that needs to be fully compatible with GPS-based navigation. Several methods for describing and / or generating the curve path are presented below. These methods are generally compatible, for example, to validate one calculation with another.

[0021] It is possible that a description of the curve path is selected from a stored set of possible curve path descriptions, depending on the orientations. Alternatively, the curve path may be calculated. For example, an instantaneous center of rotation during cornering may be determined based on the currently determined orientations, and the curve path may then be determined based on this instantaneous center of rotation. Determining the instantaneous center of rotation and, consequently, the curve path can be calculated precisely with minimal effort. It is also possible that the instantaneous center of rotation only appears in the formulas used, but its position is not determined separately.

[0022] The curve's path can be defined as an arc from a point along the vehicle's centerline around its instantaneous center of rotation. This can be described as a curved line. For example, the center of gravity of the 2024PF00424 could be such a point along the centerline.

[0023] 5

[0024] The vehicle's geometric center point, the geometric center point of the vehicle's contact points, the geometric center point of a top view of the vehicle, and / or a point on the vehicle's longitudinal axis closest to the instantaneous center of rotation are preferably used. Determining the curve path as an arc is a simple calculation.

[0025] The curve path can be defined as a road surface containing a contact point radially inward for a wheel closest to the instantaneous center of rotation and a contact point radially outward for a wheel furthest from the instantaneous center of rotation. This can be described as an arc. The wheel closest to the instantaneous center of rotation determines the inner radius / diameter of the arc, and the wheel furthest from the instantaneous center of rotation determines the outer radius / diameter of the arc. Thus, an area is defined over which the vehicle will travel without changing the steering angle. This can also be described as a predicted traverse area. Using the road surface as the curve path is particularly well-suited for situations where obstacles lower than the vehicle's ground clearance must be avoided, such as curbs, markings, or surfaces not permitted to be driven on (like grass). The contact point is defined as the wheel or...Utilizing its position is advantageous because its position is well known, and any inaccuracy (i.e., the contact point being "inside the tire") can be easily compensated for by the dependence of the steering counter-torque on the (slightly larger) distance. Alternatively, the curve can be defined as a road surface containing, radially inside, the outer flank of a wheel closest to the instantaneous center of rotation, and radially outside, the outer flank of a wheel furthest from the instantaneous center of rotation. The position of the wheel flank can be precisely calculated if the tire width is known, making the distance calculation somewhat more accurate.

[0026] The curve path may also be defined as the swept path between a body point closest to the instantaneous center of rotation and a body point furthest from the instantaneous center of rotation. The body parameters depend on the vehicle type. However, the body point closest to the instantaneous center of rotation will likely be a side of the vehicle for tight curves and an inside exterior mirror for wide curves.

[0027] 6

[0028] The point on the vehicle body furthest from the instantaneous center of rotation will likely be a corner of the vehicle in tight turns and an outside side mirror in wide turns. Therefore, only a few points on the vehicle body are suitable for each vehicle type, and these are easy to define. The calculation is based on an assumed top view of the vehicle. This method is well-suited for obstacles that are no lower than the ground clearance (such as bollards) and / or obstacles of unknown height.

[0029] It is also possible that the curve path is defined as a driving tube within a vehicle cross-section. While this variant requires more computing power than the other variants, this effort can be worthwhile or offset if another (e.g., simultaneously executed) driving assistance method requires or even provides the driving tube.

[0030] The procedure may only be executed and / or initiated within a specific speed range, such as below 35 km / h, below 65 km / h, or between 30 and 100 km / h. It may also only be executed and / or initiated in certain types of environments, such as parking lots and / or multi-story car parks connected by at least one traffic lane, or on public or private property.

[0031] The procedure may be carried out during manual driving, during assisted manual driving and / or during manual intervention in semi- / automated and / or semi- / autonomous driving.

[0032] The curve trajectory may be used as a mathematical formula to determine the distance. This can be efficient, for example, for analytical distance measurements and / or sensor fusion-based systems. 2024PF00424

[0033] 7

[0034] The curve trajectory may be used as a graphical or geometric representation to determine the distance. This can be efficient, for example, for comparison with purely optically detected obstacles and / or AI-based distance determination.

[0035] The distance between the obstacle and the curve can be determined perpendicular to the vehicle's current longitudinal axis or direction and / or radially to the instantaneous center of rotation of the curve. The "vehicle's longitudinal direction" can be understood as an assumed or virtual vector extending along a centerline of the vehicle in the current direction of travel. At first glance, it might seem that a distance perpendicular to the current direction of travel becomes less meaningful with increasing distance / angle. However, the distance perpendicular to the current direction of travel is, on the one hand, easily calculable and, on the other hand, is in many cases more precise than an estimated distance from the back of an obstacle, which is not yet visible, to the curve.

[0036] It is possible that, when multiple obstacles are present, the steering counter-torque is generated with respect to the obstacle closest to the curve. Therefore, it is proposed to assist the driver in avoiding a collision with an obstacle that is closer to the curve. This option also applies when obstacles are present on both sides of the curve, and the steering counter-torque is generated with respect to the nearest obstacle on either side of the curve; one could also refer to the nearest obstacle overall.

[0037] It is possible that if at least one obstacle is present on each side of the curve, a steering counter-moment is generated with respect to the nearest obstacle on each side. Therefore, it is proposed to assist the driver in avoiding a collision with an earlier obstacle. 2024PF00424

[0038] 8

[0039] The steering counter-torque may only be generated with respect to an obstacle, each obstacle, and / or each individual obstacle whose distance does not exceed a certain threshold. This avoids assistance interventions that might be perceived as unnecessary. In this case, the magnitude of the steering counter-torque can be said to be dependent on the distance in at least one step. This is particularly suitable, for example, if obstacles are detected by long-range sensors. However, this is not strictly necessary, as it is also possible that only short-range sensors, such as ultrasonic sensors or a downward-facing reversing camera, are used for obstacle detection. Their detection range ends so close to the vehicle that every detected obstacle is suitable for assisting the driver.

[0040] It is simply preferred that a value for the steering counter-torque, or a value of the steering counter-torque depending on the value of the respective distance, is generated. One can speak of a function in the mathematical sense. This is particularly suitable, for example, for gradual feedback to the driver.For example, the magnitude of the steering counter-torque may be generated only as a function of an amount of the respective distance, only as a function of a respective distance (see below), as a function of an amount of the respective distance and an amount of the respective distance preferably with respect to the same obstacle, as a function of an amount of the respective distance and at least one further parameter, as a function of an amount of the respective distance and at least one further parameter, or as a function of an amount of the respective distance and an amount of the respective distance (preferably with respect to the same obstacle) and at least one further parameter.

[0041] The magnitude of the steering counter-torque may correspond to at least one of the following functions of the magnitude of the respective distance: a multi-stage function, a continuous function, a proportional function, and a saturation function. The function of the magnitude of the respective distance may be defined piecewise; for example, it may have several stages that transition via ramps (proportional2024PF00424).

[0042] 9

[0043] Sections are connected, provided a maximum step is not exceeded. This allows for a suitable distance-steering counter-moment profile.

[0044] The steering counter-torque can be calculated based on the current distance to the obstacle measured in the direction of travel, preferably along the curve and / or along the vehicle's current longitudinal axis. This allows the driver to be informed of the urgency of swerving or maintaining a safe distance from the obstacle by means of the steering counter-torque value. For example, the steering counter-torque value can correspond to at least one of the following functions of the current distance to the obstacle: a multi-stage function, a continuous function, a proportional function, and a saturation function. These functions are well-suited to providing the driver with a sense of distance.

[0045] A distance-based steering counter-torque profile may be stored. For example, the steering counter-torque value might be at its maximum when the obstacle is perpendicular to the vehicle's midsection. When the obstacle is perpendicular to the vehicle's midsection, steering towards it would be most critical because there would be no time to correct. As the vehicle nearly passes the obstacle, it becomes less critical.

[0046] It should be noted that a preset maximum level or saturation of the steering counter-torque is highly preferred to allow a driver to overcome the steering counter-torque with sufficient effort. This is advantageous in scenarios where a driver overrides an obstacle detection error and / or accepts a minor collision to avoid a serious one. Preferably, the method is configured to reduce the steering counter-torque abruptly or, more preferably, gradually to zero once the preset maximum level has been exceeded, to facilitate an evasive maneuver or an evasive maneuver other than that provided for by this method. 2024PF00424

[0047] 10

[0048] Furthermore, a computer program product is proposed which includes commands that, when executed by a computer, cause it to perform the procedure described above. A computer program product, such as a computer program tool, can be provided or delivered, for example, as a storage medium such as a memory card, USB flash drive, CD-ROM, DVD, or as a downloadable file from a server on a network. This can be done, for example, in a wireless communication network by transmitting a corresponding file containing the computer program product or the computer program tool.

[0049] According to a further aspect of the invention, a control device for a vehicle is proposed, which is configured to carry out the method according to one of the variants / options described above. The embodiments and features described for the proposed method apply accordingly to the control device.

[0050] According to another aspect of the invention, a vehicle is proposed which has a proposed control device.

[0051] The vehicle is, for example, a passenger car or a truck. The vehicle preferably comprises a number of sensor units designed to detect the vehicle's driving status and its surroundings. Examples of such sensor units include imaging devices such as a camera, radar (radio detection and ranging), or lidar (light detection and ranging), ultrasonic sensors, positioning sensors, wheel angle sensors, and / or wheel speed sensors. Each sensor unit is configured to output a sensor signal, for example, to the parking assistance system or driver assistance system, which performs semi-autonomous or fully autonomous driving based on the detected sensor signals.

[0052] 11

[0053] The vehicle may, for example, have a level of automation according to the SAE classification system, with the proposed procedure preferably being executed during manual driving / intervention. The SAE classification system was published in 2014 by SAE International, a standards organization for motor vehicles, as J3016, "Taxonomy and Definitions for Terms Related to On-Road Motor Vehicle Automated Driving Systems." It is based on six different levels of automation and considers the degree of system intervention required and the driver's attention required. The SAE automation levels range from Level 0, which corresponds to a fully manual system, through driver assistance systems in Levels 1 and 2, to semi-autonomous (Levels 3 and 4) and fully autonomous (Level 5) systems, where no driver is required.An autonomous vehicle (also known as a driverless car, self-driving car, and robotic car) is a vehicle that is able to perceive its surroundings and navigate without human input, and it corresponds to SAE automation level 5.

[0054] Other possible implementations of the invention also include combinations of features or embodiments described previously or subsequently with regard to the exemplary embodiments, even if not explicitly mentioned. In such cases, the person skilled in the art will also add individual aspects as improvements or additions to the respective basic form of the invention.

[0055] Further advantageous embodiments and aspects of the invention are the subject of the dependent claims and the exemplary embodiments of the invention described below. The invention will be explained in more detail below with reference to preferred embodiments and the accompanying figures.

[0056] Fig. 1 shows a schematic top view of a vehicle having a control unit configured to execute a method for assisting a driver of the vehicle in avoiding collisions while cornering, according to an embodiment of the invention; 2024PF00424

[0057] 12

[0058] Fig. 2 shows a flowchart of the procedure for collision avoidance support;

[0059] Fig. 3 schematically shows a relationship between wheel alignments, radii and vehicle lengths;

[0060] Fig. 4 schematically shows a curve maneuver to illustrate a variant of the method for collision avoidance support;

[0061] Fig. 5 schematically shows cornering to illustrate another variant of the method for collision avoidance support;

[0062] Fig. 6 schematically shows a proportional relationship between a distance to an obstacle and a steering counter-torque that can be generated by a variant of the method;

[0063] Fig. 7 schematically shows a graded relationship between a distance to an obstacle and a steering counter-torque that can be generated by a variant of the method;

[0064] Fig. 8 schematically shows a graduated relationship with intermediate stages between a distance to an obstacle and a steering counter-torque that can be generated by a variant of the method;

[0065] Fig. 9 schematically shows in the lower part a progression of changing detected distances between a lane and an obstacle and in the upper part a procedurally determined amount for a steering counter-torque, which is determined as a function of several recently detected distances; 2024PF00424

[0066] 13

[0067] Fig. 10 schematically shows in the lower part a different course of changing detected distances between a lane and an obstacle and in the upper part a procedural amount for a steering counter-torque, which is determined as a function of several recently detected distances;

[0068] Fig. 11 shows in tabular form a graded relationship between a steering counter-torque that can be generated by a variant of the method and both a distance to an obstacle and a distance to the obstacle;

[0069] Fig. 12 schematically shows several phases of a curve driving maneuver to illustrate yet another variant of the method for collision avoidance support;

[0070] Fig. 13 schematically shows a time course of the steering counter-torque that can be generated by this variant of the method; and

[0071] Fig. 14 schematically shows a relationship between the distance of a point on the vehicle to an obstacle and a steering counter-torque that can be generated by this variant of the method.

[0072] In the figures, identical or functionally equivalent elements have been given the same reference symbols, unless otherwise indicated.

[0073] Fig. 1 shows a schematic bird's-eye view of a vehicle 100. The vehicle 100 is, for example, a car located in an environment 200. The car 100 has a control device 110 (hereinafter also referred to as: control unit 110), which is designed, for example, as a driver assistance system. In addition, several environmental sensor devices 120, 130 are arranged on the car 100, which are, for example, optical sensors 120 and ultrasonic sensors 130. The optical sensors 120 include, for example, visual cameras, a radar, and / or a lidar. The optical sensors 120 can each acquire an image of a respective area from the 2024PF00424

[0074] 14

[0075] The car 100 is equipped with optical sensors 120 and 130 to detect the surroundings 200 and output an optical sensor signal. The ultrasonic sensors 130 are designed to detect the distance to objects located in the surroundings 200 and to output a corresponding sensor signal. Using the sensor signals detected by the sensors 120 and 130, the control unit 110 is able to drive the car 100 semi-autonomously or even fully autonomously. In addition to the optical sensors 120 and ultrasonic sensors 130 shown in Fig. 1, the vehicle 100 may be equipped with various other sensor devices 120 and 130. Examples include a microphone, an accelerometer, an antenna with a coupled receiver for receiving electromagnetically transmitted data signals, and the like.

[0076] The control unit 110 is configured to execute a method 300 for collision avoidance assistance to the driver of vehicle 100 during cornering. A brief description of the procedure 300 is provided with reference to Fig. 2. Terminology is defined with reference to Fig. 3. Then, variants of the procedure 300 are discussed in detail with reference to Figs. 4 to 12.

[0077] In step S10, manual cornering is detected. For example, in a non-automated and non-autonomous vehicle (100), only cornering is detected. For instance, it is checked whether the steering angle differs from 0°. In a partially / automated and / or partially / autonomous vehicle, it is checked whether the driver is intervening, for example, whether the target steering angle and the actual steering angle differ.

[0078] In step S12, at least one sensor signal is provided that is indicative for the environment 200 of the vehicle 100. For example, the control unit 110 reads signals from sensors 120 and 130.

[0079] In step S14, an obstacle H in the vicinity 200 of the vehicle 100 is detected depending on the at least one provided sensor signal. An obstacle H is 2024PF00424

[0080] 15

[0081] An object that is present in the vicinity 200. An obstacle H is not an object that collides with the vehicle without any change in wheel orientation. In other words, an obstacle H is an object that is adjacent to or spaced apart from the curve 210. Instead of "obstacle," one can also say "feature in an environmental sensor signal."

[0082] For small objects, the detected position of the object can be used as the single position of the obstacle. For larger objects, such as a wall, a rolling waste container, or a barrier or chain, multiple object features are often detected at different locations within the sensor signals. For example, in an ultrasonic signal, the strongest ultrasonic echo is often detected at the closest point. Similarly, in an image signal and / or radar signal, a contrast at the edge of an object is often detected. Or, in an image signal and / or radar signal, a multitude of points / features along an area are frequently detected. Similarly, in a lidar signal, multiple signals at equal angular intervals are frequently detected. It is possible that for each detected feature, an obstacle is identified, resulting in the detection of multiple obstacles per object. This is a very reliable approach.It is also possible that several closely spaced features are identified as a single obstacle using a grid or similar method to achieve a balance between spatial accuracy and processing power. For example, a grid resolution of 10 cm could be used. Distance-proportional grids could also be employed, meaning the grid becomes coarser the further away the features are from the vehicle. Sensor fusion, a trained classification model, and / or a map provided via a communication medium and / or from its own memory (e.g., a map of a parking garage) could also be used. In short, it is preferable to detect one or more obstacles per object in the vehicle's vicinity.

[0083] In step S16, the curve path 210 of vehicle 100 is determined depending on the currently determined orientations of all steered wheels AFL, A F R, A R and A RR determined. For this purpose, 2024PF00424

[0084] 16

[0085] For example, in step S18, an instantaneous center of rotation M of the curve is determined as a function of the currently determined orientations. Then, for example, in step S20, the curve path 210 is determined as a function of the instantaneous center of rotation M. One could also say that the shape and / or position of the curve path 210 is determined.

[0086] In step S22, a distance d between the curve path 210 and at least one obstacle H in the vicinity 200 of the vehicle 100 is then determined.

[0087] Finally, in step S24, a steering counter-torque T is generated as a function of the distance d, which acts away from the obstacle H and against a steering input from the driver. Preferably, the steering counter-torque T is determined only as a function of the distance d or as a function of the distance d and the distance e, although this list is not exhaustive.

[0088] Fig. 3 illustrates 100 orientations in a top view of the vehicle. F , a FR , a R and ORR of the wheels A F , A FR , A R and A RR and their geometric relationship to cornering. A vehicle front – indicated by index "F" – is located on the right of the image, and a vehicle rear – indicated by index "R" – is located on the left of the image.

[0089] Vehicle 100 has all-wheel steering. The wheels A F , A FR , A R and A RRhave turned for a sharp left turn. Each wheel A F , A FR , A R and A RR has an orientation a F , a FR , aRL and ORR, which can be described as an angle of a wheel circumference to a vehicle longitudinal direction or a vehicle centerline Z. Any orientation O can be used. F L, Q F R, a R Lund ORR can also be interpreted as an angle between a wheel axis and a vehicle transverse direction in a top view. The orientations a F , a FR , a R and a RR are different from each other, so ideally each wheel axis points towards the common instantaneous center of rotation M. 2024PF00424

[0090] 17

[0091] Each wheel AFL, A F R, A R and A RR is relative to the instantaneous pole M by a respective radius RFL, R FR , R R i_and R RRThe vehicle centerline Z is spaced a radius RM away from the instantaneous center of gravity M.

[0092] A virtual front axle alignment a F at an intersection of the vehicle centerline Z with a connecting line through the contact points J, K of the front wheels A F L and A FR Assumed. It corresponds to an average of the orientations O F L and a FR , and has a radius R F Objected to by the instantaneous center of rotation M. A virtual rear axle alignment a R at an intersection of the vehicle centerline Z with a connecting line through the contact points D, E of the rear wheels A R L and A RR assumed. It corresponds to an average of the orientations a R and a RR , and has a radius R R objected to by the instantaneous pole M.

[0093] The contact points J, K of the front wheels A F L, A FRare from the contact points D, E of the rear wheels A R , A RR a distance of one wheelbase W. An orthogonal to the vehicle centerline Z through the instantaneous center of gravity M is given to the contact points J, K of the front wheels A. F L, A FR a route W F and to the contact points D, E of the rear wheels A R , A RR a route W R spaced apart. This orthogonal line intersects the vehicle centerline Z at a point C, intersects a connecting line between the contact points J, D of the left wheels A. F L, A R L at a point N, and intersects a connecting line between the centers K and E of the right wheels A FR , A RR at a point P. A distance of the connecting line of the contact points J, D of the left wheels A. F L, A R L to the connecting line of the centers K, E of the right wheels A FR , A RRA track width B is designated, and these connecting lines are spaced half a track width B away from the vehicle center line Z.

[0094] Figure 4 shows a driving situation in which a driver is steering vehicle 100 through a curve. Initially, only the case where there is a single obstacle Hi in the vicinity 200 is considered.

[0095] In step S10, a control angle other than 0° is detected. In step S12, the sensor signals from sensors 120 and 130 are provided, and from these, the position (or 2024PF00424) is determined in step S14.

[0096] 18

[0097] The position of the obstacle Hi is detected, for example in a vehicle-fixed coordinate system (x / y). An origin U of the coordinate system is freely selectable; it is located, for example, at the front of the vehicle, at a body center point, or at a preferably normalized vehicle center of gravity.

[0098] In step S16, the curve path 210 of vehicle 100 is determined depending on the currently determined orientations a F , O F R, a R and a RR all wheels A F , A FR , A R and A RR determined. As can be seen from Fig. 3, the following equations can be used to determine the distances W. F and W R and the radius RM, the position of the instantaneous center of gravity M, can be determined:

[0099] a FR + a FL

[0100] a F = - F 2

[0101]

[0102] 2024PF00424

[0103] 19

[0104] For example, if the vehicle coordinate origin U is located midway between points D and E, i.e., on the vehicle centerline Z, the position of the instantaneous center of rotation M in Fig. 3 during a left turn is: Wpin in the longitudinal direction of the vehicle (X-direction) and -RM in the transverse direction (Y-direction). The formulas above serve as a derivation; in S18, correspondingly simplified formulas are preferably used.

[0105] In S20, the curve path 210 is determined. For example, a curve path 210 is determined which has the contact point D of the wheel ARL closest to the instantaneous center of rotation M radially inwards and the contact point K of the wheel AFR furthest from the instantaneous center of rotation M radially outwards. The curve path 210 is preferably bounded by these points. The corresponding radii R R and RF can be determined as follows:

[0106]

[0107] In S22, a distance di is determined for the obstacle Hi (the procedure is the same for the other obstacles). For example, the obstacle Hi has the position (xi / yi) in the vehicle's own coordinate system, and the instantaneous center of rotation M has the position (xui / yui) in the same coordinate system. A path of the contact point D of the innermost wheel AL at a distance xi from the obstacle Hi is offset f from the origin U in the transverse direction of the vehicle. If yi of the obstacle Hi is less than f, the obstacle Hi lies radially inside the curve 210. For the sake of completeness, it should be mentioned that signs must be taken into account: if, for example, yi is "-2 m", and if the offset f is "1.5 m", then yi is less than -f, or "-2 m" is less than "-1 * 1.5 m". In this case, a distance di in the transverse direction between the obstacle Hi and the curve 210 is determined as a function of the offset f:

[0108]

[0109] d1=y1-f2024PF00424

[0110] 20

[0111] Similarly, the path of the contact point K of the outermost wheel A in the curve is F R is located at a distance xi from the origin U, offset g, of the obstacle Hi in the transverse direction of the vehicle. If yi is greater than g, the obstacle Hi lies radially outside the curve 210. The signs are to be applied accordingly. In this case, the distance di in the transverse direction between the obstacle H1 and the curve 210 is determined as a function of the offset g.

[0112]

[0113] di = yi — g

[0114] If it turns out that yi is larger than or radially outside of f, smaller than or radially inside g, or equal to f or g, preferably any collision warning, emergency stop and / or avoidance procedure not described in detail here should be carried out.

[0115] Finally, in step S24, a steering counter-torque T is generated as a function of the distance d, which acts away from the obstacle H and against a steering input from the driver. For example, a step function is specified such that the steering counter-torque T is a constant value T. ma x is determined if the distance d is less than a threshold value d s is.

[0116] For example, in S24, the magnitude of the steering counter-torque T is first determined as a function of the distance d in a sub-step S24a, and then the steering counter-torque T is generated according to the determined magnitude in a sub-step S24c. This can be the case, for example, with the functions presented with reference to Figures 6 to 8.

[0117] For example, it may be that in S24, first in a sub-step S24a, the magnitude of the steering counter-torque T is determined as a function of the distance d, then in a sub-step S24b, the magnitude of the steering counter-torque T is determined as a function of a driver.

[0118] 21

[0119] The applied steering torque (the steering input) and / or the direction of the steering torque applied by the driver is reduced, and then in sub-step S24c the steering counter-torque T is generated according to the determined and possibly reduced amount. In an extreme case, it may even be the case that, depending on the distance d, a predetermined maximum amount T is first generated. maThe value x for the steering counter-torque T is determined (e.g., obstacle H is very close to the curve 210), and then the magnitude of the steering counter-torque T is reduced to zero (e.g., because the driver turns the steering wheel to steer away from obstacle H). The sub-steps S24a and S24b may be integrated into a single sub-step, for example, in the form of a table or a function dependent on several parameters.

[0120] If the driver steers towards the obstacle Hi with a lower steering input torque (i.e., weaker) than the amount of steering counter-torque T specified in S24a, the amount of steering counter-torque specified in S24a is changed in S24b to a correspondingly lower (equally weak) amount of steering counter-torque T, so that the steering wheel does not turn any further. If the driver steers towards the obstacle T with a higher steering input torque (i.e., stronger) than the amount of steering counter-torque T specified in S24a, the amount of steering counter-torque T specified in S24a is not changed, so that the steering wheel turns according to the driver's request, causing the curve 210 to move closer to the obstacle Hi.

[0121] The driver experiences the generated steering counter-torque T as resistance to the steering input, which would move the vehicle 100 closer to the obstacle Hi. Thus, the steering counter-torque T warns the driver of the approaching obstacle Hi. This warning function of the proposed method 300 helps the driver to avoid a collision with the obstacle Hi.

[0122] Further options or alternative embodiments are described below. Only differences are addressed; otherwise, the description above applies. 2024PF00424

[0123] 22

[0124] In S22, a radial distance between the obstacle Hi and the curve 210 can also be determined. For example, a radius RH can be determined between the obstacle Hi at the coordinates (xi / yi) and the instantaneous center of rotation M (x). M / yw) are calculated:

[0125] RH = Oi - X M) 2 + (yi - y M ) 2

[0126] For example, if, depending on the location of the origin U in the vehicle, 100, (x M / yw) equals (W R / R M ) is, for example, the radius RH is:

[0127]

[0128] If the radius RH is smaller than the radius RRL of the innermost wheel A R The obstacle Hi lies radially inside the curve 210. The radial distance di between the obstacle Hi and the curve 210 is then:

[0129] di = RRL ~ RH

[0130] If the radius RH is greater than the radius RFR of the outermost wheel A in the curve F If R is the case, the obstacle Hi lies radially outside the curve 210. The radial distance di between the obstacle Hi and the curve 210 is then:

[0131] di = RH ~ RFR

[0132] If the radius RH is between the radius RL and the radius RFR, the object is located on / at curve 210. Any collision warning, emergency stop and / or avoidance procedure, not described in detail here, should be executed.

[0133] It was described above that in S24b the magnitude of the steering counter-torque T is reduced so that it is not greater than the driver's steering input torque; therefore, no steering intervention by the procedure takes place. However, it is also possible that sub-step S24b is not present. Thus, in sub-step S24c, the steering counter-torque T is generated with the magnitude determined in S24a, regardless of the magnitude of the steering input torque. If the driver steers only slightly, a steering intervention by the procedure takes place, so that the 2024PF00424

[0134] 23

[0135] The curve path is changed. This can increase safety for the driver and the vehicle.

[0136] It was described above that in S24a the magnitude of the steering counter-torque T is determined according to a single-stage step function. There are other preferred variants:

[0137] For example, Fig. 6 illustrates a proportional function for determining the magnitude of the steering counter-torque T in S24a. If the curve path 210 exceeds the safety distance d s At a distance from the obstacle Hi, no steering counter-torque T is generated, or rather, a steering counter-torque T with a magnitude of "zero" is determined. If the distance di between the curve 210 and the obstacle Hi is "zero", i.e., the vehicle 100 is expected to touch the obstacle Hi, then a maximum steering counter-torque T is generated. ma x is determined as the magnitude of the steering counter-torque T. Between these points, the magnitude of the steering counter-torque T is determined according to a linear function.

[0138] Without a representation, another proportional function for determining the magnitude of the steering counter-torque T in S24a is used. If the curve path 210 has more than a first safety distance d s If the distance di between the curve 210 and the obstacle Hi is equal to or less than a minimum safety distance dmin, which is shorter than the first safety distance d s If so, then a maximum steering counter-torque T will be generated. ma x is determined as the magnitude of the steering counter-torque T. If the distance di falls below the first safety distance d s , but not the minimum safety distance dmin, the magnitude of the steering counter-torque T is determined according to a linear function.

[0139] For example, Fig. 7 illustrates a multi-stage function for determining the magnitude of the steering counter-torque T in S24a. If the obstacle distance d is less than a safety distance d s , a value of the steering counter-torque T is selected from one of several stages. The stages are preferably the same distance interval "wide" and / or the same steering counter-torque value interval "high", so that a change in the generated 2024PF00424

[0140] 24

[0141] The steering counter-torque T can serve as a reliable indicator to the driver of a change in distance di. The detection of the obstacle position in S14 depends heavily on the perception of the object or feature by available sensors 120, 130 and the odometry quality. Therefore, it can happen, especially with distant objects or features, that the obstacle position has different values ​​each time it is detected. This could result in a "flickering" or "jumping" of the distance d to the road 210 and / or the distance e to the vehicle 100. This, in turn, could result in a noticeable "flickering" or "jumping" of the generated steering counter-torque T, which is undesirable. The stages at least reduce the frequency of this undesirable behavior.

[0142] For example, Fig. 8 illustrates a further development of determining the steering counter-torque T using a multi-stage function. The multi-stage function in Fig. 8 is, for example, the same as the multi-stage function in Fig. 7, and the same features and advantages apply; however, a further developed application is proposed here. It should be noted that Fig. 8 shows an enlarged section of the function in Fig. 7. In order to smooth the determination of the magnitude of the steering counter-torque T in S24a, the magnitude of the steering counter-torque T can additionally be determined as a function of a certain number of recently detected distances.For example, it may be that 1) an intermediate stage number and an observation number are specified, that 2) the intermediate stage number is provided for the amount of the steering counter-torque T between the two adjacent stages, and that 3) during a change from a first stage to a second stage, the intermediate stage is chosen whose intermediate stage corresponds to the number of times, during the last observation number of runs of the procedure 300, the respective detected distance d of the second stage corresponds.

[0143] The following two examples serve to illustrate this. As shown in Fig. 8, the step function has a step which, at a distance d of 20 cm to 40 cm, specifies a value of 80% of the maximum value Tmax for the steering counter-torque T, and which, at a distance d of up to 20 cm, specifies the maximum value Tmax for the 2024PF00424

[0144] 25

[0145] The steering counter-torque T is specified. It is assumed to be an intermediate stage number of "3" and an observation number of "5". Furthermore, it is assumed that a distance d between 0 cm and 20 cm was detected previously (i.e., to the left of pass vi in ​​Figs. 9 and 10).

[0146] In both Figures 9 and 10, a dotted line indicates a change between the steps depending solely on the currently detected distance d. Furthermore, in both Figures 9 and 10, a dashed line indicates a smoothed progression depending on several recently detected distances d.

[0147] In the case of Fig. 9, a distance d greater than 20 cm is detected from the second depicted process run, or from the second time point from the left. Therefore, with each process run v, the number of process runs during the last 5 process runs v in which a distance d corresponding to the 20 cm to 40 cm stage was detected increases. Thus, a corresponding intermediate stage is selected in each case: For example, in process run V2, a distance greater than 20 cm was detected only once during the last 5 process runs (including V2); therefore, the first intermediate stage is determined for the magnitude of the steering counter-torque T. For example, in process run V4, a distance greater than 20 cm was detected three times during the last 5 process runs (including V4); therefore, the third intermediate stage is determined for the magnitude of the steering counter-torque T.

[0148] In the case of Fig. 10, a distance d of less than 20 cm is detected in process runs vi and V3, while a distance d of more than 20 cm is detected in the remaining process runs. Therefore, a corresponding intermediate stage is selected in each case: For example, in process run V2, a distance greater than 20 cm was detected only once during the last 5 process runs (including V2); therefore, the first intermediate stage is determined for the amount of the steering counter-torque T. For example, in process run V4, a distance greater than 20 cm was detected twice during the last 5 process runs (including V4).

[0149] 26

[0150] cm has been detected, therefore the second intermediate stage is determined for the amount of the steering counter-torque T.

[0151] In S24a, a smoothed curve for the magnitude of the steering counter-torque T is determined using intermediate stages. As can be seen in Fig. 10, a faster change between two stages is achieved than if only a change from the last intermediate stage onwards were considered.

[0152] It has been described so far that the magnitude of the steering counter-torque can depend on the distance d between the road surface 210 and the obstacle H, as well as optionally on the magnitude and / or direction of a steering torque or steering input applied by the driver and / or on a predetermined number of recently detected distances and / or specific magnitudes of the steering counter-torque T. It is also possible that the magnitude of the steering counter-torque is determined as a function of a distance e between the vehicle 100 and the respective obstacle H.

[0153] Figures 4 and 5 also show distances ei, es and es between the vehicle 100 and the respective obstacles Hi, H2 and H3. These distances ei-3 are noted in the same coordinate system (x / y) as the obstacle positions (xi / yi) to (xs / y3) and obstacle distances di-3.

[0154] Figure 4 shows the preferred case in which the distances di-3 are determined transversely to the vehicle centerline Z and the distances ei-3 are determined along the vehicle centerline Z. In this case, the distances ei-3 are each the x-coordinate of the obstacles H1,3.

[0155] Figure 5 shows the case where the distances di-3 are determined radially to the instantaneous center of rotation M and the distances ei-3 are determined circumferentially around the instantaneous center of rotation M. In the case of Figure 5, one can use the instantaneous center of rotation position (x) M Calculate the distance ei in the circumferential direction from the position (xi / yi) of the obstacle Hi and the mean roadway radius RM: 2024PF00424

[0156] 27

[0157] >

[0158]

[0159] Not shown, another possible case is that the distances di-3 are determined transversely to the vehicle centerline Z and the distances ei-3 in the circumferential direction around the instantaneous center of rotation M. Not shown, another possible case is that the distances di-3 are determined radially to the instantaneous center of rotation M and the distances ei-3 along the vehicle centerline Z. Not shown, another possible case is that the distances di-3 are determined transversely to the vehicle centerline Z and the distances ei-3 in a straight line to the vehicle 100, in particular to its origin U. Not shown, another possible case is that the distances di-3 are determined radially to the instantaneous center of rotation M and the distances ei-3 in a straight line to the vehicle 100, in particular to its origin U.

[0160] Figure 11 shows a table that may be stored, for example, in the control unit 110 to determine the amount of the steering counter-torque T as a function of the distance d and the distance e in S24a. For example, if the obstacle Hi has a distance di of 33 cm from the curve 210 at a distance ei of 354 cm, the value "8" results for critjat and the value "3" for critjong. Therefore, in this example, the value for the steering counter-torque T is "24% T". ma x" is determined. Instead of the table, one can, for example, provide a characteristic map or several characteristic maps. The values ​​in the table can be determined by a function, but this is optional.

[0161] One can also use a formula that exhibits such classified behavior. For example, if the distance d and the distance e do not exceed a respective maximum value (100 cm / 500 cm), the following calculation can be used. It should be noted that "100 cm" as the maximum distance d and "500 cm" as the maximum distance e that trigger a steering counter-moment are merely preferred values. In this example, a hazard class (critjat) is first determined for the distance d and a hazard class (critjong) for the distance e. 2024PF00424

[0162] 28

[0163]

[0164] Here, DIV represents division with remainder or division with subsequent rounding down. The intermediate parameters critjat and critjong can be described as criticality measures or sensitivity. These criticality measures are an optional intermediate step. In the next step, a value T(critjat, critjong) for the steering counter-torque is determined from the class values ​​by combining two linear functions:

[0165] T critjat, critjong) = critjat * critjong * T max

[0166] In the table in Fig. 11, the distances d and e are each classified into 10 classes. This is preferred. However, it is not necessary to use the same number of classes.

[0167] The fact that the magnitude of the steering counter-torque T depends on the distance d and the distance e means that the steering counter-torque is better suited to the level of danger in the respective driving situation. For example, if the distance d is small but the distance e is still large, the driver has sufficient time to correct a steering input. Conversely, if the distance and the distance are small, there is insufficient time to correct a steering input, so a higher steering counter-torque helps to prevent steering inputs towards the obstacle.

[0168] Figures 12 to 14 show a further development of the idea, in which the steering counter-torque T is also determined as a function of the distance e measured along the direction of travel. Specifically, it is provided here that the magnitude of the steering counter-torque has a maximum value when the obstacle is located perpendicular to a central section of the vehicle. It is also possible that the magnitude of the steering counter-torque has a maximum value, or not a maximum value, when the obstacle is located perpendicular to a front section of the vehicle. It can be added that the magnitude of the steering counter-torque has no maximum value when the obstacle is located perpendicular to a rear section of the vehicle. 2024PF00424

[0169] 29

[0170] This subdivision is based on the model assumption that the vehicle body can be seamlessly divided into a front, a middle and a rear vehicle area.

[0171] In the left part of Fig. 12, an obstacle H4 is located at a distance 64 in front of vehicle 100, or rather, transversely in front of vehicle 100. The middle part of Fig. 12 depicts the same driving scene somewhat later, with obstacle H4 located transversely to the middle section of the vehicle. The right part of Fig. 12 depicts the same driving scene even later, with obstacle H4 located transversely to the rear section of the vehicle. Fig.

[0172] Figure 13 illustrates the dependence of the magnitude of the steering counter-torque T on the distance e. Distances 64, es, and es are shown as examples. Figure 14 shows the curve of the magnitude of the steering counter-torque T over time t, which occurs when passing obstacle H4 without considering other influences and dependencies. Thus, the highest steering counter-torque T is present as long as steering towards obstacle H4 would inevitably lead to a collision.

[0173] Figures 4 and 5 show that several obstacles Hi to H3 are detected in the vicinity 200. The steering counter-torque T may be generated with respect to the obstacle H that has the (overall) shortest distance d to the curve 210. In both cases (distance d is determined transversely to the current direction of travel or radially to the instantaneous center of rotation M), this is obstacle H3.

[0174] It is also possible that, if several obstacles H are present in the vicinity 200, the steering counter-torque T is generated with respect to the obstacle H furthest away in the direction of travel (either in the current direction of travel or circumferentially around the instantaneous center of rotation). In Figures 4 and 5, the obstacle Hi is at a distance of ei.

[0175] It is also possible that, if at least one obstacle H is present on each side of the curve 210, the steering counter-moment T with respect to the less distant obstacle H with the shortest distance d to the curve 210 is generated on each side of the curve 210.2024PF00424

[0176] 30

[0177] The obstacles H with the shortest distance d are obstacles Hi and H3, from which obstacle Hi is less far away.

[0178] Finally, the method may also include a step to cease generating the steering counter-torque T after its magnitude has exceeded a predetermined value for a predetermined time. The predetermined time could be, for example, 0.5 s to 3 s, preferably 2 s. The predetermined value could be, for example, the maximum steering counter-torque T. max, but it can also be a different amount, such as 90% or 80% of the maximum steering counter-torque T ma x. Thus, the system can react to the fact that the driver, despite the resistance caused by the generated steering counter-torque T, steers towards the obstacle. The driver is also alerted to the risk of collision. It can therefore be assumed that the driver is aware of the danger, and by no longer generating the steering counter-torque T, steering is made easier for the driver in this dangerous situation.

[0179] Although the present invention has been described using exemplary embodiments, it can be modified in many ways. 2024PF00424

[0180] 31

[0181] REFERENCE MARK LIST

[0182] 100 vehicles

[0183] 110 Control unit

[0184] 120 optical sensors

[0185] 130 ultrasonic sensors

[0186] 200 surroundings

[0187] 210 Curved track

[0188] 300 methods for assisting a driver in avoiding collisions while cornering

[0189] S10 Detecting a manual driving maneuver during a curve

[0190] S12 Providing at least one sensor signal indicative of a vehicle's environment

[0191] S14 Detection of an obstacle in the vicinity of the vehicle depending on the provided sensor signal

[0192] S16 Determining a curve path of the vehicle depending on the currently determined orientations of all wheels;

[0193] S18 Determining an instantaneous center of gravity of cornering depending on the currently determined orientations

[0194] S20 Determining the curve path as a function of the instantaneous center of rotation

[0195] S22 Determining a distance between the curve path and at least one obstacle in the vicinity of the vehicle;

[0196] S24 Generating a steering counter-torque acting away from the obstacle and against a steering input, depending on the distance

[0197] S24a Determining the magnitude of the steering counter-torque as a function of the distance S24b Reducing the magnitude of the steering counter-torque as a function of a steering torque applied by the driver

[0198] S24c Generating the steering counter-torque according to the determined and possibly reduced amount

[0199] related to front axle 2024PF00424

[0200] 32

[0201] _R.. referring to rear axle

[0202] _..L referring to left

[0203] _..R referring to right

[0204] A wheel

[0205] B track width

[0206] C Intersection

[0207] d, di-3 distance

[0208] minimum safety distance

[0209] d s threshold

[0210] D, E Contact points of the rear wheels

[0211] e, ei-6 distance

[0212] f, g offset

[0213] H obstacle

[0214] J, K Contact points of the front wheels

[0215] M instantaneous pole

[0216] N, P Intersection points

[0217] R radius

[0218] T Steering counter-torque

[0219] Tmax maximum amount for the steering counter-torque

[0220] t time

[0221] U origin

[0222] V1-5 Process runs 1-5

[0223] W wheelbase

[0224] W , W R Route

[0225] x, y Vehicle-fixed coordinates or coordinate system Z Vehicle centerline

[0226] a angle, alignment

Claims

2024PF00424 33 PATENT CLAIMS 1. Method (300) for assisting a driver of a vehicle (100) in avoiding a collision during a curve, comprising the steps: Determine (S16, S18, S20) a curved path (210) of the vehicle (100) depending on current orientations (a F , a FR , a R , a RR ) of all wheels (AFL, A FR , A R , A RR ); Determine (S22) a distance (d, di, d2, ds) between the curve path (210) and at least one obstacle (H, Hi, H2, H3, H4) in a vicinity (200) of the vehicle (100); and Generating (S24) a steering counter-torque (T) acting away from the obstacle (H, Hi, H2, H3, H4) and against a steering input as a function of the distance (d, di, d2, ds).

2. Method according to claim 1, characterized in that an instantaneous center of gravity (M) of the curve movement is determined depending on the currently determined orientations (aFL , a FR , a R , a RR ) is determined (S18), and that the curve path (210) is determined as a function of the instantaneous center of gravity (M) (S20).

3. Method according to claim 1 or 2, characterized in that the curved track (210) is defined as a roadway which radially inside has a contact point (D) of a wheel (A) nearest to the instantaneous center of rotation (M). RL ) and radially outward a contact point (K) of a wheel furthest from the instantaneous center of rotation (M) (A FR ) contains.

4. Method according to one of the preceding claims, characterized in that the distance (d, di, d2, ds) between the respective obstacle (H, Hi, H2, H3) and the curve path (210) is determined perpendicular to a current longitudinal direction (Z) of the vehicle (100) and / or radially to the instantaneous center of rotation (M) of the curve.

5. Method according to one of the preceding claims, characterized in that, in the presence of several obstacles (H, Hi, H2, H3, H4), the steering counter-torque (T) with respect to 2024PF00424 34 of the obstacle (H3) with the shortest distance (d3) to the curved path (210).

6. Method according to one of the preceding claims, characterized in that, in the presence of at least one obstacle (H, Hi, H2, H3, H4) on each side of the curve (210), the steering counter-torque (T) with respect to the less distant obstacle (Hi) with the shortest distance (di) to the curve (210) on each side of the curve (210) is generated.

7. Method according to one of the preceding claims, characterized in that the steering counter-torque (T) is generated only with respect to an obstacle (H, Hi, H2, H3, H4) whose distance (d, di, d2, d3) has a threshold value (d s does not exceed.

8. Method according to one of the preceding claims, characterized in that an amount for the steering counter-torque (T) is generated as a function of an amount of the respective distance (d, di, d2, d3).

9. Method according to claim 8, characterized in that the magnitude of the steering counter-torque (T) corresponds to at least one of the following functions of the magnitude of the respective distance (d, di, d2, d3): a multi-stage function, a continuous function, a proportional function and a saturation function.

10. Method according to one of the preceding claims, characterized in that an amount for the steering counter-torque (T) is determined as a function of a current distance (e, ei, 62, e3, 64, es, es) of the obstacle (H, Hi, H2, H3, H4) to the vehicle (100) measured in the direction of travel, namely preferably a distance along the curve path (210) and / or along a current longitudinal direction (Z) of the vehicle (100).

11. Method according to claim 10, characterized in that the magnitude of the steering counter-torque (T) is at least one of the following functions of the magnitude of the current 2024PF00424 35 The distance (e, ei, e2, es, e4, es, es) of the respective obstacle (H, Hi, H2, H3, H4) corresponds to: a multi-stage function, a continuous function, a proportional function and a saturation function.

12. Method according to claim 10 or 11, characterized in that the amount for the steering counter-torque (T) has a maximum value when the obstacle (H4) is located transversely to (it) a central vehicle area.

13. Computer program product comprising instructions which, when the program is executed by a computer, cause it to execute the method (300) according to any one of claims 1-12.

14. Control device (110) for a vehicle (100) which is configured to perform the method (300) according to one of claims 1 - 12.

15. Vehicle (100) comprising a control device (110) according to claim 14.

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