Method for performing an evasive maneuver with a utility vehicle combination, and emergency evasion system

1. A method for performing an evasive maneuver with a commercial vehicle-trailer combination, the method comprising:

ascertaining that a collision between the commercial vehicle-trailer combination and a collision object is impending, wherein the collision object is spaced apart from the commercial vehicle-trailer combination by an evasion distance;

determining an evasion trajectory by which the commercial vehicle-trailer combination can evade the collision object without coming into contact with the collision object;

determining a desired steering angle based on the evasion trajectory and activating an active steering system of the commercial vehicle-trailer combination in dependence on the determined desired steering angle such that the commercial vehicle-trailer combination moves along the evasion trajectory from a starting traffic lane to a target traffic lane so as to perform the evasive maneuver;

determining a desired vehicle deceleration representing a longitudinal deceleration of the commercial vehicle-trailer combination and initiating an electronic braking system of the commercial vehicle-trailer combination in dependence on the desired vehicle deceleration so as to brake the commercial vehicle-trailer combination while the evasive maneuver is being performed,

wherein while the evasive maneuver is being performed, a lateral acceleration of the commercial vehicle-trailer combination is determined for the center of gravity of the vehicle-trailer combination,

wherein the desired steering angle is limited in the event that the lateral acceleration achieves or exceeds a maximum lateral acceleration in order to prevent the vehicle-trailer combination from tipping over,

wherein the desired vehicle deceleration is limited to a maximum desired vehicle deceleration in the event that a total acceleration of the commercial vehicle-trailer combination achieves or exceeds a maximum total acceleration in order to prevent loss of directional stability or to prevent the commercial vehicle-trailer combination from swerving, wherein the total acceleration is the vectorial sum of a longitudinal and lateral acceleration of the vehicle-trailer combination, and

wherein the desired vehicle deceleration during the evasive maneuver is selected such that the vehicle-trailer combination with a vehicle-trailer rear side comes to a standstill after achieving the evasion distance.

2. The method as claimed in claim 1 , wherein so as to limit the desired vehicle deceleration, the total acceleration is determined from the lateral acceleration and from the desired vehicle deceleration, and the desired vehicle deceleration is limited to the maximum desired vehicle deceleration in the event that the total acceleration achieves or exceeds the maximum total acceleration.

3. The method as claimed in claim 1 , wherein so as to limit the desired vehicle deceleration a check is performed as to whether the desired vehicle deceleration achieves or exceeds the maximum desired vehicle deceleration, wherein the maximum desired vehicle deceleration is dependent upon the maximum total acceleration.

4. The method as claimed in claim 1 , wherein the maximum desired vehicle deceleration is determined in such a manner that a desired vehicle deceleration may only be requested if the maximum total acceleration is not already achieved or exceeded by the lateral acceleration that results from the currently requested desired steering angle.

5. The method as claimed in claim 1 , wherein the maximum total acceleration is dependent upon a coefficient of friction.

6. The method as claimed in claim 1 , wherein at the start of the evasive maneuver an initial evasion trajectory is determined, wherein the initial evasion trajectory is established in dependence upon a start point on the starting traffic lane and upon an end point on the target traffic lane.

7. The method as claimed in claim 6 , wherein whilst the evasive maneuver is being performed an updated evasion trajectory is determined periodically at defined intermediate points, wherein by means of the updated evasion trajectory deviations of an actual evasion trajectory of the vehicle-trailer combination from the initial evasion trajectory are compensated for.

8. The method as claimed in claim 7 , wherein the updated evasion trajectory is determined in dependence upon the intermediate point and upon an evasion point that is associated with the respective intermediate point in such a manner that whilst traveling along the respective updated evasion trajectory the commercial vehicle-trailer combination evades the collision object without coming into contact with the collision object, and

wherein the updated evasion trajectory is established in such a manner that the updated evasion trajectory lies on the initial evasion trajectory or deviates at a maximum by a tolerance from the initial evasion trajectory starting in the direction away from the collision object toward the target traffic lane.

9. The method as claimed in claim 7 , wherein the respective intermediate points are determined in dependence upon a current vehicle-x-position and upon a current vehicle-y-position, wherein the current vehicle-x-position and the current vehicle-y-position are obtained by means of odometry from a previous vehicle-x-position valid prior to a time interval or rather from a previous vehicle-y-position, from the current yaw angle and from the current vehicle velocity.

10. The method as claimed in claim 9 , wherein the current yaw angle is obtained using an integration method from a previous yaw angle valid prior to the time interval and the current yaw rate.

11. The method as claimed in claim 9 , wherein so as to determine the current vehicle-x-position reference is made to data from a stability control system.

12. The method as claimed in claim 9 , wherein the desired steering angle is determined in dependence upon a second derivative of the function of the in each case last calculated initial or updated evasion trajectory at a current vehicle-x-position in the event that the current lateral acceleration does not exceed the maximum lateral acceleration.

13. The method as claimed in claim 7 , wherein whilst the evasive maneuver is being performed a selection is made between three and twenty intermediate points at which in each case an updated evasion trajectory is determined.

14. The method as claimed in claim 7 , wherein after the commercial vehicle-trailer combination has achieved the evasion distance further evasion trajectories are determined, wherein after achieving the evasion distance the evasion point is maintained so as to orient the vehicle-trailer combination parallel to the target traffic lane.

15. The method as claimed in claim 1 , wherein the maximum lateral acceleration is obtained from a tipping-over limit, wherein the tipping-over limit is specified by a device for preventing the vehicle-trailer combination from tipping over and is constant, for example 3 m/s 2 , or is determined depending upon the vehicle by the device for preventing the vehicle-trailer combination from tipping over.

16. The method as claimed in claim 1 , wherein the lateral acceleration is determined in dependence upon a second derivative of the function of the in each case last calculated initial or updated evasion trajectory at a current vehicle-x-position.

17. An emergency evasion system, suitable for performing a method according to claim 1 , at least comprising an active steering system, an emergency braking system, a stability control system having a device for preventing the vehicle-trailer combination from tipping over, and also an electronic braking system.

18. A commercial vehicle-trailer combination of a towing vehicle and a trailer having an emergency evasion system as claimed in claim 17 .