DE102022206743A1 - Method for emergency stopping a motor vehicle and motor vehicle - Google Patents

Abstract

The invention relates to a method for emergency stopping a motor vehicle and a motor vehicle (10) having a control unit (18) set up to carry out the method. It is provided that the emergency stop of the motor vehicle (10) is carried out in an emergency state depending on the existence of a hard shoulder . If the road (20) being traveled on contains a hard shoulder, the motor vehicle (10) comes to an emergency stop on the hard shoulder. However, if there is no hard shoulder, the drivability of the roadside (22) is evaluated based on height differences of the roadside (22). This makes it possible to determine safe parking locations for emergency stopping of the motor vehicle (10) off the road if there is no hard shoulder.

Description

The invention relates to a method for emergency stopping a motor vehicle and a motor vehicle with a control unit set up to carry out the method.

Modern vehicles are equipped with an emergency stopping assistant that intervenes in the vehicle's driving operation if appropriate sensors detect that the driver of the vehicle is no longer able to drive the vehicle independently. For example, the emergency stop assistant then activates hazard warning lights, makes an emergency call and carries out a braking maneuver on the road currently being traveled on.

However, such braking of the vehicle on the road currently being traveled on also represents a danger for the other road users and thus also for the driver of the vehicle. It would be conceivable that a road user misjudges the situation of the driver in distress, depending on the intervention of the driver The emergency stopping assistant is surprised and an accident occurs between the road user and the vehicle in distress. Attempts are therefore being made to design the emergency stopping assistant in such a way that it is able to remove the vehicle from the traffic lane as far as possible in an emergency stopping situation.

However, it has been shown that it is often difficult to find a safe place to park off the road. It is therefore desirable to develop an emergency stopping assistant that easily recognizes a safe parking location away from the road in order to remove the vehicle from the road as far as possible in an emergency stop situation.

The invention is therefore based on the object of enriching the prior art and developing a method for emergency stopping a motor vehicle, which increases the safety of the driver of the motor vehicle.

The object according to the invention is achieved by a method for emergency stopping a motor vehicle and a motor vehicle according to the independent patent claims. Preferred further training is the subject of the respective dependent claims.

A first aspect of the invention relates to a method for emergency stopping a motor vehicle. An emergency state of the motor vehicle or an emergency state of a driver of the motor vehicle is first determined. This is preferably done via one or more sensors, such as a tire pressure sensor or an interior sensor. Alternatively or additionally, one or more user interfaces can also be provided for detecting such emergency states. An emergency condition refers to a condition of the driver and/or vehicle that regularly prevents the vehicle from continuing to operate safely.

If an emergency condition exists, it is then determined whether a road currently traveled by the motor vehicle has a hard shoulder. If it is determined that the road has a hard shoulder, an emergency stop is carried out on the hard shoulder and the journey on the hard shoulder is ended. If it is determined that the road does not have a hard shoulder, the passability of a roadside adjacent to the road is determined. According to the invention, the drivability of the roadside is evaluated based on differences in height of the roadside.

The safety of a driver of the motor vehicle is advantageously increased by determining, depending on a recognized emergency state of the motor vehicle or the driver, whether a passable hard shoulder exists. If there is a hard shoulder, an emergency stopping maneuver is carried out on the hard shoulder and the journey is ended. For this purpose, in an emergency state, both the lateral and longitudinal acceleration of the vehicle are preferably controlled accordingly. A hard shoulder is also known under the terms hard shoulder, hard shoulder or hard shoulder. Since this primarily serves the purpose of making it possible to park the motor vehicle in the event of an emergency or accident, a hard shoulder is fundamentally a safe parking location. Parking the vehicle (directly) on the hard shoulder is simple and not very computationally intensive and the detection of the hard shoulder can be done under Use of map data, swarm data (or swarm map data generated from them) and / or a simple sensor system - often already installed as standard in modern vehicles.

In the context of the present disclosure, swarm data is data that is collected and provided by vehicles and/or other sources, for example stationary devices such as surveillance cameras or measuring stations. For example, the swarm data is generated by the sensors installed in the vehicles and/or other sources. The swarm data contains, for example, environmental information, in particular information about recognized lane markings, recognized lanes and/or recognized hard shoulders. The swarm data can preferably be used to determine whether the route currently being traveled by the motor vehicle road has a hard shoulder. The swarm data generated in each case is preferably stored in a database, for example in a database on a decentralized server. The swarm data is also preferably evaluated in the database or on the server. The swarm data (in whole or in part) or data derived therefrom are ultimately sent out by other vehicles and/or external transmitting units and received by the motor vehicle using Car2Car and/or Car2X communication.

Alternatively or additionally, embodiments provide that, if swarm data about the current vehicle environment is available and/or can be recorded, the swarm data is also used to check whether the road section to be traveled through or the roadway currently being traveled on includes a hard shoulder. This can be done, for example, from the road markings recognized by the swarm and/or taking into account the road edge recognized by the swarm, i.e. the recognized transition from paved road to unpaved surroundings.

However, in order to be able to identify a safe parking location away from the road even in cases where there is no hard shoulder, according to the invention the accessibility of a road edge adjacent to the road is determined. Evaluating the roadside based on height differences makes it possible to exclude unsafe parking locations such as ditches, ravines, slopes, embankments or other structures with a high slope or slope. In other words, according to the invention, permissible (safe) parking locations can be recognized based on differences in height of the roadside, thereby increasing the number of parking locations off the road that have been determined to be safe. Consequently, the motor vehicle can be safely removed from the road more frequently in an emergency stop state, thus improving the safety of the driver and other road users.

In a preferred embodiment, it is provided that the height differences of the roadside are determined using sensor and/or map data and/or swarm data. Sensor data about the height differences of the roadside can preferably be recorded by one or more surroundings sensors for detecting a vehicle's surroundings. Particularly preferably, the sensor data about the height differences of the roadside are determined using a camera and/or a radar and/or an ultrasound, for example using an ultrasound device. The images captured by the camera are preferably checked for changes. For example, a detected tilting of the camera image can indicate that the motor vehicle is tilting. The ultrasound device is preferably set up to emit and/or receive an ultrasound signal with at least one partial component along a height direction. For this purpose, the ultrasound device preferably comprises an ultrasound transmitter and an ultrasound receiver. The camera and/or the ultrasound device, in particular the ultrasound transmitter and/or the ultrasound receiver, are particularly preferably arranged in an exterior mirror of the motor vehicle. In this way, differences in height of the roadside can advantageously be determined by a sensor system installed accordingly in the motor vehicle.

Additionally or alternatively, the height differences of the roadside can be taken from map data. The map data is preferably navigation data. The map data particularly preferably includes predictive route data (PSD). Predictive route data is an extract of the map data from the navigation data, which enables a forecast of the route in front of the motor vehicle. The map data is also preferably stored in a storage element of the motor vehicle or can be accessed via a communication interface. For example, the map data includes information about ditches, ravines, slopes, embankments or other structures with a high slope or gradient, or more generally topographic elevation information (e.g. contour lines).

The accessibility of the roadside is preferably determined in a lateral monitoring area with a lateral range of at most 5 m, preferably at most 3 m. The accessibility of the lateral monitoring area is particularly preferably determined using sensor data. The lateral monitoring area is preferably the area that is adjacent to a side of the motor vehicle transverse to the direction of travel of the motor vehicle. This does not mean that the monitoring area should only extend over the length of the motor vehicle. In particular, the monitoring area can also extend in front of and/or behind the vehicle in order to determine the drivability of the front and/or rear edge of the road. The evaluation of the rear side of the road may be necessary under certain circumstances if it is more promising to remove the motor vehicle from the road by reversing because, for example, it is impossible to drive the motor vehicle forward (traffic jam or accident situation). In other words, differences in height of the roadside are not taken into account due to the limitation of the monitoring area above a predetermined distance from the motor vehicle. By limiting the lateral With the range of the lateral monitoring area, the number of necessary data about the height differences of the roadside is reduced and at the same time a sufficiently wide monitoring area is selected in order to determine a parking location over the full width of the motor vehicle. Due to the limited range, a simpler sensor system can advantageously be used.

The accessibility of the roadside is also preferably checked using map data in a lateral map monitoring area with a lateral range of at most 10 m, preferably at most 7 m. The arrangement of the map monitoring area is analogous to the arrangement of the side monitoring area. The checking of the drivability of the roadside in the lateral map monitoring area is particularly preferably carried out before determining the drivability of the roadside in the lateral monitoring area. In other words, a rough or preliminary estimate of the drivability of the roadside is preferably carried out based on map data. If this preliminary estimate already shows that it is impossible to drive on the side of the road - for example on mountain roads with serpentines - no sensor data about the vehicle's surroundings need to be recorded, so that the computing and surroundings detection effort is reduced.

Alternatively, the lateral monitoring area is preferably adjacent to the road being traveled on. This has the advantage that with reliable information about the road, only data on height differences of the actual road edge are used to determine the drivability and not partial height differences of the road are taken into account.

Particularly preferably, the range of the monitoring area corresponds to a width of the motor vehicle plus a safety tolerance, for example of 20 cm. This reduces the amount of data required to determine a safe parking location and to continue to be able to completely remove the motor vehicle from the road in an emergency stop state.

The drivability of the roadside is also preferably determined by comparing height difference values of the roadside and/or a slope of the roadside with a predetermined limit value. This advantageously enables a simple and quick assessment of the drivability of the roadside based on differences in height of the roadside. If the height difference values are less than or equal to the limit value, the roadside is preferably accessible or possible, while height difference values that exceed the limit preclude the roadside from being driveable. Consequently, the threshold for passability of the roadside can be specified with a suitable limit value. The limit value can be varied depending on the vehicle model, in particular depending on the height of the center of gravity of the vehicle model. The limit value is preferably 50 cm, preferably 30 cm, particularly preferably 10 cm. The limit value is also preferably represented as a gradient or slope, whereby a change in the height difference of the roadside along the width of the roadside - for example in cm per m - is represented. This has the advantage that a visibility or range for determining the drivability of the roadside is taken into account when evaluating the drivability of the roadside. For example, the limit value corresponds to a change in the height difference per meter of lateral distance unit of at most 20 percent, preferably at most 10 percent, particularly preferably at most 5 percent. In other words, the limit corresponds to a gradient of at most 20 percent, preferably at most 10 percent, particularly preferably at most 5 percent. The limit value advantageously enables an initial or rough test of drivability, which may be followed by a fine test using sensors.

In a further preferred embodiment, the drivability of the roadside is evaluated based on objects and/or obstacles on the roadside. Because objects and/or obstacles on the side of the road are also taken into account in the assessment of the drivability of the side of the road, unsafe parking locations can be excluded that, although they have a sufficiently small difference in height, are blocked or obstructed by obstacles and/or objects and are therefore likely to would lead to an unwanted collision. The object and/or obstacle detection preferably takes place using sensor data. These are preferably detected using one or more surroundings sensors for detecting a vehicle's surroundings, particularly preferably using a camera and/or a radar and/or ultrasound, for example using an ultrasound device. In particular, sensors already installed as standard in the motor vehicle can be used for object and/or obstacle detection.

Additionally or alternatively, the object and/or obstacle detection is preferably carried out using map data. The map data preferably includes information about stationary objects on the side of the road. Stationary objects include guard rails, traffic signs, traffic lights and the like. About Stationary objects can be stored as metadata in map data or recognized in them using image recognition, for example using machine learning algorithms. The map data particularly preferably additionally or alternatively includes information about moving objects on the side of the road. Examples of this are (emergency) parked vehicles, people and the like. Such data can be received from an external transmitter unit, for example, using a wireless interface in the motor vehicle. The external transmitting unit can be, for example, a stationary monitoring unit on the side of the road (Car2X) or another vehicle (Car2Car), which, for example, has recently detected the object and/or the obstacle on the side of the road using a suitable sensor system and informs the surrounding traffic about it.

The object and/or obstacle detection is preferably limited to the lateral monitoring area described above. The advantages already described are achieved analogously.

In a further preferred embodiment, it is provided that the method also includes driving on the side of the road to a target position, provided that the passability of the side of the road is determined beforehand. The target position then preferably corresponds to a safe storage location. The target position particularly preferably corresponds to a vehicle emergency stop end position in which the roadside is at least partially, preferably completely, traveled. The further the motor vehicle can be removed from the road, the lower the risk of a collision caused by the following traffic with the motor vehicle at the target position. In other words, the further the motor vehicle is moved from the road to the side of the road, the more the driver's safety is improved. The transverse and longitudinal acceleration of the motor vehicle is preferably controlled accordingly in order to safely reach the target position.

In a further preferred embodiment, it is provided that driving on the roadside includes an advance of the motor vehicle onto the roadside with a travel direction component along a direction orthogonal to the road and, after the motor vehicle has advanced, a first check of the further drivability of the roadside and a further advance of the motor vehicle the roadside with a travel direction component along the orthogonal direction depending on the further drivability of the roadside. In other words, the motor vehicle advances (further) onto the side of the road using lateral acceleration of the motor vehicle, provided that the side of the road is (further) passable. By further checking the drivability of the roadside after the motor vehicle has first advanced, the safety of the driver can be increased by checking the drivability of the roadside again under different circumstances, that is, based on information from a changed vehicle location and time. In other words, parking locations that were determined to be supposedly safe before driving on the side of the road can be questioned and checked while driving on the side of the road up to the target position. For example, the assessment of the (further) drivability of the roadside can change based on sensor and/or map data updated while driving on the roadside. This can advantageously prevent the motor vehicle from being parked in an unsafe parking location.

The motor vehicle advances onto the side of the road preferably over a distance of 20 cm, preferably 10 cm, particularly preferably 5 cm, which is orthogonal to the road. In other words, the motor vehicle is partially accelerated laterally so that it drives along the side of the road for a few centimeters in the direction orthogonal to the road and then checks and reassesses the (further) passability of the side of the road. Particularly preferably, the motor vehicle advances onto the side of the road with a simultaneous check of the (further) passability of the side of the road, with further advance being prevented as soon as a difference in height is detected, which preferably exceeds the predetermined limit value, and/or as soon as there is a change in the gradient of the roadside currently used surface of at most 20 percent, preferably at most 10 percent, particularly preferably at most 5 percent. In other words, the motor vehicle is preferably accelerated laterally until the roadside is no longer accessible and/or the motor vehicle has been parked in a safe parking location. Preferably, a journey on the side of the road takes place over a predetermined length and/or time period, which takes place essentially parallel to the roadway, in order to obtain plausible updated sensor and/or map data for checking the (further) passability of the roadside.

In this embodiment, additional sensor data about the height differences of the roadside in the current forward position of the motor vehicle are preferably used to evaluate the further drivability of the roadside. For example, such sensor data can be recorded by spring travel sensors, axle load sensors from the damper control and/or wheel speed sensors of the motor vehicle. Such senso The sensors are usually arranged in such a way that sensor data is recorded for each tire of the motor vehicle. In this way, for example, weight shifts in the motor vehicle can be detected and compared with the expected height differences of the roadside. If the comparison reveals an unexpected difference, the passability of the roadside may have been incorrectly assessed and an unsafe parking location determined. Consequently, this offers the advantage that the drivability of the currently traveled roadside can be checked and re-evaluated in a simple manner after the motor vehicle has advanced using sensors that are preferably already installed as standard in the motor vehicle. Weather data and/or the speed of the motor vehicle are preferably also used to evaluate the (further) passability of the roadside.

A second check of the further passability of the roadside is also preferably carried out if a lack of further passability of the roadside is determined. The second check preferably takes place after a predetermined minimum driving distance on the busy side of the road. The predetermined minimum travel distance in the direction of travel preferably comprises 50 m, preferably 25 m, particularly preferably 10 m. Particularly preferably, the motor vehicle is driven in the direction of travel with a simultaneous check of the (further) passability of the roadside, the motor vehicle being braked and brought to a standstill as soon as a height difference on a surface currently being traveled on, which preferably exceeds the predetermined limit value, and/or a change in the gradient of the surface currently being traveled on is determined by a maximum of 20 percent, preferably a maximum of 10 percent, particularly preferably a maximum of 5 percent. In other words, the motor vehicle is preferably continued in the direction of travel until the surface currently being traveled on is no longer passable and/or the roadside is no longer passable, so that the motor vehicle can advance further onto the side of the road. The second check of the drivability of the roadside can result in drivability of the roadside at a different location or at a later point in time, for example based on updated sensor and/or map data, so that the motor vehicle is still further away from the road and safety for the Driver can be increased.

Additionally or alternatively, a second check of the further passability of the roadside can also be carried out, provided that further passability of the roadside is determined and further advance of the motor vehicle has taken place with a travel direction component along a direction orthogonal to the roadway. The further advance can be carried out analogously to the original advance over a distance of 20 cm, preferably 10 cm, particularly preferably 5 cm, orthogonal to the road to the edge of the road and then checked again to see whether the edge of the road is still passable. This can be done analogously to the manner described with the first advance, achieving the same advantages. Particularly preferably, a large number of advance maneuvers of the motor vehicle onto the roadside are carried out with a travel direction component along a direction orthogonal to the road, with the multiplicity of advance maneuvers each taking place depending on the further drivability of the roadside, which is determined in each case by a checking step. In other words, reaching the target position can be achieved through a repetitive, iterative process of advancing and checking the passability of the roadside. The more iterations there are, the safer the assisted emergency stopping maneuver of the motor vehicle becomes on the side of the road in an emergency.

In a further preferred embodiment, the method includes carrying out an emergency stop on the road and terminating the journey on the road if the roadside is not passable. Additionally or alternatively, the method also preferably comprises the steps of preventing further advance of the motor vehicle onto the roadside with a direction of travel component along a direction orthogonal to the roadway, provided that the first checking and/or the second checking and/or a checking step occurs during one of the plurality of advance maneuvers a lack of further passability of the roadside results, and carrying out an emergency stop at a current advance position of the motor vehicle on the roadside and ending the journey at the current advance position of the motor vehicle on the roadside. If it is therefore not possible to determine (further) accessibility of the roadside, i.e. if there is no safe parking location, the further search for a safe parking location is aborted. This is advantageous in that looking for a safe parking location for too long can unsettle or confuse other road users, since the motor vehicle may be driving on both the road and the side of the road. Furthermore, as the motor vehicle advances on the road and/or the side of the road while searching for a safe parking location, it becomes more likely that the motor vehicle will end up in a dangerous situation for the driver and the other road users. For example, because the conditions of the road and/or the roadside have changed due to a curve and the force The vehicle is not able (independently) to react appropriately to the changes.

In a further preferred embodiment, determining whether the road has a hard shoulder is done using sensor and/or map data. The sensor and/or map data can be provided via the features already described in connection with object and/or obstacle detection. In particular, the hard shoulder can be determined based on the Car2X and/or Car2Car communication already described and/or based on swarm data.

The individual method steps of the method according to the invention are also preferably designed as one or more processes that run on one or more processors in one or more electronic computing devices and are generated when one or more computer programs are executed. The computing devices are preferably designed to work together with other components, in particular a control unit of a motor vehicle, in order to implement the functionalities described herein.

The instructions of the computer programs are also preferably stored in a memory, such as a RAM element. However, the computer programs can also be stored in a non-volatile storage medium, such as a CD-ROM, flash memory or the like.

It will also be apparent to the person skilled in the art that the functionalities of several computers (data processing devices) can be combined or combined in a single device or that the functionality of a specific data processing device can be distributed across a large number of devices in order to carry out the steps of the method according to the invention without to deviate from the method according to the invention.

A further aspect of the invention relates to a computer program comprising commands which, when the program is executed by a computer, such as a control unit of a motor vehicle, cause the computer to carry out the method according to the invention for emergency stopping a motor vehicle.

A further aspect relates to a motor vehicle that has an emergency state sensor and/or a user interface, each of which is designed to detect an emergency state of the motor vehicle or an emergency state of a driver of the motor vehicle. Furthermore, the motor vehicle comprises a plurality of surroundings sensors which are designed to detect a vehicle surroundings and/or a memory element containing map data and/or an interface for retrieving map data. In addition, the motor vehicle includes a driving system which is designed for automatic transverse and longitudinal guidance of the motor vehicle and a control unit which is set up to carry out the method described above. The features and advantages described in connection with the method can be combined in an analogous manner with the motor vehicle and their advantages can be achieved.

Further preferred embodiments result from the remaining features mentioned in the subclaims.

The various embodiments mentioned in this application can be advantageously combined with one another, unless stated otherwise in individual cases.

• 1 eine schematische Darstellung eines erfindungsgemäßen Verfahrens zum Nothalten eines Kraftfahrzeugs gemäß einer Durchführungsform und
• 2 eine schematische Darstellung eines erfindungsgemäßen Kraftfahrzeugs gemäß einer Ausführungsform.

The invention is explained below in exemplary embodiments using the associated drawings. Show it:

• 1 a schematic representation of a method according to the invention for emergency stopping a motor vehicle according to one embodiment and
• 2 a schematic representation of a motor vehicle according to the invention according to one embodiment.

The 1 and 2 show a schematic representation of a method according to the invention for emergency stopping a motor vehicle 10 and a motor vehicle 10 with a control unit 18 set up to carry out the method. Advantageously, in the event of an emergency for the driver or the motor vehicle 10 and on a road 20 without a hard shoulder, permissible (safe) Determine parking locations based on height differences of a roadside 22, whereby the number of parking locations determined to be safe away from a roadway 20 currently traveled by the motor vehicle 10 is advantageously increased. Consequently, the control unit 18 of the motor vehicle 10 is able to safely guide the motor vehicle 10 out of the road 20 onto the side of the road 22 in an emergency stop state, even on roadways 20 without hard shoulders, thereby increasing safety for the driver and the other road users.

In a first method step 100, an emergency state of the motor vehicle 10 or the driver of the motor vehicle 10 is determined. For this purpose, the motor vehicle 10 includes an emergency state sensor 12 and a user interface, each of which is used to detect Sensing an emergency state of the motor vehicle 10 or an emergency state of a driver of the motor vehicle 10 are set up. For example, an interior sensor is used that is set up to monitor the driver's driving condition. An emergency state of the motor vehicle 10 can be determined, for example, by the standard motor vehicle electronics such as an on-board computer.

In the event of an identified emergency condition, it is determined in a second step 102 whether the roadway 20 currently traveled by the motor vehicle 10 has a hard shoulder. For this purpose, the motor vehicle 10 includes a plurality of surroundings sensors 14, 16 with surroundings sensors 14, which are set up to determine whether the road 20 traveled by the motor vehicle 10 includes a hard shoulder. The environment sensors 14 include, for example, a camera and a radar in order to determine the hard shoulder based on a solid driving line and a distance between the driving line and a guardrail. Additionally or alternatively, the hard shoulder can be determined, for example, based on map data stored in a storage unit (not shown) and/or retrieved using an interface.

If the currently traveled roadway 20 has a hard shoulder, an emergency stop of the motor vehicle 10 is carried out on the hard shoulder and the journey on the hard shoulder is ended (method step 104). Here, the control unit 18 of the motor vehicle 10 is set up to control the lateral and longitudinal acceleration of the motor vehicle 10 in such a way that the motor vehicle 10 changes to the hard shoulder accordingly and the journey is ended there. For this purpose, the motor vehicle 10 includes a driving system designed for automatic transverse and longitudinal guidance of the motor vehicle 10.

If, on the other hand, the roadway 20 currently being used does not have a hard shoulder, the passability of a roadside 22 adjacent to the roadway 20 is determined in a further method step 106. This is done based on differences in height of the roadside 22. For this purpose, the plurality of surroundings sensors 14, 16 of the motor vehicle 10 includes a further surroundings sensor 16, which is designed to determine whether a roadside 22 adjacent to the roadway 20 is passable based on height differences of the roadside 22. This can prevent the motor vehicle 10 from being driven to an unsafe parking location and, for example, being guided into a ditch or the like. The further environment sensor 16 is arranged in an exterior mirror of the motor vehicle 10 and includes an ultrasound device that is set up to send and receive ultrasound signals with at least one partial component along the height direction. This makes it possible to reliably detect differences in height of the roadside 22.

As further in 2 is shown as an example, the drivability of the roadside 22 is determined in a lateral monitoring area 26. The lateral monitoring area 26 begins from the transition from the roadway 20 to the roadside 22 and ends at a distance orthogonal to the roadway 20, the distance corresponding to a width of the motor vehicle 10 plus a tolerance of 20 cm. By limiting the range of the monitoring area 26, the data to be processed for evaluating the drivability of the roadside 22 is kept as low as possible.

If the assessment of the drivability (process step 106) shows that the roadside is not drivable, the motor vehicle 10 is brought to an emergency stop on the roadway 20 (process step 108).

If, on the other hand, it is determined in method step 106 that the roadside 22 is passable, the motor vehicle 10 advances onto the roadside 22 with a travel direction component along a direction orthogonal to the roadway 20 (method step 110). 2 Although it shows an example of an area 28 that is not accessible to traffic, the areas of the monitoring area 26 in front of and behind the area 28 that is not accessible to traffic are accessible. Therefore, the control unit 18 controls a lateral and longitudinal acceleration of the motor vehicle using the driving system in such a way that the motor vehicle 10 is guided to the target position 24 (safe parking location) and the journey is ended there.

Based on method steps 112-116, a further embodiment is described, which is based on method step 110. According to this embodiment, the motor vehicle 10 advances only for five centimeters along a path orthogonal to the road 20 (not in 2 shown). After the motor vehicle 10 has advanced along the orthogonal route, the further passability of the roadside 22 is checked for the first time (process step 112). Depending on the further drivability of the roadside 22, the motor vehicle 10 advances further onto the roadside 22 along the lateral direction. If the first check shows that, contrary to the original assessment, the roadside 22 is no longer accessible, the motor vehicle 10 is stopped at the current advance position (procedural step 114). In other words, the motor vehicle 10 is partly on the road 20 and partly on stopped on the side of the road 22 and ended the journey there.

However, if the first check shows that the roadside 22 is still passable, then the motor vehicle 10 advances further onto the roadside 22 with a travel direction component along a direction orthogonal to the roadway 20 (method step 116). The method steps 112-116 can be repeated until the motor vehicle 10 has completely left the roadway 20 and/or the target position 24 has been reached. Through additional checking steps of the (further) passability of the roadside 22 while driving on the roadside 22, the safety for the driver is increased by checking the assessment several times as to whether the parking location away from the roadway 20 is safe. In particular, the assessment of the drivability of the roadside 22 can change from a different perspective (locally) or at a different time. This aspect is taken into account.

Reference symbol list

10

motor vehicle

12

Emergency condition sensor

14, 16

Variety of environmental sensors

18

Control unit

20

busy road

22

adjacent roadside

24

Target position

26

lateral monitoring area

28

Non-motorable area

100

Determine an emergency condition

102

Determining a hard shoulder

104

Performing an emergency stop on the hard shoulder

106

Determining whether a roadside is passable

108

Performing an emergency stop on the roadway

110

Advance to the side of the road

112

Determining further passability of the roadside

114

further advance to the side of the road

116

Performing an emergency stop at a current advance position

Claims (10)

Method for emergency stopping a motor vehicle (10), comprising: Determining an emergency state of the motor vehicle (10) or of a driver of the motor vehicle (10); Determining whether a roadway (20) currently traveled by the motor vehicle (10) has a hard shoulder; Carrying out an emergency stop on the hard shoulder, if the roadway (20) has a hard shoulder, and ending the journey on the hard shoulder; Determining whether a roadside (22) adjacent to the roadway (20) is passable if the roadway (20) does not have a hard shoulder; wherein the drivability of the roadside (22) is evaluated based on height differences of the roadside (22). Procedure according to Claim 1 , wherein the height differences of the roadside (22) are determined using sensor and/or map data and/or swarm data. Procedure according to Claim 1 or 2 , wherein the drivability of the roadside (22) is determined in a lateral monitoring area (26) with a lateral range of a maximum of 5 m. Method according to one of the preceding claims, wherein the drivability of the roadside (22) is determined by comparing height difference values of the roadside (22) and/or a slope of the roadside (22) with a predetermined limit value. Method according to one of the preceding claims, wherein the drivability of the roadside (22) is evaluated based on objects and/or obstacles on the roadside (22). Method according to one of the preceding claims, further comprising: Driving on the side of the road (22) to a target position (24), provided that the passability of the side of the road (22) is determined. Procedure according to Claim 6 , wherein driving on the roadside (22) includes an advance of the motor vehicle (10) onto the roadside (22) with a travel direction component along a direction orthogonal to the roadway (20) and after the motor vehicle (10) has advanced, a first check of the further Accessibility of the roadside (22) and further advancement of the motor vehicle (10) onto the roadside (22) depend on a direction of travel component along a direction orthogonal to the roadway (20). from the continued accessibility of the roadside (22). Method according to one of the preceding claims, further comprising: carrying out an emergency stop on the roadway (20) and terminating the journey on the roadway (20) if the roadside (22) is not passable. Method according to one of the preceding claims, wherein determining whether the roadway (20) has a hard shoulder is carried out using sensor and/or map data. Motor vehicle (10), comprising: an emergency state sensor (12) and/or a user interface, each of which is designed to detect an emergency state of the motor vehicle (10) or an emergency state of a driver of the motor vehicle (10), a plurality of environment sensors (14, 16 ), which are designed to detect a vehicle environment, a storage element containing map data and / or an interface for retrieving map data, a driving system designed for automatic transverse and longitudinal guidance of the motor vehicle (10), and a control unit (18) which is set up for this purpose is, the procedure according to one of the Claims 1 until 9 to carry out.

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