DE102018200858A1 - Vehicle travel support device - Google Patents

Abstract

The invention relates to a vehicle trip assist device (100) comprising an environmental monitoring unit (102), a braking unit (120), a traffic situation analysis unit (108), a collision risk prediction unit (112), a threshold setting unit (116) which is adapted to determine a threshold value for the parameter representing the traffic situation as a function of the predicted collision risk, and a control / control unit (118) which is adapted to the value representing the traffic situation from the traffic situation analysis unit (108) and receive the threshold from the threshold setting unit (116) and issue a brake command to the brake unit (120) if the traffic situation representative value passes the threshold in a direction from a lower collision risk to a higher collision risk. Further, the vehicle travel assist device (100) is configured to discriminate between a normal mode and a near mode depending on the distance between the ego vehicle and the other vehicle.

Description

The invention relates to a vehicle trip assistance device which is adapted to be mounted in an ego vehicle and to assist a driver of the ego vehicle in avoiding a collision with another vehicle, wherein the vehicle trip assistance Device comprises
an environment monitoring unit configured to monitor the environment of the ego vehicle and to provide corresponding environmental monitoring data including data about the other vehicle,
a brake unit capable of performing a brake action,
a traffic situation analysis unit which is set up to analyze the traffic situation of the ego vehicle relative to the other vehicle on the basis of the environmental monitoring data and to output a value representing a traffic situation representing a parameter representing a traffic situation,
a threshold setting unit configured to determine a threshold for the parameter representing the traffic situation, and
a control unit configured to receive the traffic status representative value from the traffic situation analysis unit and the threshold value from the threshold setting unit, and to output a brake command to the brake unit if the value representing the traffic situation equals the threshold value Direction from a lower collision risk to a higher collision risk.

A specific situation in which the vehicle trip assist apparatus according to the present invention is particularly helpful is a situation in which the ego vehicle makes a turn maneuver, crossing at least one lane of oncoming traffic. In the following, therefore, the invention will be explained and described with reference to this specific situation in order to facilitate its comprehensibility. It should be noted, however, that it is by no means intended to limit the invention to application to this specific situation.

Turning maneuvers in which at least one lane of oncoming traffic is crossed occur in both types of traffic systems, the right-hand traffic system and the left-hand traffic system. In right-hand traffic systems, for example in Continental Europe and the United States of America, at least one lane of oncoming traffic is crossed during a left turn maneuver, while in left hand traffic systems, for example in Japan and the United Kingdom, at least one lane of oncoming traffic a right-turn maneuver is crossed. For the sake of simplicity, the invention will be described herein with reference to a right-hand traffic system, particularly when referring to the drawings. To obtain analogue situations for a left-hand traffic system, the situations described for a right-hand traffic system may simply be mirrored with respect to the direction of travel of the ego vehicle just prior to starting the left-turn maneuver.

A vehicle ride assist device of this type has been disclosed, for example, in another application of the assignee of the present invention, namely DE 10 2017 218 789.1 , the disclosure of which is hereby incorporated by reference in its entirety in this patent application. In practice, it has been found that the vehicle ride support device, which in DE 10 2017 218 789.1 sometimes tending to handle situations in which an oncoming vehicle is very close to the ego vehicle.

In view of the above, it is an object of the present invention to provide an improved vehicle trip assistance apparatus.

According to the present invention, this object is achieved by a vehicle trip assist apparatus of the aforementioned type in which the threshold setting unit is adapted to determine the threshold value for the parameter representing the traffic situation depending on whether the distance is the same of the oncoming vehicle is less than a predetermined distance threshold and the steering angle of the ego vehicle exceeds a predetermined steering angle threshold. The predetermined distance threshold may be about 17 meters, e.g. B. 16.8 meters, and the predetermined steering angle threshold may be about 140 °.

It is the inventors of the present application who have found that the traffic situation analysis unit is characterized by multiple sensor beam reflections from different parts an oncoming vehicle, which is very close to the ego vehicle, e.g. Reflections from a license plate, a fender, a side surface, and the like, and that the problems resulting from multiple reflections are amplified in situations in which the ego vehicle simultaneously performs a sharp turn maneuver, in which large steering angles are included in the direction of the other vehicle. In such situations, it may be determined that the oncoming vehicle is passing the ego vehicle on the other side than it actually is.

This knowledge makes it possible to distinguish between situations in which the prior vehicle cruise assist device provides useful results because the other vehicle is far enough away from the ego vehicle ("normal mode situations"). and situations in which it is advantageous for the vehicle ride support apparatus to be more conservative in order to avoid false positive results, particularly to avoid false positive triggering of autonomous emergency braking (AEB), and the other Vehicle is too close to the ego vehicle ("near-mode situations"). In this context, the words "more conservative" refer to the fact that AEB is triggered only at a higher level of collision risk in near-mode situations, as compared to normal-mode situations. It is therefore advantageous if the vehicle trip support device further comprises a collision risk prediction unit that is configured to predict whether or not there is a risk of a collision between the ego vehicle and the other vehicle, and a corresponding one A collision risk prediction value, wherein the threshold setting unit is further configured to receive the collision risk prediction value from the collision risk prediction unit and to determine a threshold for the traffic situation representative parameter depending on the respective collision risk prediction value.

In this context, it should be mentioned that there are parameters representing a traffic situation whose value increases with an increasing collision risk, as well as parameters representing a traffic situation whose value decreases with an increasing collision risk. For example, the higher the steering angle value, the higher the risk of collision, whereas the higher the value of time to cruising, the lower the risk of collision. For the first type of parameter representing a traffic situation, the brake command may be output as soon as the value representing the traffic situation exceeds the threshold, whereas for the latter type of parameter representing a traffic situation the brake command may be issued as soon as the value representing the traffic situation is below the threshold falls.

In contrast to the prior art, the present invention analyzes the current situation of the ego vehicle in two different aspects. According to a first aspect, a traffic situation analysis unit analyzes the current traffic situation of the ego vehicle relative to the other vehicle or, if the environment monitoring unit should have detected a plurality of other vehicles in the vicinity of the ego vehicle, preferably for each of the other vehicles , According to a second aspect, a risk prediction unit for the other vehicle or preferably for each of the other vehicles predicts the risk of a collision with the ego vehicle. Further, these two units cooperate with each other via a threshold setting unit. Depending on the collision risk prediction value, the threshold for initiating a braking action (autonomous emergency braking - AEB) may take different values, and therefore allow the control / control unit to operate with a higher accuracy and to initiate the braking action earlier than that from a standstill the art known devices.

In order to allow the ego vehicle to respond as quickly as possible to issue a brake command by the control unit, it is proposed that the brake unit is further capable of performing a brake preparation action that the threshold setting unit further configured to determine, based on the collision risk prediction value, a threshold set for the traffic situation representative parameter, the threshold set comprising a first threshold relevant to performing the brake preparation action in addition to a second threshold to which previously referred to as the threshold relevant to performing the braking action, wherein the first threshold is different from the second threshold, and that the control unit is configured to issue a brake preparation command to the brake unit, if any Verkehrssit uation representing value passes the first threshold in one direction from a lower collision risk to a higher collision risk, and to issue the brake command to the brake unit if the traffic situation representative value passes the second threshold in a direction from a lower collision risk to a higher collision risk. Preferably, the first threshold value corresponds to a lower risk of collision than the second threshold value.

One inconvenience of the prior art of autonomous braking systems is that the driver may be confused by abruptly initiated autonomous braking. However, a confused driver may be less attentive or even unable to leave the intersection immediately. In the first case, the driver is at higher risk of having a subsequent accident. In the latter case, the vehicle remains in a dangerous situation for a certain time and is at risk of having a subsequent collision.

For example, fluid-actuable brake cylinders may be configured to be pre-filled with a brake fluid, as a brake preparation action, to be able to apply the braking force quickly as soon as the traffic situation representative value approaches the second threshold in a direction of a lower collision risk leads to a higher collision risk.

Further, the brake unit may be able to perform a plurality of different types of braking actions, preferably, in addition to the above-mentioned brake preparation action, for example, a full brake action (corresponding to the aforementioned brake action), according to which the brake unit generates a maximum brake force, and at least one weaker braking action, according to which the brake unit generates a lower braking force. This can prevent the driver from being confused. Accordingly, the threshold setting unit may be further configured to include, in addition to the second threshold corresponding to the full brake action, and preferably the first threshold corresponding to the brake pre-charge action, at least one intermediate threshold corresponding to the weaker brake actions in the first brake Threshold set corresponds.

It may be conceivable for the threshold setting unit to calculate the threshold value or the threshold value sets as a function of the respective collision risk prediction value. However, to reduce the time required to issue a brake command, and optionally a brake preparation command, it may be advantageous for the collision risk prediction unit to determine to which of at least two predetermined ranges of collision risk prediction values an instantaneous collision risk And that the threshold determining unit determines the threshold or threshold set depending on the determined range of collision risk prediction values. For example, a first range of collision risk prediction values may indicate that the collision risk is low or even non-existent, whereas a second range of collision risk prediction values may indicate that the collision risk is high. However, it may also be conceivable to distinguish three or more ranges of collision risk prediction values, e.g. Eg "no / low", "high", "very high" and optionally "extremely high". Considering that the collision risk prediction value is a probability with allowable values between 0 and 1, the "no / low" range may range from 0 to but excluded 0.9, the "high" range may be from 0, 9 to but excluded, 0.95 to extend and the "very high" range can range from 0.95 to 1. As an optional alternative, the "very high" range may range from 0.95 to but excluded, 0.99, and the "extremely high" range may range from 0.99 to 1.

In the context of the present invention, it is proposed that the threshold or set of thresholds used in normal mode situations for a predetermined range of collision risk prediction values, for example, the high collision risk range, be displayed in near-mode. Situations are used for the next higher range of collision risk prediction values, for example for the range "very high" collision risk. As a consequence, a specific threshold or threshold set must be provided for the lowest range of collision risk prediction values in near-mode situations, for example, the no / low collision risk area. For example, this specific threshold or set of thresholds may be selected such that in practice the value of the parameter representing the particular traffic situation can never exceed them, that is, set to unobtainable values. In other words, the vehicle trip assist device may be disabled in the no / low collision risk region under normal mode situations. However, it is also conceivable to set the specific threshold or threshold set such that the vehicle trip support device is at least minimally activated.

To further stabilize the overall operation of the vehicle trip assist device, and more particularly to avoid false positive braking commands, it is proposed according to another embodiment of the present invention that the traffic situation analysis unit is adapted to represent values representative of the traffic situation for a plurality of issue parameters representative of a traffic situation, and that the threshold setting unit is adapted to define a respective threshold or threshold set for each of the plurality of parameters representing a traffic situation. Of course, the threshold determination unit may be configured to provide at least two thresholds or at least two threshold sets for each of the traffic situation representative parameters, each threshold or threshold set corresponding to a predetermined range of collision risk prediction values. For example, the parameter representing the traffic situation may be an impact factor and / or time to collision and / or steering angle.

Further, false-positive brake commands may be avoided if the control unit is further configured to issue the brake command to the brake unit only if at least two, preferably all, values of the traffic-representative parameters exceed the respective threshold in a direction from a lower one Collision risk to a higher collision risk.

In order to further simplify the process, and thus further accelerate the issuing of the brake command or brake preparation command, it is proposed that the threshold or threshold set for the traffic situation representative parameter or each of the traffic situation representative parameters be stored in a predefined data card will become. Therefore, no time is needed to calculate the threshold (s) or threshold set (s). Rather, the respective prestored threshold can be easily obtained from the data card.

According to a further embodiment, it may be provided that the threshold setting unit is further configured to determine an individual threshold or threshold set for each other vehicle detected by the environment monitoring unit.

In order to avoid false-positive braking commands, it may be advantageous if the vehicle trip-assistance device is further configured to be in an operating state only if a current speed of the ego vehicle is less than a predetermined value, preferably less than or equal to 35 km / h.

In order to avoid confusing the driver with continuous and alternating brake / brake release actions, it may be advantageous if the control unit is adapted to output the brake command to the brake unit for at least a predetermined period of time. For example, the predetermined time period may be two seconds. This time period, when considered in combination with the above-mentioned speed limit of 35 km / h, in the majority of cases, will be sufficient to bring the ego vehicle to a standstill.

Further, it is advantageous if the control / control unit is adapted to issue a warning command to a driver warning unit, preferably earlier than the outputting of the brake command and / or the brake pre-charge command. If the driver is warned, he may be able to avoid the collision on his own. And even if the driver does not respond, then it can be less confused by the automatically initiated braking.

In addition to the automatically initiated braking described above, additional safety measures may be taken for the driver and, optionally, other passengers of the ego vehicle in response to detection of a collision risk. For example, the control unit may be configured to issue a voltage command to a seat belt tension unit. As further security measures, the seats can be brought into an upright position, the windows can be closed and the like.

In addition, it is proposed that the environmental monitoring unit comprise at least one sensor device which is attached to the ego vehicle, in particular a radar system and / or a lidar system and / or a camera system. Additionally or alternatively, it may include a communication device for communicating with at least one sensor mounted outside the vehicle.

• 1 ein Blockdiagramm der Fahrzeug-Fahrt-Unterstützungs-Vorrichtung gemäß der vorliegenden Erfindung zeigt;
• 2 ein Flussdiagramm einer Hauptroutine zeigt, welche durch die Fahrzeug-Fahrt-Unterstützungs-Vorrichtung ausgeführt wird;
• 3 ein Flussdiagramm einer Subroutine zeigt, welche durch die Schwellenwert-Festlegungseinheit ausgeführt wird;
• 4 eine schematische Ansicht einer Spur-Kreuzungs-Abbiege-Situation zeigt, welche ein potentielles Kollisionsrisiko zwischen dem Ego-Fahrzeug und einem anderen Fahrzeug hervorruft.

The invention will be described in greater detail with reference to a specific embodiment with reference to the accompanying drawings, in which:

• 1 shows a block diagram of the vehicle trip support apparatus according to the present invention;
• 2 Fig. 10 shows a flowchart of a main routine executed by the vehicle travel support apparatus;
• 3 shows a flowchart of a subroutine executed by the threshold setting unit;
• 4 Figure 12 shows a schematic view of a lane intersection turnabout situation that creates a potential collision risk between the ego vehicle and another vehicle.

1 shows a block diagram of the vehicle trip support device 100 according to the present invention.

The Vehicle Ride Support Device 100 includes an environmental monitoring unit 102 which is adapted to the environment of the ego vehicle H to monitor (see 4 ). For example, the environment monitoring unit 102 at least one environmental monitoring sensor 104 which is attached to the ego vehicle H, for example a camera, a radar system, a lidar system, a GPS system or the like, and / or at least one communication unit 106 which is adapted to communicate with at least one environmental monitoring sensor (not shown) which is external to the ego vehicle H appropriate, for example, using a C2X communication technology.

The output data generated by the environmental monitoring unit 102 be provided to a traffic situation analysis unit 108 forwarded, which is adapted to the current traffic situation of the ego-vehicle H relative to another vehicle O (in the in 4 shown situation, an oncoming vehicle O ) and to determine a value representing the traffic situation for at least one parameter representing the traffic situation, for example the impact factor and / or the time until a collision with the other vehicle O , In addition, the traffic situation analysis unit 108 with sensor units of the ego vehicle H be connected, which generally with 110 for example, a steering wheel angle detecting unit which determines the steering wheel angle of the ego vehicle H indicates a yaw rate detection unit which the yaw rate of the ego vehicle H indicating, and similar detection units, which further operating parameters of the ego vehicle H Show.

Further, the output data generated by the environmental monitoring unit 102 be provided to a collision risk prediction unit 112 which is adapted to predict whether or not there is a risk of colliding with an oncoming vehicle O and output a corresponding collision risk prediction value. The collision risk prediction unit 112 is also with the sensor units 110 of the ego vehicle H connected. Optionally, the collision risk prediction unit 112 also map data from a map data unit 114 receive.

The collision risk prediction value generated by the collision risk prediction unit 112 is issued to a threshold setting unit 116 which is adapted to determine a threshold value for the parameter (s) representing the traffic situation, which is determined by the traffic situation analysis unit 108 is / are determined.

The value (s) of the parameter (s) representing the traffic situation, which are determined by the traffic situation analysis unit 108 is determined, and the threshold / thresholds, which by the threshold setting unit 116 is / are, are to a control / control unit 118 forwarded, which with a brake unit 120 is operatively connected to the control unit 118 to allow a brake command to the brake unit 120 for autonomous braking of the ego vehicle H spend to collide with the oncoming vehicle O to avoid. Optionally, the control unit 118 be operatively associated with other units of assistance, which generally with 122 for example, a driver warning unit, a seatbelt tightening unit, and the like.

Hereinafter, the operation of the vehicle travel support device will be described 100 in greater detail with respect to 2 to be discribed:

After the ego vehicle H in step S10 has been started, the process moves to step S12 in which it is determined whether or not the speed of the ego vehicle H Below a predetermined limit speed, for example, 35 km / h, since the risk of false positive braking commands above this limit speed increases excessively. If the speed of the ego vehicle H greater than or equal to the limit speed (step S12 : No), the process goes to a step S14 in which a brake release command to the brake unit 120 is issued. Then the process returns S12 back.

When the speed of the ego vehicle H below the limit speed (step S12 : Yes), the process goes to a step S16 in which it is determined whether or not a brake hysteresis is active. By this brake hysteresis, a continuous and alternating output of brake commands and brake release commands can be avoided. If the brake hysteresis is active (step S16 : Yes), the process goes to a step S18 in which an autonomous emergency braking by issuing a brake command to the brake unit 120 is continued. After that, the other assistance units can 122 be activated, be kept activated or in one step S20 be adjusted. After the step S20 the process returns to step S12 back.

If the brake hysteresis is inactive (step S16 : No), the process goes to a step S22 in which the control unit 118 a first threshold (pre-charge threshold) for outputting a brake pre-charge command to the brake unit 120 and a second threshold (brake threshold) for outputting a brake command to the brake unit 120 from the threshold setting unit 116 receives. The details of the subroutine of step S22 will be referring to below 3 to be discribed.

Then the process goes to a step S24 in which the control unit 118 the value (s) of the parameter (s) representing the traffic situation from the traffic situation analysis unit 108 receives.

Then the process goes to a step S26 in which it is determined whether the instantaneous value of the traffic situation representative parameter passes the brake threshold in a direction from a lower collision risk to a higher collision risk. If so (step S26 : Yes), the process goes to a step S28 in which the brake hysteresis is activated, for example by setting a timing up to a predetermined time period, for example 2 seconds. The brake hysteresis is deactivated as soon as the predetermined time period has elapsed. Then the process goes to a step S18 continue to initiate an autonomous emergency braking.

However, if the instantaneous value of the traffic situation representative parameter does not pass the brake threshold in a direction from a lower collision risk to a higher collision risk (step S26 : No), the process goes to a step S30 in which it is determined whether the instantaneous value of the traffic situation representative parameter passes the precharge threshold in a direction from a lower collision risk to a higher collision risk. If so (step S30 : Yes), the process goes to a step S32 in which a brake precharge command to the brake unit 120 is issued. Then the process moves to step S20 continued.

However, if the current value of the traffic situation representative parameter does not pass the pre-load threshold in a direction from a lower collision risk to a higher collision risk (step S30 : No), the process moves to the step S14 continued.

It should be noted that, if the traffic situation analysis unit 108 Outputting information about a plurality of parameters representing a traffic situation, the steps S26 and S30 for each of these a traffic situation representing parameters are executed separately. In addition, a positive result (step S26 : Yes or step S30 : Yes) only output if the respective conditions for each parameter representing a traffic situation are fulfilled at the same time. Alternatively, a positive result (step S26 : Yes or step S30 : Yes), if the respective conditions for a specific subset of parameters representing a traffic situation are met simultaneously.

With reference now to 3 becomes the process of step S22 that is, the process of obtaining the thresholds from this threshold setting unit 116 to be described in greater detail:

$$\mathrm{0,9}\le \text{CR<0}\text{,95}\Rightarrow \text{Kollisionsrisiko-Bereich}\mathrm{,,}\text{hoch''}$$

$$\mathrm{0,95}\le \text{CR}\le 1\Rightarrow \text{Kollisionsrisiko-Bereich}\mathrm{,,}\text{sehr hoch''}$$

After entering the subroutine in step S22 has entered, receives the threshold setting unit 116 the instantaneous collision risk CR (= collision risk prediction value) determined by the collision risk prediction unit 112 is predicted in step S40 , Then the process goes to a step S42 in which the collision risk is classified into a plurality of collision risk areas. Assuming that the collision risk is provided as the probability value, that is, a value which is in a range between 0 and 1, for example, three collision risk ranges "no / low", "high", and "very high "According to the following value assignment: $$0\le \text{CR <0}\text{, 9}\Rightarrow \text{Collision risk area}\mathrm{,,}\text{no / low ''}$$

$$0.9\le \text{CR <0}\text{95}\Rightarrow \text{Collision risk area}\mathrm{,,}\text{high''}$$

$$0.95\le \text{CR}\le 1\Rightarrow \text{Collision risk area}\mathrm{,,}\text{very high''}$$

In a subsequent step S43 It is determined whether the other vehicle O is far enough away from the ego vehicle H to allow the vehicle ride support device 100 works in normal mode (step S43 : Yes), or if the other vehicle O so close to the ego vehicle H is that it is more appropriate to use the near mode (step S43 : No). In addition, the steering wheel angle can be taken into account when in step S43 It is decided whether to apply the normal mode or the near mode.

In normal mode (step S43 : Yes) the process moves to step S44 in which the process is divided into three branches depending on the respective collision risk area.

If the collision risk is low, or if there is no risk of collision at all, the process goes one step S46 , in which the pre-charge threshold is set to TV1,1 _{, k} , and then proceeds to a step S48 in which the brake threshold is set to TV _{2.1, k} . However, if the risk of collision is high, the process goes one step S50 , in which the pre-fill threshold is set to TV _{1,2, k} , and then proceeds to a step S52 in which the brake threshold is set to TV _{2,2, k} . Finally, if the collision risk is very high, the process goes one step S54 , in which the pre-charge threshold is set to TV1,3 _{, k} , and then proceeds to a step P.56 in which the brake threshold is set to TV _{2,3, k} . In any case, the first index of the threshold TV indicates which type i of threshold is set, the pre-load threshold (i = 1) or the brake threshold (i = 2), the second index shows the respective collision risk range j and the third index indicates the parameter k representing the respective traffic situation (see Table 1).

In the near mode (step S43 : No), the process proceeds to step S44 'in which the process is again divided into three branches depending on the respective collision risk area, but in a more conservative manner compared to the normal mode, in particular a collision risk area added.

If the risk of collision is very high, the process goes one step S50 , in which the pre-fill threshold is set to TV _{1,2, k} , and then proceeds to a step S52 in which the brake threshold is set to _{TV2.2, k} , and if the risk of collision is high, the process moves to one step S46 , in which the pre-charge threshold is set to TV1,1 _{, k} , and then proceeds to a step S48 in which the brake threshold is set to TV _{2.1, k} . In other words, the thresholds used in the near mode for a very high and high collision risk correspond to the thresholds used in the normal mode for high and low (or even no) collision risk. As a consequence, new thresholds TV _{1,0, k} (step S58 ) or TV _{2.0, k} (step S60 ) for no / low collision risk in the near mode. According to a preferred embodiment of the present invention, the new threshold values TV _{1,0, k} and TV _{2,0, k are} selected such that they can not be exceeded in practice, in other words such that the brake control in practice by the Vehicle Ride Support Device 100 is deactivated. Accordingly, the first index of the threshold TV in the near mode indicates which type i of threshold is fixed, the pre-fill threshold (i = 1) or the brake threshold (i = 2), the second index indicates the respective collision risk Range j minus 1, and the third index indicates the parameter k representing the respective traffic situation (see Table 2).

After the steps S48 . S52 . P.56 and S60 the process returns to the main routine of 2 in one step S62 back. Table 1: Normal mode Forecast result j ► No / low collision risk High collision risk Very high collision risk ▼ System reaction i (j = 1) (j = 2) 0 = 3) Bremsvorbefüllung TV _{1,1, k} TV _{1,2, k} TV _{1,3, k} (i = 1) autonomous emergency braking TV _{2.1, k} TV _{2,2, k} TV _{2,3, k} (i = 2) Table 2: Close mode Forecast result j ► No / low collision risk (j = 1) High collision risk (j = 2) Very high risk of collision 0 = 3) ▼ System reaction i Bremsvorbefüllung TV _{1.0, k} TV _{1,1, k} TV _{1,2, k} (i = 1) autonomous emergency braking TV _{2.0, k} TV _{2.1, k} TV _{2,2, k} (i = 2)

QUOTES INCLUDE IN THE DESCRIPTION

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Cited patent literature

• DE 102017218789 [0004]

Claims (11)

A vehicle ride assist device (100) adapted to be mounted in an ego vehicle (H) and to assist a driver of the ego vehicle in avoiding a collision with another vehicle (O), the vehicle Vehicle Ride Support Device Includes: An environment monitoring unit (102), which is set up to monitor the environment of the ego vehicle (H) and to provide corresponding environmental monitoring data, comprising data about the other vehicle (O), A brake unit (120) capable of performing a brake action, A traffic situation analysis unit (108) which is set up to analyze the traffic situation of the ego vehicle (H) relative to the other vehicle (O) on the basis of the environmental monitoring data, and a value representing a traffic situation representing a parameter representing a traffic situation issue, • a threshold setting unit (116) arranged to determine a threshold for the parameter representing the traffic situation depending on whether at the same time the distance of the oncoming vehicle (O) is smaller than a predetermined distance threshold and the steering angle of Ego vehicle (H) exceeds a predetermined steering angle threshold, and • a control / control unit (118), which is configured to receive the traffic situation representing value from the traffic situation analysis unit (108) and the threshold value from the threshold setting unit (116), and to the brake unit (120) Issue a brake command if the value representing the traffic situation passes the threshold in one direction from a lower collision risk to a higher collision risk. Vehicle Ride Support Device After Claim 1 , further comprising a collision risk prediction unit (112) configured to predict whether or not there is a risk of collision between the ego vehicle (H) and the other vehicle (O) and to output a corresponding collision risk prediction value wherein the threshold setting unit (116) is further configured to receive the collision risk prediction value from the collision risk prediction unit (112) and to determine a threshold for the traffic situation representative parameter depending on the respective collision risk prediction value. Vehicle Ride Support Device After Claim 2 wherein the brake unit (120) is further capable of performing a brake preparation action, wherein the threshold determination unit (116) is further configured to determine, in dependence on the collision risk prediction value, a threshold set for the parameter representing the traffic situation wherein the threshold set comprises a first threshold relevant to performing the brake preparation action in addition to a second threshold previously referred to as the threshold relevant to performing the braking action, the first threshold being from the second Threshold is different, and wherein the control unit (118) is adapted to issue a brake preparation command to the brake unit (120) if the traffic situation representative value is the first threshold in a direction from a lower collision risk to a higher one Collision risk passes, and to issue the brake command to the brake unit (120) if the value representing the traffic situation passes the second threshold in a direction from a lower collision risk to a higher collision risk. Vehicle Ride Support Device After Claim 2 or 3 wherein the collision risk prediction unit (112) determines to which of at least two predetermined ranges of collision risk prediction values an instantaneous collision risk prediction value belongs, and wherein the threshold setting unit (116) sets the threshold or threshold set depending on the determined range of Collision risk prediction values. Vehicle Ride Support Device After One Of The Claims 2 to 4 wherein the traffic situation analysis unit (108) is adapted to output traffic situation representative values for a plurality of traffic situation representative parameters, and that the threshold setting unit (116) is adapted to set a respective threshold or threshold rate for each of the plurality of parameters representing a traffic situation. Vehicle Ride Support Device After Claim 5 wherein the control unit (118) is further configured to issue the brake command to the brake unit (120) only if at least two, Preferably, all values of the parameters representing the traffic situation pass through the respective threshold value in a direction from a lower collision risk to a higher collision risk. The vehicle ride support apparatus of any one of the preceding claims, wherein the threshold or threshold set is stored in a predefined data map. The vehicle ride support apparatus of any one of the preceding claims, wherein the threshold setting unit (116) is further configured to set an independent threshold set for each other vehicle detected by the environmental monitoring unit. The vehicle drive assist apparatus according to any one of the preceding claims, which is further configured to be in an operating state only when a current speed of the ego vehicle (H) is less than a predetermined value, preferably less than or equal to 35 km /H. The vehicle ride support apparatus of any one of the preceding claims, wherein the control unit (118) is configured to output the brake command to the brake unit (120) for at least a predetermined period of time. A vehicle ride assist device according to any one of the preceding claims, wherein the control unit (118) is adapted to issue a warning command to a driver warning unit (122), preferably earlier than outputting the brake command and / or of the brake preparation command.

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