DE102019110018B4 - Collision avoidance method, system, in-vehicle system, towing vehicle and signal - Google Patents

Abstract

Method for collision avoidance and angle determination between a trailer (1) and a towing vehicle (2), wherein the trailer (1) is coupled via a drawbar (5) to a trailer coupling at the rear end of the towing vehicle (2) in such a way that when the steering is turned of the moving towing vehicle (2) forms an articulation angle (alpha) between a trailer longitudinal axis (Y) of the trailer (1) and a vehicle longitudinal axis (X) of the towing vehicle (2), the method having the following method steps: - detecting a sensor clearance (SF) ( 2000) by a sensor system with a detection angle (beta) corresponding to a detection area, the sensor clearance (SF) being a free area at the rear end of the towing vehicle (2) including the detection area, with the trailer (1) being deducted, one to The articulation angle (alpha) measured at the time of detection of the sensor clearance (SF) forms an initial articulation angle, - determining at least one collision articulation angle (3000), taking into account a coupling pivot axis (P) as the apex and the detected sensor clearance (SF), the at least one collision articulation angle being a resulting one Difference angle between the detection angle (beta) and the initial articulation angle is, - storing the at least one collision articulation angle, so that the data of the at least one stored collision articulation angle can be retrieved, - retrieving data of the at least one stored collision articulation angle between the vehicle longitudinal axis (X) and the trailer longitudinal axis ( Y) (100), - Detecting the articulation angle (alpha) between the vehicle's longitudinal axis (X) and the trailer's longitudinal axis (Y) in real time with the sensor system (200), - Comparing the at least one stored collision articulation angle and the articulation angle (alpha) detected in real time (300), - if the comparison shows that the stored collision articulation angle is exceeded during further driving activity of the towing vehicle (2), triggering a collision-avoiding process in the towing vehicle (2) (400) to avoid exceeding the stored collision articulation angle.

Description

The present invention relates to a method for collision avoidance and angle estimation using a free space between the towing vehicle and the trailer. The invention also relates to a computer program for carrying out the method, a computer-readable storage medium with instructions for carrying out the method, a system having means for carrying out the method, a vehicle-internal system having means for carrying out method steps of the method inside the vehicle, a towing vehicle with the system and a signal generated by steps of the method.

A method according to the prior art is in DE 101 54 612 A1 disclosed. This method concerns the detection of an articulation angle from a distance measured on the left and a distance measured on the right between the trailer or the drawbar. This approach only works for a very limited number of followers.

The DE 10 2016 105 259 A1 relates to a coupling angle detection system that uses ultrasonic reflectors. A collision is not detected. EP 1 459 963 B1 describes the application of ultrasonic sensors with two modes, one used for driving without a trailer and the second used for articulation angle detection. A collision between vehicle and trailer is not detected.

DE 103 25 192 A1 concerns the detection of the articulation angular velocity based on distance sensors. A collision between the trailer and the vehicle is not detected.

US 9,981,690 B2 involves determining a collision point between the vehicle and the trailer based on camera data. However, this approach is difficult to implement and can only work for a very limited number of followers. For example, the number of use cases is limited due to the different properties of the trailers, such as surfaces, geometries, colors, etc.

The DE 10 2017 107 914 A1 describes determining a collision angle based on a position of a feature of the trailer in the base image, where the feature is a checkerboard-like target marker. Furthermore, a first distance from a trailer hitch with which the trailer is coupled to an adjacent corner of the vehicle is defined. The camera is used to search for the checkerboard-like marking in the camera image, its position is analyzed and compared with a defined distance.

The DE 10 2012 006 206 A1 describes a method for detecting an impending collision between a towing vehicle and its trailer, comprising detecting a position of the trailer relative to the towing vehicle, and detecting the impending collision depending on the detected position.

The DE 10 2017 219 123 A1 describes a method for determining object boundaries of an object in an outside area of a motor vehicle using a camera.

Based on the above-mentioned prior art, the invention is based on the object of providing an improved method and a system. In particular, based on the above-mentioned prior art, the invention is based on the object of specifying a method or system that is as independent as possible from the construction of the trailer and which avoids a collision between the towing vehicle and the trailer, with the method or system being as simple as possible to implement or should be designed.

The problem is solved according to the invention by the features of the independent claims. Advantageous embodiments of the invention are specified in the subclaims.

According to the invention, a method for collision avoidance and angle determination between a trailer and a towing vehicle is therefore specified. Here, the trailer is coupled via a drawbar to a trailer coupling at the rear end of the towing vehicle in such a way that when the moving towing vehicle is turned, an articulation angle is formed between a longitudinal axis of the trailer and a longitudinal axis of the towing vehicle. The method has the following method steps: Detecting a sensor free space by a sensor system with a detection angle corresponding to a detection area, the sensor free space being a free area at the rear end of the towing vehicle encompassed by the detection area, with the trailer removed, at the time of detection of the Sensor clearance measured kink angle forms an initial kink angle. At least one collision kink angle is then determined, taking into account a coupling pivot axis as the apex and the detected sensor clearance, the at least one collision kink angle being a resulting difference angle between the detection angle and the initial kink angle. The at least one collision bend angle is then saved, so that the data of the at least one stored collision bend angle can be retrieved. This is followed by a Retrieving data of the at least one stored collision articulation angle between the vehicle's longitudinal axis and the trailer's longitudinal axis, detecting the articulation angle between the vehicle's longitudinal axis and the trailer's longitudinal axis in real time with the sensor system, comparing the at least one stored collision articulation angle and the articulation angle detected in real time, and if the comparison shows that the stored collision articulation angle is exceeded during further driving activity of the towing vehicle, triggering a collision-avoiding process in the towing vehicle to avoid exceeding the stored collision articulation angle.

According to the invention, a computer program for carrying out the method according to the invention or one of the advantageous embodiments of the method is also specified.

According to the invention, a computer-readable storage medium for carrying out the method according to the invention or one of the advantageous embodiments of the method is also specified.

According to the invention, a system is also specified, comprising means for carrying out the method according to the invention or one of the advantageous embodiments of the method.

According to the invention, a vehicle-internal system is also specified, comprising means for carrying out method steps of the method according to the invention or one of the advantageous embodiments of the method carried out inside the vehicle.

According to the invention, a vehicle with the system according to the invention or with one of the advantageous embodiments of the system is also specified.

According to the invention, a signal generated by steps of the method according to the invention or one of the advantageous embodiments of the method is also specified.

The basic idea of the present invention is therefore to carry out collision avoidance and angle determination using a free space between the towing vehicle and the trailer based on geometric properties of a free space between the trailer and the vehicle. According to the invention, a vehicle is equipped with various sensors or an articulation angle determination module. In other words, to determine a distance between the trailer and the vehicle in normal operation, only the articulation angle is determined in real time. Other measurement data cannot necessarily be detected at that moment. Advantageously, the method according to the invention is therefore less prone to failure, e.g. B., because when the trailer is swiveled in, it does not rely on the vehicle's sensors to determine the distance. For the purposes of the invention, normal operation means that a collision angle is already known and can be called up. This means that only a real-time kink angle can be detected and compared with the collision kink angle. The collision articulation angle must be determined beforehand at least once as part of a collision articulation angle learning operation.

The articulation angle range is chosen so that the vehicle has a minimum distance from the trailer. The minimum distance can be determined, for example, by modeling and can also be made dependent on which collision-avoiding process in the towing vehicle is to be triggered when the articulation angle range is exceeded. For example, a generously selected minimum distance between the trailer and the towing vehicle can be advantageous if the collision-avoiding process in the towing vehicle is to issue a warning message to the driver, and the driver is therefore given a certain reaction time within which the vehicle continues to approach the trailer could approach.

A collision-avoiding process in the towing vehicle to avoid exceeding the stored collision articulation angle is therefore only triggered if there is a risk that the stored collision articulation angle will be exceeded during a further or subsequent driving activity of the towing vehicle. This corresponds to the inclusion of a buffer value for the collision angle in the sense of a safety distance that must always be maintained. The collision bend angle itself is therefore not reached.

In an advantageous embodiment of the invention, the sensor free space is divided into circular sectors, with a respective sensor unit of the sensor system forming a starting point for the circular sectors.

In an advantageous embodiment of the invention, one or the coupling pivot axis between the trailer hitch of the towing vehicle and the drawbar of the trailer forms a circle center for a projection circle, the projection circle being divided into two areas perpendicular to the longitudinal axis of the towing vehicle, namely into an articulation angle collision area enclosing the towing vehicle and in a trailer swivel range that has an articulation angle trailer range, the threshold value of the stored collision articulation angle is exceeded if the articulation angle measured in real time exceeds an amount such that the articulation angle trailer area intersects the articulation angle collision area.

In an advantageous embodiment of the invention, triggering a collision-avoiding process in the towing vehicle includes at least one of the following actions: issuing a warning signal to a driver of the towing vehicle, regulating the towing vehicle in accordance with a braking intervention, and/or regulating the towing vehicle in accordance with a steering intervention. For example, different processes in the vehicle can be selected according to the existing collision articulation angle. Automatically triggering a process in the vehicle advantageously improves the process of avoiding a collision.

In an advantageous embodiment of the invention, measured values for the sensor clearance are detected when the towing vehicle and the trailer are aligned according to a specific articulation angle between the vehicle's longitudinal axis and the trailer's longitudinal axis, the specific articulation angle being selected such that the trailer can be detected by the sensor system of the towing vehicle. This has the advantage that the method for determining the collision bend angle can be adapted according to the measuring properties of the sensor and its position.

In an advantageous embodiment of the invention, the sensor clearance is detected by the sensor system while the towing vehicle is traveling straight ahead, particularly forward-facing, with the coupled trailer. This advantageously enables a particularly simple detection of the sensor clearance.

In an advantageous embodiment of the invention, two collision articulation angles are stored, the vehicle longitudinal axis of the towing vehicle forming a separating axis for both collision articulation angles, a first collision articulation angle being formed when the trailer pivots to the right and a second collision articulation angle when the trailer pivots to the left. This procedure can either be combined with a straight-ahead determination or carried out separately.

In an advantageous embodiment of the invention, the sensor system has at least two sensor units, in particular as environmental sensors, which are arranged on the towing vehicle at the rear end of the towing vehicle along the vehicle's longitudinal axis, preferably at corner regions of the towing vehicle that are spaced apart from one another, the sensor system further preferably having an articulation angle sensor, and / or a camera. The aforementioned sensors are usually already installed on vehicles with other assistance systems. There is therefore no need for additional upgrades with additional sensors when using the aforementioned sensors.

The invention is explained in more detail below with reference to the accompanying drawing using preferred embodiments. The features shown can represent an aspect of the invention both individually and in combination. Features of different exemplary embodiments can be transferred from one exemplary embodiment to another.

• 1 Ein erstes Flussdiagramm des erfindungsgemäßen Verfahrens,
• 2 ein zweites Flussdiagramm als bevorzugtes Ausführungsbeispiel des erfindungsgemäßen Verfahrens nach 1,
• 3 eine schematische Draufsicht auf ein Zugfahrzeug und einen Anhänger in einer ersten Ausrichtung zueinander zur Bestimmung eines verfügbaren Freiraums,
• 4 eine schematische Draufsicht auf das Zugfahrzeug und den Anhänger in einer zweiten Ausrichtung zueinander zur Bestimmung eines verfügbaren Freiraums,
• 5 eine schematische Draufsicht auf das Zugfahrzeug und den Anhänger in der ersten Ausrichtung zueinander zur Veranschaulichung eines verfügbaren Sensorfreiraums,
• 6 eine schematische Draufsicht auf das Zugfahrzeug und den Anhänger in der zweiten Ausrichtung zueinander zur Veranschaulichung des verfügbaren Sensorfreiraums,
• 7 eine schematische Draufsicht auf das Zugfahrzeug und den Anhänger in der ersten Ausrichtung zueinander zur Veranschaulichung eines verfügbaren Knickwinkel-Freiraums,
• 8 eine schematische Draufsicht auf das Zugfahrzeug und den Anhänger in der zweiten Ausrichtung zueinander zur Veranschaulichung des verfügbaren Knickwinkel-Freiraums,
• 9 eine schematische Draufsicht auf das Zugfahrzeug und den Anhänger, wobei ein Ausführungsbeispiel für einen Knickwinkel-Kollisionsbereich und einen Knickwinkel-Anhängerbereich gezeigt sind, und
• 10 eine schematische Ansicht eines Bereichs des verfügbaren Freiraums, in dem Messungen durch einen Sensor durchgeführt werden.

It shows

• 1 A first flowchart of the method according to the invention,
• 2 a second flowchart as a preferred embodiment of the method according to the invention 1 ,
• 3 a schematic top view of a towing vehicle and a trailer in a first orientation to each other to determine an available free space,
• 4 a schematic top view of the towing vehicle and the trailer in a second orientation to each other to determine available free space,
• 5 a schematic top view of the towing vehicle and the trailer in the first orientation to each other to illustrate available sensor clearance,
• 6 a schematic top view of the towing vehicle and the trailer in the second orientation to each other to illustrate the available sensor clearance,
• 7 a schematic top view of the towing vehicle and the trailer in the first orientation to each other to illustrate an available articulation angle clearance,
• 8th a schematic top view of the towing vehicle and the trailer in the second orientation to each other to illustrate the available articulation angle clearance,
• 9 a schematic top view of the towing vehicle and the trailer, showing an embodiment of an articulation angle collision area and an articulation angle trailer area, and
• 10 a schematic view of an area of available open space in which Measurements are carried out by a sensor.

The 1 shows a flowchart for a portion of a method for collision avoidance and angle determination using a free space between towing vehicle 2 and trailer 1.

The starting point is the consideration that the trailer 1 is coupled to a trailer coupling at the rear end of the towing vehicle 2 via a drawbar 5 in such a way that when the moving towing vehicle 2 is turned, an articulation angle alpha (in the figures "alpha" is with "α" abbreviated) between a trailer longitudinal axis Y of the trailer 1 and a vehicle longitudinal axis X of the towing vehicle 2.

The method according to the subarea has the following method steps: retrieving data of at least one stored collision articulation angle between the vehicle longitudinal axis X and the trailer longitudinal axis Y (identified by reference symbol “100” in 1 ), detecting the articulation angle alpha between the vehicle longitudinal axis X and the trailer longitudinal axis Y in real time with a sensor system (identified by reference number “200” in 1 ), as well as comparing the at least one stored collision kink angle and the kink angle alpha detected in real time (identified by reference symbol “300” in 1 ). The trailer longitudinal axis Y is perpendicular to a wheel axis Z of the trailer 1 (see 4 ).

If the comparison shows that the stored collision articulation angle is exceeded during a further driving activity of the towing vehicle (2), the method includes triggering a collision-avoiding process in the towing vehicle 2 (identified by reference number “400”) in order to avoid exceeding the stored collision articulation angle.

The procedure described above is carried out in normal operation. For the purposes of the invention, normal operation means that a collision angle is already known and can be called up. This means that only a real-time kink angle can be detected and compared with the collision kink angle.

The method according to the invention provides a less computationally intensive option for avoiding a collision. In normal operation, only an articulation angle alpha measured in real time during pivoting needs to be compared with a previously determined collision articulation angle. This simple comparison operation is in again 2 shown with steps 4100, 4200, 5000, 6000a, 7000a and 6000b. Retrieving the data according to step 100 and detecting the bend angle according to step 200 1 corresponds to steps 4100 and 4200 in 2 .

Method step 5000 corresponds to a comparison of the measured articulation angle alpha with the collision articulation angle (corresponding to step “300” in 1 ). The method step 6000a corresponds to a triggered process in the towing vehicle 2 when the collision articulation angle is exceeded (corresponding to “confirmed”, or “J” for short), step 7000a corresponds to an end of the loop and the method step 6000b corresponds to an omission of an action in the towing vehicle 2 when it falls below or .Maintaining a permissible collision angle (corresponding to “not confirmed”, or “N” for short) or an end of the loop. Steps 6000a, 6000b and 7000a correspond to step 400 1 .

The operation with steps 5000, 6000a, 6000b and 7000a can be repeated as often as desired. In the event that a process in the towing vehicle 2 is triggered when the collision articulation angle is exceeded, various processes or actions such as a steering intervention can be carried out or a warning signal can be issued. The possible actions can be determined according to the measured articulation angle alpha, using commands (corresponding to “P 6000a” in 2 ) can be stored in a control unit, not shown, of the towing vehicle 2.

A possibility according to the invention for determining the collision articulation angle is described below. This, i.e. the following steps 2000 and 3000, corresponds to a collision articulation angle learning operation, which should precede normal operation at least once.

Claim 1 includes the collision articulation angle learning operation and the normal operation.

The exemplary flowchart according to 2 thus discloses the collision kink angle learning operation for setting a collision kink angle and the normal operation using the set collision kink angle.

In 2 A method for collision articulation angle learning operation is shown schematically, particularly in method steps 1000 to 4000. Field “1000” corresponds to a start of the procedure. According to a method step 2000, the available sensor clearance SF is first determined.

The sensor clearance SF (see e.g. 5 until 7 ) is controlled by the sensor system with a Detection angle beta corresponding to a detection area (see 5 , in 5 the symbol “β” is used for “beta”. The sensor clearance SF is a free area at the rear end of the towing vehicle 2, including the detection area, with the trailer 1 removed.

A kink angle alpha measured at the time of detection of the sensor clearance SF forms an initial kink angle. At least one collision angle is then determined (step 3000 in 2 ), taking into account a coupling pivot axis P as the apex and the detected sensor clearance SF (see 4 and 9 ). The at least one collision kink angle is a resulting difference angle between the detection angle beta and the initial kink angle.

The sensor clearance SF is z. B. divided into circular sectors SFi, with a respective sensor unit or sensor 3, 4, 10 of the sensor system forming a starting point for the circular sectors SFi. In 10 a circular sector is schematically referred to as SFi. Next is in 10 an area of the sensor free space SF is shown schematically, in which measurements S1 to S10 are carried out via the sensor 10. The sensor 10 can be on the towing vehicle 2, e.g. B. also be arranged on a coupling (not shown) of the towing vehicle 2. For further illustration, refer to: 5 and 6 referenced, in which a sensor clearance SF is shown for a parallel alignment of the trailer longitudinal axis Y and vehicle longitudinal axis X and for an oblique alignment of the trailer longitudinal axis Y and vehicle longitudinal axis X. The specific sensor clearance SF is determined by vehicle sensors 3, 4, 10 (see 4 and 10 ). The specific extent of the sensor free space SF depends in particular on where the sensors 3, 4, 10 are arranged, ie on the area that the sensors 3, 4, 10 can detect. The available sensor clearance SF can comprise several partial sensor clearances depending on the spatial detection capability of the sensors 3, 4, 10.

Depending on the design of the towing vehicle 2 and the trailer 1, the specific collision articulation angle must now be set. The following considerations may be useful for this purpose.

The coupling pivot axis P between the trailer coupling of the towing vehicle 2 and the drawbar 5 of the trailer 1 forms a circle center for a projection circle PR. The projection circle PR is divided into two areas perpendicular to the vehicle longitudinal axis 9 ).

The articulation angle collision area KK and the articulation angle trailer area KA are determined such that a threshold value of the stored collision articulation angle is exceeded when the articulation angle alpha measured in real time exceeds an amount so that the articulation angle trailer area KA intersects the articulation angle collision area KK. In other words, a boundary plane E between the articulation angle trailer area KA and the articulation angle collision area KK is intersected by the articulation angle trailer area KA.

Measured values for the sensor clearance SF are detected when the towing vehicle 2 and the trailer 1 are aligned according to a specific articulation angle alpha between the vehicle's longitudinal axis is detectable. An example is this 3 and 4 for possible alignments of towing vehicle 2 and trailer 1. The sensor clearance SF is detected by the sensor system during straight-ahead travel of the towing vehicle 2 with the coupled trailer 1, in particular forward-facing (see 3 ).

Two collision articulation angles are preferably stored, with the vehicle longitudinal axis 7 and 8th ).

The determined collision angle is transmitted to the memory of the towing vehicle 2. Data relating to the sensor clearance SF can be output from the memory, which is provided in method step 4000 2 are processed. According to the exemplary method step 4000, an impending entry of unavailable free space, ie unavailable sensor free space, is determined. This means the system is ready to record and process data about unavailable sensor space.

To determine the articulation angle alpha or the collision articulation angle, various sensors 3, 4, 10 of the sensor system of the towing vehicle 2 can be used (see 4 ). The sensor system has at least two sensor units 3, 4, in particular as environmental sensors 3, which are mounted on the towing vehicle 2 along the vehicle longitudinal axis

Also included in the invention is a system and in particular an in-vehicle system with appropriate means for carrying out the method steps described above, in particular in-vehicle. The towing vehicle 2 can have the vehicle-internal system described above.

The system or method described above is used in particular in the towing vehicle 2. The method described above can be computer implemented. The scope of the invention also includes a computer-readable storage medium which comprises the method according to the invention. The invention also includes a signal for transmission and/or reception from the (vehicle-internal) system according to the invention or according to advantageous embodiments of the above-described (vehicle-internal) system or a signal generated by steps of the method described above.

Reference symbol list

1

Trailer

2

towing vehicle

3

Ambient sensor

4

Articulation angle sensor

5

drawbar

10

sensor

100

Retrieve data from at least one stored collision articulation angle

200

Detecting the articulation angle between the vehicle's longitudinal axis and the trailer's longitudinal axis in real time

300

Comparing the at least one stored collision kink angle and the kink angle detected in real time

400

Triggering a collision-avoiding process in the towing vehicle

1000

begin

2000

Determining a sensor clearance or clearance

3000

Determine a collision kink angle

4000

Stand by for an unavailable sensor clearance entry

5000

Compare

6000a

Execute an operation

6000b

End of the loop

7000a

End of loop after executing an operation

alpha, α

Bend angle

beta, β

Detection angle of the sensor system

E

border plain

J

Bend angle exceeded

N

Bend angle maintained/not exceeded

P

Coupling pivot axis

X

Longitudinal axis of the towing vehicle

Y

Longitudinal axis of the trailer

Z

Wheel axle of the trailer

AS

Trailer swing range

KA

Trailer collision area

KF

Bend angle clearance

KK

Articulation angle collision area

PR

Projection circle

SF

Sensor clearance

SFi

Circular sectors of the sensor clearance

P6000a

Commands for operations

S1 - S10

Measured values for distance measurements

Claims (12)

Method for collision avoidance and angle determination between a trailer (1) and a towing vehicle (2), wherein the trailer (1) is coupled via a drawbar (5) to a trailer coupling at the rear end of the towing vehicle (2) in such a way that when the steering is turned of the moving towing vehicle (2) forms an articulation angle (alpha) between a trailer longitudinal axis (Y) of the trailer (1) and a vehicle longitudinal axis (X) of the towing vehicle (2), the method having the following method steps: - detecting a sensor clearance (SF) ( 2000) through a sensor system with a detection angle (beta) corresponding to a detection area, the sensor clearance (SF) being a free, area at the rear end of the towing vehicle (2) encompassed by the detection area, with the trailer (1) removed, an articulation angle (alpha) measured at the time of detection of the sensor clearance (SF) forming an initial articulation angle, - determining at least one collision articulation angle (3000 ), taking into account a coupling pivot axis (P) as the apex and the detected sensor clearance (SF), whereby the at least one collision kink angle is a resulting difference angle between the detection angle (beta) and the initial kink angle, - storing the at least one collision kink angle, so that the data of the at least a stored collision articulation angle can be retrieved, - retrieving data of the at least one stored collision articulation angle between the vehicle longitudinal axis (X) and the trailer longitudinal axis (Y) (100), - detecting the articulation angle (alpha) between the vehicle longitudinal axis (X) and the trailer longitudinal axis (Y ) in real time with the sensor system (200), - comparing the at least one stored collision articulation angle and the articulation angle (alpha) (300) detected in real time, - if the comparison shows that the stored collision articulation angle is exceeded during a further driving activity of the towing vehicle (2). is, triggering a collision-avoiding process in the towing vehicle (2) (400) to avoid exceeding the stored collision articulation angle. Procedure according to Claim 1 , wherein the sensor free space (SF) is divided into circular sectors (SFi), with a respective sensor unit (3, 4, 10) of the sensor system forming a starting point for the circular sectors (SFi). Procedure according to one of the Claims 1 or 2 , wherein the coupling pivot axis (P) between the trailer coupling of the towing vehicle (2) and the drawbar (5) of the trailer (1) forms a circle center for a projection circle (PR), the projection circle (PR) being perpendicular to the longitudinal axis (X) of the towing vehicle (2) is divided into two areas, namely an articulation angle collision area (KK) enclosing the towing vehicle (2) and a trailer pivoting area (AS) which has an articulation angle trailer area (KA), the threshold value of the stored collision articulation angle is exceeded when the articulation angle (alpha) measured in real time exceeds an amount such that the articulation angle trailer area (KA) intersects the articulation angle collision area (KK). Method according to one of the preceding claims, wherein triggering a collision-avoiding process in the towing vehicle (2) (400) comprises at least one of the following actions: issuing a warning signal to a driver of the towing vehicle (2), regulating the towing vehicle (2) according to a braking intervention , and/or regulating the towing vehicle (2) according to a steering intervention. Method according to one of the preceding claims, wherein measured values for the sensor clearance (SF) are detected when the towing vehicle (2) and the trailer (1) are aligned according to a specific articulation angle (alpha) between the vehicle longitudinal axis (X) and the trailer longitudinal axis (Y). , whereby the specific articulation angle (alpha) is selected such that the trailer (1) can be detected by the sensor system of the towing vehicle (2). Method according to one of the preceding claims, wherein the sensor clearance (SF) is detected by the sensor system while the towing vehicle (2) is traveling straight ahead, in particular forward-facing, with the coupled trailer (1). Method according to one of the preceding claims, wherein two collision articulation angles are stored, the vehicle longitudinal axis (X) of the towing vehicle (2) forming a separating axis for both collision articulation angles, a first collision articulation angle when the trailer (1) pivots to the right and a second collision articulation angle is formed by pivoting the trailer (1) to the left. Method according to one of the preceding claims, wherein the sensor system has at least two sensor units (3, 4), in particular as environmental sensors (3), which are arranged on the towing vehicle (2) at the rear end of the towing vehicle (2) along the vehicle's longitudinal axis (X). , preferably on spaced-apart corner regions of the towing vehicle (2), the sensor system further preferably having a bend angle sensor (4) and/or a camera. System comprising means for carrying out the method according to one of the preceding Claims 1 until 8th . Vehicle-internal system, comprising means for carrying out method steps of the method according to one of the preceding ones within the vehicle Claims 1 until 8th . Towing vehicle (2) with a system Claim 9 . Signal generated by steps of the method according to one of the preceding Claims 1 until 8th .

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