Abstract: A system for automatically stopping an autonomous vehicle, in which the autonomous vehicle includes a primary brake and a secondary brake controlled by least one control module or different control modules. The system includes: an error detection module configured to detect an error in the control of the primary brake or the secondary brake by the one control module or the different control modules; and a supplemental control module configured, upon a detected error by the error module, to cause a stop of the autonomous vehicle using the primary brake or the secondary brake.

Abstract: A system for automatically parking a commercial vehicle comprises a service brake system having at least one braking valve, a braking controller for controlling the service brake system, and an advanced driver assistance system (ADAS) controller. The ADAS controller communicates with the braking controller and requests activation of the service brakes of the commercial vehicle until the vehicle is stationary. The braking controller, in response to the ADAS controller requesting activation of the service brakes, determines the commercial vehicle should remain stationary and activates at least one braking valve to exhaust system pressure to mechanically park the vehicle.

Abstract: The invention concerns a method for utilizing a park brake system to improve the deceleration of a vehicle in the event of failure of the service brake system, the service brake system comprising a brake pedal (2) and at least one air supply circuit (40, 42, 44), the method including the steps of a) measuring the pressure in the air supply circuit, in particular in an air tank (40, 42) of the air supply circuit, and b) when the pressure in the air supply circuit falls below a certain value, switching the park brake system from a normal mode, wherein the park brake system is released, to an assistance mode. In the assistance mode, the park brake system assists the service brake system only if the brake pedal (2) is depressed until reaching a threshold position different from a rest position.

Abstract: An arrangement for a sensor having a sensor-active surface on or behind an exterior attachment part of a vehicle includes a sensor guide. The sensor guide includes a traction element made of a shape-memory alloy and a restoring element. The traction element moves the sensor in the direction of the vehicle interior between an active position and a protected position in response to a detected impending collision in the low-speed range or a detected collision in the low-speed range. The restoring element moves the sensor back to the active position from the protected position.

Abstract: This invention provides impact detection and vehicle cooperation to achieve particular goals and determine particular threat levels. For example, an impact/penetration sensing device may be provided on a soldier's clothing such that when this clothing is impacted/penetrated (e.g., penetrated to a particular extent) a medical unit (e.g., a doctor or medical chopper) may be autonomously, and immediately, provided with the soldiers location (e.g., via a GPS device on the soldier) and status (e.g., right lung may be punctured by small-arms fire).

Abstract: Various techniques related to a sensor for use with autonomous driving and/or navigation of a vehicle. The techniques can include use of an elongated threaded member, an intermediate threaded member, and a tertiary member. The members can be operable to extend or retract a vehicle sensor on a platform. The members can also enable the sensor to retract upon application of a force external to the vehicle.

Abstract: Provided is an actuator assembly with an integrated housing for an electromechanical parking brake. The actuator assembly includes: a main housing having an integrated motor seat and an integrated gear set; a motor assembly disposed in the motor seat and providing torque; a gear assembly rotated by the torque from the motor assembly and performing a reduction function through a plurality of gears; a stator part constituting the motor assembly and at least partially formed on the inner side of the motor seat by insert injection molding; and a ring gear integrally formed with the gear seat or formed by insert injection molding and operating the gear assembly. The stator part of the motor assembly and the ring gear of the gear assembly are integrally formed with the main housing in the actuator assembly.

Abstract: Disclosed is a method for controlling a neutral gear of an automatic transmission. The method includes: when a neutral gear control function of the automatic transmission is in an activated state, an automatic Transmission Control Unit (TCU) collects information on a pressure of a brake main cylinder, a state of a brake pedal, and whether an autohold function is in an activated state or not; and when the pressure of the brake main cylinder is smaller than a pressure threshold P3 of the neutral gear control function and the autohold function is in an inactivated state, or when the brake pedal is in an unstamped state and the autohold function is in the inactivated state, the automatic TCU controls the neutral gear control function to exit from the activated state.

Abstract: This electric braking device is provided with: an electric motor MTR that, in accordance with an operation amount Bpa of a braking operation member BP caused by the driver of the vehicle, generates a pressing force Fba, being a force pressing a friction member MSB against a rotary member KTB that rotates integrally with a wheel WHL of the vehicle; a caliper CRP fixed to the electric motor MTR; a circuit board KBN to which a microprocessor MPR and a bridge circuit BRG are mounted, such that the electric motor MTR is driven; and a motor pin PMT that feeds power from the circuit board KBN to the electric motor MTR. The motor pin PMT penetrates a holding member HJB and is pressed into the circuit board KBN, which is fixed to the caliper CRP by the holding member HJB and the motor pin PMT.

Abstract: Safe protection equipment for all vehicles will significantly reduce the collision force by spring or liquid cylinder when the vehicle bumps to obstacle or two vehicles collide with each other. This equipment can be used on both front and rear of the vehicle. Combination of springs or liquid cylinder with different elasticity can reduce the collision smoothly. This equipment will protect both vehicles and drivers without changing the current air-bag protection system. It will significantly reduce the damage for serious collision accidents. This equipment is attached to the vehicle chassis on bottom, which will bear the collision force reduced by the spring or liquid cylinder. It might require some design change in vehicle chassis. One option is to add a pad to pass the reduced collision force to the elastic tire when colliding vehicles are running in straight line.

Abstract: Safe protection equipment for all vehicles will significantly reduce the collision force by spring or liquid cylinder when the vehicle bumps to obstacle or two vehicles collide with each other. This equipment can be used on both front and rear of the vehicle. Combination of springs or liquid cylinder with different elasticity can reduce the collision smoothly. This equipment will protect both vehicles and drivers without changing the current air-bag protection system. It will significantly reduce the damage for serious collision accidents. This equipment is attached to the vehicle chassis with a pair of pad to pass the reduced collision force to the elastic tire when colliding vehicles are running in straight line. Normally vehicle running in straight line has high speed and the collision force is strong. The elastic tire can reduce the collision force further.

Abstract: The disclosed technology includes a plurality of driverless mobile automated teller machines (ATMs), a communication interface configured to receive, from a user device, a request for a driverless mobile ATM to complete facilitate a transaction, a location processor configured to determine a first driverless mobile ATM of the plurality of driverless mobile ATMs that is closest to the user device, wherein the communication interface is further configured to transmit, to the first driverless mobile ATM, an alert including the request such that the first driverless mobile ATM can provide cash to a user associated with the user device or can receive cash or a check from the user, and a transaction processor of a backend system of the financial institution configured to process the transaction.

Abstract: Embodiments include a database that maintains a respective status of mobile ATMs that indicates the location and cash available for withdrawal, a communication interface that receives a request for a mobile ATM from a user device, the request including user device location data, a location processor that compares the user device location data to location data of the mobile ATMs, and determines a first mobile ATM that is closest to the user device based on the user device location data, and a backend transaction processor that processes the transaction when confirmed. The communication interface transmits an alert that includes the request to the first mobile ATM, receives a response, transmits another alert that includes the location of the first mobile ATM and an estimated time that the first mobile ATM will arrive at the location associated to the user device, and receives confirmation from the first mobile ATM.

Abstract: A brake control device includes: a liquid pressure line provided for each vehicle wheel and supplied with a brake liquid pressure; a pressurization unit configured to supply a pressurization brake liquid pressure to the liquid pressure line; an abnormality detection unit configured to detect an abnormality of the liquid pressure line at a time the brake liquid pressure of the liquid pressure line is not greater than a threshold value; and a pressurization adjustment unit configured to continuously supply the pressurization brake liquid pressure to the liquid pressure line of the normal vehicle wheel having a low abnormality occurrence risk and suppress the supply pressure of the pressurization brake liquid pressure to the liquid pressure line of the vehicle wheel having a high abnormality occurrence risk until the abnormality of the liquid pressure line is detected by the abnormality detection unit.

Abstract: Brake actuators for a motor vehicle braking system, braking systems including the brake actuators, and motor vehicles including the brake actuators are provided. A brake actuator includes a chamber enclosing a volume configured to hold a quantity of brake fluid, a piston, a piston actuator, and a compressible medium. The piston actuator may be coupled to the piston and configured to actuate the piston. The compressible medium may be positioned relative to the chamber such that the compressible medium is subjected to a force due to pressurization of the brake fluid in the chamber. A volume of the compressible medium may be configured to be changed by the force due to the pressurization of the brake fluid.

Abstract: In an alert control apparatus mounted in a vehicle, when collision avoidance control is being performed to automatically activate brakes of the vehicle to avoid collision with a forward object, an alert determiner determines whether or not a predefined alert condition for determining that the collision with the forward object cannot be avoided is met, based on a distance to the forward object and a stopping distance. The stopping distance is a distance the vehicle travels until the vehicle stops moving and is calculated based on the traveling speed of the vehicle and a collision avoidance deceleration at which the traveling speed is decreased under the collision avoidance control. An alert controller, if the alert condition is met, activates at least one alerting device to alert surroundings of the vehicle, and if the alert condition is not met, inhibits operation of the at least one alerting device.

Abstract: A vehicle brake system includes a collision state determination section and a second brake controller. The collision state determination section determines a collision state of a vehicle. The second brake controller performs control of braking on the vehicle irrespective of braking operation by a driver in cases where it has been determined by the collision state determination section that the vehicle has collided. When it has been determined by the collision state determination section that the vehicle has been involved in a multiple collision, the second brake controller increases the braking control amount in such situations compared to a braking control amount during a single collision.

Abstract: A control system for a hybrid construction machine includes a turning-regeneration-use switching valve that opens when a pressure detected by a pressure detector reaches a turning-regeneration starting pressure, so as to introduce the working fluid from a turning circuit to a regenerative motor, an operating-state detector that detects an operating state of a fluid pressure cylinder; and a cylinder-regeneration-use switching valve that opens based on a detection result of the operating-state detector, so as to introduce the working fluid from the fluid pressure cylinder to the regenerative motor.

Abstract: Performance electric parking brake controllers determine braking control signals for a performance electric parking brake system based on a position of a parking brake lever. A parking brake lever has a first rate of resistance associated with movement in a first direction away from a neutral position and a second rate of resistance associated with movement in a second direction away from the neutral position opposite the first direction. The first and second rates of resistance are different. A controller is configured to electromechanically actuate rear brake calipers of the vehicle in response to a first set of operating conditions of the vehicle, to hydraulically actuate front brake calipers and the rear brake calipers of the vehicle in response to a second set of operating conditions of the vehicle, and to hydraulically actuate only the rear brake calipers in response to a third set of operating conditions of the vehicle.

Abstract: Described are ice shields and methods for protecting tower-mounted equipment. An ice shield assembly can include an ice shield. The ice shield can include a base, a blade structure attached to the base, at least one support member on each side of the blade structure attached on a first end to the blade structure and on a second end to the base, and a beam attached to at least one of the base, the blade structure, and the support members. The ice shield assembly can include a mounting bracket engaged with the beam that can permit vertical translation of the ice shield with respect to the mounting bracket. The ice shield can include a shock absorber configured to arrest relative motion between the ice shield and the mounting bracket by dissipating kinetic energy in the ice shield assembly.

Abstract: A braking control system for a vehicle includes a camera configured to be disposed at a vehicle so as to have an exterior field of view. After actuation of the brake system by an automatic emergency braking system of the vehicle, a control controls the brake system of the subject vehicle. While the control is controlling the brake system of the subject vehicle, the braking control system determines if the driver of the subject vehicle is impaired. Responsive to a determination that the driver of the subject vehicle is impaired, the braking control system does not allow the driver to override the control's control of the brake system of the subject vehicle, and responsive to a determination that the driver of the subject vehicle is not impaired, the braking control system allows the driver to override the control's control of the brake system of the subject vehicle.

Abstract: A lift device includes a lifting mast having a top, and a drive assembly for moving the lifting mast in lifting and lowering directions. A head is positioned above and over the top of the lifting mast, and is mounted to the lifting mast for displacement between a neutral position and a safe position with respect to the lifting mast in response to the head contact encountering an object above the top of the lifting mast and the head. The drive assembly is enabled for moving of the lifting mast in the lifting and lowering directions in the neutral position of the head, the drive assembly is enabled for moving the lifting mast in the lowering direction in the safe position of the head, and the drive assembly is disabled for moving the lifting mast in the lifting direction in the safe position of the head.

Abstract: An automatic parking system is disclosed. The automatic parking system includes: a monitoring device configured to monitor a parking space and a traveling path in a parking lot; an automatic drive unit configured to perform an automatic drive control for a vehicle in the parking lot to move from a current position to a predetermined target position in the parking lot based on a monitoring result of the monitoring device; and a contact determination unit configured to perform a contact determination between the vehicle in the automatic drive control and an obstacle, based on the monitoring result, or the like. In a case where the contact determination is performed by the contact determination unit, the automatic drive unit causes the vehicle to stop, and then, causes the vehicle to move to a removal position and to be parked using the automatic drive control.

Abstract: Regulating a speed of a motor vehicle during an automated parking operation comprises measuring a speed of the motor vehicle during the automated parking operation, comparing the measured speed with a predefined speed value, reducing an engine power of an internal combustion engine of the motor vehicle and increasing a brake pressure of a brake of the motor vehicle if the measured speed is higher than predefined by the predefined speed value, and increasing the engine power and reducing the brake pressure if the measured speed is lower than predefined by the predefined speed value.

Abstract: A method for controlling a vehicle braking system includes commanding vehicle brakes to provide braking torque based on a driver braking request in response to a detected collision and an anticipated application of a driver-actuated brake pedal after the collision. The method additionally includes activating the vehicle brakes in the absence of application of the brake pedal in response to a subsequent application and release of the brake pedal while a motion sensor reading exceeds a predefined threshold.

Abstract: A vehicle control device and a vehicle control method automatically bring a vehicle to a halt by operating a brake. Thereafter, when the vehicle stops, a shift position is switched to a parking position by the control of a shift position actuator. This makes it possible to keep the vehicle stopping without any difficulty, and to prevent the vehicle from moving again.

Abstract: In a method for setting a brake system of a vehicle, braking force is built up automatically in the event of a collision. In the process, the position of the collision on the vehicle is determined and the build-up of braking force is implemented as a function of the position of the collision.

Abstract: A risk-degree setting unit (108) sets the degree of risk for the case where an inverter (103) performs conversion processing (inverter risk degree), and sets the degree of risk for the case where a storage battery (105) stores electrical energy (storage battery risk degree). A final output destination determination unit (109), based on the degrees of risk set by the risk-degree setting unit (108), determines the final output destination of electrical energy output from an electric motor (106), and controls the turning ON or OFF of a relay (110). The final output destination determination unit (109) turns the relay (110) ON when the storage battery (105) is determined as the final output destination of the electrical energy output from the electric motor (106), and turns the relay (110) OFF when the inverter (103) is determined as the final output destination of the electrical energy output from the electric motor (106).

Abstract: In a method for maintaining a driver-independent braking intervention in a motor vehicle after a collision accelerator operation by the driver is detected; it is ascertained whether an engine torque influence via the accelerator can in fact be carried out; and when it is ascertained that the engine torque influence cannot be carried out, the driver-independent braking intervention is not broken off.

Abstract: The present invention discloses a back-propagating intersection collision avoidance (ICA) system for preventing two or more vehicles from colliding at an intersection. The ICA system can calculate predicted positions of the two or more vehicles in the near future, and both the current and future positions can be broadcast to surrounding vehicles using vehicle-to-vehicle communication. For each vehicle, a set of states, for example position, speed, acceleration, and the like, where a collision is imminent can be identified using state information for a local vehicle, a remote vehicle, and a known collision zone for the intersection. If the current states of the vehicles are determined to be in danger of entering the collision zone, the ICA system can control the vehicles to perform evasive driving maneuvers and/or alert the drivers.

Abstract: A driver assistance system includes, but is not limited to at least one environment sensor, an evaluation unit for identifying a potential hazardous traffic situation, and at least one actuator that can be activated by said evaluation unit for executing a warning intervention or a hazard-mitigating intervention according to the degree of hazard of the traffic situation identified by the evaluation unit. The evaluation unit is set up to distinguish at least three degrees of hazard of a potentially hazardous traffic situation and upon determining a degree of hazard that goes beyond that of the hazard-mitigating intervention, to trigger an emergency intervention of the actuator.

Abstract: Methods and systems are provided for vehicle control during braking for vehicles having a transmission gear movable between at least a drive position and a neutral position. A wheel speed sensor measures a wheel speed of the wheel. A controller is coupled to the wheel speed sensor. The controller calculates a parameter using the wheel speed, and shifts the transmission gear from the drive position to the neutral position if the parameter exceeds a predetermined threshold. The parameter is indicative of a load on a component of the vehicle.

Abstract: A control circuit for operating the lights of a vehicle. In one embodiment, the rear lights of the vehicle are controlled by the control circuit. The control circuit illuminates two or more of the vehicle lights in a common pattern to indicate a specific vehicle operation. When the vehicle simultaneously performs two operations, the controller may transition the lights to illuminate in different patterns to clearly indicate the separate vehicle operations. The controller may further provide for adjusting the light intensity of one or more of the lights. The lights may be adjusted to have a similar intensity to prevent confusion when the different lights are used in combination to indicate a vehicle operation.

Abstract: A method for determining a safety zone of a foreign object for a forward collision risk reduction system. The method may include determining the type of the foreign object; setting the safety zone to a predetermined value corresponding to the type of the foreign object; determining the traffic behavior of the foreign object; determining if the traffic behavior corresponds to a species of a predetermined group of traffic behaviors; and if the traffic behavior corresponds to a species of a predetermined group of traffic behaviors, modifying the safety zone in accordance with a predetermined species function corresponding to the species.

Abstract: Systems and methods disclosed herein may be useful for braking systems for use in, for example, an aircraft. A method is disclosed comprising determining, at a brake controller, an aircraft reference speed for an aircraft having a first wheel and a second wheel, identifying, at the brake controller, a state comprising the first wheel having a different rotational velocity than the second wheel, wherein the difference in rotational velocity sums to about zero, calculating, at the brake controller, a compensation factor for at least one of the first wheel and the second wheel, and adjusting, at the brake controller, a locked wheel trigger velocity in accordance with the compensation factor.

Abstract: Effective use of energy is provided by recovering energy produced during braking in operation of a rotation motor RM alone for electric generation. A control unit C has functions: of operating a passage-resistance control unit (51) to reduce the passage resistance by a pressure relief valve 50 when determining based on a detection signal from a neutral-condition detecting unit (6, 8, 9, 11 and 16, 18, 19, 21) that all the operated valves 1-5, 12-15 in the circuit system are in the neutral position and a pressure signal from a brake-pressure-detection processor sensor 49 reaches a preset pressure; of causing a tilt-angle control unit 36 to control the tilt angle of a hydraulic motor HM; and of relatively controlling the passage resistance maintained by controlling the passage resistance control unit and the tilt angle of the hydraulic motor to maintain a brake pressure of the rotation motor.

Abstract: A device for approving automatic guidance of a vehicle, having an interface to a monitoring apparatus for at least partially monitoring a vehicle driver located in the vehicle, having an interface to an apparatus for automatically guiding the vehicle and for ascertaining a travel direction of the vehicle when automatic guidance is to be performed, and having an analysis unit for comparing a field of vision of the driver, which is determined from the monitoring of the driver, to the travel direction of the vehicle during the automatic guidance, automatic guidance only being approved if the travel direction of the vehicle during the automatic guidance is in the field of vision of the driver.

Abstract: A vehicle rollover prevention safety driving system, comprising: at least an image sensor, used to fetch road images in front of said vehicle; an image processor, connected to said image sensor, and is used to identify a drive lane in road images, and calculate a drive lane curvature, an inclination angle of said road, and relative positions of said vehicle and a lane marking; a vehicle conditions sensing module, used to sense dynamic information of a vehicle turning angle, a vehicle inclination angle, and a vehicle speed; a microprocessor, connected to said image processor and said vehicle conditions sensing module, and it calculates a rollover prediction point and a rollover threshold speed, and it issues a corresponding warning signal or a control signal; and an accelerator and brake controller, connected to said microprocessor, and it controls deceleration of said vehicle according to said control signal.

Abstract: A system for a vehicle that executes a method to reduce the energy absorbed by the vehicle due to a collision, the method including actively decelerating the vehicle when it is determined that a collision with an object is possible, terminating active deceleration to allow the vehicle to move forward when it is determined that a collision with the object is inevitable just before the collision, and allowing the vehicle to make contact with the object and move generally in an opposite direction after the vehicle makes contact with the object.

Abstract: In a method for adjusting a braking system in a vehicle, a collision of the vehicle is detected and a driver-independent brake intervention is performed. In a first step, after the collision a check is performed to see whether the wheel speed of a wheel is reduced, for example, through a jamming in the wheel housing, in which case in a second step at least one second wheel in the vehicle is decelerated in order to prevent a uncontrolled swerving of the vehicle.

Abstract: In a method and apparatus for collision avoidance or collision mitigation for a vehicle, an existing driving space between the vehicle and a potential collision object is detected. A first warning function and/or an information function is activated when a first threshold value is reached. A system intervention with autonomous partial braking combined with at least one further safety measure is activated when a second threshold value is reached.

Abstract: A method for a safety system in a vehicle continuously evaluates data relating to the surroundings from a surroundings sensor system in terms of an imminent collision with an obstacle, and autonomous emergency braking is initiated in the event of an unavoidable collision. The emergency braking is maintained until a predefined event occurs. The predefined event can be the expiration of a time calculated in advance up to the collision or the impact which is actually detected by a sensor.

Abstract: A vehicle pedal displacement control structure, which is capable of causing a vehicle pedal to displace so as to turn aside from driver's lower extremities and of reducing load on a steering support member in the event of an external force being applied to the front of the vehicle, is provided. A protrusion and a slide member are provided between the steering support member and a pedal bracket for suspending the vehicle pedal. When the pedal bracket moves backward with a toe board due to the external force from the front of the vehicle, the vehicle pedal and the pedal bracket are guided to turn aside from driver's lower extremities in a width direction of vehicle.

Abstract: A stepwise brake control is automatically performed when TTC obtained according to a relative distance and a relative speed between a vehicle and an object is lower than a predetermined value. For example, a brake force or a brake reduction speed is gradually increased over a plurality of stages in time series. Moreover, the affect of speed change control to the automatic brake control is removed. Alternatively, automatic brake control is supported by the speed change control. Alternatively, the friction coefficient state is estimated, and the brake force or the brake speed reduction is adjusted according to the estimated result. Alternatively, an auto-cruse function is invalidated at least the final stage. Alternatively, when the brake force or the brake speed reduction generated by a brake operation by a driver is greater than the brake force or the brake speed reduction generated by the brake control means, the brake operation by the driver is handled with a higher priority than the stepwise brake control.

Abstract: A method and a device for controlling automatic emergency braking of a motor vehicle to reduce the severity of a collision of a vehicle with an object, the position and/or speed of the object with respect to the host vehicle being determined via an object detection device, and this information being sent to a collision detection device which ascertains whether a collision with an object is imminent and, on detecting a collision, triggers emergency braking and ascertains a collision instant, emergency braking being terminated after the period of time until the determined collision instant has elapsed.

Abstract: A process for assisting the driving of a vehicle in a situation of following a queue. The vehicle is provided with a braking system and a plurality of sensors measuring values of variables defining an instantaneous state of the vehicle. The process includes the steps of: comparing the state of the vehicle with an entry state by testing a plurality of entry conditions; when the entry conditions are simultaneously verified, comparing the state of the vehicle with an exit state by testing a plurality of exit conditions; while at least one exit condition is not verified, generating a braking force value (F); and transmitting the value of the braking force generated as the target braking force (Ftarget) to the braking system.

Abstract: A vehicle seat-belt apparatus including: a forward monitoring device which conducts monitoring to the front of a vehicle; an avoidance assist device which supports a predetermined avoidance operation in order to avoid an obstacle when it is determined that there is an obstacle to be avoided based on a detection result of the forward monitoring device; a motor which conducts a rotary driving of a belt reel on which a belt is wound; and a control device which controls the motor, wherein the control device conducts a drive control of the motor according to a state of support of the avoidance operation by the avoidance assist device.

Abstract: A motor vehicle multi-stage integrated brake assist (MSIBA) system, which can provide at least one brake assist level of a plurality of predetermined levels of brake assist (i.e., deceleration) less than or greater than the required amount of braking (i.e., deceleration) calculated by the MSIBA to avoid a collision with an obstacle at the time the driver initiates braking, but allows the driver to increase or remove the provided predetermined level of brake assist.

Abstract: A brake apparatus (1) for a vehicle, having: a pedal box (5) which is provided on a partition panel (4) extending in approximately upward and downward directions and which pivotally supports the brake pedal (3). An electric motor (7) of a power steering apparatus is arranged at a position where the electric motor makes contact with the brake pedal (3) moving backward at a time of a front collision of the vehicle, to receive a load from the brake pedal (3) by the electric motor (7).

Abstract: In a method for adjusting a braking system in a vehicle, a collision of the vehicle is detected and a driver-independent brake intervention is performed. In a first step, after the collision a check is performed to see whether the wheel speed of a wheel is reduced, for example, through a jamming in the wheel housing, in which case in a second step at least one second wheel in the vehicle is decelerated in order to prevent a uncontrolled swerving of the vehicle.