Method and apparatus for controlling a vehicle safety device, vehicle safety system, and storage medium

Abstract

The invention relates to a method of controlling a safety device of a vehicle, wherein the safety device is configured to intervene in a reaction of the vehicle to an imminent collision of the vehicle with a collision object. The method comprises the steps of reading in environmental data and driving data and seat occupancy data. The method further comprises the steps of using the environmental data and the driving data to determine an expected impact side of the collision object on the vehicle, using the environmental data and the driving data to determine a vehicle speed change at the time of the collision and using the seat occupancy data to determine a seat occupancy distribution in the vehicle. The method further comprises the steps of performing an evaluation of the speed change with respect to a threshold value and / or an evaluation of the seat occupancy distribution with respect to the expected impact side. Furthermore, the method comprises the step of generating a control signal depending on the result of the evaluation, wherein the control signal has at least one control parameter for controlling the safety device. The invention further relates to a device, a safety system and a storage medium.

Description

Technical Field

[0001] This invention relates to an apparatus or method for controlling a vehicle's safety device. The subject matter also relates to a vehicle safety system and a computer program. Background Technology

[0002] For example, driver assistance systems are known to implement automatic emergency braking of a vehicle as an intervention in situations of serious collision risk with one or more other road users. In some cases, such intervention may cause other road users to shift the point of impact with the vehicle, which would have been expected without intervention, to an undesirable vehicle area. Summary of the Invention

[0003] In this context, the method of the present invention is proposed using the scheme presented herein, along with an apparatus for using the method, and finally a corresponding computer program. Advantageous extensions and improvements to the apparatus proposed in the present invention can be achieved through the measures enumerated in the preferred embodiments.

[0004] The Front Cross Traffic Assist (FCTA) function, which combines Autonomous Emergency Braking (AEB) and is referred to simply as FCTA-AEB, can prevent collisions, for example, in intersection scenarios. If such a collision cannot be completely prevented, but only the collision or point of impact can be moved to another area of ​​the vehicle, the movement of the point of impact can be estimated. This estimation of the point of impact movement and the potential suppression or modification of emergency braking can be used to prevent damage, particularly to the passenger compartment of the vehicle, and thus improve the safety of the vehicle's occupants. According to the implementation, this estimation of the point of impact movement and the possible suppression or modification of emergency braking can be implemented in particular in relation to changes in vehicle speed caused by the collision, for example, based on the mass and speed of the target vehicle, and in relation to the occupancy of seats in the vehicle.

[0005] Therefore, it is particularly effective in preventing situations where, while ensuring the safety of the vehicle's occupants, emergency braking is suppressed if adverse movement of the point of impact is estimated. If, for example, the target vehicle or other vehicle involved in the collision is a bicycle traveling in the opposite direction, the damage to the vehicle is negligible, and occupant safety is thus ensured. Therefore, the benefits of FCTA-AEB are enhanced by the determination that emergency braking is not suppressed. In other words, the benefits of FCTA-AEB are enhanced if the point of impact is estimated only when the safety of the vehicle's occupants is threatened. This is especially true when, for example, the collision momentum depends on the mass and speed of the target vehicle, resulting in a large change in the vehicle's speed and / or the vehicle's seat on the collision side is occupied, the safety of the vehicle's occupants is threatened.

[0006] According to the implementation method, impact point estimation can therefore be particularly advantageously used to enhance the benefits of lateral traffic assistance. If, for example, impact point estimation is performed only when it is beneficial to the safety of the vehicle's occupants, rather than in all cases where a collision is predicted, then the benefits of FCTA-AEB functionality can be enhanced. Furthermore, if the impact point and the impact point movement caused by possible suppression or modification of emergency braking are calculated, especially only when the impact point movement is likely to be beneficial to the safety of the vehicle's occupants, then computational costs can be reduced.

[0007] A method for controlling a safety device for a vehicle is proposed, wherein the safety device is configured to react to an impending collision between the vehicle and a collision object by intervening in the longitudinal and / or lateral guidance of the vehicle, wherein the method comprises the following steps:

[0008] - Read environmental data about the position, velocity, mass and / or acceleration of the collision object in the vehicle environment from an interface to at least one environmental sensor of the vehicle; read driving data about the position, velocity and / or acceleration of the vehicle from an interface to at least one driving data sensor of the vehicle; and read seat occupancy data about the occupancy status of at least one seat of the vehicle caused by the occupant from an interface to at least one seat occupancy sensor.

[0009] - Using environmental and driving data, determine the expected impact side of the collision object on the vehicle; using environmental and driving data, determine the speed change of the vehicle during the collision; and using seat occupancy data, determine the seat occupancy distribution in the vehicle.

[0010] - Perform an evaluation of the threshold effect on velocity changes and / or an evaluation of seat occupancy distribution relative to the expected impact side; and

[0011] - Based on the evaluation results, a control signal is generated and output to the interface of the safety device, wherein the control signal has at least one control parameter for controlling the safety device.

[0012] This method can be implemented, for example, in software or hardware, or a hybrid of software and hardware, such as in a controller or device. The vehicle can be a motor vehicle, particularly a passenger car or similar vehicle. The safety device can be configured to induce autonomous emergency braking of the vehicle and, additionally or alternatively, autonomous evasive maneuvers. The collision object can be a foreign vehicle or a stationary object or obstacle. Environmental data can be data sensed relative to the vehicle. At least one environmental sensor can include, for example, a camera, radar equipment, and, additionally or alternatively, a lidar sensor. The first anticipated impact point can represent the impact point in the absence of planned intervention. At least one control parameter can represent the duration and / or magnitude of activation of the vehicle's braking system, steering system, transmission, and, additionally or alternatively, motors. Each seat in the vehicle is equipped with a seat occupancy sensor. The seat occupancy sensor can be implemented, for example, as a sensor sensitive to mechanical stress. Occupancy status can represent the occupied or unoccupied state of the seat. Speed ​​change can represent the estimated change in vehicle speed due to the collision. Seat occupancy distribution can have information about the occupancy status of all seats in the vehicle. Here, seat occupancy distribution can represent the seat occupancy status related to the seat's position in the vehicle.

[0013] According to one implementation, based on the evaluation results, the first expected impact point of the collision object on the vehicle can be determined in the determination step using the expected impact side, environmental data, and driving data. Here, in the execution step, evaluations of the threshold versus speed variation and / or evaluations of seat occupancy distribution relative to the first expected impact point can be performed.

[0014] According to one implementation, based on the evaluation results, intervention data regarding the planned intervention of the safety device can be read from the interface to the safety device in the read-in step. The intervention data can represent information about the planned duration and, additionally or alternatively, the planned magnitude of activation of the vehicle's braking system, steering system, transmission system, and additionally or alternatively, motors. Here, additionally, a second expected impact point on the vehicle can be determined in the determination step using environmental data, driving data, and intervention data. The second expected impact point can represent the impact point considering the planned intervention. Furthermore, in the execution step, the positions of the first and second expected impact points can be determined relative to sub-regions for the vehicle using reference data, which defines an evaluation coefficient for each sub-region, the evaluation coefficient relating to the impact of the expected impact point location in that sub-region on the safety of at least one occupant of the vehicle. Each evaluation coefficient can be predefined based on measurement, testing, and, additionally or alternatively, statistical methods. Each evaluation coefficient can represent the expected severity of occupant injury when the impact point location is in the corresponding sub-region. Here, a sub-region can have a vehicle sub-segment and additionally or alternatively have a vehicle environment area adjacent to the vehicle sub-segment.

[0015] This implementation offers the advantage that, in the event of an impending collision between the vehicle and a collision object, the point of impact and its potential movement can be determined, taking into account the intervention of the vehicle's safety devices or assistance functions, and this point of impact and its potential movement can be used to control the safety devices. For example, the point of impact and its potential movement can be predicted to be taken into account when activating the Autonomous Emergency Braking (AEB) system for a side-impact scenario or the like. In other words, it is particularly possible to determine or predict the point of impact on the vehicle as the basis for determining the activation of safety devices, especially autonomous safety devices. To this end, for example, it is possible to sense the expected point of impact and determine whether the point of impact will move to an advantageous or disadvantageous position and how it will move, through planned intervention by the safety devices, particularly by adapting the vehicle's speed or trajectory in the case of autonomous braking or acceleration or in the case of autonomous evasive maneuvers.

[0016] Therefore, depending on the type of planned intervention or activated response mode, such as the length and intensity of autonomous braking intervention or autonomous avoidance maneuvers, a collision can be avoided or the impact point can be moved along the vehicle's profile, for example, by gaining time to arrive at the collision zone later when the vehicle's speed decreases. In particular, the accident can be mitigated by reducing the vehicle's speed, whereby the impact point can be moved, for example, from the rear side area of ​​the vehicle to the front side area or the front center area through safety device intervention. It is also particularly possible to prevent the accident process from worsening due to safety device intervention by preventing the planned intervention if the impact point is expected to move into the vehicle's passenger compartment area, even if the vehicle's speed reduction stops there. Therefore, direct impact to the vehicle's passenger compartment and potentially more serious injury to occupants can be reliably prevented. In particular, the movement of the impact point caused by appropriately manipulating the safety device allows for advantageous alteration of the collision zone on the vehicle and, if necessary, advantageous modification of the entire collision event.

[0017] Here, reference data can be used in the execution steps. This reference data defines a first evaluation coefficient for at least one sub-area within the passenger cabin region of the vehicle, representing the impact of a first potential harm, and a second evaluation coefficient for at least one sub-area outside the passenger cabin region, representing the impact of a second potential harm. Here, the first potential harm may be greater than the second potential harm. Potential harm may be related to the occupants and additionally or alternatively to the vehicle structure. This implementation provides the advantage of enabling simple, safe, and accurate determinations regarding the "activation or deactivation of safety device intervention."

[0018] The execution steps can also utilize reference data whose evaluation coefficients relate to the collision-induced deformation of a sub-segment of the vehicle in at least one of these sub-regions. This deformation can be defined as the Vehicle Deformation Index (VDI, particularly VDI3). This implementation offers the advantage of enabling reliable conclusions regarding "which impact point is considered less harmful to the occupants."

[0019] Furthermore, in the generation step, a control signal with at least one control parameter can be generated, which causes the release or suppression of the planned intervention of the safety device. For example, if the location of the second expected impact point is in a sub-region where the evaluation coefficient of the sub-region is more favorable for safety than that of another sub-region where the location of the first expected impact point is located, the planned intervention can be released. For example, if the location of the first expected impact point is in a sub-region where the evaluation coefficient of the sub-region is more favorable for safety than that of another sub-region where the location of the second expected impact point is located, the planned intervention can be suppressed. Therefore, by releasing or suppressing the planned intervention, the impact point can be advantageously moved to a sub-region where safety is less of a concern.

[0020] Alternatively or additionally, a control signal with at least one control parameter can be generated during the generation step, which causes a modification to the planned intervention of the safety device. Here, a modified intervention of the safety device can be caused. Here, a third expected impact point is determined under the modified intervention, and the control signal can be generated using the results of an evaluation of the location of the third expected impact point. This implementation provides the advantage that the location of the expected impact point can be optimized even if both the first and second expected impact points are unfavorable.

[0021] Furthermore, in the generation step, a control signal with at least one control parameter can be generated, which causes control over the duration and, additionally or alternatively, the magnitude of the planned intervention. This implementation provides the advantage of enabling simple, reliable, and accurate control of the safety device.

[0022] Furthermore, the proposed solution implements a device configured to perform, operate, or implement a variation of the method proposed herein within a corresponding apparatus. This variation of the invention, in the form of a device, also enables a rapid and efficient solution to the task on which the invention is based.

[0023] Therefore, the device can have at least one computing unit for processing signals or data, at least one memory unit for storing signals or data, at least one interface to a sensor or actuator, and / or at least one communication interface. The interface is used to read sensor signals from the sensor or to output data signals or control signals to the actuator. The communication interface is used to read or output data embedded in a communication protocol. The computing unit can be, for example, a signal processor, a microcontroller, or the like. The memory unit can be a flash memory, EEPROM, or magnetic storage unit. The communication interface can be configured to read or output data wirelessly and / or via wired means. A communication interface capable of reading or outputting wired data can, for example, read such data from or output such data to a corresponding data transmission line in an electrical or optical manner.

[0024] Currently, the device can be understood as an electrical appliance that processes sensor signals and outputs control signals and / or data signals based on those signals. The device can have an interface, which can be constructed in hardware and / or software. In the case of a hardware construction, the interface can, for example, be a part of a so-called system ASIC containing various functions of the device. However, it is also possible that the interface is its own integrated circuit or at least partially composed of discrete components. In the case of a software construction, the interface can be, for example, a software module coexisting with other software modules on a microcontroller.

[0025] In an advantageous configuration, this device enables control of the vehicle's safety devices to protect occupants. For this purpose, the device can, for example, invoke sensor signals or sensor data, such as environmental data, driving data, and intervention data. When using control signals, operation is achieved via actuators connected to the vehicle's braking system, steering system, transmission system, and additional or alternative motors.

[0026] A vehicle safety system is also proposed, which has the following characteristics:

[0027] -One embodiment of the aforementioned device; and

[0028] - Safety devices, wherein the safety devices and equipment are connected to each other in a manner that enables signal transmission.

[0029] Within the scope of this safety system, one implementation of the aforementioned equipment can be advantageously employed or used to control the safety device, particularly in the event of an impending collision. The vehicle equipped with this safety system may also be referred to as the "this vehicle." The external vehicle that is the object of the collision may also be referred to as the "target vehicle."

[0030] It is also advantageous to have a computer program product or a computer program having program code that can be stored on a machine-readable carrier or storage medium, such as semiconductor memory, hard disk memory or optical memory, and especially when the program product or program is executed on a computer or device, the computer program is used to perform, implement and / or manipulate the steps of a method according to one of the embodiments described above. Attached Figure Description

[0031] Embodiments of the scheme proposed herein are shown in the accompanying drawings and described in more detail in the following description. The drawings show:

[0032] Figure 1 A schematic diagram of a vehicle having a safety system according to one embodiment;

[0033] Figure 2 A flowchart of a method for control according to one embodiment; and

[0034] Figure 3 A flowchart of a control process according to one embodiment. Detailed Implementation

[0035] Before describing the embodiments of the invention in more detail below, the background and basis of the embodiments will first be briefly discussed.

[0036] Active safety systems, such as those proposed herein, can utilize information from environmental sensors, such as radar or video, and their own motion to infer the urgency of traffic situations. Available active safety systems are typically equipped with front sensors that have limited viewing angles. Due to this limitation, the focus is primarily on accidents involving traffic moving longitudinally or slowly from the side. In such cases, regardless of whether the system is triggered, the other road user primarily collides with the frontal area of ​​the vehicle. Systems using additional sensors or sensors without viewing angle limitations, such as corner radar sensors, can also react to traffic moving rapidly from the side. This application is characterized in cross-traffic situations where collisions more frequently occur on the side areas of the vehicle.

[0037] Front Cross Traffic Assist (FCTA) can include, for example, the following response modes:

[0038] - Visual information, if the vehicle is located, for example, at an intersection with poor visibility due to visual obstruction, informs the driver of approaching cross traffic;

[0039] - Prevent starting if a collision is imminent due to starting and entering the path of cross traffic;

[0040] - Activate chassis reinforcement (Fahrwerksversteifung) to increase the pressure of the braking system so that the brake pads are pressed against the brake disc, which is called prefilling;

[0041] -Optional: The driver can trigger brake assist, which generates additional braking pressure when necessary, in the sense of emergency brake assist;

[0042] - Partial or full autonomous emergency braking if a collision with cross traffic is predicted;

[0043] -Optional: Activate passive safety systems, such as airbags, and if a collision cannot be avoided, activate Autonomous Emergency Steering (AES) to optimize collision orientation.

[0044] In the following description of advantageous embodiments of the invention, the same or similar reference numerals are used for elements shown in different figures and that have similar functions, wherein repeated descriptions of these elements are omitted.

[0045] Figure 1 A schematic diagram of a vehicle 100 having a safety system 110 according to one embodiment is shown. The vehicle 100 is a motor vehicle, such as a passenger car. Figure 1 The illustrations only exemplarily show the environmental sensor 102, driving data sensor 104, seat 106, seat occupancy sensor 108, and safety system 110 of vehicle 100. Safety system 110 is configured to implement or induce autonomous emergency braking and / or autonomous evasive maneuvers of vehicle 100 in the event of an impending collision between vehicle 100 and a collision object.

[0046] The environmental sensor 102 is configured to sense the environment of the vehicle 100. More precisely, the environmental sensor 102 is configured to sense the position, velocity, mass, and / or acceleration of a collision object in the environment of the vehicle 100. Here, the mass of the collision object can be determined or estimated. Furthermore, the environmental sensor 102 is configured to provide environmental data 103, which represents the sensed and / or determined or estimated position, velocity, mass, and / or acceleration of the collision object.

[0047] The driving data sensor 104 is configured to sense driving data 105 of the vehicle 100. More precisely, the driving data sensor 104 is configured to sense the position, speed, and / or acceleration of the vehicle 100 as driving data 105. Furthermore, the driving data sensor 104 is configured to provide driving data 105.

[0048] A seat occupancy sensor 108 is associated with a seat 106 in vehicle 100. Each seat 106 in vehicle 100 may be associated with its own seat occupancy sensor 108. The seat occupancy sensor 108 is configured to sense the occupancy status of the seat 106 caused by an occupant. Furthermore, the seat occupancy sensor 108 is configured to provide seat occupancy data 109, which represents the sensed occupancy status.

[0049] Safety system 110 includes a safety device 115 and a device 120 for controlling the safety device 115. The safety device 115 and device 120 are connected to each other in a signal-transmitting manner. The safety device 115 is configured to react to an impending collision between the vehicle 100 and a collision object through intervention in the longitudinal and / or lateral guidance of the vehicle 100. The safety device 115 is also configured to provide intervention data 117 regarding the planned intervention of the safety device 115. Device 120 may also be referred to as a control device or controller. Safety system 110, more precisely device 120, is connected to environmental sensor 102, driving data sensor 104, and seat occupancy sensor 108 in a signal-transmitting manner. Device 120 includes an input interface 121, a reading device 122, a obtaining device 124, an execution device 126, a generating device 128, and an output interface 129.

[0050] The reading device 122 is configured to read environmental data 103, driving data 105, and seat movement data 109 from the input interface 121. The device 120 is connected to the environmental sensor 102, the driving data sensor 104, and the seat occupancy sensor 108 via the input interface 121 in a signal-transmitting manner. The reading device 122 is also configured to forward the read data to the requesting device 124.

[0051] The obtaining device 124 is configured to obtain the expected impact side of the collision object on the vehicle 100 using environmental data 103 and driving data 105. Furthermore, the obtaining device 124 is configured to obtain the speed change of the vehicle 100 at the time of the collision using environmental data 103 and driving data 105, and to obtain the seat occupancy distribution in the vehicle 100 using seat occupancy data 109. The obtaining device 124 is also configured to forward obtaining data 125, representing the obtained expected impact side, the obtained speed change, and the obtained seat occupancy distribution, to the execution device 126.

[0052] The execution device 126 is configured to receive acquisition data 125 from the acquisition device 124. Furthermore, the execution device 126 is configured to perform an evaluation of the acquisition data 125. Here, the execution device 126 is configured to perform an evaluation of speed change with respect to a predefined threshold for speed change and / or an evaluation of seat occupancy distribution relative to the expected impact side. The execution device 126 is also configured to forward result data 127 representing the result of this evaluation to the generation device 128.

[0053] The generating device 128 is configured to generate a control signal 130 based on an evaluation result represented by result data 127, for outputting to the output interface 129 of the safety device 115. The control signal 130 includes at least one control parameter for controlling the safety device 115. The device 120 is configured to output the control signal 130 to the output interface 129 of the safety device 115.

[0054] According to one embodiment, device 120 is configured to perform additional processing procedures or additional implementation cycles based on the results represented by result data 127, which are evaluated by means of execution device 126. Related exemplary embodiments are described in... Figure 3The following is shown in more detail. Here, the determining device 124 is configured to determine the first expected impact point of the collision object on the vehicle 100 using the expected impact side, environmental data 103, and driving data 105. Here, the executing device 126 is configured to perform an evaluation of the speed change with respect to a threshold and / or an evaluation of the seat occupancy distribution relative to the first expected impact point. Furthermore, the reading device 122 is optionally configured to read intervention data 117 from the input interface 121 to the safety device 115. Furthermore, here, the determining device 124 is configured to determine the second expected impact point of the collision object on the vehicle 100 using the environmental data 103, driving data 105, and intervention data 117. Here, the determined data 125 also represents the determined second expected impact point. Furthermore, here, the executing device 126 is configured to perform an evaluation of the position of the first and second expected impact points relative to a sub-region with respect to the vehicle 100 using reference data R. Reference data R defines an evaluation coefficient for each sub-region, which relates to the impact of the expected impact point location in that sub-region on the safety of at least one occupant of vehicle 100. Here, result data 127 also represents the result of this evaluation.

[0055] According to one embodiment, the actuator 126 is configured to use reference data R to define a first evaluation coefficient for at least one sub-region in the passenger compartment area of ​​the vehicle 100, the first evaluation coefficient representing the impact of a first potential damage, and to define a second evaluation coefficient for at least one sub-region outside the passenger compartment area, the second evaluation coefficient representing the impact of a second potential damage. Here, the first potential damage is greater than the second potential damage. In particular, the actuator 126 is configured to use the reference data R, the evaluation coefficient of which relates to the collision-induced deformation of a sub-segment of the vehicle 100 in at least one of these sub-regions.

[0056] According to one embodiment, the generating device 128 is configured to generate a control signal 130 having at least one control parameter, said control parameter causing the release or suppression of a planned intervention of the safety device 115. Additionally or alternatively, the generating device 128 is configured to generate a control signal 130 having at least one control parameter, said control parameter causing modification of the planned intervention of the safety device 115. In particular, the generating device 128 is configured to generate a control signal 130 having at least one control parameter, said control parameter causing control over the duration and / or amplitude of the planned intervention.

[0057] Figure 2A flowchart of a control method 200 according to one embodiment is shown. The control method 200 can be implemented to control a vehicle's safety devices. Here, the control method 200 can be implemented to control... Figure 1 Safety devices or similar safety devices are used. Here, in use... Figure 1 The method 200 for control can also be implemented in the case of devices or similar devices. The method 200 for control includes a reading step 210, a obtaining step 220, an execution step 230, and a generating step 240. Additionally, an output step 250 is shown.

[0058] In read-in step 210, environmental data regarding the position, velocity, mass, and / or acceleration of the collision object in the vehicle environment is read from an interface to at least one environmental sensor of the vehicle. Additionally, in read-in step 210, driving data regarding the vehicle's position, velocity, and / or acceleration is read from an interface to at least one driving data sensor of the vehicle. In read-in step 210, seat occupancy data regarding the occupancy status of at least one seat in the vehicle caused by occupants is also read from an interface to at least one seat occupancy sensor of the vehicle.

[0059] Next, in step 220, the expected impact side of the collision object on the vehicle is determined using environmental and driving data. Step 220 also determines the vehicle's speed change at the time of collision using environmental and driving data, and the seat occupancy distribution within the vehicle using seat occupancy data. Following this, in step 230, an evaluation of the speed change is performed with respect to a threshold, and / or an evaluation of the seat occupancy distribution is performed relative to the expected impact side. Subsequently, in step 240, a control signal is generated based on the results of the evaluations performed in step 230 and output to the interface of the safety device. The control signal includes at least one control parameter for controlling the safety device.

[0060] According to one embodiment, based on the results of the evaluation performed in execution step 230, the method 200 for control is additionally implemented as follows: In the determination step 220, a first expected impact point of the collision object on the vehicle is determined using expected impact side, environmental data, and driving data; and in the execution step 230, an evaluation of speed changes and / or an evaluation of seat occupancy distribution relative to the first expected impact point is performed with respect to a threshold. Optionally, in the read-in step 210, intervention data regarding planned interventions of the safety device is read from an interface to the safety device. In the determination step 220, a second expected impact point of the collision object on the vehicle is determined using environmental data, driving data, and intervention data. In the execution step 230, using reference data, the positions of the first and second expected impact points are determined relative to sub-regions for the vehicle, the reference data defining an evaluation coefficient for each sub-region, the evaluation coefficient relating to the impact of the expected impact point position in that sub-region on the safety of at least one occupant of the vehicle. The method 200 for control is implemented according to this embodiment when the speed change exceeds a threshold and / or when the seat occupancy distribution relative to the expected impact side and / or the first expected impact point indicates that the occupied seats are on the impact side or on the impact point side.

[0061] According to one embodiment, the method 200 for control further includes an output step 250. In the output step 250, the control signal generated in the generation step 240 is output to an interface of the safety device.

[0062] Figure 3 A flowchart of a control process 300 according to one embodiment is shown. The control process 300 can be combined with... Figure 1 The device or similar device and / or combination Figure 2 Implemented using methods or similar approaches.

[0063] In block 301, an impending collision between the vehicle and a collision object is sensed. Control process 300 proceeds from block 301 to decision block 303, where it determines whether the velocity change (dv) is greater than a threshold (dv_Schwelle), i.e., whether the relationship dv > dv_Schwelle is satisfied. If this relationship is not satisfied, control process 300 proceeds to block 309, where autonomous emergency braking can be activated or triggered if a safety device is used. If this relationship is satisfied, control process 300 proceeds to another decision block 305, where it determines whether at least one seat on the collision side of the vehicle is occupied. If this is not the case, control process 300 proceeds to block 309. If this is the case, control process 300 proceeds to block 307, where the point of impact and the movement of the point of impact in the event of suppression or modification of autonomous emergency braking are determined or estimated.

[0064] If, according to the principle of momentum, the change in velocity caused by the collision is small when the target vehicle has a small mass and / or a low speed, the collision is less severe and the safety of the occupants of this vehicle is ensured. This is checked based on the change in velocity in decision box 303. Therefore, emergency braking can be implemented as shown in box 309. The implementation of emergency braking is advantageous because it decelerates the vehicle and the collision is therefore less severe. Even if the target vehicle were to collide with the passenger compartment of this vehicle, the momentum of the collision can be so small that occupant safety is ensured.

[0065] Furthermore, it is appropriate to check whether the vehicle's seats on the collision side are occupied, for example, in another decision box 305. If no occupant is seated on the predicted collision side, it is irrelevant whether the target vehicle struck the passenger compartment of this vehicle or anywhere else on that side, since there are no potentially injured occupants seated there. Therefore, emergency braking can be implemented. Implementing emergency braking is more advantageous because it slows the vehicle down and the collision is thus less severe.

[0066] By examining momentum and the occupancy of seats in the vehicle, more cases of emergency braking based on the FCTA-AEB function are obtained, and thus the use of the FCTA-AEB function can be improved by estimating the impact side and / or impact point. Furthermore, fewer cases where the estimation of the impact side and / or impact point needs to be calculated are obtained, thus reducing computational costs. The flowchart of control process 300 specifically illustrates how the use of the FCTA-AEB function can be improved by utilizing the estimation of the impact side and / or impact point. If a collision is sensed, see box 301, then (according to the momentum principle) the velocity change caused by the collision is examined, see decision box 303. If the momentum or velocity change is not higher than a determined threshold, emergency braking can be implemented, see box 309. If the momentum or velocity change is higher than the threshold, the occupancy of seats in the vehicle is examined, see another decision box 305. If the seat on the predicted impact side is not occupied, emergency braking can be implemented, see box 309. If the seats on the predicted collision side are occupied, the point of impact can be estimated (see box 307), and emergency braking can be implemented or suppressed based on the result of the estimation.

[0067] If an embodiment includes an "and / or" connection between a first feature and a second feature, it should be interpreted that the embodiment, according to one implementation, has not only the first feature but also the second feature, and according to another implementation, has either only the first feature or only the second feature.

Claims

1. A method (200) for controlling a safety device (115) of a vehicle (100), wherein, The safety device (115) is configured to react to an impending collision between the vehicle (100) and a collision object by intervening in the longitudinal and / or lateral guidance of the vehicle (100), wherein the method (200) comprises the following steps: -Read (210) environmental data (103) about the position, speed, mass and / or acceleration of the collision object in the environment of the vehicle (100) from an interface (121) to at least one environmental sensor (102) of the vehicle (100), read (210) driving data (105) about the position, speed and / or acceleration of the vehicle (100) from an interface (121) to at least one driving data sensor (104) of the vehicle (100), and read (210) seat occupancy data (109) about the occupancy status of at least one seat (106) of the vehicle (100) caused by the occupants from an interface (121) to at least one seat occupancy sensor (108) of the vehicle (100). - Using the environmental data (103) and the driving data (105), determine (220) the expected impact side of the collision object on the vehicle (100), using the environmental data (103) and the driving data (105), determine (220) the speed change of the vehicle (100) at the time of the collision, and using the seat occupancy data (109), determine (220) the seat occupancy distribution in the vehicle (100); - Evaluation of the speed change by threshold execution (230) and / or evaluation of the seat occupancy distribution by execution (230) relative to the expected impact side; and - Based on the evaluation result (127), generate (240) a control signal (130) to output to the interface (129) of the safety device (115), wherein the control signal (130) has at least one control parameter for controlling the safety device (115).

2. The method (200) according to claim 1, characterized in that, In the determination step (220), the first expected impact point of the collision object on the vehicle (100) is determined using the expected impact side, the environmental data (103), and the driving data (105), wherein, in the execution step (230), an evaluation of the speed change is performed with respect to the threshold and / or an evaluation of the seat occupancy distribution is performed relative to the first expected impact point.

3. The method (200) according to claim 2, characterized in that, Based on the evaluation results (127), in the read-in step (210), intervention data (117) for the planned intervention of the safety device (115) is read from the interface (121) to the safety device (115). In the calculation step (220), the second expected impact point of the collision object on the vehicle (100) is calculated using the environmental data (103), the driving data (105), and the intervention data (117). In the execution step (230), the positions of the first expected impact point and the second expected impact point are calculated relative to a sub-region with respect to the vehicle (100) using reference data (R), wherein the reference data defines an evaluation coefficient for each sub-region, the evaluation coefficient being related to the impact of the position of the expected impact point in that sub-region on the safety of at least one occupant of the vehicle (100).

4. The method (200) according to claim 3, characterized in that, In the execution step (230), reference data (R) is used to define a first evaluation coefficient for at least one sub-area in the passenger cabin area of ​​the vehicle (100), the first evaluation coefficient representing the impact of a first potential damage, and to define a second evaluation coefficient for at least one sub-area outside the passenger cabin area, the second evaluation coefficient representing the impact of a second potential damage, wherein the first potential damage is greater than the second potential damage.

5. The method (200) according to claim 3 or 4, characterized in that, In the execution step (230), reference data (R) is used, the evaluation coefficient of which relates to the deformation of the vehicle (100) caused by the collision in a sub-segment of at least one sub-region of the sub-region.

6. The method (200) according to any one of claims 1 to 4, characterized in that, In the generation step (240), a control signal (130) with at least one control parameter is generated, which causes the release or suppression of the planned intervention on the safety device (115).

7. The method (200) according to any one of claims 1 to 4, characterized in that, In the generation step (240), a control signal (130) with at least one control parameter is generated, which causes a modification to the planned intervention of the safety device (115).

8. The method (200) according to any one of claims 1 to 4, characterized in that, In the generation step (240), a control signal (130) with at least one control parameter is generated, which causes control over the duration and / or magnitude of the planned intervention of the safety device (115).

9. A device (120) for controlling a safety device (115) of a vehicle (100), the device being configured to implement and / or manipulate the steps of the method (200) according to any one of the preceding claims in corresponding units (122, 124, 126, 128).

10. A safety system (110) for a vehicle (100), wherein, The security system (110) has the following characteristics: - The device (120) according to claim 9; and - Safety device (115), wherein the safety device (115) and the device (120) are connected to each other in a manner that enables signal transmission.

11. A computer program product comprising a computer program configured to perform and / or manipulate the steps of the method (200) according to any one of claims 1 to 8.

12. A machine-readable storage medium having a computer program stored thereon, the computer program being configured to perform and / or manipulate the steps of the method (200) according to any one of claims 1 to 8.

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