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

Abstract

The invention relates to a method for controlling a safety device of a vehicle. The safety device is configured to react to an imminent collision of the vehicle with a collision object by intervention into the vehicle. In a reading-in step, environmental data and driving data as well as intervention data are read in. In a calculation step, a first expected impact point is calculated using the environmental data and the driving data, and a second expected impact point is calculated using the environmental data, the driving data and the intervention data. In an evaluation step, the first expected impact point position and the second expected impact point position are evaluated with respect to vehicle sub-areas using reference data, which define for each sub-area an evaluation coefficient relating to the influence of the expected impact point position in this sub-area on the safety of the vehicle occupants. In a generation step, a control signal is generated depending on the evaluation result, the control signal comprising control parameters for controlling the safety device. The invention also 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 vehicle safety devices. The subject matter also relates to a vehicle safety system and a computer program. Background Technology

[0002] For example, known driver assistance systems are capable of implementing automatic emergency braking of the vehicle as an intervention in the event of a serious collision risk with one or more other road users. In the event of such intervention, the point of impact that would have been predictable without intervention could be moved to an undesirable area of ​​the vehicle. Summary of the Invention

[0003] In this context, a method, an apparatus using the method, and a corresponding computer program according to the present invention are proposed using the solutions presented herein. Advantageous extensions and improvements to the apparatus proposed in the present invention can be achieved through the measures enumerated in the preferred embodiments.

[0004] According to the implementation method, especially in the case of an impending collision between a vehicle and a collision object, it is possible to determine the point of impact and, taking into account the intervention of the vehicle's safety devices or assistance functions, determine the possible movement of the point of impact, and use the point of impact and its possible movement to control the safety devices. For example, it is possible to predict the point of impact and its possible movement to take 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 of the collision object on the vehicle as the basis for the activation decision of safety devices, especially autonomous safety devices. To this end, for example, it is possible to perform sensing of the expected point of impact and to determine whether the point of impact will move to an advantageous position or an unfavorable position and how it will move, through the planned intervention of the safety devices, especially by adapting the vehicle's speed or trajectory in the case of autonomous braking or acceleration or in the case of autonomous evasive maneuvers.

[0005] Advantageously, according to the implementation, particularly according to the type of planned intervention or the type of activated response mode, such as the duration 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 consequences of the accident can be mitigated by reducing the vehicle's speed, wherein 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 the intervention of the safety device. According to the implementation, it is also particularly possible to prevent the accident process from worsening due to the intervention of the safety device by preventing the planned intervention if the impact point is expected to move into the passenger compartment area of ​​the vehicle, even if the vehicle's speed reduction is thereby stopped. Therefore, direct impacts to the vehicle's passenger compartment that could cause more serious injury to the occupants can be reliably prevented. In particular, by moving the impact point by means of appropriate manipulation of the safety device, the collision area on the vehicle can be advantageously altered, and if necessary, the entire collision event can be advantageously changed.

[0006] A method is proposed for controlling a safety device for a vehicle, 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:

[0007] - Read environmental data about the position, speed and additional or alternative 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, speed and additional or alternative acceleration of the vehicle from an interface to at least one driving data sensor of the vehicle; and read intervention data about the planned intervention of the safety device from an interface to the safety device.

[0008] - Calculate the first expected impact point of the collision object on the vehicle using environmental data and driving data, and calculate the second expected impact point of the collision object on the vehicle using environmental data, driving data and intervention data;

[0009] - Using reference data, an evaluation is performed on the locations of the first and second anticipated impact points relative to sub-regions with respect to the vehicle. The reference data defines an evaluation coefficient for each sub-region, which relates to the impact of the location of the anticipated impact point in that sub-region on the safety of at least one occupant of the vehicle; and

[0010] - Based on the evaluation results, a control signal is generated and output to the interface of the safety device, wherein the control signal includes at least one control parameter for controlling the safety device.

[0011] 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 the like. 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 another vehicle or a stationary 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. Intervention data can represent information about the planned duration and / or planned magnitude of activation of the vehicle's braking system, steering system, transmission, and, additionally or alternatively, motors. A first anticipated impact point can represent the impact point ignoring the planned intervention. A second anticipated impact point can represent the impact point considering the planned intervention. 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 a corresponding sub-region. Here, a sub-region can have a sub-segment of a vehicle and additionally or alternatively, a vehicle environment area adjacent to that sub-segment. At least one control parameter can represent the duration and / or magnitude of activation of the vehicle's braking devices, steering devices, transmission devices, and additionally or alternatively, motors.

[0012] According to one embodiment, in the execution step, reference data can be used to define a first evaluation coefficient representing the impact of a first damage potential in at least one sub-region within the vehicle's passenger compartment area, and a second evaluation coefficient representing the impact of a second damage potential in at least one sub-region outside the passenger compartment area. Here, the first damage potential may be greater than the second damage potential. The damage potential may be related to the occupants and additionally or alternatively to the vehicle structure. This embodiment provides the advantage of enabling simple, safe, and precise decisions regarding the activation or deactivation of safety device interventions.

[0013] In the execution steps, reference data can be used, the evaluation coefficient of which relates to the deformation of a sub-segment of the vehicle caused by a collision in at least one of these sub-regions. This deformation can be defined as the Vehicle Deformation Index (VDI, particularly VDI3). This implementation provides the advantage of enabling reliable conclusions regarding "which impact point is considered less harmful to the occupants."

[0014] 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 to 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 with the location of the first expected impact point is more favorable to safety, the planned intervention can be released. Similarly, if the location of the first expected impact point is in a sub-region where the evaluation coefficient of the sub-region with the location of the second expected impact point is more favorable to safety, 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.

[0015] Alternatively or additionally, in the generation step, a control signal having at least one control parameter can be generated, which causes a modification to the planned intervention of the safety device. Here, a modified intervention of the safety device can be caused. Here, the control signal can be generated using the results of an evaluation of the location of a third anticipated impact point, which is determined under the modified intervention. This implementation provides the advantage that the location of the anticipated impact point can be optimized even if neither the first nor the second anticipated impact point is advantageous.

[0016] 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.

[0017] 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.

[0018] 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.

[0019] Currently, the device can be understood as an electrical appliance that processes sensor signals and outputs control signals and / or data signals based on the sensor 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 part of a so-called system ASIC, which contains 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 structural elements. In the case of a software construction, the interface can be, for example, a software module coexisting with other software modules on a microcontroller.

[0020] In an advantageous configuration, the device controls the vehicle's safety features 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, the safety features are operated via actuators associated with the vehicle's braking system, steering system, transmission, and additional or alternative motors.

[0021] A safety system for vehicles is also proposed, wherein the safety system has the following characteristics:

[0022] -One embodiment of the above-mentioned equipment; and

[0023] - The safety device, wherein the safety device and the equipment are interconnected in a manner capable of transmitting signals.

[0024] Within the scope of safety systems, one implementation of the aforementioned equipment can be advantageously adopted or used to control safety devices, particularly in the event of an impending collision.

[0025] 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

[0026] Embodiments of the solutions presented herein are shown in the accompanying drawings and described in more detail in the following description. The accompanying drawings show:

[0027] Figure 1 A schematic diagram of a vehicle illustrating a safety system according to one embodiment;

[0028] Figure 2 A flowchart illustrating a method for control according to one embodiment is shown;

[0029] Figure 3 A schematic diagram of a sub-region of a vehicle according to one embodiment is shown;

[0030] Figure 4 A schematic diagram of a vehicle illustrating a safety system according to one embodiment;

[0031] Figure 5 A schematic diagram showing the point of impact of a collision object on a vehicle according to one embodiment;

[0032] Figure 6 A schematic diagram showing the impact point of a collision object on a vehicle according to one embodiment; and

[0033] Figure 7 A flowchart illustrating a control process according to one embodiment is shown. Detailed Implementation

[0034] Before describing the embodiments of the invention in more detail below, we will first briefly discuss the background and basis of the embodiments.

[0035] In active safety systems, such as the one described herein, information from environmental sensors (e.g., radar or video) and the vehicle's own motion can be used to infer the severity of a traffic situation. Available active safety systems are typically equipped with front-facing sensors with limited azimuth sensing angles. Due to the limited visibility of such active safety systems, the focus is primarily on accidents involving traffic moving longitudinally or slowly approaching from the side. In such accidents, regardless of whether the system is triggered, the oncoming traffic participant primarily collides with the frontal area of ​​the vehicle. Systems using additional sensors or sensors without limitations on sensing angles, such as corner radar sensors, can also react to traffic approaching rapidly from the side. This application is characterized in lateral traffic situations where collisions more frequently occur on the side areas of the vehicle.

[0036] For example, Front Cross Traffic Assist (FCTA) can include the following response modes:

[0037] - Visual information, if the vehicle is stationary, for example at an intersection with poor visibility due to obstructed vision, informs the driver of approaching cross traffic;

[0038] - Prevent starting if a collision is anticipated due to starting and entering the path of cross traffic;

[0039] - Activate chassis reinforcement to increase braking system pressure to press brake pads against brake discs, a process known as prefilling;

[0040] -Optional: Braking assistance triggered by the driver, which generates additional braking pressure when necessary in the sense of emergency braking assistance;

[0041] - Activate driver warning if a collision with cross traffic is predicted;

[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] Because of the lack of knowledge about the mechanical structure of the collision object and the precise location and height of its passenger compartment, the focus is on optimizing the movement of the vehicle's impact point in order to reduce or avoid injury to the vehicle's occupants.

[0045] 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.

[0046] 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 schematic diagram exemplarily shows only the environmental sensor 102, driving data sensor 104, 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.

[0047] 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, and / or acceleration of a collision object in the environment of the vehicle 100. Furthermore, the environmental sensor 102 is configured to provide environmental data 103 representing the sensed position, velocity, and / or acceleration of the collision object.

[0048] 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.

[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 interconnected in a signal-transmitting manner. Safety system 110, and more specifically device 120, is connected to environmental sensor 102 and driving data sensor 104 in a signal-transmitting manner. Safety device 115 is configured to react to an impending collision between vehicle 100 and a collision object by intervening in the longitudinal and / or lateral guidance of vehicle 100. Safety device 115 is also configured to provide intervention data 117 regarding the planned intervention of safety device 115. Device 120 may also be referred to as a control device or controller.

[0050] Device 120 includes an input interface 121, a reading device 122, a seeking device 124, an execution device 126, a generation device 128, and an output interface 129. The reading device 122 is configured to read environmental data 103, driving data 105, and intervention data 117 from the input interface 121. Device 120 is connected to the environmental sensor 102, the driving data sensor 104, and the safety device 115 via the input interface 121 in a signal-transmitting manner. The reading device 122 is also configured to forward the read data to the seeking device 124. The seeking device 124 is configured to determine, using the environmental data 103 and the driving data 105, a first expected impact point of the collision object on the vehicle 100. Furthermore, the seeking device 124 is configured to determine, using the environmental data 103, the driving data 105, and the intervention data 117, a second expected impact point of the collision object on the vehicle 100. The seeking device 124 is also configured to forward seeking data 125 to the execution device 126, the seeking data representing a first expected impact point and a second expected impact point.

[0051] Actuation device 126 is configured to receive acquisition data 125 from acquisition device 124. Actuation device 126 is configured to evaluate the positions of a first and a second expected impact point relative to a sub-region with respect to 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 position in that sub-region on the safety of at least one occupant of vehicle 100. Actuation device 126 is also configured to forward result data 127, representing the evaluation result, to generation device 128. Generation device 128 is configured to generate a control signal 130 based on the evaluation result for output to an output interface 129 of safety device 115. Control signal 130 includes at least one control parameter for controlling safety device 115. Device 120 is configured to output control signal 130 to the output interface 129 of safety device 115.

[0052] According to one embodiment, the actuator 126 is configured to use reference data R, which defines a first evaluation coefficient for at least one sub-region in the passenger compartment area of ​​the vehicle 100, the first evaluation coefficient representing an effect with a first damage potential, and defines a second evaluation coefficient for at least one sub-region outside the passenger compartment area, the second evaluation coefficient representing an effect with a second damage potential. Here, the first damage potential is greater than the second damage potential. 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 sub-region of these sub-regions.

[0053] 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 on 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 on 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.

[0054] Figure 2 A 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 included. Here, it is also possible to use... Figure 1 In the case of a device or similar device, the method 200 for control is implemented. 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.

[0055] In read-in step 210, environmental data regarding the position, velocity, 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, intervention data regarding the planned intervention of the safety device is also read from an interface to the safety device.

[0056] Next, in step 220, the first expected impact point of the collision object on the vehicle is determined using environmental data and driving data. In step 220, a second expected impact point of the collision object on the vehicle is also determined using environmental data, driving data, and intervention data. Following this, in step 230, the positions of the first and second expected impact points are evaluated relative to a sub-region concerning the vehicle using reference data. The reference data defines an evaluation coefficient for each sub-region, which relates to the impact of the expected impact point's position in that sub-region on the safety of at least one occupant of the vehicle. Next, in step 240, a control signal is generated based on the evaluation results performed in step 230 for output to an interface of the safety device. The control signal includes at least one control parameter for controlling the safety device.

[0057] 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 to the safety device.

[0058] Figure 3 A schematic diagram of a sub-region 300 of a vehicle 100 according to one embodiment is shown. Sub-region 300 is... Figure 1 and / or Figure 2 The subregions or similar subregions mentioned in [the text]. For illustrative purposes only, [the following is omitted]. Figure 3 The vehicle 100 is drawn in the middle. This vehicle is equivalent to Figure 1 The vehicle in question is either a vehicle or similar. According to the embodiment shown herein, sub-region 300 is defined as a VDI region (VDI = Vehicle Deformation Index) or a similar region. These sub-regions 300 are used to perform an evaluation of the location of the impact point (e.g., the initial and optimized impact point) in order to avoid or minimize injury to the occupants of vehicle 100. Multiple sub-regions 300 are shown, each of which is assigned an evaluation coefficient. According to the embodiment shown herein, sub-region 300 is defined as a side impact region. For example, sub-regions 60, 61, and 62 are located in the passenger compartment area of ​​vehicle 100, while sub-regions 50 and 70 are located outside the passenger compartment area of ​​vehicle 100.

[0059] The objective is to examine the probability of which VDI zone of vehicle 100 is struck by a collision object or other party in the event of active, inactive, or partially modified system activation or active, inactive, or partially modified safety device intervention, and to derive a decision regarding system activation or control of the safety devices. The most likely safest sub-zone for the occupants is 50 (VDI3 = 50); the most likely unsafe sub-zones for the occupants are 60, 61, and 62 (VDI3 = 60, 61, and 62).

[0060] Figure 4 , Figure 5 and Figure 6 Schematic diagrams are shown of the impact points 401 and 402 of the collision object on the vehicle 100 when a collision is about to occur between the collision object 400 and the vehicle 100 according to one embodiment. Here, the vehicle 100 is equivalent to... Figure 1 Vehicles in or similar to these. Here, in Figure 4 , Figure 5 and Figure 6The diagram shows a first anticipated impact point 401 between the collision object 400 and the vehicle 100 without considering planned intervention by safety devices, and a second anticipated impact point 402 between the collision object 400 and the vehicle 100 with consideration of planned intervention by safety devices. For the vehicle 100, a first sub-region 460 within the passenger compartment area of ​​the vehicle 100 is shown, and two additional sub-regions 450 and 470 outside the passenger compartment area of ​​the vehicle 100 are also shown exemplarily. Furthermore, the travel directions of the vehicle 100 and the collision object 400 are depicted.

[0061] In other words, reference Figure 4 , Figure 5 and Figure 6 To illustrate how the first anticipated impact point 401 can be transformed into the second anticipated impact point 402 based on the activation or adaptation of the autonomous safety system of vehicle 100. Figure 4 , Figure 5 and Figure 6 This illustrates an example where the first anticipated impact point 401 moves differently along the contour of the vehicle 100 due to the activation of a safety device, particularly a lateral traffic assist device (e.g., by means of autonomous braking). Impact points 401 and 402 on the vehicle 100 are shown separately. It is illustrated how the first anticipated impact point 401 moves from its initial position without system activation to become the second anticipated impact point 402 in other sub-regions of the vehicle 100, depending on the duration and intensity of the intervention of the safety device (e.g., braking) and the resulting time gained.

[0062] Figure 4 An example of adverse movement of the first anticipated impact point 401 due to emergency braking of vehicle 100 is shown. The first anticipated impact point 401 is located in a separate sub-region 470, here at the rear of vehicle 100. The second anticipated impact point 402 is located in the first sub-region 460, i.e., in the passenger compartment area of ​​vehicle 100. Therefore, due to a direct impact in the passenger compartment area, an increased risk of occupant injury is generated in this vehicle 100. If the intervention of safety devices is suppressed or emergency braking is suppressed here, the anticipated impact point is retained in a non-critical or safer sub-region of this vehicle 100 (see...). Figure 3 In VDI70), or to adapt braking characteristics, especially in terms of braking duration and intensity, wherein the expected impact point is moved to a more favorable or safer sub-region (see...). Figure 5 and Figure 6 This can prevent such adverse movement of the impact point.

[0063] Figure 5An example is shown where the first anticipated impact point 401 moves more advantageously due to intervention by a safety device in the form of autonomous braking of the vehicle 100. The first anticipated impact point 401 is located in a separate sub-region 470, here at the rear of the vehicle 100. The second anticipated impact point 402 is located in a separate sub-region 450, here in the front side region of the vehicle 100. Due to the impact occurring in the front side region of the vehicle 100, a reduced risk of occupant injury is generated in the vehicle 100. Therefore, the safety device can be controlled to implement the planned intervention.

[0064] Figure 6 An example is shown where the first anticipated impact point 401 moves optimally due to the autonomous braking of the vehicle 100. The first anticipated impact point 401 is located in a separate sub-region 470, here at the rear of the vehicle 100. The second anticipated impact point 402 is located in a separate sub-region 450, here in the front central region of the vehicle 100. Therefore, the safety device can be controlled to implement the planned intervention. Alternatively, the safety device can be controlled to modify the planned intervention. Due to the impact occurring in the front central region of the vehicle 100, especially due to the optimized use of the Knautschzone of the vehicle 100, a danger to occupant injury is minimized in the vehicle 100.

[0065] Figure 7 A flowchart of a control process 700 according to one embodiment is shown. (Can be combined) Figure 1 The device or similar device and / or combination thereof Figure 2 The control process 700 is implemented using methods or similar methods.

[0066] In block 702, the position, velocity, and acceleration of the vehicle, or the vehicle itself, and the potential collision object are determined. Next, in block 704, the future current state of the vehicle and the collision object is predicted. Immediately following, in decision block 706, a decision is made regarding whether an impending collision is predicted. If it is determined in decision block 706 that an impending collision is not predicted, the control process 700 proceeds to block 716, where a system response or safety device intervention is suppressed or not triggered. If it is determined in decision block 706 that an impending collision is predicted, the control process 700 proceeds to block 708, where the impact point or collision point is predicted in the absence of a system response, and then proceeds to block 710, where the impact point or collision point is estimated in the presence of a system response. Immediately following, in decision block 712, a decision is made regarding whether a favorable impact point or collision point will be achieved through a system response. If it is determined in decision box 712 that a favorable impact point or collision point will be reached through the system response, then the system response is triggered in box 714. If it is determined in decision box 712 that a favorable impact point or collision point will not be reached through the system response, then the system response or safety device intervention is suppressed or not triggered in box 716.

[0067] In other words, equivalent to or similar to Figure 1 The autonomous safety system of the central safety system is configured to determine the relative position and relative speed of the vehicle and the collision object during the control process 700, using environmental sensors and driving data sensors, or vehicle information sensors. It predicts this information in the future and verifies it in the event of an impending collision. In the event of a collision, it estimates the predicted collision point between the collision object and the vehicle without system activation, considering the current trajectory, and also estimates the collision point with system activation. Ideally, there is no collision, or the collision point moves to the front-central region of the vehicle. It also evaluates whether the movement of the collision point is advantageous and, in the context of optimizing the type and intensity of system activation, decides whether and how to trigger the safety device.

[0068] To enhance the advantages of the described control process 700, according to one embodiment, it can include environmental sensors, such as video sensors, capable of sensing or estimating the cabin position of the colliding object. With this additional information, an optimized or more suitable impact point for both parties involved in the accident can be considered.

[0069] If an embodiment includes an "and / or" connection between a first feature and a second feature, it can be interpreted as follows: the embodiment, according to one implementation, has both the first feature and the second feature, while according to another implementation, it 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 the collision object (400) by intervention 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 and / or acceleration of the collision object (400) 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) intervention data (117) about the planned intervention of the safety device (115) from an interface (121) to the safety device (115). - Using the environmental data (103) and the driving data (105), determine (220) the first expected impact point (401) of the collision object (400) on the vehicle (100), and using the environmental data (103), the driving data (105) and the intervention data (117), determine (220) the second expected impact point (402) of the collision object (400) on the vehicle (100). - Using reference data (R), perform (230) an evaluation of the location of the first expected impact point (401) and the location of the second expected impact point (402) relative to sub-regions (300; 450, 460, 470) with respect to the vehicle (100), wherein the reference data defines an evaluation coefficient for each sub-region (300; 450, 460, 470), the evaluation coefficient relating to the impact of the location of the expected impact point (401, 402) in the sub-region (300; 450, 460, 470) on the safety of at least one occupant of the vehicle (100); and - Based on the evaluation result (127), generate (240) a control signal (130) for 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 execution step (230), reference data (R) is used to define a first evaluation coefficient for at least one sub-region (300; 460) in the passenger compartment area of ​​the vehicle (100), the first evaluation coefficient representing an impact with a first damage potential, and to define a second evaluation coefficient for at least one sub-region (300; 450, 470) outside the passenger compartment area, the second evaluation coefficient representing an impact with a second damage potential, wherein the first damage potential is greater than the second damage potential.

3. The method (200) according to any one of the preceding claims, characterized in that, In the execution step (230), reference data (R) is used, the evaluation coefficient of which relates to the collision-induced deformation of a sub-segment of the vehicle (100) in at least one of the sub-regions (300; 450, 460, 470).

4. The method (200) according to claim 1 or 2, 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).

5. The method (200) according to claim 1 or 2, 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).

6. The method (200) according to claim 1 or 2, 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).

7. 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).

8. A safety system (110) for a vehicle (100), wherein, The security system (110) has the following characteristics: - The device (120) according to claim 7; and - Safety device (115), wherein the safety device (115) and the device (120) are interconnected in a manner that enables signal transmission.

9. 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 6.

10. A machine-readable storage medium having a computer program stored thereon, the computer program being configured to implement and / or manipulate the steps of the method (200) according to any one of claims 1 to 6.

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