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

Abstract

The invention relates to a method of 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 in 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 area is calculated using the environmental data and the driving data, and a second expected impact area is calculated using the environmental data, the driving data and the intervention data. In an evaluation step, the first expected impact area position and the second expected impact area 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 area 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] The present invention proceeds from a device or a method for controlling a safety system of a vehicle. The subject matter of the invention also relates to a safety system of a vehicle and a computer program. BACKGROUND

[0002] For example, driver assistance systems are known which, in the event of a serious collision danger with one or more other traffic participants, are able to implement an automatic emergency braking of the vehicle as an intervention. In the case of such an intervention, it can be possible that the impact point onto which the further traffic participant can impact in the absence of an intervention is displaced into an undesired region of the vehicle. SUMMARY

[0003] In this context, a method according to the invention, a device using the method and a corresponding computer program are proposed with the solution presented here. Advantageous extensions and improvements of the device proposed in the invention are able to be realized by the measures recited in the preferred embodiments.

[0004] According to the embodiments, in particular in the event of an imminent collision of the vehicle with a collision object, an impact region can be determined and a possible movement of the impact region can be determined taking into account an intervention of a safety system or an assistance function of the vehicle, and the impact region and the possible movement of the impact region can be used for the control of the safety system. For example, the impact region and the possible movement of the impact region can be predicted in order to be taken into account when activating an autonomous emergency braking function (AEB) in a side collision scenario or the like. In other words, in particular a collision region of a collision object on the own vehicle can be determined or predicted as a basis for an activation decision of a safety system, in particular of an autonomous safety system. For this purpose, for example, a sensing of an expected collision region and a determination of whether and how the collision region is moved by a planned intervention of the safety system, in particular by an adaptation of a speed or a trajectory of the own vehicle in the case of an autonomous braking or acceleration or in the case of an autonomous evasion maneuver, can be carried out.

[0005] Advantageously, according to the embodiments, an improvement of the occupant safety can be achieved, in particular by estimating the impact area of the lateral traffic. Depending on the type of the planned intervention or activated reaction pattern, for example the length and intensity of an autonomous braking intervention or an autonomous evasive maneuver, a collision can be avoided or the impact area can be moved along the contour of the own vehicle, for example in the case of a speed reduction of the own vehicle due to a gained time (Zeitgewinn) which leads to a later arrival of the impact area. In particular, by a speed reduction of the own vehicle, an accident can be mitigated, wherein by the intervention of the safety device the impact area can be moved, for example, from a rear side area to a front side area or a front middle area of the own vehicle. According to the embodiments, in particular, it is also possible to avoid that the accident process is worsened by the intervention of the safety device, in that the planned intervention is prevented in the case that the impact area is expected to be moved into the passenger compartment area of the own vehicle, even if the speed reduction of the own vehicle thereby comes to a standstill. Thus, in particular, a direct impact onto the vehicle passenger compartment, which can cause more severe injuries to the occupants, can be reliably prevented. In particular, the impact area movement by means of a suitable manipulation of the safety device makes it possible to advantageously change the impact area on the vehicle and, if necessary, the entire collision event. Advantageously, the impact area is determined, since the estimation of the impact area rather than the impact point more accurately describes the deformation area. Since, in the real world, not only one impact point but rather a certain area collides, in particular, the collision estimation can be improved in that the impact area is estimated rather than only the impact point.

[0006] A method for controlling a safety device of a vehicle is proposed, wherein the safety device is configured to react to an imminent collision of the vehicle with a collision object by an intervention into the longitudinal guidance and / or lateral guidance of the vehicle, wherein the method comprises the following steps:

[0007] - reading in environmental data about the position, the speed and additionally or alternatively the acceleration of the collision object in the environment of the vehicle from an interface to at least one environmental sensor of the vehicle, reading in travel data about the position, the speed and additionally or alternatively the acceleration of the vehicle from an interface to at least one travel data sensor of the vehicle, and reading in intervention data about a planned intervention of the safety device from an interface to the safety device;

[0008] - calculating a first expected impact area of the collision object on the vehicle using the environmental data and the travel data, and calculating a second expected impact area of the collision object on the vehicle using the environmental data, the travel data and the intervention data;

[0009] - Using reference data, an evaluation is performed on the positions of the first and second expected impact zones relative to sub-regions with respect to the vehicle, wherein the reference data defines an evaluation coefficient for each sub-region, the evaluation coefficient relating to the impact of the position of the expected impact zone 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 has 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 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. 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 zone can represent the impact zone ignoring the planned intervention. A second anticipated impact zone can represent the impact zone considering the planned intervention. The impact zone can take into account the deformation characteristics of sub-segments 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 location of the impact zone is within the corresponding sub-zone. Here, a sub-region can have a vehicle sub-segment and additionally or alternatively a vehicle environment area adjacent to the vehicle sub-segment. At least one control parameter can represent the duration and / or magnitude of activation of the vehicle's braking device, steering device, transmission device, and additionally or alternatively a motor.

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

[0013] 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 zone is considered less harmful to the occupants."

[0014] Furthermore, the generation step can generate a control signal having at least one control parameter that causes the release or suppression of the planned intervention to the safety device. For example, if the location of the second expected impact area is in a sub-region where the evaluation coefficient of the sub-region with the location of the first expected impact area is more favorable for safety, the planned intervention can be released. Similarly, if the location of the first expected impact area is in a sub-region where the evaluation coefficient of the sub-region with the location of the second expected impact area is more favorable for safety, the planned intervention can be suppressed. Therefore, by releasing or suppressing the planned intervention, the impact area can be advantageously moved to a sub-region where safety is less of a concern.

[0015] Alternatively or additionally, a control signal having 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 zone 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 zone. This implementation provides the advantage that the location of the expected impact zone can be optimized even if both the first and second expected impact zones are unfavorable.

[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 this safety system, one implementation of the aforementioned equipment can be advantageously adopted or used to control the safety device, 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 showing the point of impact of the colliding object on the vehicle; and

[0030] Figure 4 A schematic diagram showing the impact zone of a collision object on a vehicle according to one embodiment. Detailed Implementation

[0031] Before describing the embodiments of the invention in more detail below, we will first briefly discuss the background and basis of the embodiments.

[0032] Active safety systems, such as the one described herein, can utilize information from environmental sensors, such as radar or video, and the vehicle's own motion to infer the severity of a traffic situation. Available active safety systems are typically equipped with front sensors with 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.

[0033] For example, Front Cross Traffic Assist (FCTA) can include the following response modes:

[0034] - If the vehicle is stationary, for example at an intersection with poor visibility due to obstructed vision, visual information informs the driver of approaching cross traffic;

[0035] - If a collision is imminent due to starting and entering the path of cross traffic, prevent starting;

[0036] - Activate chassis reinforcement (Fahrwerksversteifung) to increase the pressure of the braking system to press the brake pads against the brake disc, a process known as prefilling;

[0037] -Optional: Braking assistance triggered by the driver, which generates additional braking pressure when necessary in the sense of emergency braking assistance;

[0038] - Perform partial or full autonomous emergency braking upon sensing an impending collision with cross traffic;

[0039] -Optional: If a collision cannot be avoided, activate passive safety systems, such as airbags, and activate Autonomous Emergency Steering (AES) to optimize collision orientation.

[0040] Collisions can be prevented at intersections by utilizing FCTA-AEB functionality, or by utilizing Forward Cross Traffic Assist (FCTA) combined with Autonomous Emergency Braking (AEB). It is also possible that the collision only moves to other areas of the vehicle. If, for example, the collision object or target vehicle might collide with the vehicle in the rear area without FCTA-AEB activation, then a collision object colliding with the vehicle's passenger compartment may occur during emergency braking or with FCTA-AEB activated. To achieve more reliable improvement in occupant safety using FCTA-AEB, the determination and selective movement of the impact point can be employed. The determination and selective movement of the impact point are based on the assumption that the target vehicle or collision object and the vehicle collide at a single point. However, more precisely, the collision object and the vehicle collide within a defined area, as the collision object has width. Furthermore, the deformation area of ​​the vehicle may even be larger than the portion of the collision object that collides with the vehicle. If the impact area is determined instead of the impact point, as described in embodiments of the invention, occupant safety can be further improved.

[0041] By determining the impact zone rather than the impact point, and by evaluating and optionally implementing movement of the impact zone rather than the impact point, the actual situation can be better reflected, because the collision object has width. If the FCTA-AEB function cannot completely prevent a collision and only causes movement of the impact zone, the collision object can still collide with the vehicle. Determining the impact zone rather than just the impact point is advantageous because the impact zone more accurately describes which parts of the vehicle deform. Here, understanding which parts of the vehicle will deform can help prevent cabin deformation and thus injury to occupants by moving the impact zone away from the cabin. Partial or restrained braking, rather than emergency braking, allows the movement of the impact zone to improve occupant safety, where, in particular, other system responses, such as acceleration and / or avoidance, also apply to the movement of the impact zone. Therefore, understanding which areas of the vehicle will deform helps improve occupant safety.

[0042] In the following description of advantageous embodiments of the invention, the same or similar reference numerals are used for elements shown in different figures that serve similar functions, wherein repeated descriptions of these elements are omitted.

[0043] 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.

[0044] 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.

[0045] 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.

[0046] 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.

[0047] 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 a first expected impact area of ​​the collision object on the vehicle 100 using the environmental data 103 and the driving data 105. Furthermore, the seeking device 124 is configured to determine a second expected impact area of ​​the collision object on the vehicle 100 using the environmental data 103, the driving data 105, and the intervention data 117. 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 region and a second expected impact region.

[0048] 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 expected impact zone and a second expected impact zone 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 position of the expected impact zone 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 results, to generation device 128. Generation device 128 is configured to generate control signal 130 based on the evaluation results for output to 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 output interface 129 of safety device 115.

[0049] 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 sub-region of these sub-regions.

[0050] 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.

[0051] 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 The method 200 for control is implemented in the case of a device or similar device. The method 200 for control includes a reading step 210, a obtaining step 220, an execution step 230, and a generating step 240. An output step 250 is also shown.

[0052] 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.

[0053] Next, in step 220, the first expected impact area of ​​the collision object on the vehicle is determined using environmental data and driving data. In step 220, a second expected impact area of ​​the collision object on the vehicle is also determined using environmental data, driving data, and intervention data. Immediately following, in step 230, the positions of the first and second expected impact areas 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 position of the expected impact area 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.

[0054] 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.

[0055] Figure 3 A schematic diagram showing the impact points 301 and 302 of the collision object 300 on the vehicle 100 is provided. For the vehicle 100, a first sub-region 360 within the passenger compartment area is shown, and two additional sub-regions 350 and 370 outside the passenger compartment area are also shown exemplarily. Furthermore, the travel directions of the vehicle 100 and the collision object 400 are depicted. The first impact point 301, without intervention from the vehicle 100's autonomous emergency braking function, is located in the additional sub-region 470, here at the rear of the vehicle 100. The second impact point 302, with intervention from the vehicle 100's autonomous emergency braking function, is located in the first sub-region 360, i.e., within the passenger compartment area of ​​the vehicle 100. Figure 3 An example is shown where the first anticipated impact point 301 moves adversely due to emergency braking of the vehicle 100. This adverse movement of the impact point can be prevented if the emergency braking is suppressed or only partial braking is applied.

[0056] Figure 4 This diagram illustrates the impact regions 401 and 402 on the vehicle when a collision object 400 and a vehicle 100 according to one embodiment are about to collide. Here, the vehicle 100 is equivalent to or similar to... Figure 1 The vehicles in the middle. Here, in Figure 4The diagram illustrates a first anticipated impact zone 401 between the collision object 400 and the vehicle 100 without considering planned intervention by safety devices, and a second anticipated impact zone 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.

[0057] Therefore, in other words, Figure 4 An example is shown where the first anticipated impact area 401 moves adversely due to emergency braking of the vehicle 100. The first anticipated impact area 401 is located in a separate sub-area 470, in this case, at the rear of the vehicle 100. The second anticipated impact area 402 is located in the first sub-area 460, i.e., in the passenger compartment area of ​​the vehicle 100. This adverse movement of the impact area can be prevented if the intervention of the safety device, in this case, emergency braking, or the adaptive braking characteristics, particularly in terms of braking duration and intensity, are adapted so that only partial braking is applied.

[0058] Since impact areas 401 and 402 more accurately indicate which parts of the vehicle 100 deform compared to a single point of impact, it is possible, for example, to distribute or control the deceleration of the vehicle 100 in a way that minimizes passenger compartment deformation while still reducing the impact of a collision. Therefore, the occupant safety of the vehicle 100 can be improved.

[0059] If an embodiment includes an "and / or" connection between a first feature and a second feature, it should be interpreted such 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 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 (117) 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 area (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 the second expected impact area (402) of the collision object (400) on the vehicle (100). - Using reference data (R), an evaluation (230) is performed on the positions of the first expected impact area (401) and the second expected impact area (402) relative to sub-regions (450, 460, 470) with respect to the vehicle (100), wherein the reference data defines an evaluation coefficient for each sub-region (450, 460, 470), the evaluation coefficient relating to the impact of the position of the expected impact area (401, 402) in the sub-regions (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) includes at least one control parameter for controlling the safety device (115).

2. The method (200) according to claim 1, characterized in that, In the execution step (230), reference data (R) is used to define a first evaluation coefficient for at least one sub-region (460) in the area of ​​the passenger cabin 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 (450, 470) outside the area of ​​the passenger cabin, the second evaluation coefficient representing the impact of a second potential damage, wherein the first potential damage is greater than the second potential damage.

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 (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 capable of transmitting signals.

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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