Method and apparatus for controlling a vehicle safety device and safety system for a vehicle

Abstract

The invention relates to a method for controlling a safety device (115) of a vehicle (100), which is configured to react to a collision of the vehicle (100) with a collision object by intervening in the vehicle (100), comprising the following steps: reading in environmental data (103) and driving data (105) and reading in intervention data (117); determining a first expected impact point and a second expected impact point of the collision object on the vehicle (100); determining an uncertainty value of the impact points and from this a probability value of the position of the impact points; performing an evaluation of the position of the first expected impact point and the position of the second expected impact point; generating a control signal (130) for controlling the control device (115) depending on the evaluation result (127).

Description

Technical Field

[0001] This invention relates to a device or method for controlling safety devices in a vehicle. The subject matter of this invention also relates to a computer program. Background Technology

[0002] Driver assistance systems are known, for example, capable of automatically braking a vehicle as an intervention in the event of a sudden risk of collision with one or more other road users. In some cases, such intervention may cause another road user, not anticipated by the intervention, to move toward the point of impact with the vehicle into an unintended area of ​​the vehicle. Summary of the Invention

[0003] Against this backdrop, a method is proposed according to the present invention, along with an apparatus for using the method, and finally a corresponding computer program. Advantageous extensions and improvements to the apparatus described herein can be achieved through the measures implemented in the preferred embodiments.

[0004] According to the implementation method, especially when a vehicle is facing a collision with a collision object, the point of impact and possible movement of the point of impact can be repeatedly or continuously determined, taking into account the intervention of the vehicle's safety devices or auxiliary functions, and used for the control of safety devices. For example, the point of impact and possible movement of the point of impact can be repeatedly or continuously predicted in order to consider the activation of an autonomous emergency braking system (AEB) for side collision scenarios. In other words, the point of impact of the collision object on the vehicle is repeatedly or continuously determined or predicted as the basis for the activation decision of safety devices (especially autonomous safety devices). For this purpose, for example, the detection and determination of the expected point of impact can be repeatedly or continuously performed: whether and how to achieve this through the intervention of safety devices, especially through autonomous braking or acceleration or autonomous avoidance maneuvers. In certain circumstances, the vehicle's speed or trajectory is matched, and the collision point is moved to a favorable or unfavorable position.

[0005] In particular, the uncertainty of the impact point on the two vehicles involved in the collision can be estimated. For example, the uncertainty of the data of the vehicle itself, the target object, or the collision object, and possible variations in the behavior of the collision object can be considered. Based on the estimated uncertainty of the impact point, the probability of hitting a specific area of ​​the vehicle or a sub-area associated with that vehicle can be determined. Using this additional knowledge, decisions beneficial to occupant safety can be made. For example, the uncertainty of the impact point or the probability of its location within the corresponding vehicle area can be used to decide whether to consider moving the impact point to suppress the system response. If the uncertainty is low and / or the probability of hitting a specific area is higher than other areas, moving the impact point can be considered, for example. If the uncertainty is high and / or the probabilities of multiple vehicle areas are similar, a decision can be made to ignore the movement of the impact point and allow the system response. If the system response is emergency braking, this can advantageously reduce collision energy.

[0006] Advantageously, particularly according to the embodiments, occupant safety during vehicle collisions can be improved by using uncertainty regarding the predicted point of impact. Depending on the type of planned intervention or activated reaction mode (e.g., the length and intensity of autonomous braking intervention or evasive maneuvers), it is possible to avoid a collision, for example, if the vehicle decelerates due to gain time (leading to a later arrival at the collision zone), or to move the point of impact along the contours of the vehicle. Accident mitigation can be achieved, particularly through the deceleration of the vehicle, where the point of impact can be moved, for example, from the rear area of ​​the vehicle to the front area or the central front area, by intervention of the safety device. According to the embodiments, it is also possible, particularly, to prevent the deterioration of the accident progression due to the intervention of the safety device by preventing intervention even if the point of impact is expected to move into the passenger compartment area of ​​the vehicle, even if the deceleration of the vehicle stops as a result. This reliably prevents direct collisions to the vehicle's passenger compartment that could cause more serious injury to the occupants. Favorable changes to the collision area on the vehicle and (if necessary) the entire collision event can be achieved, particularly by means of appropriate manipulation of the safety device, by moving the point of impact.

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

[0008] Environmental data about the position, speed and (additionally or alternatively) acceleration of the collision object in the vehicle’s surrounding environment is read from an interface to at least one environmental sensor of the vehicle; driving data about the position, speed and (additionally or alternatively) acceleration of the vehicle is read from an interface to at least one driving data sensor of the vehicle; and intervention data about the intervention of the safety device is read from an interface to the safety device.

[0009] The method involves determining a first expected impact point of the collision object on the vehicle using environmental data and driving data, determining a second expected impact point of the collision object on the vehicle using environmental data, driving data and intervention data, determining at least one uncertainty value of the impact point using environmental data and driving data, and determining at least one probability value of the position of at least one of the impact points relative to a sub-region with respect to the vehicle using the at least one uncertainty value.

[0010] The locations of the first and second anticipated impact points are evaluated relative to sub-regions concerning the vehicle using reference data. The reference data defines an evaluation coefficient for each sub-region, which relates to the impact of the anticipated impact point location in that sub-region on the safety of at least one occupant of the vehicle.

[0011] Based on the evaluation results, a control signal is generated for 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, hardware, or a hybrid of both, in a control device or apparatus. The vehicle can be a motor vehicle, particularly a passenger car. The safety device can be configured to enable autonomous emergency braking and (additionally or alternatively) autonomous obstacle avoidance maneuvers. The collision object can be an unfamiliar vehicle, a stationary object, or an obstacle. Environmental data can be data detected relative to the vehicle. The at least one environmental sensor can, for example, include the vehicle's camera, radar equipment, and (additionally or alternatively) lidar sensors. Intervention data can represent information about the planned duration and / or planned magnitude of activating the vehicle's braking system, steering system, transmission, and (additionally or alternatively) engine. A first anticipated impact point can represent the impact point ignoring intervention. A second anticipated impact point can represent the impact point taking into account planned intervention.

[0013] At least one uncertainty value can be determined using quality information that can be read in along with environmental and driving data. The at least one uncertainty value can represent a statistical conclusion regarding the accuracy, reliability, and / or robustness of the environmental and / or driving data. The at least one probability value can have multiple individual values ​​and (additionally or alternatively) probability distributions. 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 injury given the location of the impact point in a relevant sub-region. Here, a sub-region can have a sub-segment of the vehicle and (additionally or alternatively) the area of ​​the vehicle's surrounding environment adjacent to the vehicle's sub-segment. The 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) engine.

[0014] According to one embodiment, reference data can be used in the execution steps. This reference data defines a first evaluation coefficient representing the impact of a first potential damage for at least one sub-region within the vehicle's passenger cabin area, and a second evaluation coefficient representing the impact of a second potential damage for a sub-region outside the at least one passenger cabin area. Here, the first potential damage may be greater than the second potential damage. Potential damage may be occupant-related and (additionally or alternatively) vehicle structure-related. This embodiment provides the advantage of enabling simple, reliable, and accurate decisions regarding interventions to activate or deactivate safety devices.

[0015] Reference data can also be used in the execution steps. The evaluation coefficient of the reference data is related to the potential damage caused by the collision to a sub-segment of the vehicle in at least one sub-region of the sub-region. This potential damage can be defined in particular by deformation. This deformation can be defined as the Vehicle Deformation Index (VDI, especially VDI3). This implementation provides the advantage of enabling reliable conclusions about which impact point location can be considered to cause less occupant injury.

[0016] Furthermore, a control signal with at least one control parameter can be generated during the generation step, which enables the release or suppression of intervention in the safety device. For example, if the location of the second expected impact point is in a sub-region where the evaluation coefficient is more favorable for safety compared to another evaluation coefficient of a sub-region where the location of the first expected impact point is located, then the intervention can be released. Similarly, if the location of the first expected impact point is in a sub-region where the evaluation coefficient is more favorable for safety compared to another evaluation coefficient of a sub-region where the location of the second expected impact point is located, then the intervention can be suppressed. Thus, by releasing or suppressing the intervention, the impact point can be advantageously moved to a sub-region where safety is less of a concern.

[0017] Alternatively or additionally, a control signal with at least one control parameter can be generated in the generation step, which modifies the intervention of the safety device. Modified safety device intervention can be implemented here. The control signal can be generated using evaluation results, wherein the position of the third expected impact point derived in the modified intervention is evaluated. This implementation offers the advantage that the position of the expected impact point can be optimized even if the first and second expected impact points are placed in unfavorable positions.

[0018] Furthermore, a control signal with at least one control parameter can be generated during the generation step, which controls the duration and (additionally or alternatively) amplitude of the intervention. This implementation offers the advantage of simple, reliable, and accurate control of the safety device.

[0019] The proposed solution also implements a device configured to perform, manipulate, or implement variations of the method proposed herein within a corresponding device. This variational embodiment of the invention, in the form of a device, also enables the rapid and efficient resolution of the task on which the invention is based.

[0020] Therefore, the device may include: at least one computing unit for processing signals or data, at least one storage unit for storing signals or data, at least one interface to a sensor or actuator for reading sensor signals from the sensor or for outputting data signals or control signals to the actuator, and / or at least one communication interface for reading or outputting data embedded in a communication protocol. The computing unit may be, for example, a signal processor, a microcontroller, etc., and the storage unit may be flash memory, EEPROM, or magnetic storage. The communication interface may be configured to read or output data wirelessly and / or via wired means, wherein a communication interface capable of reading or outputting wired data may, for example, electrically or optically read or output the data from a corresponding data transmission line to a corresponding data transmission line.

[0021] In this document, a device can be understood as an electrical device that processes sensor signals and outputs control signals and / or data signals based on said sensor signals. The device may have an interface that can be constructed in hardware and / or software. In a hardware construction, the interface may, for example, be part of a so-called system ASIC that contains a wide variety of functions of the device. However, it is also possible for the interface to be a standalone integrated circuit or at least partially composed of discrete components. In a software construction, the interface may be a software module that exists, for example, on a microcontroller along with other software modules.

[0022] In an advantageous configuration, the device controls the vehicle's safety devices for occupant protection. For this purpose, the device can access, for example, sensor signals or sensor data (such as environmental data), driving data, and intervention data. When using control signals, this control is performed by means of the safety devices, via actuators associated with the vehicle's braking system, steering system, transmission, and (additionally or alternatively) engine.

[0023] A safety system for vehicles is also proposed, wherein the safety system has the following characteristics:

[0024] One embodiment of the above-mentioned equipment; and

[0025] A safety device, wherein the safety device is interconnected with the equipment in a manner capable of transmitting signals.

[0026] Within the scope of a safety system, implementations of the aforementioned equipment can be advantageously employed or used to control the safety devices, particularly in the event of a identified and anticipated collision. The vehicle in which the safety system is installed can also be referred to as "this vehicle." An unfamiliar vehicle that is the object of a collision can also be referred to as "the target vehicle."

[0027] Another advantage is 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 used, in particular when the program product or program is implemented on a computer or device, to perform, implement, and / or manipulate the steps of the method according to any one of the above embodiments. Attached Figure Description

[0028] Embodiments of the proposed solution are shown in the accompanying drawings and described in more detail in the following description. The drawings show:

[0029] Figure 1 A schematic diagram of a vehicle having a safety system according to one embodiment is shown;

[0030] Figure 2 A flowchart illustrating a method for performing control according to one embodiment is shown;

[0031] Figure 3 A schematic diagram showing the point of impact of a collision object on a vehicle according to one embodiment;

[0032] Figure 4 A schematic diagram showing the point of impact of a collision object on a vehicle according to one embodiment;

[0033] Figure 5 A schematic diagram showing the impact point of a collision object on a vehicle according to one embodiment; and

[0034] Figure 6 A schematic diagram showing the impact point of a collision object on a vehicle according to one embodiment. Detailed Implementation

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

[0036] In active safety systems, such as the one proposed 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 forward-facing sensors with limited viewing angles. Due to this limitation, the focus is primarily on accidents involving traffic moving laterally or slowly from the side. In such cases, 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 viewing angle limitations, such as cornering radar sensors, can also react to traffic moving rapidly from the side. This application is characterized in lateral traffic situations where collisions more frequently occur in the side areas of the vehicle.

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

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

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

[0040] Activating chassis reinforcement increases the pressure of the braking system to press the brake pads against the brake discs; this is known as prefilling.

[0041] Optionally: a brake assist triggered by the driver, which generates additional braking pressure when necessary in the sense of emergency braking assist;

[0042] Partial or full autonomous emergency braking if an impending collision with cross traffic is detected;

[0043] Optionally, passive safety systems, such as airbags, may be activated, and if a collision cannot be avoided, Autonomous Emergency Steering (AES) may be activated 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, and safety system 110 of vehicle 100. Safety system 110 is configured to implement or enable 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] Environmental sensor 102 is configured to detect the surrounding environment of vehicle 100. More precisely, environmental sensor 102 is configured to detect the position, velocity, and / or acceleration of a collision object in the surrounding environment of vehicle 100. Furthermore, environmental sensor 102 is configured to provide environmental data 103, which represents the detected position, velocity, and / or acceleration of the collision object. Environmental sensor 102 is also configured, for example, to provide, in conjunction with environmental data 103, mass information describing the quality of environmental data 103.

[0047] The driving data sensor 104 is configured to detect driving data 105 of the vehicle 100. More precisely, the driving data sensor 104 is configured to detect 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. The driving data sensor 104 is also configured, for example, to provide, in conjunction with the driving data 105, quality information describing the quality of the driving data 105.

[0048] 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, 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 respond to a collision with a collision object faced by vehicle 100 through intervention in longitudinal and / or lateral guidance of vehicle 100. Safety device 115 is also configured to provide intervention data 117 regarding the intervention of safety device 115. Device 120 may also be referred to as a control device or controller.

[0049] Device 120 includes an input interface 121, a reading device 122, a calculation 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 (optionally with corresponding mass information), driving data 105 (optionally with corresponding mass information), and intervention data 117 from the input interface 121. Via the input interface 121, device 120 is connected to environmental sensor 102, driving data sensor 104, and safety device 115 in a signal-transmitting manner. The reading device 122 is also configured to forward the read data to the calculation device 124. The calculation device 124 is configured to calculate, using the environmental data 103 and driving data 105, a first expected impact point of the collision object on vehicle 100. Furthermore, the calculation device 124 is configured to calculate, using the environmental data 103, driving data 105, and intervention data 117, a second expected impact point of the collision object on vehicle 100. Furthermore, the determining device 124 is configured to, when using environmental data 103 and driving data 105, optionally also using corresponding mass information, determine at least one uncertainty value for the impact point, and, using the at least one uncertainty value, determine at least one probability value for the position of at least one of the impact points relative to a sub-region with respect to the vehicle 100. The determining device 124 is also configured to forward determining data 125 representing the determined first expected impact point, the determined second expected impact point, and the at least one probability value to the execution device 126.

[0050] The execution device 126 is configured to receive acquisition data 125 from the acquisition device 124. The execution device 126 is configured to, using the at least one probability value and reference data R, perform an evaluation of the positions of the first and second expected impact points relative to a sub-region concerning the vehicle 100.

[0051] The 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. The actuator 126 is also configured to forward result data 127 representing the evaluation result to the generating device 128. The generating 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. The control signal 130 includes at least one control parameter for controlling safety device 115. The device 120 is configured to output the 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 of the passenger compartment area of ​​the vehicle 100, the first evaluation coefficient representing the impact of a first potential damage, and defines 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. The actuator 126 is particularly configured to use the reference data R, the evaluation coefficient of which relates to the potential damage caused by a collision, particularly the deformation of a sub-segment of the vehicle 100 in at least one sub-region of the said sub-region caused by a collision.

[0053] According to one embodiment, the generating device 128 is configured to generate a control signal 130 having at least one control parameter, which releases or inhibits intervention in the safety device 115. Alternatively or additionally, the generating device 128 is configured to generate the control signal 130 having at least one control parameter that causes modification of intervention in the safety device 115. The generating device 128 is particularly configured to generate the control signal 130 having at least one control parameter that causes control over the duration and / or amplitude of the intervention.

[0054] Figure 2 A flowchart illustrating a method 200 for performing control according to one embodiment is shown. The method 200 for performing control may be implemented for controlling a vehicle safety device. Here, the method 200 for performing control may be implemented for controlling... Figure 1 Safety devices or similar safety devices. Here, the control method 200 may also be used. Figure 1 This method is implemented in the case of a device or similar equipment. 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.

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

[0056] Subsequently, 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. Furthermore, in step 220, at least one uncertainty value for the impact point is determined using environmental data and driving data. Additionally, in step 220, at least one probability value is determined for the location of at least one of the collision points relative to a sub-region with respect to the vehicle, using at least one uncertainty value. Then, in execution step 230, using the at least one probability value and reference data, an evaluation is performed on the locations of the first and second expected impact points relative to the vehicle's sub-regions. The reference data 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 the vehicle. Then, in generation step 240, a control signal for output to an interface to a safety device is generated based on the result of the evaluation performed in execution step 230. The control signal includes at least one control parameter for controlling the safety device.

[0057] According to one embodiment, the method 200 for performing 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 showing the actual impact point 301 of a collision object 300 on a vehicle 100 according to one embodiment. If Figure 1 If the safety system does not trigger a system response or intervention, the impact point, or actual impact point, may be located at the rear side (luggage compartment) of the vehicle 100. However, in the event of intervention or a system response "braking," the impact point may be located in the passenger compartment. An impact point in the passenger compartment poses a greater risk of injury to the occupants compared to an actual impact point 301 in the luggage compartment. Therefore, the safety system decides not to trigger automatic braking.

[0059] Figure 4A schematic diagram is shown of the impact point 301 of a collision object 300 on a vehicle 100 according to one embodiment. Here, the vehicle 100 corresponds to or is similar to... Figure 1 Vehicles in the area. Furthermore, in Figure 4 For illustrative purposes, the location of the impact point 301 is shown in the form of a probability distribution (here, a normal distribution is used as an example only) with respect to a sub-region of the vehicle 100, representing multiple probability values ​​430. Here, the normal distribution is drawn along the long side of the vehicle 100 and centered on the vehicle.

[0060] in other words, Figure 4 An example is shown of the determined or estimated impact point 301 on the passenger compartment of vehicle 100, for example, after autonomous emergency braking of vehicle 100. A normal distribution or probability value 430 represents the uncertainty in the location of the impact point 301. In this example, there is a high probability that the actual impact point is located outside the passenger compartment area, such as in the front area of ​​vehicle 100 or the luggage compartment area.

[0061] Figure 5 A schematic diagram is shown of the impact point 301 of a collision object 300 on a vehicle 100 according to one embodiment. Here, the vehicle 100 corresponds to or is similar to... Figure 1 Vehicles in the middle. Figure 5 The diagram in the image corresponds to Figure 4 The diagram in the image, besides representing the probability distribution or normal distribution of the probability value 430, also shows... Figure 4 In addition to having a lower standard deviation compared to the probability distribution or normal distribution, it also has a lower standard deviation.

[0062] in other words, Figure 5 An example of the determined or estimated impact point 301 on the passenger compartment after autonomous emergency braking of vehicle 100 is shown. The normal distribution represents the uncertainty in the location of impact point 301. In this example, there is a high probability that the actual impact point is located in the passenger compartment area of ​​vehicle 100. The probability that impact point 301 is located in the front or luggage compartment area of ​​vehicle 100 is low.

[0063] Figure 6 A schematic diagram is shown of the impact point 301 of a collision object 300 on a vehicle 100 according to one embodiment. Here, the vehicle 100 corresponds to or is similar to... Figure 1 Vehicles in the middle. Figure 6 The diagram in the image corresponds to Figure 4 The illustrations in the diagrams, except for those in Figure 6 The example sub-regions 640, 650, 660, 670, and 680, with respect to vehicle 100, are additionally marked. Therefore, Figure 6The probability value 430 shows the probability of the location of the actual impact point in several exemplary sub-regions 640, 650, 660, 670 and 680.

[0064] The first sub-region 640 includes the area excluding the front of vehicle 100. For example, the first sub-region 640 is assigned a first probability value. The second sub-region 650 includes the front area of ​​vehicle 100. For example, the second sub-region 650 is assigned a second probability value. The third sub-region 660 includes the passenger cabin of vehicle 100. For example, the third sub-region 660 is assigned a third probability value. The fourth sub-region 670 includes the luggage compartment area or rear area of ​​vehicle 100. For example, the fourth sub-region 670 is assigned a fourth probability value. The fifth sub-region 680 includes the area excluding the rear of vehicle 100. For example, the fifth sub-region 680 is assigned a fifth probability value.

[0065] Referring to the above figures, examples and embodiments are briefly reiterated below in a general and alternative manner.

[0066] For example, suppose that the vehicle's FCTA (Forward Cross Traffic Assist) function or Front Cross Traffic Assist predicts that the impact point 301 will be moved from the luggage compartment to the passenger compartment by the automatic braking of the vehicle 100. Therefore, the safety system 110 will suppress the activation of intervention via the safety device 115. However, if the impact point 301 is estimated using uncertain input data, the determined location of the impact point 301 is also uncertain with and without automatic braking. Therefore, the determined movement of the impact point 301 and the actual movement of the impact point 301 may differ from each other. For example, instead of the determined movement of the impact point 301 from the luggage compartment to the passenger compartment, an actual movement of the impact point 301 from the passenger compartment to the front of the vehicle 100 may occur. This movement of the impact point 301 from the passenger compartment to the front would be desirable and would be permitted by the safety system 110. Additionally, reducing collision energy through braking is generally advantageous and should be weighed against the possible advantage of suppressing activation. Therefore, if safety system 110 detects unsafe movement of impact point 301 from the baggage compartment to the passenger cabin, activating automatic braking or autonomous emergency braking may still be better, as braking reduces collision energy. Safety system 110, or more precisely device 120, calculates the uncertainty of the determined impact point 301 and uses it to improve system behavior.

[0067] Safety system 110 works in conjunction with auxiliary functions such as FCTA for collision estimation and collision avoidance. The collision estimation system or safety system 110 calculates the location of the point of impact 301 between the vehicle 100 and the target vehicle or collision object 300. Additionally, safety system 110, more precisely device 120, calculates the uncertainty of the location of the point of impact 301. The uncertainty calculation is based on the uncertainty of the input data (i.e., environmental data 103 and driving data 105) and the uncertainty regarding the future actions of the collision object 300 or the opposing party, particularly regarding the reaction of the driver of the target vehicle or collision object 300. Safety system 110 then uses the uncertainty of the determined impact point 301 to improve system decisions, such as whether an automatic system response (e.g., braking) should be suppressed due to adverse movement of the impact point 301, whether an automatic system response should be triggered, for example when the probability that the actual impact point is outside the vehicle 100 is high, and / or, to determine what the appropriate system response is, for example, if the impact point 301 is statistically uncertain in terms of its location, then braking more gently, and if the impact point 301 is statistically certain in terms of its location, then braking more forcefully.

[0068] If an embodiment includes an “and / or” association 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 a collision of the vehicle (100) with a collision object (300) by intervening in the longitudinal guidance and / or lateral guidance of the vehicle (100), wherein the method (200) has the following steps: reading in (210) environmental data (103) about the position, velocity and / or acceleration of the collision object (300) in the surroundings of the vehicle (100) from an interface (121) to at least one environmental sensor (102) of the vehicle (100), reading in (210) driving data (105) about the position, velocity and / or acceleration of the vehicle (100) from an interface (121) to at least one driving data sensor (104) of the vehicle (100), and reading in (210) intervention data (117) about the planned intervention of the safety device (115) from an interface (121) to the safety device (115); calculating (220) a first expected impact point (301) of the collision object (300) on the vehicle (100) using the environmental data (103) and the driving data (105), and calculating (220) a second expected impact point (301) of the collision object (300) on the vehicle (100) using the environmental data (103), the driving data (105) and the intervention data (117), calculating at least one uncertainty value for the impact point (301) using the environmental data (103) and the driving data (105), and calculating at least one probability value (430) for the position of at least one of the impact points (301) with respect to a subregion (640, 650, 660, 670, 680) with respect to the vehicle (100) using the at least one uncertainty value; performing (230) an evaluation of the position of the first expected impact point (301) and the position of the second expected impact point (301) with respect to the subregion (640, 650, 660, 670, 680) using the at least one probability value (430) and using reference data (R), which define for each subregion (640, 650, 660, 670, 680) an evaluation coefficient relating to the influence of the position of an expected impact point (301) in the subregion (640, 650, 660, 670, 680) on the safety of at least one occupant of the vehicle (100); and generating (240) a control signal (130) for output to an interface (129) to the safety device (115) depending on the result (127) of the evaluation, 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 The reference data (R) used in the execution step (230) defines a first evaluation coefficient for at least one subregion (660) in the passenger compartment region of the vehicle (100), which represents an influence with a first potential damage, and a second evaluation coefficient for at least one subregion (640, 650, 670, 680) outside the passenger compartment region, which represents an influence with a second potential damage, wherein the first potential damage is greater than the second potential damage.

3. The method (200) according to any of the preceding claims, characterized by, The reference data (R) used in the execution step (230) has an evaluation coefficient that is related to a deformation of a subsegment of at least one subregion (640, 650, 660, 670, 680) in the vehicle (100) caused by a collision.

4. The method (200) according to claim 1 or 2, characterized in that, The control signal (130) generated in the generation step (240) has at least one control parameter that causes a release or inhibition of the planned intervention into the safety device (115).

5. The method (200) according to claim 1 or 2, characterized in that, The control signal (130) generated in the generation step (240) has at least one control parameter that causes a modification of the planned intervention into the safety device (115).

6. The method (200) according to claim 1 or 2, characterized by, The control signal (130) generated in the generation step (240) has at least one control parameter that causes a control of the duration and / or the amplitude of the planned intervention into the safety device (115).

7. An apparatus (120) for controlling a safety device (115) of a vehicle (100), which apparatus is designed to implement and / or to operate the steps of the method (200) according to any one of the preceding claims.

8. A safety system (110) for a vehicle (100), wherein The safety system (110) has the following features: The apparatus (120) according to claim 7; and a safety device (115), wherein the safety device (115) and the apparatus (120) are connected to one another in a signal-transmissible manner.

9. A computer program product comprising a computer program which is designed to implement and / or to operate the steps of the method (200) according to any one of claims 1 to 6.

10. A machine-readable storage medium on which a computer program is stored, which computer program is designed to implement and / or to operate the steps of the method (200) according to any one of claims 1 to 6.

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