Method and device for controlling a safety arrangement of a vehicle, safety system of a vehicle

Abstract

The invention relates to a method for controlling a safety device (115) of a vehicle (100), which is configured for reacting to an imminent collision of the vehicle (100) with a collision object by intervening in the reaction of 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 and a second expected impact point of the collision object on the vehicle (100); performing an evaluation of the position of the first and the second expected impact point; generating a control signal (130) for output on the basis of the evaluation result (127). The steps of reading in, determining, performing and generating are implemented at least once or repeatedly in cycles before the point in time at which the imminent collision occurs, wherein in the step of performing the evaluation is performed on the basis of a detected change in the position, velocity and / or acceleration of the collision object.

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 according to the present invention is proposed, 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 in the event of an impending collision between a vehicle and 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 the 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 the Autonomous Emergency Braking (AEB) system for side collision scenarios, etc. In other words, the point of impact of the collision object on the vehicle is repeatedly or continuously determined or predicted, serving as the basis for the activation decision of the safety device (especially the autonomous safety device). 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 the safety device, especially through autonomous braking or acceleration, or through autonomous avoidance maneuvers ( In certain situations, the vehicle's speed or trajectory is matched, and the point of impact is moved to a favorable or unfavorable location. According to the implementation, the impact point can be continuously determined, and the system response can be continuously matched to (if necessary) new conditions. Therefore, it is possible to locate the impact point in a position that minimizes the severity of the collision.

[0005] According to the implementation method, it is particularly advantageous to improve the collision point location in side collisions in cross-traffic scenarios by reacting to the actions of the target vehicle. One advantage is, for example, the ability to react to changes in the situation (e.g., to the behavior of the collision object or the other party) to appropriately match the vehicle's behavior. Matching the vehicle's behavior can be done once, multiple times, or continuously until a collision occurs. The vehicle's behavior can be controlled as necessary or desired to achieve a specific, desired, and advantageous impact point. Depending on the type of 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 or move the collision point along the vehicle's contour, for example, if the vehicle slows down due to gaining time (resulting in a later arrival at the collision zone). Accident mitigation is particularly possible through the vehicle's deceleration, where the collision point can be moved, for example, from the rear area of ​​the vehicle to the front area or the central front area, through the intervention of safety devices. According to the implementation method, it is particularly possible to prevent the deterioration of the accident process 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, thus stopping the vehicle's deceleration. This reliably prevents direct collisions to the vehicle's passenger compartment that could cause more serious injury to the occupants. Furthermore, by means of appropriate manipulation of the safety device, advantageous changes to the collision area on the vehicle and (if necessary) the entire collision event can be achieved by moving the point of impact.

[0006] A method is proposed for controlling a safety device for a vehicle, wherein the safety device is configured to respond to an impending 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:

[0007] 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.

[0008] The first expected impact point of the collision object on the vehicle is determined using environmental data and driving data, and the second expected impact point of the collision object on the vehicle is determined using environmental data, driving data and intervention data.

[0009] When using reference data, the locations of the first and second anticipated impact points are evaluated relative to sub-regions concerning the vehicle. 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.

[0010] 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.

[0011] Specifically, prior to the point in time when the impending collision is about to occur, the read-in step, the obtain step, the execute step, and the generate step are repeated at least once or continuously, wherein, during the repeated implementation, in the execute step, an evaluation is performed based on the changes detected in the position, velocity, and / or acceleration of the colliding object.

[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 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 intervention into account. 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 to the occupant given the location of the impact point in a relevant sub-region. Here, a sub-region may include a sub-segment of the vehicle and, additionally or alternatively, an area of ​​the vehicle's surrounding environment adjacent to the sub-segment of the vehicle. The at least one control parameter may represent the duration and / or magnitude of activation of the vehicle's braking system, steering system, transmission, and (additionally or alternatively) engine.

[0013] Therefore, the vehicle's response can be matched to the initial, unknowable response of the colliding vehicle in order to move the point of impact to a favorable position. In other words, changes in the driving state of the colliding vehicle can be identified, and it can be checked whether such changes adversely move the point of impact. The vehicle's response can then be matched to the response of the colliding vehicle to move the point of impact to a more favorable position again.

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

[0016] Furthermore, a control signal with at least one control parameter can be generated during the generation step, which causes the release or suppression of intervention on 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 having at least one control parameter can be generated in the generation step, which causes a modification to the intervention of the safety device. This allows for a modified safety device intervention. 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 causes control over the duration and (additionally or alternatively) amplitude of the intervention. This implementation provides 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 have: 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 or 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, impending collision. The vehicle in which the safety system is installed can also be referred to as the "vehicle." Other vehicles that are the objects 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 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 point of impact of a collision object on a vehicle according to one embodiment;

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

[0035] Figure 7 A schematic diagram showing the impact point of a collision object on a vehicle according to one embodiment. Detailed Implementation

[0036] Before describing the embodiments of the present invention in more detail below, we will first briefly discuss the background and basis of the embodiments.

[0037] 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.

[0038] For example, Front Cross Traffic Assist (FCTA) can include the following response modes:

[0039] 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;

[0040] Prevent the starting of this vehicle if a collision is imminent due to starting and entering the path of cross traffic;

[0041] Activating chassis reinforcement increases the pressure of the braking system to press the brake pads against the brake discs; this is known as prefilling.

[0042] Optionally: a brake assist triggered by the driver, which generates additional braking pressure when necessary in the sense of emergency braking assist;

[0043] Partial or full autonomous emergency braking if an impending collision with cross traffic is detected;

[0044] 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.

[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 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.

[0047] The environmental sensor 102 is configured to detect the surrounding environment of the vehicle 100. More precisely, the environmental sensor 102 is configured to detect the position, velocity, and / or acceleration of a collision object in the surrounding environment of the vehicle 100. Furthermore, the environmental sensor 102 is configured to provide environmental data 103, which represents the detected position, velocity, and / or acceleration of the collision object.

[0048] 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.

[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, 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 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.

[0050] Device 120 includes an input interface 121, a reading device 122, a obtaining 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 obtaining device 124.

[0051] The determining device 124 is configured to determine, using environmental data 103 and driving data 105, a first expected impact point of the collision object on the vehicle 100. Furthermore, the determining device 124 is configured to determine, using environmental data 103, driving data 105, and intervention data 117, a second expected impact point of the collision object on the vehicle 100. The determining device 124 is also configured to forward determined data 125, representing the determined first and second expected impact points, to the execution device 126.

[0052] The execution device 126 is configured to receive acquisition data 125 from the acquisition device 124. The execution device 126 is configured to perform an evaluation of the positions of a first and a second expected impact point relative to a sub-region concerning the vehicle 100, using reference data R. The reference data R defines an evaluation coefficient for each sub-region, which relates to the impact of the expected impact point's position in the sub-region on the safety of at least one occupant of the vehicle 100. The execution device 126 is also configured to forward result data 127, representing the result of the evaluation, to the generation device 128.

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

[0054] The reading device 122, the obtaining device 124, the execution device 126, and the generating device 128 are configured to repeatedly or continuously perform their respective processes or procedures at least once before the time point at which an impending collision occurs. During repeated execution, an evaluation is performed based on changes detected in the position, velocity, and / or acceleration of the colliding object.

[0055] In other words, the safety system 110 repeatedly or continuously observes how the driving state of the colliding vehicle changes, such as whether it brakes. The safety system 110 calculates the impact of the changed driving state of the colliding vehicle on the point of impact or collision. If the point of impact moves unfavorably, the safety system 110 matches the actions of the vehicle 100 in such a way that the point of impact moves back to a more favorable position.

[0056] 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.

[0057] 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.

[0058] 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. Here, the use of... 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. Additionally, an output step 250 is shown.

[0059] 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.

[0060] 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. Then, in step 230, using reference data, an evaluation of the positions of the first and second expected impact points is performed relative to a sub-region concerning the vehicle. The reference data 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 the vehicle. Subsequently, in step 240, a control signal for output to an interface to a safety device is generated based on the results of the evaluation performed in step 230. This control signal includes at least one control parameter for controlling the safety device.

[0061] In the control method 200, before the point in time when the impending collision is about to occur, the read-in step 210, the obtain step 220, the execute step 230, and the generate step 240 are performed at least once in a loop or continuously in a loop. Therefore, before or until the collision occurs, after the first loop of the steps performed in the above order, at least another loop of the steps is performed. During repeated implementation, in the execute step 230, an evaluation is performed based on changes detected in the position, velocity, and / or acceleration of the colliding object.

[0062] 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.

[0063] Figure 3 , Figure 4 , Figure 5 , Figure 6 and Figure 7 Schematic diagrams are shown, respectively, of the impact points 301, 401, 502, 601, or 702 of the collision object 300 on the vehicle 100 at the time of a collision or when the same collision is about to occur, according to one embodiment. Here, the vehicle 100 corresponds to or is similar to Figure 1 Vehicles in the middle.

[0064] 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 1If the safety system does not trigger a system response or intervention, the point of impact, or actual point of impact, may be located at the rear side (luggage compartment) of the vehicle 100, while in the case of intervention or system response "braking," the point of impact may be located in the passenger compartment. A point of impact in the passenger compartment poses a greater risk of occupant injury than an actual point of impact 301 in the luggage compartment. Therefore, the safety system decides not to trigger automatic braking. However, during the time interval between the decision to suppress braking and the collision, the situation may change again, for example, due to actions by the driver of the target vehicle or the collision object 300 that were unknown at the first decision time. If, for example, the driver of the target vehicle accelerates, the point of impact may move toward the passenger compartment without automatic braking of the vehicle 100, such that automatic braking of the vehicle 100 could advantageously move the point of impact toward the front of the vehicle 100. Therefore, continuously updating the decision based on changes in situation is advantageous for achieving the point of impact that minimizes the severity of the collision, as explained below.

[0065] Figure 4 , Figure 5 , Figure 6 and Figure 7 This illustrates a simplified example of the behavior of the safety system of vehicle 100. The safety system iteratively and repeatedly, or cyclically, matches the trajectory or longitudinal and / or lateral guidance of vehicle 100 to changes in conditions in order to obtain an impact point that reduces the severity of a collision.

[0066] Figure 4 A schematic diagram is shown of a first anticipated impact point 401 on vehicle 100 of a collision object 300 according to one embodiment. This first anticipated impact point 401 is located in the passenger compartment area of ​​vehicle 100. The vehicle 100's safety system will, for example, trigger autonomous emergency braking of vehicle 100 as an intervention.

[0067] Figure 5 A schematic diagram showing a second anticipated impact point 502 on vehicle 100 of a collision object 300 according to one embodiment is illustrated. This second anticipated impact point 502 is determined by the aforementioned... Figure 4 The planned intervention or autonomous emergency braking mentioned above will cause the vehicle to move towards the front area of ​​vehicle 100.

[0068] Figure 6 A schematic diagram is shown of another anticipated impact point 601 on vehicle 100 for a collision object 300 according to one embodiment. The other anticipated impact point 601 is processed by the vehicle 100's safety system, for example, as with the first anticipated impact point. Since the collision object 300 or target vehicle identified by the vehicle 100's safety system also begins braking during repeated processing, the other anticipated impact point 601 is thus... Figure 5 The vehicle then resumes its movement from where it was initially located, returning to the passenger cabin area of ​​vehicle 100.

[0069] Figure 7 A schematic diagram is shown of an additional anticipated impact point 702 on vehicle 100 of a collision object 300 according to one embodiment. The additional anticipated impact point 702 is handled by the safety system of vehicle 100, for example, as a second anticipated impact point. The additional anticipated impact point 702 is moved to the luggage compartment area of ​​vehicle 100 by a replanned intervention of the safety system of vehicle 100, wherein the replanned intervention includes suppressing or reducing autonomous emergency braking.

[0070] Referring to the accompanying drawings above, and briefly again, it should be noted that the safety system 110 is arranged within the vehicle 100. Using sensors in the vehicle 100, more specifically environmental sensors 102 (e.g., radar sensors, cameras, etc.) and travel data sensors 104, the safety system 110 monitors the environment and predicts whether a collision will occur between the collision object 300 and the vehicle 100. In the event of an unavoidable collision, the safety system 100 mitigates the point of impact by intervening in the longitudinal and / or lateral guidance of the vehicle 100 (e.g., through braking, acceleration, and / or steering). However, the opposing party or collision object 300 may also react to the collision and, for example, brake. This may again shift the point of impact to an unfavorable position. The safety system 110 identifies changes in the state of the collision object 300 and calculates how this behavior affects the point of impact. If the point of impact is adversely affected, the safety system 110 reacts accordingly to shift the point of impact back to a more favorable position, for example, through braking, acceleration, or steering of the vehicle 100. The monitoring of the behavior of the colliding object 300, the determination of the impact point, and the corresponding response can be carried out once, multiple times, or continuously during the time period up to the collision.

[0071] 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 an impending collision between the vehicle (100) and a collision object (300) by intervening in the longitudinal and / or lateral guidance of the vehicle (100), wherein the method (200) comprises the following steps: Environmental data (103) regarding the position, speed, and / or acceleration of the collision object (300) in the environment surrounding the vehicle (100) is read (210) from an interface (121) to at least one environmental sensor (102) of the vehicle (100), driving data (105) regarding the position, speed, and / or acceleration of the vehicle (100) is read (210) from an interface (121) to at least one driving data sensor (104) of the vehicle (100), and intervention data (117) regarding the intervention of the safety device (115) is read (210) from an interface (121) to the safety device (115). Using the environmental data (103) and the driving data (105), the first expected impact point (401, 601) of the collision object (300) on the vehicle (100) is determined (220), and the second expected impact point (502, 702) of the collision object (300) on the vehicle (100) is determined (220) using the environmental data (103), the driving data (105) and the intervention data (117). An evaluation (230) of the positions of the first anticipated impact point (401, 601) and the second anticipated impact point (502, 702) is performed relative to a sub-region concerning the vehicle (100) using reference data (R), wherein the reference data defines an evaluation coefficient for each sub-region, the evaluation coefficient relating to the impact of the position of the anticipated impact point (401, 502, 601, 702) in that sub-region on the safety of at least one occupant of the vehicle (100); and Based on the evaluation result (127), a control signal (130) is generated (240) 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), wherein the read-in step (210), the obtain step (220), the execute step (230) and the generate step (240) are repeated at least once or continuously before the time point of the impending collision, wherein, during the repeated implementation, in the execute step (230), the evaluation is performed based on the changes detected in the position, velocity and / or acceleration of the collision object (300).

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

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 is related to the potential damage caused by the collision to a sub-segment of the vehicle (100) in at least one sub-region of the sub-region.

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 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 of the 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 intervention on 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 respective 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) is interconnected with the device (120) 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 on which a computer program product according to claim 9 is stored.

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