Method for identifying a vehicle collision direction, method for controlling a vehicle collision protection system when the vehicle collision direction is identified, device, and vehicle

Abstract

The present invention relates to a method for identifying the collision direction of a vehicle (100). The method has a comparison step in which a first acceleration signal (150) is compared with two thresholds to determine a first collision direction signal (152) indicating the collision direction, and a second acceleration signal (155) is compared with another threshold to determine another collision direction signal (157) indicating the collision direction. The second acceleration signal (155) represents the smoothed acceleration of the vehicle (100). In a determination step, a result signal (160) is determined using the first collision direction signal (152) and the other collision direction signal (157), the result signal indicating the directions indicated by the first collision direction signal (152) and the other collision direction signal (157) as the actual collision direction.

Description

Field of the Invention

[0001] The present invention relates to a device or method according to the type of the independent claims. The subject matter of the present invention is also a computer program. Background Art

[0002] In order to identify a collision of a vehicle with a collision object, such as another vehicle, sensor signals of the vehicle can be evaluated. In the case of a detected collision, a collision protection system of the vehicle, such as an airbag, can be actuated. Vehicle collision detection in an airbag control device is based, for example, on information from acceleration and / or pressure sensors installed in the vehicle. The measured signals of the sensors are processed (for example, filtered or integrated) and compared with a triggering threshold in order to make a triggering decision. Separate detection algorithms for frontal and rear-end collisions are based here on the x acceleration measured at the center, that is, the acceleration along the longitudinal axis of the vehicle. Summary of the Invention

[0003] In this context, with the solution proposed here, a method for identifying a vehicle collision direction according to the independent claims, a method for actuating a vehicle collision protection system when the collision direction of the vehicle is identified, a device using the method, a vehicle having the device, and a corresponding computer program are proposed. By means of the measures listed in the dependent claims, the device described in the independent claims can be advantageously improved and enhanced.

[0004] The current collision direction can be reliably identified using the solution presented here. It is feasible here to consider two longitudinal collision directions as being the same with respect to the driving direction of the vehicle, without preferring one collision direction, such as the frontal collision direction. This is advantageous, for example, in a vehicle with a mirror-symmetrically arranged occupant position, such as in an autonomous taxi. The collision direction identification presented here is also dynamic, the currently identified collision direction can be verified and, if necessary, also changed, which is particularly advantageous in the case of multiple collisions, such as in the case of a frontal collision following a rear-end collision.

[0005] A method for identifying the direction of a vehicle collision is proposed. The method includes: a step of comparing a first acceleration signal with a first threshold and a second threshold, a step of comparing a second acceleration signal with another threshold, and a step of determining a result signal. In the step of comparing the first acceleration signal with the first threshold and the second threshold, the first acceleration signal represents the longitudinal acceleration of the vehicle. The first threshold and the second threshold have different signs so that a distinction can be made between two opposite collision directions. The comparison is performed to determine a first collision direction signal indicating the direction of the collision. In the step of comparing the second acceleration signal with another threshold, the second acceleration signal represents the smoothed acceleration of the vehicle. In addition, the comparison is performed to determine another collision direction signal indicating the direction of the collision. In the determining step, the result signal is determined using the first collision direction signal and the other collision direction signal. If the direction of the collision of the first collision direction signal and the direction of the collision of the other collision direction signal are consistent, the result signal will display the direction indicated by the first collision direction signal and the other collision direction signal as the actual collision direction.

[0006] The vehicle can be, for example, a motor vehicle, a heavy goods vehicle or a rail vehicle. In addition, the vehicle can have a partially or fully automated driving operation. The collision direction can extend along the direction of travel, or a frontal collision or a rear-end collision can be identified as the actual or current collision direction. The first acceleration signal can be, for example, the current acceleration of the vehicle detected by means of an acceleration sensor of the vehicle. The first acceleration signal can be smoothed to provide the second acceleration signal, for example in order to obtain a stronger low-pass characteristic for the second acceleration signal. The first and second thresholds can be non-zero and can optionally have equal absolute values. In addition, the first and second thresholds can represent detection thresholds for detecting a collision, where exceeding or falling below the threshold indicates a collision depending on the sign of the threshold. The direction of the collision for providing the collision direction signal can be derived from the sign of the threshold. For example, the other threshold can be zero. Then, for example, the direction of the collision can be derived by exceeding or falling below the other threshold.

[0007] According to one embodiment, the method can have a step of providing the result signal via a single electrical line. Here, the result signal has the currently identified collision direction of two opposite collision directions. It is thus advantageously feasible to use a switch having an output to provide the result signal via the electrical line.

[0008] In addition, separate evaluation paths are not required for the two directions.

[0009] According to one embodiment, the steps of the method can be repeatedly executed in order to identify a change in the actual collision direction during a collision and to display using the resulting signal. This advantageously enables dynamic collision direction recognition and thus also enables a rapid switch when the collision direction changes, for example during multiple collisions, for example in order to directionally control vehicle components or a drive system described below.

[0010] According to one embodiment, the method can also have a reading-in step of reading in a first acceleration signal via an interface to an acceleration sensor. The first acceleration signal can for example include sensor raw data or be a processed signal, for example a low-pass filtered signal.

[0011] Furthermore, according to one embodiment, in the reading-in step, a second acceleration signal can also be read in. Alternatively, the method can also have a smoothing step of smoothing the first acceleration signal. In the smoothing step, a low-pass filtering of the first acceleration signal can be used to obtain the second acceleration signal. This advantageously supports recognition when the first acceleration signal oscillates strongly, for example.

[0012] In a comparison step of comparing the first acceleration signal, the first collision direction signal can have the same type of hysteresis independently of the collision direction. Thereby, a first brief exceeding or falling below of the first or second threshold, i.e. a brief overshoot or undershoot of the first acceleration signal, can remain below the first or second threshold without affecting the recognized collision direction. This advantageously increases the robustness of the collision direction recognition. The same type of hysteresis is advantageous in order to enable a symmetric collision direction recognition in which neither of two opposite collision directions is preferred, which is for example advantageous when using the method in a vehicle with a mirror-symmetrically arranged occupant position.

[0013] Here, if the absolute value of the first acceleration signal drops below the first threshold or the second threshold, the duration of the hysteresis begins, and if the absolute value of the first acceleration signal rises above the first threshold or the second threshold, the duration of the hysteresis does not begin. In this way, the first absolute value exceeding one of the thresholds can immediately be used for recognizing the collision direction. In contrast, a subsequent absolute value below the threshold only causes a change in the recognized collision direction if it remains below during the hysteresis duration.

[0014] Furthermore, according to one embodiment, in the determination step, the resulting signal can additionally be determined using at least one sensor signal. The sensor signal can represent a signal provided by a sensor on the periphery of the vehicle. For this purpose, the sensor signal can for example be read in via an interface to a distance sensor device of the vehicle or via an interface to a sensor device arranged in a deformation zone of the vehicle, said sensor device being a sensor in the front or rear region of the vehicle, for example. This can advantageously increase the reliability of the collision direction recognition.

[0015] According to one embodiment, in the comparing step of comparing the first acceleration signal, a collision start signal can also be determined, which represents the recognized collision. For this purpose, for example, the collision start signal can be determined by comparing the absolute value of the first acceleration signal with a first threshold value and a second threshold value. For this purpose, the first threshold value and the second threshold value can have an absolute value exceeding a preset limit value. Thus, it is advantageously feasible to detect not only the collision direction but also the start of the collision.

[0016] A method for controlling a collision protection system of a vehicle when the collision direction of the vehicle is recognized is also proposed. Here, the collision protection system has at least one subsystem, and the subsystem has at least one first collision protection mechanism associated with a first collision direction and at least one second collision protection mechanism associated with a second collision direction. The method has a reading step and a determining step. In the reading step, a result signal indicating the recognized collision direction is read. The result signal is determined in the previously described embodiments of the method for recognizing the collision direction of the vehicle. In the determining step, the result signal is used to determine a control signal for selectively controlling the first collision protection mechanism or the second collision protection mechanism. Advantageously, this enables direction-related control of the collision protection mechanism.

[0017] For this purpose, according to one embodiment, in the determining step, when the result signal indicates the first collision direction, a control signal is determined for controlling the first collision protection mechanism, and when the result signal indicates the second collision direction, a control signal is determined for controlling the second collision protection mechanism. Thus, for example, it is feasible to also change the control of the collision protection mechanism when a change in the collision direction is recognized, for example in order to control the seat belt tensioning or airbag triggering in a direction-related manner.

[0018] According to one embodiment, the method can also include a selection step of selecting a subsystem of the collision protection system, which has a first collision protection mechanism and a second collision protection mechanism. A third acceleration signal can be used to select the subsystem. The third acceleration signal can represent the absolute value of the first acceleration signal. When selecting the subsystem, for example, the type of the collision protection system can be selected in order to select a specific type or group of collision protection mechanisms according to the recognized collision direction. For example, an airbag system or a system for controlling seat belt tensioning can be selected as the subsystem. It is advantageous to control not only individual collision protection mechanisms but also a type or a group of collision protection mechanisms, for example in order to activate all seat belt tensioners during a collision, and at the same time the airbag can be selected in a direction-related manner. For this purpose, the selection step can be carried out before or simultaneously with the determining step.

[0019] The method can be implemented, for example, in software or in hardware or in a hybrid form consisting of software and hardware, for example in a control device.

[0020] The solution presented here also provides a device which is configured to carry out, control or implement the steps of a variant of the method presented here in a corresponding apparatus. The object on which the invention is based can also be achieved quickly and efficiently by this implementation variant of the invention in the form of a device.

[0021] For this purpose, the device can 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 an actuator for reading in sensor signals from the sensor or for outputting data or control signals to the actuator and / or at least one communication interface for reading in or outputting data, wherein the communication interface is embedded in a communication protocol. The computing unit can be, for example, a signal processor, a microcontroller, etc., and the storage unit can be a flash memory, an EEPROM or a magnetic storage unit. The communication interface can be configured to read in or output data wirelessly and / or wired, and a communication interface which can read in or output data wired can, for example, read the data in an electrical or optical manner from a corresponding data transmission line or output the data to a corresponding data transmission line.

[0022] Here, the device can be understood as an electrical device which processes sensor signals and outputs control and / or data signals on the basis thereof. The device can have an interface which can be configured in hardware and / or software. For example, in the case of a hardware configuration, the interface can be, for example, part of a so-called system ASIC which contains various functions of the device. However, it is also possible that the interface is a separate integrated circuit or consists at least partly of discrete components. In the case of a software configuration, the interface can be a software module which, for example, exists on a microcontroller alongside other software modules.

[0023] Furthermore, a vehicle is proposed. The vehicle includes a device which is configured to control and additionally or alternatively carry out the steps of an embodiment of the method described above. In addition, the vehicle has at least two occupant positions arranged mirror-symmetrically and includes a crash protection system. A first crash protection mechanism and a second crash protection mechanism are arranged mirror-symmetrically here.

[0024] Advantageously, a computer program product or a computer program having program code is also proposed, which computer program product or computer program can be stored on a machine-readable carrier or storage medium, such as a semiconductor memory, a hard disk memory or an optical memory, and which, in particular when the program product or the program is executed on a computer or a device, is used to carry out, implement and / or control the steps of a method according to one of the above-described embodiments. Description of the Drawings

[0025] Embodiments of the method presented herein are illustrated in the accompanying drawings and explained in more detail in the following description. The accompanying drawings show:

[0026] Figure 1 A schematic diagram of a vehicle showing a device according to an embodiment;

[0027] Figure 2 A flowchart showing a method for identifying the direction of a vehicle collision according to an embodiment;

[0028] Figure 3 A flowchart showing a method for controlling a vehicle's collision protection system when the direction of a vehicle collision is identified according to an embodiment;

[0029] Figure 4 and 5 An embodiment of a vehicle showing occupant positions arranged in mirror symmetry, respectively;

[0030] Figure 6 A time curve diagram of a first acceleration signal according to an embodiment;

[0031] Figure 7 A time curve diagram of a first acceleration signal according to an embodiment;

[0032] Figure 8 A time curve diagram of a first acceleration signal and a second acceleration signal according to an embodiment;

[0033] Figure 9 A time curve diagram of a first acceleration signal and a second acceleration signal according to an embodiment;

[0034] Figure 10 A time curve diagram of a first acceleration signal and a second acceleration signal when the direction of a collision changes according to an embodiment; and

[0035] Figure 11 A block diagram of a device according to an embodiment.

[0036] In the following description of advantageous embodiments of the present invention, the same or similar reference numerals are used for elements shown in different figures and having similar functions, and the repeated description of these elements is omitted. Detailed Description of the Invention

[0037] Figure 1A schematic diagram of a vehicle 100 with a device 105 according to an exemplary embodiment is shown. The vehicle 100 comprises a crash protection system 110 which comprises, for example, two subsystems 115, 116 here. The subsystems 115, 116 each comprise a first crash protection mechanism 120, 121 which is associated with a first crash direction and at least one second crash protection mechanism 125, 126 which is associated with a second crash direction. The first crash protection mechanism 120, 121 and the second crash protection mechanism 125, 125 are arranged mirror-symmetrically to one another, for example, at different ends of the vehicle 100 and arranged mirror-symmetrically opposite one another. The vehicle 100 also comprises at least two occupant positions which are arranged mirror-symmetrically, as exemplarily described below according to Figure 4 and Figure 5 The vehicle 100 also includes, for example, an acceleration sensor 130 and peripheral sensors 131, such as distance sensors or sensors arranged in regions of the vehicle 100 that can be deformed in the event of a collision, such as so-called “forward sensors”. The acceleration sensor 130 is, for example, a sensor arranged centrally in the vehicle 100, with the aid of which accelerations associated with a first collision direction and a second collision direction can be detected.

[0038] Furthermore, vehicle 100 comprises a device 105. Device 105 is designed to detect a collision direction of vehicle 100. Furthermore, device 105 is designed to actuate a collision protection system 110 when a collision direction of vehicle 100 is detected.

[0039] In order to identify the collision direction of the vehicle 100, the device 105 includes a first comparison device 135, a second comparison device 140 and a determination device 145. The first comparison device 135 is configured to compare the first acceleration signal 150 with a first threshold value and a second threshold value in order to determine a first collision direction signal 152 indicating the collision direction. Here, the first acceleration signal 150 represents the longitudinal acceleration of the vehicle 100. The first threshold value and the second threshold value have different signs so that a distinction can be made between two opposite directions of the collision. The second comparison device 140 is configured to compare the second acceleration signal 155 with another threshold value in order to determine another collision direction signal 157 indicating the collision direction. The second acceleration signal 155 represents the smoothed acceleration of the vehicle 100. The determination device 145 is configured to use the first collision direction signal 152 and the other collision direction signal 157 to determine the result signal 160. When the collision direction of the first collision direction signal 152 and the collision direction of the other collision direction signal are consistent, the result signal 160 displays the directions indicated by the first collision direction signal 152 and the other collision direction signal 157 as the actual collision direction.

[0040] According to the embodiment shown herein, the device 105 is configured to read in a first acceleration signal 150 via an interface 165 to an acceleration sensor 130.

[0041] According to the embodiment shown herein, the device 105 also has a smoothing device 166. The smoothing device 166 is configured to smooth the first acceleration signal 150 using low-pass filtering in order to obtain a second acceleration signal 155. Alternatively, the device 105 may also be configured to read in the second acceleration signal 155 via the interface 165 to the acceleration sensor 130. In this case, the acceleration sensor 130 is configured to provide smoothing of the second acceleration signal 155 representing the first acceleration signal 150.

[0042] Furthermore, the device 105 is configured to repeatedly perform comparing the first acceleration signal 150 with first and second thresholds and comparing the second acceleration signal 155 with another threshold to provide a first collision direction signal 152 and another collision direction signal 157, and to determine a result signal 160 in order to identify a change in the actual collision direction during a collision, and to use the result signal 160 for display.

[0043] Furthermore, according to one embodiment, the determining device 145 is configured that the result signal 160 is additionally determined using at least one sensor signal 167. The sensor signal 167 represents a signal provided by a sensor 131 on the periphery of the vehicle 100. For example, the sensor signal 167 can be used to additionally ensure the result signal 160.

[0044] According to the embodiment shown herein, the first comparison device 135 is also configured to determine a collision start signal 169 representing an identified collision when comparing the first acceleration signal 150 with the first and second thresholds.

[0045] In order to control the collision protection system 110 when the collision direction is identified, the device 105 includes another determining device 170 having a read-in interface 172. The determining device 170 is configured to read in the result signal 160 via the read-in interface 172. Furthermore, the determining device 170 is configured to determine a control signal 175 for selectively controlling the first collision protection mechanism 120 or the second collision protection mechanism 125 using the result signal 160.

[0046] Furthermore, according to one embodiment, the determining device 170 is configured to determine the control signal 175 for controlling the first collision protection mechanism 120 if the result signal 160 indicates a first collision direction, and to determine the control signal 175 for controlling the second collision protection mechanism 125 if the result signal 160 indicates a second collision direction.

[0047] To control the collision protection system 110, according to the embodiment shown herein, the device 105 also has a selection device 180. The selection device 180 is configured to select one of the subsystems 110, 115 using a third acceleration signal 182 that represents the absolute value of the first acceleration signal 150, and the subsystems respectively have a first collision protection mechanism 120, 121 and a second collision protection mechanism 125, 126. For this purpose, the third acceleration signal 182 is provided by an acceleration sensor 130 as shown herein, for example. To control one of the selected subsystems 110, 115, a selection signal 184 is provided. The subsystems 110, 115 are selected before or simultaneously with the determination of the control signal 175.

[0048] Figure 2 The flowchart of a method 200 for identifying the collision direction of a vehicle according to an embodiment is shown. The method 200 can be executed using the embodiment of the above device. The method 200 includes at least one step 205 of comparing a first acceleration signal, a step 210 of comparing a second acceleration signal, and a step 215 of determining a result signal.

[0049] In step 205, the first acceleration signal is compared with a first threshold and a second threshold to determine a first collision direction signal indicating the collision direction. The first acceleration signal represents the longitudinal acceleration of the vehicle. In addition, the first threshold and the second threshold have different signs so that a distinction can be made between two opposite directions of the collision.

[0050] In step 210, the second acceleration signal is compared with another threshold to determine another collision direction signal indicating the collision direction. The second acceleration signal represents the smoothed acceleration of the vehicle.

[0051] In the determination step 215, the first collision direction signal and the another collision direction signal are used to determine the result signal. Here, only when the collision directions of the first collision direction signal and the another collision direction signal are consistent, will the result signal display the direction indicated by the first collision direction signal and the another collision direction signal as the actual collision direction. In this way, it is possible to prevent the result signal from displaying a wrong collision direction due to a short backswing of the first acceleration signal, in which the first and second thresholds may even be passed.

[0052] According to an embodiment of the method 200, steps 205, 210, and 215 can be at least repeatedly executed to identify changes in the actual collision direction during the collision and display using the result signal.

[0053] According to an embodiment, the method further includes a step 220 of providing the result signal via a unique electrical line. Step 220 can optionally be executed after the determination step 215.

[0054] In addition, according to the embodiments shown herein, method 200 includes step 225 of reading in a first acceleration signal via an interface to an acceleration sensor. Step 225 may be performed before step 205. Optionally, in the reading step 225, a second acceleration signal is also read in.

[0055] In addition, according to the embodiments shown herein, method 200 includes optional step 230: smoothing the first acceleration signal using low-pass filtering to obtain a second acceleration signal. The smoothing step 230 may optionally be performed before step 210.

[0056] Figure 3 A flowchart of method 300 for a collision protection system for controlling a vehicle when a vehicle collision direction is recognized is shown. Method 300 may be performed using an embodiment of the above-described device. In addition, method 300 may be performed in conjunction with a vehicle as described previously according to Figure 1 The vehicle described. The collision protection system of the vehicle includes at least one subsystem having at least one first collision protection mechanism associated with a first collision direction and at least one second collision protection mechanism associated with a second collision direction.

[0057] Method 300 includes at least one step 305 of reading in a result signal and step 310 of determining a control signal. In step 305, the result signal is read, and the result signal indicates the recognized collision direction. Here, the result signal is determined using an embodiment of the above-described method for identifying a vehicle collision direction. In step 310, the result signal is used to determine a control signal for selectively controlling the first collision protection mechanism or the second collision protection mechanism.

[0058] According to the embodiments shown herein, method 300 further includes a selection step 315. In step 315, a subsystem having a first collision protection mechanism and a second collision protection mechanism is selected using a third acceleration signal representing the absolute value of the first acceleration signal. The selection step 315 is optionally performed before or simultaneously with the determination step.

[0059] Figure 4 and Figure 5 respectively show an embodiment of a vehicle 100 having occupant positions 405, 406 arranged mirror-symmetrically. The device and method described according to the previous figures may be used with a vehicle as described in Figure 4 and Figure 5The vehicle 100 shown is used in combination with a vehicle. Here, advantageously, neither of the two longitudinal collision directions is preferred during a collision. Here, an autonomous taxi is shown as the vehicle 100 by way of example. Compared to a conventional passenger vehicle, all occupants are seated with an observation direction towards the center of the vehicle. In the current two figures, a mirror-symmetrical arrangement of the seats and thus the occupant positions 405, 406 in the vehicle 100 is shown. Here, the seats are arranged opposite each other, and the occupants of the respective seats of the occupant positions 405, 406 shown here are seated facing each other with the seats oriented towards the center of the vehicle. Correspondingly, in a manner different from the seat positions in a conventional vehicle in which all occupants face the driving direction, a frontal collision in which the occupant's body is displaced forward from the seat is not more severe than a rear-end collision.

[0060] Accordingly, according to the solution described here, frontal collisions and rear-end collisions can be handled in the same way, for example, using the same and identical triggering paths for handling. Therefore, compared to a vehicle with conventional seat positions, the detection and triggering algorithms for frontal collisions do not need to have a more complex structure and be more computationally expensive. Therefore, the triggering algorithms for frontal collisions and rear-end collisions can be executed in the same way, or only one triggering algorithm can be used, which is responsible for both frontal collisions and rear-end collisions. Therefore, the algorithm for rear-end collisions has the same structure as that for frontal collisions because based on the symmetrical seat arrangement, it is not ensured that the occupant has been prevented from being displaced to a rear position by the seat. Therefore, triggering other restraint mechanisms (such as seatbelt tensioners) makes a significant contribution to the safety of the occupants in rear-end collisions and frontal collisions. Therefore, the time requirements for the algorithms for frontal collisions and rear-end collisions are also the same.

[0061] Since, for example, in terms of signal filtering or signal integration, the signal processing of collision types to be handled in the same way is very resource-consuming, according to the type of the current collision, only one algorithm is provided in a resource-saving manner and can be calculated ("either-or method"). This is also technically acceptable because the central x-acceleration represents the force acting on the occupant, and the sign of the force varies according to the collision direction.

[0062] The remaining challenge of the either-or method is: in the case of successive collisions (combined collisions) with different directions (i.e., for example, a frontal collision followed by a rear-end collision, or vice versa), changing the decision about which direction needs to be considered when activating the protection mechanism.

[0063] Since the risk of injury in a frontal collision and a rear-end collision is the same due to the symmetrical seating arrangement, the "switching decision rule" is symmetrical. That is to say: the calculation switch regarding the algorithm associated with the frontal collision to the calculation associated with the rear-end collision should be carried out at the same speed as the opposite case, that is, at the same speed in the case of the same collision combination, however in a different order.

[0064] In the automotive industry, currently developing vehicles such as vehicle 100 shown here, namely so-called autonomous taxis, which are implemented as vehicles that drive autonomously, for example, in which the occupants are seated opposite each other in a mirror-symmetrical manner, as in the occupant positions 405, 406 shown here. If two occupants are in opposite seat positions, here the observation directions of both are towards the middle of the current vehicle, that is, respectively always only the observation direction of one occupant is towards the current driving direction, then one occupant will perceive a collision at the end of the vehicle as a frontal collision, where this occupant moves forward, and the other occupant will perceive it as a rear-end collision, where this occupant is pressed into the seat. For this reason, a separate rear-end collision algorithm is not required for such vehicles. In this case, using the device described above and the method described above is beneficial for the same type of identification of collisions at both ends of the vehicle.

[0065] For a vehicle 100 with mirror-symmetrical occupant positions 405, 406 and restraint systems, a unified collision recognition algorithm for collisions at both ends of the vehicle is beneficial, and the collision recognition algorithm is controlled by dynamic collision direction recognition, as described according to the previous figures. Here, advantageously, dynamic collision direction recognition is feasible, where both the current collision direction is recognized and the "switching decision rule" for combined collisions is provided. According to the above embodiment, this is achieved by recognizing the change in the collision direction. Additionally, when controlling and selecting the collision protection mechanism, neither end of the vehicle is advantageous because the collision direction is of the same type in terms of the forward movement of the occupants due to the occupant positions 405, 406, but is obtained symmetrically. This is beneficial, for example, in terms of the software resources that can be saved compared to separately calculating two frontal collision algorithms (where each end of the vehicle is regarded as "frontal"), because the method instructions (source code) of the same algorithm are only stored on the control device once, and the same calculation only needs to be executed once. This allows the use of a control device with lower computing performance and reduces costs.

[0066] Compared with static collision direction recognition that, for example, only recognizes collisions in the driving direction as significant or maintains the once-recognized collision direction until the end of the collision, the dynamic collision direction recognition described herein also enables favorable detection in complex combined collisions for vehicles with symmetric occupant positions 405, 406 such as in an autonomous taxi. Here, it is particularly advantageous to recognize changes in the collision direction as described above and to take into account the recognized direction changes when actuating the collision protection mechanism. Compared with typical, asymmetric switching decision rules where the change from direction 1 to direction 2 occurs more quickly than the change from direction 2 to direction 1, resulting in a changed trigger behavior when the collision sequence is reversed, the dynamic collision direction recognition described herein also enables symmetric and equal treatment of collisions at both vehicle ends in a combined collision.

[0067] According to Figure 1 the described device is configured to perform such dynamic collision direction recognition and subsequently to actuate the collision protection mechanism based on the recognized collision direction. As shown below according to Figure 11 the underlying algorithm or the underlying signal processing accordingly includes dynamic collision direction recognition and a unified collision recognition algorithm for evaluating collisions from two directions (longitudinal). Based on the result of the collision direction recognition, the input into the unified collision recognition algorithm is selected, and the relevant restraint mechanism is selected for the respective direction. Here, the entire recognition appears symmetric with respect to the collision direction. Different from a collision recognition algorithm that only implements static recognition of the collision direction (i.e., without changing the direction decision), the dynamic method enables a technically better performance in complex accident situations with multiple collisions (combined collisions), especially in the mirror-symmetric occupant positions 405, 406 shown.

[0068] In addition, the symmetric direction decision implementation including symmetric switching decision rules enables equivalent recognition performance for each collision direction in complex accident situations, for example, when two successive collisions occur at different vehicle ends.

[0069] Another advantage is the saving of software resources because the signals (such as filtering or integration) required for the trigger decision for the restraint mechanism by means of the upstream collision direction recognition are only calculated once, which is different from the case where the trigger and collision recognition algorithms for each vehicle end are independent of each other.

[0070] Figure 6 The time curve of a first acceleration signal 150 according to an embodiment is shown. The curve of the first acceleration signal 150 is shown in a coordinate system, where the time period t is plotted on the abscissa and the magnitude of the longitudinal acceleration of the vehicle is plotted on the ordinate. The first acceleration signal 150 hereby shows the acceleration in a first direction. Below, according to Figure 7Shows the longitudinal acceleration of the vehicle in the second direction. In addition, the time period 605 of the identified collision is marked. The first threshold 610 is also marked, and the first acceleration signal 150 is compared with the first threshold. At the time point 615 marked here, the value of the first acceleration signal 150 first exceeds the first threshold 610. Here, the time point 615 corresponds to the time point when the time period 605 of the identified collision starts.

[0071] According to one embodiment, the first collision direction signal determined when comparing the first acceleration signal 150 with the first threshold 610 and the second threshold has the same type of hysteresis 620 independently of the collision direction. The hysteresis 620 is shown here as a specific time period according to two arrows, during which the first acceleration signal 150 remains undershooting within the specific time period of the hysteresis 620 without affecting the identified collision direction. Whenever the first acceleration signal 150 drops below the first threshold 610, the time period of the hysteresis 620 starts. If the value of the acceleration signal 150 remains below the first threshold for a period exceeding the hysteresis 620, this causes a change in the identified collision direction.

[0072] Hereinafter, the view shown here is explained again in different words: The collision direction recognition is performed symmetrically with respect to the two ends of the vehicle. Therefore, hereinafter, the two vehicle ends are denoted by "Front1" and "Front2". In the current drawing, the necessary main conditions for identifying the start of a collision are shown: If the first acceleration signal 150 exceeds the first threshold 610, also referred to as "DetectionThd_F1", then the necessary criterion for detecting the start of a collision at Front1 is satisfied. Correspondingly, the time period 605 of the identified collision is also marked as the time period satisfying the main condition of Frontl. Here, the recognition is based on the first acceleration signal 150, which is a processed signal, such as a low-pass filtered signal, based on the central x acceleration of the vehicle (i.e., along the longitudinal axis of the vehicle), the longitudinal acceleration of the vehicle. To improve the robustness of the detection, the main condition is further considered as "satisfied" for a specific time after it is first not satisfied, that is, for the marked time period of the hysteresis 620. This prevents an unnecessary segmentation of a single collision event into multiple time segments.

[0073] To determine the collision direction signal, the first acceleration signal is compared not only with the first threshold 610 but also with a second threshold. This is shown below according to Figure 7 shown.

[0074] Figure 7A time curve graph of a first acceleration signal 150 according to an embodiment is shown. The curve of the first acceleration signal 150 is also shown herein in the following coordinate system, in which the time period t is plotted on the abscissa and the magnitude of the longitudinal acceleration of the vehicle is plotted on the ordinate. Contrary to Figure 6 Instead, the curve of the first acceleration signal 150 shows the acceleration of the vehicle in the second direction herein. The time period 605 of the identified collision is also marked herein. A second threshold 710 is also shown, with which the first acceleration signal is compared to determine the first collision direction signal. At the time point 715 marked herein, the value of the first acceleration signal 150 is lower than the second threshold 710 for the first time. Here, the time point 715 corresponds to the time point when the time period 605 of the identified collision starts.

[0075] The hysteresis 620 is also marked by two arrows herein: The overshoot of the first acceleration signal 150 within a specific time period of the hysteresis 620 has no effect on the start of the identified collision and the identified collision direction, while exceeding the second threshold 710 by the time period exceeding the hysteresis 620 causes: It is possible to identify the end of the collision or a change in the direction of the collision direction.

[0076] Herein, detecting that the first acceleration signal 150 exceeds the first threshold and is lower than the second threshold 710 not only realizes the identification of the start of the collision at the time point 715, as shown in the two figures, but also realizes the identification of the collision direction. Herein, the main condition for collision direction detection is that for Front1, it exceeds DetectionThd_Fl, that is, the first threshold, and for Front2, the processed x-acceleration signal, that is, the first acceleration signal 150, is lower than DetectionThd_F2, that is, the second threshold 710. Herein, this main condition applies for a specific time after the hysteresis 620 is not satisfied for the first time as shown herein.

[0077] In summary, Figure 6 and Figure 7 show the necessary main conditions for identifying the start of the collision: As Figure 6 shown, the acceleration signal 150 exceeds the first threshold, that is, the threshold DetectionThd_F1, or similarly for Front2, the first acceleration signal 150 is lower than the negative threshold DetectionThd_F2 (that is, the absolute value exceeds).

[0078] Figure 8 A time curve graph of a first acceleration signal 150 and a second acceleration signal 155 according to an embodiment is shown. The first acceleration signal 150 and the second acceleration signal are shown in a coordinate system, in which the time period t is plotted on the abscissa and the magnitude of the longitudinal acceleration of the vehicle in the first direction is plotted on the ordinate, similar to Figure 6。

[0079] The first acceleration signal 150 exceeds the first threshold 610 except for a small period within the period of the hysteresis 620. The smoothed second acceleration signal 155 representing the vehicle acceleration continuously exceeds another threshold 810 here. The other threshold 810 corresponds to zero here and is thus marked by the abscissa, but the second threshold can also represent a value other than zero.

[0080] In the period 815 marked here, the first acceleration signal 150 is not only below the first threshold 610, but also below the other threshold 810 and the second threshold 710. Since it is below the second threshold 710, the main condition for recognizing a collision at Front2 is briefly met in the period 815. However, the secondary condition is not met: namely, only when the collision direction of a specific collision direction signal shown by comparing the first acceleration signal 150 with the first threshold 610 and the second threshold 710 is consistent with the collision direction determined by comparing the second acceleration signal 155 with the other threshold 810, the collision direction of the specific collision direction signal shown by comparing the first acceleration signal 150 with the first threshold 610 and the second threshold 710 is regarded as the actual collision direction. This is not the case here because the second acceleration signal 155 does not fall below the other threshold but exceeds the other threshold in the period 815. Correspondingly, here, because the first acceleration signal 150 briefly dips below the second threshold 710 without misinterpretation, no change in the collision direction is recognized.

[0081] In other words: The secondary condition is required to solve the problem of interpreting contradictions in the case of strong oscillations in the measured acceleration signal: As exemplarily shown in this figure and the following Figure 9 : During a collision at the vehicle end (e.g., Front1), the processed central x-acceleration, i.e., the first acceleration signal 150, briefly meets the threshold conditions of the opposite vehicle end (e.g., Front2). Correspondingly, the collision direction determined by comparing the first acceleration signal 150 with the first threshold 610 and the second threshold 710 alone is not sufficient to determine the actual collision direction. Collision start recognition and collision direction recognition are only performed when the main and secondary conditions for recognizing the start of a collision at Front1 and Front2 are met.

[0082] If both main conditions are met, i.e., the first acceleration signal 150 exceeds the first threshold 610 and is below the second threshold 710, the satisfaction of the secondary condition for identifying the actual collision direction is decisive: For this purpose, the second acceleration signal 155, which is also based on the x-acceleration centered, is considered, but is processed such that it has a stronger low-pass characteristic than the first acceleration signal 150. The second acceleration signal 155 is only used to satisfy the secondary condition because the strong low-pass characteristic may also cause signal delay. In the simplest case, if the sign of the second acceleration signal 155 (x-acceleration with strong low-pass characteristic) matches the sign of the comparison thresholds 610, 710 of the main condition (DetectionThd_Fl or DetectionThd_F2), i.e., matches the first acceleration signal 150, the secondary condition is considered to be satisfied for the collision direction. Therefore, as a secondary condition in explaining contradictions in the case of strongly oscillating signals, the collision direction determined by comparing the first acceleration signal 150 with the first threshold 610 and the second threshold 710 being consistent with the collision direction determined by comparing the second acceleration signal 155 with another threshold 810 is beneficial for the robust and dynamic identification of the actual collision direction. Thus, finally, the collision at the vehicle end (Front1 / Front2) where both the main and secondary conditions are satisfied is considered to be detected.

[0083] In the case of a complex combined collision, where the Front1 collision directly changes to a Front2 collision or vice versa, the secondary case changes from Front1 to Front2 in a short time. In such a collision scenario, this enables a dynamic switch of the collision direction from Front1 to Front2 or from Front2 to Front1.

[0084] Figure 9 A time curve graph of the first acceleration signal 150 and the second acceleration signal 155 according to an embodiment is shown. The first acceleration signal 150 and the second acceleration signal are shown in a coordinate system, where the time period t is plotted on the abscissa and the magnitude of the longitudinal acceleration of the vehicle in the second direction is plotted on the ordinate, similar to Figure 7 as shown. Shown in accordance with Figure 8Situation similar to the described situation: Here, the first acceleration signal 150 is below the first threshold 610 and the second threshold 710 except for a small time period 915 within the time period of the hysteresis 620. Here, the second acceleration signal 155 is continuously below another threshold 810, which is also marked by the abscissa here. Accordingly, here, a collision in the second direction is identified by comparing the first acceleration signal 150 with the first threshold 610 and the second threshold 710 except at the time point 915 when the first acceleration signal briefly exceeds the second threshold 710 and the first threshold 610. Here, the second acceleration signal 155 is also continuously below another threshold 810, so that the secondary condition is satisfied over the entire time period 925 of the identified collision in the second direction. Accordingly, it is also shown here that it is advantageous to satisfy the main condition and the secondary condition for reliably identifying the collisions of Front1 and Front2 and for identifying the collision direction.

[0085] Figure 10 A time curve graph of the first acceleration signal 150 and the second acceleration signal 155 when the collision direction changes according to an embodiment is shown. In the time period 605 in which the second acceleration signal 155 continuously exceeds another threshold 810 and the first acceleration signal 150 continuously exceeds the first threshold 610 in a short time period with a hysteresis 620 shortly before the change in the collision direction, the first direction of the acceleration is identified as the actual collision direction. Then, the collision direction changes, which is marked here by the end of the identified time period 605 of the first collision direction and the start of the identified time period 925 of the second collision direction. After the change in the collision direction, in the identified time period 925 of the second collision direction, except for a time period at the end of the identified time period 925 of the collision in the second direction with a hysteresis 620, the second acceleration signal 155 is accordingly continuously below another threshold 810 and the first acceleration signal 155 is continuously below the second threshold 710.

[0086] Accordingly, the switching of the collision direction identification from Front1 to Front2 in a combined collision is shown in the current drawing here. A variant form is shown in the example shown here, in which the secondary condition must be satisfied only if the main conditions of Front1 and Front2 are satisfied simultaneously (explaining the contradiction). In this variant form, the secondary condition is satisfied if the sign of the low-pass filtered x acceleration, i.e., the second acceleration signal 155, is the same as the sign of the processed x acceleration, i.e., the first acceleration signal 150.

[0087] Alternatively, it is also possible here that if the main conditions of Front1 and Front2 are both satisfied, only the secondary conditions are used for the final determination of the collision direction. If this is not the case, the main conditions are considered sufficient to determine the collision direction. For another threshold 810 and thus for the secondary conditions, it is also possible to use a non-zero threshold. In addition, it is also possible that instead of or in addition to comparing the second acceleration signal 155 with another threshold 810, the features formed on the sensor signals of the peripheral sensors can be used as secondary conditions. For example, it is possible to compare the features of the front sensors associated with the collision direction "Front1" and the features of the front sensors associated with the collision direction "Front2", for example by taking the difference. The processed difference signal shows a positive value in a Front1 collision and a negative value in a Front2 collision, and then represents the secondary condition for the direction determination. In addition, instead of the logical association of the secondary condition and the main condition, an adaptive main condition controlled by the secondary condition is also possible, that is, the values of the first threshold 610, i.e., DetectionThd_F1, and the second threshold 710, i.e., DetectionThd_F2, can be dynamically influenced. For example, if another x signal (strongly low-pass filtered), i.e., the second acceleration signal 155, used as the secondary condition points in the Front1 direction, the absolute value of the start threshold (DetectionThd_F2) for a Front2 collision, i.e., the second threshold 710, increases, thereby making it more difficult to start in the Front2 direction. Since the sign of a Front2 collision is negative, this increase in the absolute value corresponds to a greater reduction of the threshold DetectionThd_F2 into the negative range. It is also possible that the increase in the absolute value is continuously configured as a function of the value of the second acceleration signal 155. The threshold magnitudes of the main detection thresholds, i.e., the first threshold 610 DetectionThd_F1 and the second threshold 710 DetectionThd_F2, can also be adapted in a completely analogous manner as a function of the above-mentioned forward difference signal.

[0088] Figure 11 Fig. shows a block diagram of a device 105 according to an embodiment. The signals and components shown here in device 105 are similar to or correspond to the embodiments described according to the previous figures. In this figure, the cooperation of the collision direction recognition and the unified collision recognition algorithm is shown according to an exemplary signal processing for identifying the collision direction. Here, the core is that the unified collision recognition algorithm is used for two collision directions Front1 and Front2. Only in the selection of the input signals of the algorithm and the selection of the constraint mechanism for adaptation, is the differentiation regarding the recognized collision direction performed.

[0089] Device 105 here exemplarily includes a recognition device 1105, which includes according to Figure 1The first comparison device 135, the second comparison device 140 and the determination device 145 for determining the result signal 160 described above are provided, and the result signal 160 is provided accordingly. According to the embodiment shown here, the result signal 160 is provided via a single electrical line. The device 105 also includes an inverter 1110, a first switch 1115, a second switch 1120, a reference Figure 1 The determination device 170 for determining the control signal 175 and the third switch 1125 are described.

[0090] The first switch 1115 has a first input 1130, a second input 1132 and an output 1134. The first acceleration signal 150 is applied to the first input 1130 of the first switch 1115 via the inverter 1110 and directly to the second input 1132, bypassing the inverter 1110. Using the result signal 160 provided by the identification device 1105, the control terminal of the first switch 1115 switches the first input 1130 or the second input 1132 to the output 1134. If the result signal 160 shows that the first acceleration signal 150 has a positive sign, the second input 1132 is set to the output, and if the first acceleration signal 150 has a negative sign, the first input 1130 is set to the output, as shown here by way of example.

[0091] In this case, the recognition device 1105 has a first input 1140, a second input 1142, a third input 1144 and an output 1146. A first acceleration signal 150 is applied to the recognition device 1105 via the first input 1140. A sensor signal 167, provided, for example, by a peripheral acceleration sensor for Front1, is applied to the recognition device 1105 via the second input 1142, and a further sensor signal 167, provided, for example, by a peripheral acceleration sensor for Front2, is applied to the recognition device 1105 via the third input 1144. The recognition device 1105 uses the input signals 150, 167, 167′ to determine a result signal 160, and provides the result signal 160 via the output 1146.

[0092] The second switch 1120 has a first input 1150, a second input 1152 and an output 1154. A sensor signal 167 is applied to the first input 1150 and a further sensor signal 167' is applied to the second input 1152. The control terminal of the second switch 1120 switches the first input 1150 or the second input 1152 to the output 1154 using the result signal 160. If the result signal 160 indicates that a collision was detected at Front1, the first input 1150 is switched to the output 1154, and if the result signal 160 indicates that a collision was detected at Front2, the second input 1152 is switched to the output 1154, as shown here by way of example.

[0093] The determination device 170 for determining the control signal 175 has, by way of example, a first input 1160, a second input 1162, a third input 1164, a fourth input 1166 and an output 1168. The vehicle sensor signal 1170 is applied to the determination device 170 via the first input 1160. The vehicle sensor signal 1170 is provided, for example, by a radar sensor device or a pressure sensor device. The output signal of the first switch 1115, i.e., the first acceleration signal 150, which shows a positive longitudinal acceleration by way of example, is applied to the determination device 170 via the second input 1162. The output signal of the recognition device 1105, i.e., the result signal 160 with information about the collision direction, is applied to the determination device 170 via the third input 1164, and the output signal of the second switch 1120, i.e., the other sensor signal 167' detected by the peripheral acceleration sensor, is applied to the determination device 170 via the fourth input 1166. The control signal 175 provided by the determination means 170 via the output 1168 is determined using the mentioned input signals 1170, 150, 160, 167. The determination of the control signal 175 is carried out according to a determination rule, for example according to the above-mentioned "frontal collision algorithm", which is of the same type for Front1 and Front2 of the vehicle. The control signal 175 (generally) is intended to provide an ignition command for the restraint mechanism and is provided to the third switch 1125 via the output 1168.

[0094] The third switch 1125 has an input terminal 1180 and a first output terminal 1182 and a second output terminal 1184. The control signal 175 is applied to the third switch 1125 via the input terminal 1180.

[0095] The control terminal of the third switch 1125 uses the result signal 160 to switch the input terminal 1180 to the first output terminal 1182 so as to output the control signal 175 to output the ignition command for the Front1 restraint mechanism, or, as exemplarily shown here, to switch to the second output terminal 1184 so as to output the control signal 175 to output the ignition command for the Front2 restraint mechanism.

[0096] The following is an explanation of an exemplary application again in different expressions: First, an adapted input signal is selected for a unified collision recognition algorithm. The sensor arranged in the center of the vehicle is evaluated by the collision recognition algorithm in Front1 and Front2 collisions. For this purpose, the sensor signal is normalized with respect to the detected collision direction. This applies in particular to the x-signal in the centrally arranged airbag control unit, but also to other sensors arranged symmetrically with respect to the longitudinal direction of the vehicle and measuring in the longitudinal direction, such as sensors at the B-pillars.

[0097] On the other hand, for sensors that are asymmetrically arranged (with respect to the longitudinal direction of the vehicle), for example, forward sensors arranged at the respective ends of the vehicle, only the forward sensor in the adapted collision direction is important. Therefore, in this case, the adapted forward sensor is selected based on the identified collision direction.

[0098] In order to control the adapted restraint means, the firing decision of the collision recognition algorithm is possibly combined again with the collision direction recognition, so that only the restraint means associated with the Front1 or Front2 direction are activated. For example, a firing decision for "airbag" should only lead to the firing of the airbag for the occupant oriented in the collision direction, i.e. the observed occupant. On the other hand, the firing decision for "belt tensioner" is advantageously used for the firing of all belt tensioners, in order to thereby also achieve the tightening of occupants seated opposite to the collision direction.

[0099] Furthermore, the design of the collision detection algorithm requires that certain internal variables and memory elements of the algorithm be reset when there is a change in collision direction. For this reason, collision direction detection is also an input in the collision detection algorithm, as shown in the present figure.

Claims

1. A method (200) for identifying the collision direction of a vehicle (100), wherein the method (200) comprises the following steps: Step (205) - comparing a first acceleration signal (150) with a first threshold (610) and a second threshold (710) to determine a first collision direction signal (152) indicating the direction of the collision, wherein the first acceleration signal (150) represents the longitudinal acceleration of the vehicle (100), and wherein the first threshold (610) and the second threshold (710) have different signs so as to be able to distinguish between two opposite directions of the collision; Step (210) - comparing a second acceleration signal (155) with another threshold (810) to determine another collision direction signal (157) indicating the direction of the collision, wherein the second acceleration signal (155) represents the smoothed acceleration of the vehicle (100); Step (215) - using the first collision direction signal (152) and the another collision direction signal (157) to determine a result signal (160), wherein if the directions of the collision of the first collision direction signal (152) and the another collision direction signal (157) are consistent, the result signal (160) will display the direction indicated by the first collision direction signal (152) and the another collision direction signal (157) as the actual collision direction, characterized in that, in step (205) of comparing the first acceleration signal (150), the first collision direction signal (152) has the same type of hysteresis (620) regardless of the collision direction.

2. The method (200) according to claim 1, wherein the method has a step (220) of providing the result signal (160) via a unique electrical circuit.

3. The method (200) according to claim 1 or 2, wherein the method has steps of repeatedly executing the method (200) in order to identify changes in the actual collision direction during a collision, and using the result signal (160) for display.

4. The method (200) according to claim 1 or 2, wherein the method has a step (225) of reading in the first acceleration signal (150) via an interface (165) to an acceleration sensor (130).

5. The method (200) according to claim 4, wherein in the step of reading in (225), the second acceleration signal (155) is read in, or there is a step (230) of smoothing the first acceleration signal (150) using low-pass filtering to determine the second acceleration signal (155).

6. The method (200) according to claim 1 or 2, wherein in the step (205) of comparing the first acceleration signal (150), if the absolute value of the first acceleration signal (150) drops below the first threshold (610) or the second threshold (710), the duration of the hysteresis (620) is started, and if the absolute value of the first acceleration signal (150) rises above the first threshold (610) or the second threshold (710), the duration of the hysteresis is not started.

7. The method (200) according to claim 1 or 2, wherein in the step of determination (215), the result signal (160) is determined using at least one sensor signal (167; 167'), and the sensor signal (167; 167') represents a signal provided by a peripheral sensor (131) of the vehicle (100).

8. The method (200) according to claim 1 or 2, wherein in the step (205) of comparing the first acceleration signal (150) with the first threshold (610) and the second threshold (710), a collision start signal (169) representing the recognized collision is also determined.

9. A method (300) for controlling a collision protection system (110) of a vehicle (100) when the collision direction of the vehicle (100) is recognized, wherein the collision protection system (110) includes at least one subsystem (115, 116), and the subsystem has at least one first collision protection mechanism (120, 121) associated with a first collision direction and at least one second collision protection mechanism (125, 126) associated with a second collision direction, and the method (300) has the following steps: Step (305) - Reading in a result signal (160) indicating the recognized collision direction, wherein the result signal (160) is determined in the method (200) for recognizing the collision direction of the vehicle (100) according to one of claims 1 to 8; and Step (310) - Determining a control signal (175) for selectively controlling the first collision protection mechanism (120, 121) or the second collision protection mechanism (125, 126), wherein the result signal (160) is used to determine the control signal (175).

10. The method (300) according to claim 9, wherein in the step of determination (310), if the result signal (160) indicates the first collision direction, the control signal (175) is determined for controlling the first collision protection mechanism (120, 121), and when the result signal (160) indicates the second collision direction, the control signal is determined for controlling the second collision protection mechanism (125, 126).

11. The method (300) according to claim 9 or 10, wherein the method (300) has a step (315) of selecting the subsystem (115, 116) having the first collision protection mechanism (120, 121) and the second collision protection mechanism (125, 126) using a third acceleration signal (182), the third acceleration signal representing the absolute value of the first acceleration signal (150), and wherein the step of selection (315) is performed before or simultaneously with the step of determination.

12. A device (105), the device being designed to perform and / or control the steps of the method (200) according to any one of claims 1 to 8 and the steps of the method (300) according to any one of claims 9 to 11 in corresponding units (135, 140, 145, 170, 172, 180; 1105).

13. A vehicle (100), having the device (105) according to claim 12, wherein the vehicle (100) has at least two occupant positions (405, 406) arranged in mirror symmetry, and wherein the first collision protection mechanism (120, 121) and the second collision protection mechanism (125, 126) are arranged in mirror symmetry.

14. A computer program, the computer program being designed to: perform and / or control the steps of the method (200) according to any one of claims 1 to 8 and the steps of the method (300) according to any one of claims 9 to 11.

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