Method and safety device for securing safety of a vehicle having at least one driving power regulation system from

Abstract

The invention relates to a method for securing a vehicle (1) having at least one driving power control system against erroneous intervention of the driving power of the vehicle (1) by the at least one driving power control system, the at least one driving power control system being suitable and intended to determine at least one intervention variable (S), the intervention variable characterizes at least one intervention on the driving force of the vehicle (1), which can be triggered by the at least one driving force control system. According to the invention, in order to prevent erroneous intervention, at least one driving force variable (GG) is determined which characterizes a driving force of the vehicle (1) generated when the at least one intervention is triggered, and a determination and / or release is carried out in order to trigger the at least one intervention as a function of the at least one determined driving force variable (GG).

Description

Technical Field

[0001] The invention relates to a method for ensuring the safety of a vehicle having at least one driving power regulation system and preferably having a plurality of driving power regulation systems against an incorrect intervention of at least one driving power regulation system on the driving power of the vehicle. Here, at least one driving power regulation system is adapted to and intended to determine at least one intervention parameter, in particular a control parameter, which characterizes at least one intervention on the driving power of the vehicle that can be triggered by at least one driving power regulation system.

[0002] The invention also relates to a safety device for a vehicle having at least one driving power regulation system, which is used to ensure safety against an incorrect intervention triggered especially by at least one driving power regulation system. Background Art

[0003] It is known from the prior art that a driving power regulation system can be provided in a vehicle, and this driving power regulation system can affect the driving characteristics of the vehicle. It is also known that a vehicle can have a plurality of driving power regulation systems, and these driving power regulation systems can respectively affect the driving characteristics of the vehicle independently of each other.

[0004] It must be ensured that the intervention of the driving power regulation system in the vehicle is safe. If a plurality of driving power regulation systems are provided in the vehicle, the parallel intervention of the plurality of driving power regulation systems in the vehicle should be ensured to be safe. This safety assurance is carried out by observing each individual system separately. As a result, it may disadvantageously either cause an excessive limitation of a single intervention or an insufficient limitation of the overall intervention. Summary of the Invention

[0005] The object of the invention is to overcome the disadvantages known from the prior art and to provide a method for ensuring the safety of a vehicle having at least one driving power regulation system and a safety device for the vehicle, which method improves the freedom of intervention of the driving power regulation system while enhancing driving safety.

[0006] According to the invention, this object is solved by the subject matter of the independent claims. The subject matter of the dependent claims are advantageous embodiments and improvements of the invention.

[0007] In a method for ensuring the safety of a vehicle having at least one driving power regulation system and preferably a plurality of driving power regulation systems against incorrect intervention of at least one driving power regulation system on the driving power of the vehicle (i.e., in particular against incorrect intervention triggered by at least one driving power regulation system), at least one driving power regulation system (in particular in a computer-implemented method step) is adapted and intended to determine at least one intervention parameter that characterizes at least one intervention on the driving power of the vehicle that can be triggered (and / or in particular is expected to be triggered and / or executed) by at least one driving power regulation system.

[0008] The driving power should in particular be understood as the driving characteristics of the vehicle and / or the movement of the vehicle, such as yaw rate, yaw moment, yaw speed, lateral speed, lateral acceleration, longitudinal speed, longitudinal acceleration, sideslip angle, etc.

[0009] An intervention on the driving power should in particular be understood as causing an additional change in at least one driving power parameter of the vehicle (i.e., of the vehicle) by triggering or by executing an (activatable) intervention on the driving power of the vehicle, such as a change in yaw moment, a change in lateral acceleration, a change in sideslip angle. In particular, in the absence of an intervention triggered (by at least one driving power regulation system), no additional change in at least one driving power parameter occurs or is caused.

[0010] An incorrect intervention can in particular be understood as an intervention on the driving power of the vehicle that is not allowed in terms of vehicle dynamics and / or an intervention that is uncontrollable by the user of the vehicle (such as the driver) (or an intervention that is evaluated as uncontrollable).

[0011] At least one intervention parameter can for example be a parameter characterizing a control command, such as a control parameter (for an actuator). Here, at least one intervention parameter can be a parameter characterizing a parameter selected from the group consisting of at least one or more braking torques, such as a control parameter for an actuator, steering angle, damper current, a plurality of damper currents, drive torque distribution, etc. and combinations thereof.

[0012] (Preferably each) driving power regulation system is in particular adapted and intended to and / or configured to preferably semi-autonomously or autonomously execute an intervention on the driving characteristics or driving power of the vehicle or to influence the driving characteristics and / or driving power of the vehicle. (Preferably each) driving power regulation system is in particular adapted and intended to determine and / or implement an intervention and / or at least one input parameter characterizing the intervention and / or trigger (its implementation or execution) without the participation or interaction of the user of the vehicle (in particular the driver).

[0013] To determine at least one intervention parameter and / or to determine at least one intervention, the (corresponding) driving power regulation system implements the following (computer-implemented) functions, which are respectively referred to as effective functions. This determination or implementation of the effective function is preferably carried out by an (driving power) intervention determination device based especially on a processor.

[0014] Preferably, an (driving power) intervention determination device based especially on a processor is respectively provided for the driving power regulation system, particularly preferably for each driving power regulation system. Preferably, the intervention determination device is suitable for and intended to implement the effective function.

[0015] The intervention determination device implements the effective function especially in such a way that the intervention determination device calculates and / or determines at least one intervention parameter, especially at least one and preferably a plurality of actuator interventions required for the (vehicle's) driving characteristics, from at least one input parameter or a plurality of input parameters (such as driving speed and / or steering wheel angle).

[0016] Preferably, at least one input parameter and / or a plurality of input parameters (for the (driving power) intervention determination device) are selected from the group of parameters that characterize the steering angle (for the front axle and / or rear axle of the vehicle), a damper current, a plurality of damper currents, drive torque distribution, the friction coefficient of at least one wheel of the vehicle, the friction coefficient of one wheel and preferably all wheels of the vehicle, the driving speed of the vehicle, and sensor data detected by the sensor device of the vehicle, etc., and include combinations thereof.

[0017] Preferably, the input parameter is determined from sensor data detected by at least one sensor device of the vehicle, which characterizes the steering angle and / or driving speed and / or braking torque and / or damper current and / or drive torque distribution. It is conceivable that the sensor data detected (preferably in real time by especially the (multiple) sensor devices of the vehicle) is retrieved and / or transmitted and / or stored in a storage device associated with the intervention determination device to determine the (multiple) intervention parameters.

[0018] Preferably, at least one (determined) intervention parameter characterizes an intervention on the driving power of the vehicle that can be triggered, should be executed, and / or is expected and / or set by the (driving power) intervention determination device and / or by the driving power regulation system or driving power regulation device. Preferably, the at least one determined intervention parameter is also intended to execute at least one intervention on the driving power of the vehicle or trigger the execution of the intervention according to at least one intervention parameter.

[0019] According to the present invention, in order to prevent incorrect interventions, at least one driving force parameter is determined (preferably by a processor-based safety device of the vehicle and / or method steps implemented especially in a computer) (especially predictively), preferably, the driving force parameter characterizes the driving force generated by the vehicle when triggering at least one intervention.

[0020] In other words, preferably, before triggering the execution of an intervention, first (predictively) determine or ascertain a parameter related to the driving force of the vehicle that occurs or is generated when triggering the execution of the intervention. By checking whether this parameter is a driving force parameter that is kinematically permissible and / or (controllable by the user of the vehicle) or a change in a driving force parameter that is kinematically permissible and / or (controllable by the user of the vehicle), incorrect interventions can be prevented.

[0021] Thereby, it is advantageously possible to achieve an increase in driving safety while increasing the degree of freedom of intervention of the driving force regulation system (for example, by increasing the adjustment range).

[0022] Preferably, at least one driving force parameter is a parameter that characterizes the yaw moment of the (vehicle) and / or an additional yaw moment (required by an intervention or by an intervention determination device and / or by an active function). However, it is also conceivable that at least one driving force parameter is a parameter that characterizes the lateral acceleration and / or the change in lateral acceleration and / or the longitudinal acceleration and / or the change in longitudinal acceleration and / or the sideslip angle and / or the change in sideslip angle and / or similar parameters.

[0023] Compared with other driving force parameters, the advantage of using a parameter that characterizes the yaw moment and / or an additional yaw moment (required by an active function and / or an intervention determination device) as a driving force parameter is that the yaw moment is directly related to the expected heading deviation.

[0024] The additional yaw moment is the yaw moment additionally induced when triggering a triggerable intervention (which is executed by the driving force regulation system).

[0025] Preferably, based on at least one intervention parameter, and preferably according to the current driving state parameter and / or at least one (above-mentioned) input parameter, and preferably according to a plurality of input parameters (such as steering angle, driving speed, additional sensor data, current driving state (such as oversteer, understeer), friction coefficient of the wheels), estimate and / or especially predictively determine the driving force parameter.

[0026] Preferably, the driving force parameter is determined in the case of using a driving dynamics model for the vehicle, such as a single-track model.

[0027] Preferably, (preferably by means of a processor-based safety device of the vehicle and / or method steps implemented especially in a computer), a determination and / or release is carried out to trigger at least one intervention, based on at least one determined driving power parameter.

[0028] In the case of release, the execution of the at least one intervention is preferably triggered by a driving power regulation system (and carried out based on at least one determined intervention parameter). Preferably, at least one intervention parameter characterizes the intervention to be carried out on the driving power.

[0029] Preferably, the method is carried out by a processor-based safety device (of the vehicle or for the vehicle) (described in more detail hereinafter). Here, individual method steps, but also the entire method (according to a preferred embodiment) can be (purely) implemented by a computer.

[0030] It is conceivable that a plurality of driving power regulation systems are provided in the vehicle. Preferably, the driving power regulation systems can intervene in the driving power of the vehicle independently of one another (and / or influence the driving characteristics of the vehicle), and can determine at least one intervention parameter for a (single) intervention on the driving power of the vehicle that can be triggered (by the respective driving power regulation system), especially independently of one another.

[0031] In the case of a plurality of driving power regulation systems, preferably a plurality of processor-based (driving power) intervention determination devices are provided. Preferably, each driving power regulation system is associated with its own (driving power) intervention determination device, which respectively implements its own effective function(s) (at least one) and / or determines at least one intervention parameter in a coordinated manner or independently of one another as described above.

[0032] Preferably, in the case of a plurality of driving power regulation systems, at least one driving power parameter is determined based on all at least one intervention parameter determined (by the respective driving power regulation system or its intervention device).

[0033] Preferably, the driving power parameter to be determined is the total yaw moment, and / or particularly preferably, the driving power parameter to be determined is the total additional yaw moment required by all driving power regulation systems (at the observed time point) or a parameter or derived parameter characterizing the total additional yaw moment. Preferably, the total additional yaw moment is the yaw moment that is additionally applied (to the vehicle) when all (triggerable) (single) interventions of all driving power regulation systems are triggered simultaneously.

[0034] Preferably, at least one intervention parameter of the driving dynamics regulation system and preferably all intervention parameters of (all) driving dynamics regulation systems (of simultaneously planned interventions) are used to determine the driving dynamics parameter. For example, the yaw moment generated by (in particular all) intervention parameters, in particular by (all) control commands, is determined (as the driving dynamics parameter).

[0035] In a preferred method, at least one safety parameter is determined (in particular by a processor-based safety device), which safety parameter characterizes the permissibility of at least one intervention with respect to driving safety and / or the controllability of at least one intervention by the user of the vehicle and / or the safety criticality of at least one intervention (and preferably all interventions of all driving dynamics regulation systems).

[0036] Preferably, based on the safety parameter, it is determined (preferably by the safety device) whether at least one intervention parameter and / or a plurality of intervention parameters should be changed and / or restricted.

[0037] Preferably, the safety device implements a (computer-implemented) safety function, in which preferably at least one safety parameter is determined and preferably at least one second safety parameter is determined, and based on the safety parameter, the safety criticality and / or the permissibility and / or controllability given with respect to driving dynamics of at least one intervention or preferably all (individual) interventions (performed simultaneously) is judged.

[0038] Preferably, at least one safety parameter is the (predetermined and / or determined) maximum value of the driving dynamics parameter. Thus, at least one safety parameter can be the maximum value of the (total) yaw moment and / or the (total) additional yaw moment, which maximum value is (just still) considered controllable by the user, in particular the driver, and / or is permissible with respect to driving dynamics.

[0039] Preferably, at least the second safety parameter is the (predetermined and / or determined) minimum value of the driving dynamics parameter. Thus, at least the second safety parameter can be the maximum value of the (total) yaw moment and / or the (total) additional yaw moment, which maximum value is (just still) considered controllable by the user, in particular the driver, and / or is permissible according to driving dynamics.

[0040] It is conceivable that at least one safety parameter describes or characterizes a safety range. Preferably, by comparing the determined driving dynamics parameter with this safety range, the safety criticality of at least one intervention or preferably all (at least one) interventions (in particular of all driving dynamics regulation systems) is judged. For example, the range also referred to in the figures and hereinafter as the basic interval (Grundkorridor) is described by at least one safety parameter, which range characterizes all those values of the driving dynamics parameter that describe interventions controllable by the user or driver and / or values that are safe and permissible with respect to driving dynamics.

[0041] Here, at least one safety parameter is preferably determined according to the current driving state (such as driving speed, steering angle, etc.), and particularly preferably by means of at least one preset criterion.

[0042] For example, as a criterion, it can be preset that in the current driving situation and / or driving state, it is allowed to cause a maximum deviation from the planned trajectory (such as 50 cm) within a preset time (such as 1 second) by means of at least one intervention and preferably by all simultaneously acting interventions. For example, if in the current driving situation, yaw moments of -2000 Nm and 700 Nm produce a deviation of 49 cm from the planned trajectory within 1 second, then all interventions that jointly form the total additional yaw moment between -2000 Nm and 700 Nm are considered or judged as interventions that are allowed or controllable by the user in terms of driving dynamics.

[0043] In this example, as the first safety parameter, the value of the driving power parameter "additional yaw moment" can be selected as 700 Nm, and as the second safety parameter, the minimum value of -2000 Nm can be selected.

[0044] Here, at least one safety parameter can be retrieved from a database according to the driving situation and / or according to driving state parameters. However, it is also conceivable to calculate or determine the safety parameter according to a preset criterion and / or according to the driving situation and / or according to at least one driving state parameter, and preferably according to multiple driving state parameters, (especially in real time and / or at fixed preset time points and / or repeatedly).

[0045] In particular, the maximum allowable incorrect intervention is defined by at least one safety parameter or by a safety range. Preferably, the boundary of the (multiple) safety parameter or in particular the safety range explains under what kind of intervention an unacceptable heading deviation occurs.

[0046] In another preferred method, at least one safety parameter is a dynamic parameter preferably determined in real time. Thereby, advantageously, the current driving situation and / or other parameters related to the driver's expectations can be considered. In particular, at least one safety parameter is not a static parameter, and the time curve of the static parameter is constant within a time period of 1 s, preferably longer than 5 s and particularly preferably longer than 30 s, and is not (especially repeatedly) determined within this time period.

[0047] Thereby, advantageously, in order to ensure the safety of the driving power regulation system, a fixed maximum intervention value is not specified by a characteristic map (which has driving speed, lateral acceleration, etc. as input parameters). Preferably, a dynamic calculation of the allowable driving power parameter (such as yaw moment) is performed, and this dynamic calculation particularly takes into account the vehicle motion required by the user (such as the driver).

[0048] In another preferred method, in order to determine dynamic safety parameters, in particular to determine in real time the driving power parameters allowed in terms of driving dynamics, in particular the yaw moment allowed in terms of driving dynamics. Preferably, the driving power parameters allowed in terms of driving dynamics are dynamic parameters that change over time. Preferably, the driving power parameters allowed in terms of driving dynamics describe the driving power parameters at a given point in time, where, in the case of a driving characteristic that is reasonable in terms of driving dynamics, the vehicle has these driving power parameters at the given point in time under a preset flexibility and a preset driving situation.

[0049] In another preferred method, the driving power parameters allowed in terms of driving dynamics are determined according to a preset driving power target preset, in particular a preset that can be adjusted by the user of the vehicle. For example, such a driving power target preset can be a parameter for adjusting (in particular at least temporarily statically) the driving power of the vehicle (such as the flexibility of the vehicle). The driving power target preset can be an adjustable driving power mode of the vehicle, for example, adjusted by selecting a driving program "Sport" or "Comfort Mode".

[0050] Thus, it is possible for the user to make their vehicle more flexible, for example, increasing the flexibility by 10%, and accordingly automatically matching the possible maximum intervention degree of the driving power regulation system. Advantageously, this allows increasing the adjustment range or the degree of freedom of the intervention parameter while improving driving safety.

[0051] In particular, the intervention required for the driver's expectation is considered as the basis for judging a wrong intervention.

[0052] Preferably, the dynamic intervention and / or static intervention required for the driver's desired heading is estimated in a safety - ensuring manner. Particularly preferably, the driving power parameters allowed in terms of driving dynamics are determined thereby. In other words, the driving power parameters allowed in terms of driving dynamics describe the driving power parameters caused by the dynamic intervention and / or static intervention required for the driver's desired heading.

[0053] In order to evaluate the intervention required by the driving power regulation system or all (simultaneous) interventions required by the driving power regulation system, it is judged whether the driving power parameters caused by one or more interventions are within a safe range, and this safe range is (positionally) determined according to the driving power parameters allowed in terms of driving dynamics. In particular, the driving power parameters allowed in terms of driving dynamics are used as the starting point for positioning the safe range. In other words, the safe range is positioned (and thus defined) relative to the determined driving power parameters allowed in terms of driving dynamics (as a baseline). This is particularly described in Figure 3 and Figure 4 is described.

[0054] For example, it is evaluated whether the required interval formed by the maximum allowable error intervention (characterized by at least one safety parameter) is near the estimated required intervention, i.e., the driving power parameter that is particularly allowed in terms of driving dynamics. If necessary, the intervention is restricted to the edge of this interval.

[0055] If it is determined that at least one intervention or (simultaneously acting) (multiple) interventions are uncontrollable interventions or error interventions, then preferably at least one intervention parameter is changed and / or restricted, and particularly preferably multiple or all intervention parameters are changed and / or restricted. Preferably, the change and / or restriction is carried out such that the intervention generated by the changed intervention parameter and / or the restricted intervention parameter is (particularly just) allowed in terms of driving dynamics or is (particularly just) controllable by the driver or user.

[0056] In another preferred method, the vehicle has a plurality of driving power regulation systems, which are (respectively) suitable for and intended to determine, in particular (respectively in pairs) independently of each other, at least one intervention parameter that characterizes at least one intervention on the driving power of the vehicle that can be triggered by at least one driving power regulation system.

[0057] Here, preferably, in order to ensure safety against error interventions, at least one driving power parameter is determined based on all the intervention parameters of the plurality of driving power regulation systems. Preferably, the safety criticality of the (total) driving power parameter is determined. Advantageously, a centralized calculation, evaluation, and restriction of the intervention effects of all control systems are carried out.

[0058] Preferably, the individual driving power parameters required (in particular for all driving power regulation systems) are determined and / or calculated, in particular based on physical relationships.

[0059] Preferably, the definition of the maximum allowable (total) driving power parameter, such as the maximum allowable total yaw moment, is carried out particularly preferably by means of a characteristic map (based on driving speed, lateral acceleration, adjustment direction (flexible / stable), lane friction coefficient, and / or the like).

[0060] Preferably, a scaling factor (magnitude of the required torque / magnitude of the allowable torque) is determined.

[0061] Preferably, the scaling factor is applied to all individual interventions, in particular at least one intervention parameter.

[0062] Thereby, advantageously, an improvement in driving safety is achieved while increasing the control range.

[0063] In another preferred method, at least one limiting parameter, in particular a scaling factor, is determined, according to which the limitation and / or alteration of at least one intervention parameter (in particular before triggering an intervention) is carried out, and preferably the limitation and / or alteration of several or all intervention parameters is carried out. Preferably, at least one limiting parameter (and particularly preferably all limiting parameters) is determined by a (central) safety device.

[0064] Preferably, exactly one (central) safety device is provided, which is associated with a plurality of (i.e., in particular all) driving power regulation systems. Preferably, exactly one safety device is provided for each vehicle. Thereby, it is advantageously possible to avoid data exchange (for coordination with each other) between a plurality of safety devices regarding driving power parameters (such as additional yaw moments) required or predicted by triggering interventions of different driving power regulation systems. Thereby, it is advantageously possible to prevent the limit of the driving power parameters preset for the entire vehicle from being exceeded due to multiple interventions of a plurality of driving power regulation systems.

[0065] Thereby, the degree of freedom in selecting interventions of individual driving power regulation systems can be increased, and at the same time, driving safety can also be improved.

[0066] Preferably, the (central) safety device determines at least one limiting parameter, and particularly preferably determines at least one limiting parameter for each driving power regulation system (expected to intervene in driving power). Preferably, the (central) safety device transmits at least one limiting parameter to the corresponding driving power regulation system, in particular to the intervention device of the corresponding driving power regulation system. Preferably, the corresponding driving power regulation system and / or the intervention device of the corresponding driving power regulation system changes at least one intervention parameter, in particular at least one control command, according to the corresponding limiting parameter.

[0067] In another preferred method, a hierarchical weighting parameter is preset for the driving power regulation system, and according to the hierarchical weighting parameter, the triggerable interventions of different driving power regulation systems and / or at least one determined intervention parameter are changed and / or limited. Preferably, at least one limiting parameter for at least one driving power regulation system (in particular for changing at least one intervention parameter of at least one driving power regulation system based on the limiting parameter) is determined according to the weighting parameter.

[0068] Preferably, at least one hierarchical weighting parameter is preset for each driving power regulation system. Particularly preferably, a hierarchical weighting parameter is preset for each type of intervention that can be executed or triggered by the driving power regulation system.

[0069] Preferably, the hierarchical weighting parameter is preset fixedly and / or immutably and is in particular stored in the storage device of the vehicle and / or the safety device. However, it is also conceivable that the weighting parameter is variable and can in particular be changed by the user (preferably within a limited range).

[0070] Preferably, the preset (set) intervention of a specific driving dynamics regulation system by means of the hierarchical weighting parameter is carried out before the intervention of other driving dynamics regulation systems.

[0071] Thus, for example, it may be possible that a driving dynamics regulation system that is judged to have a low priority according to the hierarchical weighting parameter and at the same time has an intervention set together with other driving dynamics regulation systems that are judged to have a high priority according to the (corresponding) hierarchical weighting parameter should not carry out the intervention or should only carry out significantly fewer interventions in this case.

[0072] In this case, according to the corresponding hierarchical weighting parameter, the scaling factor (limiting parameter) for this driving dynamics regulation system can be specified as zero. In particular, after the limiting parameter or in particular the scaling factor is transmitted, the intervention device of this driving dynamics regulation system changes the intervention parameter (in particular the control command) in such a way that the intervention should not be triggered.

[0073] The intervention of a driving dynamics regulation system judged to have a high priority (according to the hierarchical weighting parameter) can, for example, be carried out by the driving dynamics regulation system completely or almost completely in the original manner.

[0074] In the case where the interventions of two or more of a plurality of driving dynamics regulation systems are judged to have the same priority (according to the hierarchical weighting parameter), preferably the limiting parameter can be determined or calculated or estimated (in particular by the safety device) in such a way that the intervention parameters of the two or more interventions changed according to the corresponding limiting parameter each cause the same additional contribution to the driving dynamics parameter. For example, the two or more (thus changed) interventions each cause the same additional yaw moment.

[0075] Preferably, according to at least one hierarchical weighting parameter (and preferably according to all the hierarchical weighting parameters of the driving dynamics regulation system that intervenes or at least temporarily simultaneously sets an intervention on the driving dynamics of the vehicle), the share contribution to the (determined) driving dynamics parameter, for example the share contribution to the total additional yaw moment, of each at least one intervention for (each driving dynamics regulation system and / or each intervention device) is determined. This is conducive to determining the limitation and / or change of the (set or expected) intervention of the corresponding driving dynamics regulation system.

[0076] Preferably, based on the hierarchical weighting parameter, the total additional yaw moment determined according to all intervention parameters is distributed by share to all the interventions provided (at least temporarily simultaneously), and thereby the corresponding limit parameter(s) is / are determined. Subsequently, by means of these limit parameters, the intervention parameters of the corresponding interventions are restricted and / or changed, so that when the intervention is triggered, a (particularly maximum) provided share contribution to the determined total additional yaw moment is caused. In this way, it is advantageously prevented that the (preset) maximum total additional yaw moment is exceeded.

[0077] In another preferred method, at least one intervention parameter and preferably all intervention parameters are determined according to a lower functional safety category than in the case of determining safety parameters and / or judging whether at least one intervention is a wrong intervention, preferably in a way that only ensures the safety of the QM level and / or does not ensure the safety of the ASIL-D level.

[0078] Advantageously, the safety of the driving power intervention of the (multiple) effective functional requirements that do not ensure the safety of the ASIL-D level is ensured by calculating or determining the yaw moment to be expected that is generated and / or required by each system or the driving power regulation system. Preferably, these yaw moments are added up and then restricted to a previously (particularly based on experience) specified maximum value, preferably a maximum value that guarantees safe driving characteristics. Advantageously, the ratio of the restricted moment to the required moment can be used to restrict all interventions to the same extent or preferably in a hierarchical order.

[0079] Preferably, the driving power regulation system or the multiple driving power regulation systems are selected from the following group of driving power regulation systems, which includes: a steer-by-wire system; a driving power regulation system for compensating for understeer particularly in curves; a driving power regulation device for controlling (electronic) transverse locking differentials, in which a braking pressure can be established at the wheels by means of an (EPS) hydraulic system and thereby the desired traction force can be established (known as the XDS+ driving power regulation system); a torque distribution driving power regulation system; a driving power regulation system for adjusting the front axle differential lock; a system for influencing the driving torque distribution, wheel contact force, braking force and / or lateral force, etc.; and combinations thereof.

[0080] Preferably, the vehicle has a so-called steer-by-wire system. Preferably, the planned steering intervention of the steer-by-wire system can be read into the safety function and can be used to determine the driving power parameters. In particular, the algorithm calculates and / or the safety device determines from the planned steering angle the additional yaw moment acting on the vehicle. This yaw moment has priority over the yaw moments from other driving power control systems (such as XDS+, torque distribution devices, front axle differential locks).

[0081] Preferably, the total yaw moment is evaluated with respect to its safety criticality and limited to an acceptable level. Subsequently, preferably, the allowed total yaw moment is redistributed to individual actuators (especially also to actuators for a steer-by-wire system).

[0082] The driving power regulation system can be a system for regulating a preset parameter (within the scope of a regulation loop), but can also, contrary to the usual terminology, be a system for controlling a preset parameter.

[0083] Furthermore, the invention relates to a processor-based safety device, in particular for a vehicle having at least one driving power regulation system, preferably having a plurality of driving power regulation systems, for ensuring the safety of the vehicle against incorrect intervention of at least one driving power regulation system on the driving power of the vehicle.

[0084] Here, at least one driving power regulation system is suitable and intended to determine at least one intervention parameter, in particular a control parameter, which characterizes at least one intervention on the driving power of the vehicle that can be triggered by at least one driving power regulation system.

[0085] According to the invention, the safety device is suitable and intended to determine at least one (predictively determined) driving power parameter, in particular a parameter characterizing the yaw moment and / or additional yaw moment, which parameter characterizes the driving power of the vehicle generated when triggering at least one intervention, in order to ensure safety against incorrect intervention.

[0086] Preferably, the safety device is (additionally) suitable and intended to perform a judgment and / or release for triggering at least one intervention on the basis of at least one determined driving power parameter.

[0087] Thus, within the scope of the safety device according to the invention, a central safety function for a plurality of driving power regulation systems and / or a dynamic adaptation of the intervention parameters, in particular control limits, for the driving power regulation systems is also proposed. Thereby, compared to defining constant (for individual driving power regulation systems) control limits, an excessive limitation of the actuator potential or an insufficient limitation of the intervention can be avoided.

[0088] Preferably, the safety device is set up, suitable and / or intended to carry out the methods described above and all method steps already described in connection with the methods, either individually or in combination with each other.

[0089] Conversely, the method can have all the features described within the scope of the safety device, either individually or in combination with each other.

[0090] Furthermore, the invention relates to a vehicle, in particular a motor vehicle, which comprises a safety device for a vehicle according to one embodiment described above. The vehicle can in particular be a (motorized) road vehicle. Preferably, the vehicle has a plurality of driving power adjustment systems. Preferably, the vehicle has more than one driving power adjustment system. Each (preferably) driving power adjustment system is in particular suitable for and intended to and / or configured to preferably semi-autonomously or autonomously perform an intervention on the driving power of the vehicle or influence the driving characteristics of the vehicle.

[0091] The vehicle can in particular be a motor vehicle, in particular a motor vehicle controlled by the driver himself ("driver only"), a semi-autonomous motor vehicle, an autonomous (e.g., autonomous level 3, 4 or 5 (SAE J3016 standard)) motor vehicle or an autonomous driving motor vehicle. Here, autonomous level 5 represents a fully autonomous driving vehicle. Similarly, the vehicle can be a driverless transportation system. Here, the vehicle can be controlled by a driver or drive autonomously. In addition, in addition to road vehicles, the vehicle can also be an air taxi, an aircraft and other transportation means or other types of vehicles, such as air vehicles, water vehicles or rail vehicles.

[0092] Furthermore, the invention relates to a computer program or a computer program product, which comprises program means, in particular program code, which reflects at least several method steps of the method according to the invention and preferably represents all method steps, and preferably reflects one of the described preferred embodiments or encodes it, and is configured to be executed by a processor device.

[0093] Furthermore, the invention relates to a data memory on which at least one embodiment of the computer program according to the invention or a preferred embodiment of the computer program is stored.

[0094] The invention has been described with reference to a vehicle. Here, the invention can also be generally transferred to the following methods and systems, in which the adjustment system of an object can (semi-autonomously or autonomously) intervene in the movement power or movement characteristics of the object. The applicant reserves the right to claim protection for the objects involved herein as well. Description of the Drawings

[0095] Further advantages and embodiments result from the drawings.

[0096] Wherein:

[0097] Figure 1 A schematic diagram of the method according to the invention according to a preferred embodiment is shown;

[0098] Figure 2shows a time curve of an additional yaw moment required by an active function or an intervention device, and a safety range for the required additional yaw moment preset by a safety device, which is used to illustrate the function mode of a safety function or a safety device in the case where the yaw moment is not estimated in a safety - ensuring manner; and

[0099] Figure 3 and Figure 4 respectively show, in a comparative manner, time curves of different selected additional yaw moments required by an active function or an intervention device, which are used to illustrate the function mode of a safety function or a safety device in the case where the yaw moment is estimated in a safety - ensuring manner. Detailed implementation mode

[0100] Figure 1 shows a schematic diagram of a method according to a preferred implementation mode of the present invention for ensuring the safety of a driving power regulation system of a vehicle 1 against incorrect intervention in the driving power of the vehicle 1. Preferably, the vehicle is a motor vehicle.

[0101] Reference numeral 12 denotes a sensing mechanism or at least one (especially vehicle - side) sensor device and preferably a plurality of sensor devices of the vehicle 1, which are used to detect sensor data related to the current driving characteristics of the vehicle 1 and / or related to the expected (future) driving characteristics of the vehicle 1.

[0102] Here, the sensing mechanism or the sensor device can, for example, be a sensor device 12 for detecting (at least one) steering angle (especially for the steering angle of the front axle and / or the rear axle of the vehicle 1 not shown in the figure), which is preset and / or adjusted (especially by a user or a driver by means of an input device such as a steering wheel). In addition, the sensor device 12 can be a sensor device for detecting and / or determining the driving speed. Figure 1 The sensor data detected by at least one sensor device 12 and preferably by a plurality of sensor devices 12 or the (multiple) parameters derived therefrom preferably form an input parameter E or preferably multiple input parameters E for an (active power) intervention determination device 14 for determining at least one intervention parameter, especially based on a processor.

[0103] Alternatively or additionally, the sensor device 12 can be used to determine and / or detect the friction coefficient of at least one wheel of the vehicle 1 and preferably all wheels on the road lane, especially by means of the stability device of the vehicle 1.

[0104] Alternatively or additionally, other sensors can be provided, especially for detecting the driving characteristics and / or the vehicle state of the vehicle 1.

[0105] The sensor data detected by at least one sensor device 12 and preferably by a plurality of sensor devices 12 or the (multiple) parameters derived therefrom preferably form an input parameter E or preferably multiple input parameters E for an (active power) intervention determination device 14 for determining at least one intervention parameter, especially based on a processor.

[0106] Preferably, at least one input parameter E and / or a plurality of input parameters E (for the driving force intervention determination device 14) are selected from the group of parameters that characterize the steering angle (for the front axle and / or rear axle of the vehicle), a damper current, a plurality of damper currents, drive torque distribution, the friction coefficient of at least one wheel of the vehicle, the friction coefficient of one wheel and preferably all wheels of the vehicle, the driving speed of the vehicle, etc., and include combinations thereof.

[0107] Preferably, at least one (determined) intervention parameter characterizes the intervention to be performed and / or expected on the driving force of the vehicle 1 (initiated or triggered by the driving force intervention determination device 14 and / or by the driving force regulation system or driving force regulation device). Preferably, at least one determined intervention parameter is intended to perform at least one intervention on the driving force of the vehicle or expect to perform an intervention based on at least one intervention parameter.

[0108] Preferably, the driving force intervention determination device 14 is suitable for and intended to implement an effective function, in particular in such a way that the driving force intervention determination device calculates and / or determines at least one and preferably a plurality of actuator interventions required for the driving characteristics (of the vehicle) from one or more input parameters E (such as driving speed and / or steering wheel angle).

[0109] At least one (especially each) intervention parameter can be a parameter characterizing the actuator intervention. Preferably, the (especially corresponding) intervention parameter is a parameter characterizing at least one and preferably exactly one control command S, in particular a parameter characterizing at least one braking torque and / or a plurality of braking torques and / or a steering angle and / or a plurality of damper currents and / or drive torque distribution, and / or preferably, the (especially corresponding) intervention parameter is the corresponding control command S.

[0110] In particular, the driving force intervention determination device 14 only ensures safety at the QM level (QM is the abbreviation for quality management). In particular, it can be that the driving force intervention determination device 14 or the determination of the intervention does not ensure safety at the ASIL-D level. In particular, it can be that the determination of the intervention parameter characterizing the intervention execution (performed by the driving force intervention determination device) does not ensure safety at the ASIL-D level.

[0111] Reference numeral 16 denotes a safety device of the vehicle 1 for ensuring safety against incorrect intervention in the driving force of the vehicle, and such incorrect intervention may also be caused by the intervention performed according to the intervention parameter (by the driving force regulation system and / or by the driving force regulation device). In other words, a safety device 16 is provided, which checks and / or determines whether the intervention in the driving force of the vehicle according to at least one intervention parameter is an incorrect intervention.

[0112] In particular, the error intervention may be an intervention that is not allowed in terms of driving dynamics (intervention on the driving power of the vehicle).

[0113] If the safety device 16 in particular identifies an intervention proposed by the (driving power) intervention determination device (by determining at least one intervention parameter) as a potential error intervention, the safety device prevents and / or blocks the execution of this type of intervention (by the driving power adjustment device and / or the driving power adjustment system) and / or triggers the execution of this type of intervention (by the driving power adjustment device and / or the driving power adjustment system).

[0114] Preferably, the safety device 16 in particular performs at least one safety function with respect to and / or based on the (multiple) determined intervention parameters. For this purpose, preferably, an estimation of the yaw moment allowed in terms of driving dynamics is performed. Preferably, the yaw moment generated by the (multiple) intervention parameters, in particular by the control command, is also calculated.

[0115] Particularly preferably, in the case where the comparison between the yaw moment generated by the control command and the yaw moment allowed in terms of driving dynamics results in the yaw moment generated by the control command being a yaw moment not allowed in terms of driving dynamics, the (multiple) intervention parameters, in particular the control command, are limited to an allowed yaw moment or multiple allowed yaw moments.

[0116] Preferably, at least one safety parameter characterizing an intervention on the driving power of the vehicle allowed in terms of driving dynamics is determined (in particular by the safety device 16). For example, the safety parameter may be at least one or more yaw moments allowed in terms of driving dynamics or a parameter characterizing the yaw moment. In addition, based on at least one (determined) intervention parameter, at least one driving power parameter, such as a yaw moment, generated or likely to be generated by the intervention according to at least one (determined) intervention parameter is determined or predicted (in particular predictively).

[0117] Preferably, based on at least one safety parameter, at least one driving power parameter (such as a yaw moment) is judged as to whether the driving power parameter (such as the yaw moment generated according to at least one intervention parameter) is allowed in terms of driving dynamics. If this is not the case, preferably, a change in at least one intervention parameter is performed in order to thereby achieve a driving power parameter allowed in terms of driving dynamics.

[0118] The determination of the safety function or the (at least one) safety parameter is realized herein based on the sensor data detected by the sensing mechanism or at least one sensor device 13 and / or the parameters derived therefrom.

[0119] For example, the determination of a safety function and / or at least one safety parameter, in particular the estimation of the yaw moment permitted in terms of driving dynamics, can be carried out or determined based on the steering angle and / or the driving speed and / or the pedal position and / or the (current) longitudinal movement and / or lateral movement of the vehicle and / or the driving state parameter characterizing the current driving state of the vehicle and / or the selected gear.

[0120] Safety function: Calculate the total additional yaw moment required by the active function:

[0121] The safety function and / or the safety assurance against incorrect intervention carried out by the safety device 16 preferably includes calculating the total additional yaw moment required by the active function and / or the intervention determination device 14.

[0122] Preferably, in order to calculate the total additional yaw moment required by the active function and / or the intervention determination device 14, all relevant control commands are taken into account. Preferably, the total moment, in particular the total yaw moment, is calculated especially based on all relevant control commands and / or the total additional yaw moment. In particular, control commands and driving state parameters are required for this.

[0123] For example, if the braking torque of the left rear wheel is 130 Nm and the additional steering angle at the front axle is 2°, a total yaw moment of 1600 Nm can be obtained.

[0124] Safety function: Calculate the additional yaw moment reasonable in terms of driving dynamics:

[0125] Preferably, the safety function and / or the safety assurance against incorrect intervention carried out by the safety device 16 (additionally) includes calculating the additional yaw moment reasonable in terms of driving dynamics. Preferably, by means of the calculated additional yaw moment reasonable in terms of driving dynamics, the "slimmed-down" active function can be satisfied. Preferably, the calculation of the additional yaw moment reasonable in terms of driving dynamics is a calculation conforming to the ASIL-D level. If necessary, the static and dynamic additional yaw moments are estimated. In particular, in order to calculate the additional yaw moment reasonable in terms of driving dynamics, (multiple) driving state parameters and driving dynamics target presets (for example, increasing the agility of the vehicle by 10%) are required.

[0126] For example, based on the driving speed, the steering wheel angle and the target of increasing the agility of the vehicle by 10% in the driving program "Sport", 1100 Nm can be reasonable.

[0127] Safety function: Define the base interval:

[0128] The safety function and / or the safety assurance against incorrect interventions carried out by the safety device 16 preferably include defining a basic range. Preferably, the basic range includes incorrect interventions controllable by the driver (additional yaw moments). For example, that which can be used as a standard is: for example, in the current driving situation, -2000 Nm and 700 Nm generate a deviation from the planned trajectory of 49 cm within 1 second. 50 cm / s is the limit value.

[0129] Example: In the current driving state, all additional yaw moments that are 2000 Nm less or 700 Nm greater than the estimated, kinematically reasonable yaw moment are just still controllable.

[0130] Figure 2 An additional yaw moment - time diagram is shown for illustrating the mode of operation of the safety function or the safety device 16 in the case of a yaw moment not estimated in a safety - ensuring manner. In this diagram, here in the graph marked with the reference sign GG, according to time (along the coordinate axis pointing to the right in the drawing plane), a plurality of additional yaw moments required by the effective function or one additional yaw moment required by the effective function or determined by the intervention determination device 14, in particular the total additional yaw moment (along the coordinate axis pointing upwards in the drawing plane), are shown.

[0131] Here, all additional moments between 700 Nm (marked with the reference sign G2) and -2000 Nm (marked with the reference sign G1) are interpreted as controllable interventions. But this means that all interventions outside this range are regarded as uncontrollable errors and are restricted to this range.

[0132] In Figure 2 In the exemplary time curve of the required additional yaw moment GG shown in, the additional yaw moment GG exceeds the upper limit value G2 of the basic range for the required (total) additional yaw moment in the region between the time points t1 and t2 and reaches a value up to 1600 Nm (marked with the reference sign ZG).

[0133] Therefore, the safety function or the safety device 16 causes the additional required (total) yaw moment GG to be limited to the upper limit value G2. Thus, in the example shown in Figure 2 the required (total) additional yaw moment between the time points t1 and t2 is limited to the limit value G2, here limited to 700 Nm, which is illustrated by the dashed line L and the arrow direction of the line L starting from the additional yaw moment line GG.

[0134] Two Figure 3 and Figure 4 Each shows an additional yaw moment - time diagram for illustrating the mode of operation of the safety function or the safety device 16 in the case of a yaw moment estimated in a safety - ensuring manner.

[0135] The diagram marked with the reference sign GG again shows the time curve of the (total) additional yaw moment required by the effective function requirements or determined by the (at least one) intervention determination device 14 and / or determined by all intervention determination devices 14 and / or required by (in particular all driving power regulation systems).

[0136] Here, Figure 3 the time curve of the required (total) additional yaw moment GG shown exemplarily in Figure 2 is the same as the example shown in Figure 2 and has a (local) maximum value ZG (here 1600 Nm) known from

[0137] As opposed to Figure 2 the embodiment or mode of operation of the safety function and / or safety device 16 shown in

[0138] Now, the required (total) additional yaw moment GG is judged in such a way that whether this additional yaw moment may cause an (uncontrollable or controllable) intervention, rather than according to a statically preset basic interval. Figure 3 and Figure 4 in which the additional yaw moment is respectively marked with the reference sign SGG.

[0139] At the observed time point t0, the ensured additional yaw moment ZM of 1100 Nm (here) is regarded as reasonable in terms of driving dynamics. In the case of this yaw moment, the vehicle 1 travels approximately as desired. 1100 Nm is the new zero line for the basic interval. All additional moments GG between 700 Nm higher than 1100 Nm at most and -2000 Nm lower than 1100 Nm are interpreted as controllable interventions. This is illustrated by bar 22.

[0140] As opposed to Figure 2 the static basic interval in Figure 3 (see the shaded area) (which presets the absolute additional yaw moment value of GG for being evaluated as a controllable or uncontrollable intervention), in the embodiment according to Figure 4 (and also

[0141] In other words, in order to determine the required (total) additional yaw moment (by means of the safety device 16 or by means of the safety function) determined by the effective function and / or the (driving power) intervention determination device 14, preferably particularly dynamic parameters are used, namely the additional yaw moment SGG that is reasonable in terms of driving dynamics and is obtained from the estimation of the dynamic and / or static intervention particularly required for the driver's desired course. A safety range or safety interval is set around this estimated additional yaw moment that is reasonable in terms of driving dynamics. This safety range (and thus its limit values also change dynamically) forms an interval in which the maximum error intervention allowed around the estimated necessary or reasonable intervention SGG forms the interval.

[0142] Figure 4 Illustrated is the case where the (total) additional yaw moment GG changes over time Figure 3 the functional mode of the safety function or safety device 16 on which it is based, in which, here, the (total) additional yaw moment, for example at time point t0 (see also the area marked with the reference sign F), exceeds the upper limit value preset by the dynamic basic interval 22 based on the time-varying (safety) parameter (the additional yaw moment SGG that is reasonable in terms of driving dynamics calculated here) (here at time point t0 it is ZM + 700 Nm).

[0143] At this time point t0, the effective function requires 2000 Nm. This is an error situation.

[0144] At the observed time point t0, an additional yaw moment of 1100 Nm that is safety-guaranteed is regarded as reasonable in terms of driving dynamics. In the case of this yaw moment, the vehicle travels approximately as desired. 1100 Nm is the new zero line for the basic interval. All additional torques GG between 700 Nm higher than 1100 Nm and 2000 Nm lower than 1100 Nm are interpreted as controllable interventions.

[0145] Thereby, the effective function or the (driving power) intervention device marked with the reference sign 14 requires 200 Nm more.

[0146] Possible responses particularly include:

[0147] 1) 1800 Nm / 2000 Nm = 90%

[0148] → Limit all control commands to 90% of the original control commands

[0149] 2) Reduce the yaw moment of one of the control commands by 200 Nm

[0150] Preferably, in particular, it is proposed to add up the required yaw moments, define the maximum yaw torque allowed in terms of power and limit it to the allowed maximum (yaw) moment.

[0151] The applicant reserves the right to claim all features disclosed in the application documents that are important for the present invention, provided that these features are novel compared to the prior art, either individually or in combination. It should be further noted that features that may be advantageous in themselves are also described in a single figure. It is directly recognized by those skilled in the art that the specific features described in the figure can also be advantageous without using other features in the figure. In addition, those skilled in the art recognize that advantages can also be obtained by combining a plurality of features shown in a single figure or in different figures.

[0152] List of Reference Numerals

[0153] 1 Vehicle

[0154] 12 Sensor device

[0155] 14 (Driving power) intervention determination device

[0156] 16 Safety device

[0157] 20 Basic interval

[0158] 22 Basic bar

[0159] E Input parameter

[0160] G2, G2 limit value

[0161] GG Required total additional yaw moment

[0162] L Dashed line

[0163] P Sensor parameter

[0164] SGG Driving-dynamics reasonable additional yaw moment

[0165] t1, t2, t0 Time points

[0166] ZM Safety-assured additional yaw moment

[0167] ZG Maximum additional yaw moment

Claims

1. A method for ensuring the safety of a vehicle (1) having at least one driving power regulation system and preferably having a plurality of driving power regulation systems against incorrect intervention of the at least one driving power regulation system on the driving power of the vehicle (1), Among them, The at least one driving power regulation system is adapted to and is intended to determine at least one intervention parameter (S), in particular a control parameter (S), which characterizes at least one intervention on the driving power of the vehicle (1) that can be triggered by the at least one driving power regulation system, Characterized in that, In order to ensure safety against incorrect intervention, at least one driving power parameter (GG) is determined, in particular a parameter characterizing yaw moment and / or additional yaw moment, which parameter characterizes the driving power generated by the vehicle (1) when triggering the at least one intervention, and based on the at least one determined driving power parameter (GG), a judgment and / or release is performed to trigger the at least one intervention.

2. The method according to claim 1, wherein At least one safety parameter is determined, which parameter characterizes the permissibility of the at least one intervention, in particular given with respect to driving safety, and / or characterizes the controllability of the at least one intervention by the user of the vehicle (1), wherein, based on the safety parameters (G1, G2), it is determined whether the at least one intervention parameter (S) must be restricted and / or changed.

3. The method according to the above-mentioned claims, characterized in that, The at least one safety parameter is a dynamic parameter determined in particular in real time.

4. The method according to the above-mentioned claim, characterized in that, In order to determine the dynamic safety parameter, in particular the driving power parameter (SGG) permitted in driving dynamics, in particular the yaw moment permitted in driving dynamics, is determined in real time.

5. The method according to the above-mentioned claim, characterized in that Based on a preset driving power target preset, in particular adjustable by the user of the vehicle (1), the driving power parameter (SGG) permitted in driving dynamics is determined.

6. The method according to any one of the above claims, characterized in that, The vehicle (1) has a plurality of driving power regulation systems, which are adapted to and are intended to determine at least one intervention parameter (S) independently of each other and respectively, in particular, which parameter characterizes at least one intervention on the driving power of the vehicle (1) that can be triggered by the at least one driving power regulation system, wherein, in order to ensure safety against incorrect intervention, the at least one driving power parameter is determined based on all the intervention parameters (S) of the plurality of driving power regulation systems.

7. The method according to the above-mentioned claim, characterized in that, At least one limiting parameter is determined, based on which the execution of at least one intervention parameter and preferably a plurality or all of the intervention parameters is restricted and / or changed.

8. The method according to any one of the above claims, characterized in that, A hierarchical weighting parameter is preset for the driving power regulation system, and based on the hierarchical weighting parameter, the triggerable interventions of different driving power regulation systems and / or the at least one determined intervention parameter (S) are changed and / or restricted.

9. The method according to any one of the preceding claims, characterized in that Based on a lower functional safety category than in the case of determining the safety parameter and / or judging whether the at least one intervention is an incorrect intervention, preferably in a manner that only ensures the safety of the QM level and / or does not ensure the safety of the ASIL-D level, the at least one intervention parameter (S) is determined, and preferably all the intervention parameters are determined.

10. A safety device (16) for a vehicle (1) having at least one driving power adjustment system, preferably having a plurality of driving power adjustment systems, for ensuring the safety of the vehicle (1) against incorrect intervention of the at least one driving power adjustment system on the driving power of the vehicle (1). Among them, The at least one driving power adjustment system is adapted to and intended to determine at least one intervention parameter (S), in particular a control parameter (S), which characterizes at least one intervention on the driving power of the vehicle (1) that can be triggered by the at least one driving power adjustment system. It is characterized in that the safety device (16) is adapted to and intended to, in order to ensure safety against incorrect intervention, determine at least one driving power parameter (GG), in particular a parameter characterizing yaw moment and / or additional yaw moment, which parameter characterizes the driving power generated by the vehicle (1) when triggering the at least one intervention, and based on the at least one determined driving power parameter (GG), perform a judgment and / or release to trigger the at least one intervention.

11. A vehicle (1), in particular a motor vehicle, comprising the safety device (16) according to the above claims.

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