Methods, apparatus, and safety devices for sensor systems used in operating motor vehicles

Abstract

This invention relates to a method for a sensor system (110, 115) for operating a motor vehicle (100), the method comprising a reading step and an activation step. In the reading step, a state signal characterizing the state of the motor vehicle (100) is read; in the activation step, based on the state signal, a first sensor configuration or a second sensor configuration is activated from at least two sensor configurations of the sensor system (110, 115) of the motor vehicle (100). Fewer sensors are activated in the first sensor configuration than in the second sensor configuration.

Description

Technical Field

[0001] This invention relates to methods and apparatuses for sensor systems used in operating motor vehicles, as well as safety devices, according to the independent claims. The invention also includes computer programs. Background Technology

[0002] Motor vehicles may have sensor systems for collision detection. However, the parameters of such sensor systems may be set unreasonably in some cases, or have unnecessarily high energy consumption in certain vehicle states that are not required for the corresponding state of the vehicle. Summary of the Invention

[0003] Against this backdrop, the present invention proposes a method for a sensor system for operating a motor vehicle, a safety device, an apparatus for using the method, and a corresponding computer program, according to the independent claims. Advantageous improvements and optimizations can be made to the apparatus described in the independent claims through the measures listed in the dependent claims.

[0004] The proposed solution is particularly effective for damage identification of motor vehicles. Furthermore, it enables a highly energy-efficient operation mode for the vehicle's sensor system.

[0005] A method for a sensor system for operating a motor vehicle is proposed, comprising a reading step and an activation step. In the reading step, a state signal characterizing the state of the motor vehicle is read. In the activation step, based on the state signal, either a first sensor configuration or a second sensor configuration of the sensor system of the motor vehicle is activated from at least two sensor configurations. Fewer sensors are activated in the first sensor configuration than in the second sensor configuration.

[0006] The sensor system can have various sensor configurations, and may also have multiple sensors. The sensors can be deployed in different locations on the vehicle, such as the rear area, front area, and / or door area.

[0007] The proposed solution can also be understood as a system-wide breakdown of the minor damage detection function for both parking and driving. This proposed solution expands and refines the damage detection functionality. The detection can be activated during both parking and driving.

[0008] In the reading step, a status signal characterizing the parking state of the motor vehicle can be read, and a first sensor configuration can be assigned to this parking state. Advantageously, power can be saved in the parking state by disabling sensors and / or adjusting sensors to have lower sensor power.

[0009] During the reading step, a state signal characterizing the driving state of the motor vehicle can be read, and a second sensor configuration can be assigned to this driving state. Advantageously, in the driving state, if it is necessary to make full use of the sensor system, high sensor power can be provided by activating more sensors.

[0010] In the first sensor configuration, the sensitivity and / or sampling rate of at least one sensor can be set to be higher and / or lower than in the second sensor configuration. This allows for energy-efficient operation of the damage identification system.

[0011] During the activation step, the first sensor configuration in which the pedestrian protection sensor system and / or pressure sensor system are deactivated can be activated. This also saves energy because when the vehicle is parked, there is no need to detect pedestrians in the area surrounding the vehicle via the pedestrian protection sensor system.

[0012] During the activation step, a third sensor configuration of the vehicle's sensor system can be activated based on a status signal. The sensors that can be activated in the third sensor configuration differ from those in the first and / or second sensor configurations, or the sensor parameter settings differ from those in the first and / or second sensor configurations.

[0013] During the reading step, a status signal characterizing the charging status of a motor vehicle can be read, and a third sensor configuration can be assigned to this charging status.

[0014] In the third sensor configuration, at least one sensor in the area of ​​the vehicle's charging port can be activated. For example, during charging, a pressure sensor system can be activated or adjusted to a higher sensitivity. If damage to the vehicle occurs in this area, such as due to a parking scrape, the pressure sensor can detect the damage and terminate the charging process to protect the electronics of the charging port from further damage.

[0015] The steps of this method can be performed within the safety devices of a motor vehicle, especially within the airbag controller.

[0016] This method can be implemented, for example, in software, hardware, or a combination of software and hardware, such as in a controller or control device.

[0017] The proposed solution also provides a control device designed to perform, manipulate, or implement variations of the proposed method in a suitable device. The technical problems addressed by the present invention can also be solved quickly and efficiently through device-based embodiments.

[0018] Therefore, the control device may include: at least one arithmetic unit for processing signals or data; at least one storage unit for storing signals or data; at least one interface connected to a sensor or actuator for reading sensor signals from the sensor or outputting data signals / control signals to the actuator; and / or at least one communication interface for reading or outputting data embedded with a communication protocol. The arithmetic unit may be, for example, a signal processor, a microcontroller, etc., wherein the storage unit may be a flash memory or magnetic storage unit. The communication interface may be designed to read or output data wirelessly and / or wiredly, wherein a wired communication interface may, for example, read data from or output data to a corresponding data transmission line electrically or optically.

[0019] Here, the control device can be understood as an electrical device that processes sensor signals and outputs control signals and / or data signals based on the sensor signals. The control device may have an interface, which can be designed in hardware and / or software. For a hardware design, the interface may, for example, be part of a so-called system-specific integrated circuit (ASIC) that integrates various functions of the device. However, it is equally possible for the interface to be a standalone integrated circuit, or at least partially composed of discrete structural components. For a software design, the interface may be a software module, which may, for example, exist on a microcontroller along with other software modules.

[0020] Safety devices for motor vehicles include embodiments of the control apparatus and sensor systems described herein. The sensor system may have various sensor configurations, which may in turn include multiple sensors. The sensors respond to events in the vicinity of the motor vehicle and output sensor signals to the actuators. The control apparatus may have at least one integrated acceleration sensor and / or at least one rotational rate sensor.

[0021] Also advantageous is a computer program product or computer program having program code that can be stored on a machine-readable carrier or storage medium such as a semiconductor memory, hard disk memory, or optical memory, and particularly when the program product or program is executed on a computer or control device, it can be used to perform, implement, and / or manipulate the steps of the method according to any of the above embodiments. Attached Figure Description

[0022] Embodiments of the proposed solution are shown in the accompanying drawings and described in detail in the following description, wherein:

[0023] Figure 1 An illustration of a motor vehicle with an embodiment of a safety device is shown;

[0024] Figure 2 A block diagram illustrating an embodiment of the safety device is shown;

[0025] Figure 3 A block diagram of a control device is shown for illustrating an embodiment of a sensor system operating method for a motor vehicle;

[0026] Figure 4 A block diagram illustrating an embodiment of a sensor system operating method for a motor vehicle is shown;

[0027] Figure 5 A block diagram illustrating an embodiment of a sensor system operating method for a motor vehicle is shown;

[0028] Figure 6 A flowchart illustrating an embodiment of a sensor system operation method for a motor vehicle is shown;

[0029] Figure 7 A block diagram of an embodiment of a control device for a sensor system used to operate a motor vehicle is shown. Detailed Implementation

[0030] In the following description of advantageous embodiments of the invention, elements with similar functions shown in different figures are referred to by the same or similar reference numerals, and repeated descriptions of these elements are omitted.

[0031] Figure 1 A schematic diagram of a motor vehicle 100 with an embodiment of a safety device 105, which may also be referred to as an airbag ECU and / or an airbag system, is shown. In other words, Figure 1 An exemplary schematic diagram of an airbag system with a peripheral sensor system is shown. In specific vehicle projects, a greater or fewer number of peripheral occupant protection sensors may be installed.

[0032] Safety device 105 is exemplarily designed as an airbag controller and includes an acceleration sensor system 110 and an inertial sensor system 115. The sensor system of motor vehicle 100 includes multiple sensors. These sensors are connected to safety device 105 to transmit signals. According to one embodiment, motor vehicle 100 includes multiple acceleration sensors 125, 135, 145, 155, 165, 175 and door pressure sensors 120, 130, 140, 150. For example, two acceleration sensors 125 and 135 are arranged in the rear area of ​​the vehicle, and two acceleration sensors 145 and 155 are also arranged in the front area. Exemplarily, two door pressure sensors 120 and 130 are arranged in the driver's side door area of ​​motor vehicle 100, and two door pressure sensors 140 and 150 are also arranged in the passenger side door area of ​​motor vehicle 100. For example, an acceleration sensor 165, 175 is arranged between each pair of door pressure sensors 120, 130, 140, 150. According to the embodiment shown herein, the motor vehicle 100 has ten sensors 120, 125, 130, 135, 140, 145, 150, 155, 165, 175.

[0033] Depending on the state of the vehicle 100—whether it is in motion, parked, or charging—some of the sensors 120, 125, 130, 135, 140, 145, 150, 155, 165, and 175 are set to higher and / or lower sensitivities, activated, or even deactivated. Therefore, the sensor system has multiple sensor configurations that activate according to the state of the vehicle 100 to achieve the most energy-efficient operation of the vehicle 100, safety device 105, and / or sensor system.

[0034] When the motor vehicle 100 is parked, the first sensor configuration is activated. In this sensor configuration, for example, the pedestrian protection sensor system is deactivated because the motor vehicle 100 is parked, and there is no need to detect pedestrians in the area surrounding the vehicle via the pedestrian protection sensor system.

[0035] When the motor vehicle 100 is in motion, a second sensor configuration is activated. In this configuration, for example, more sensors are activated than in the first sensor configuration. By way of example only, in the second sensor configuration, a pedestrian protection sensor system and / or a pressure sensor system are activated. Alternatively or additionally, in the second sensor configuration, the sensors may be set to higher sensitivity or higher robustness. By way of example only, the sensitivity of the sensors used for road recognition in the second sensor configuration is set higher than in the first sensor configuration. In the first sensor configuration, for example, road recognition is not required because the motor vehicle 100 is parked and therefore not moving. Furthermore, by way of example only, the sensitivity of the acceleration sensors 125, 135, 145, 155, 165, and 175 is set higher than in the first sensor configuration, i.e., in the parked state.

[0036] When the vehicle 100 is charging, the third sensor configuration is activated. During charging, the vehicle 100 establishes a connection with a charging station, for example, via a charging interface. Therefore, in the third sensor configuration, for example, a pressure sensor system is activated or set to higher sensitivity. According to one embodiment, if the charging interface is located on the driver's side of the vehicle 100, the configuration includes sensors 120 and 130. If damage to the vehicle 100 occurs in this area, such as due to a parking scrape, sensors 120 and 130 detect the damage and can terminate the charging process to protect the electronics of the charging interface from further damage.

[0037] In other words, Small Damage Detection (SDD) can identify and classify minor collisions and / or collision events, such as accidents and / or minor damage, at the location of the motor vehicle 100 during driving and while parked. When driving, the energy consumption of the safety device 105 (also known as the airbag system) with integrated SDD functionality is not an issue, as the safety device 105 is already activated in this state to provide necessary protection within the scope of passive safety. This also typically applies to battery electric vehicles (BEVs) and / or hybrid electric vehicles (HEVs) during the charging process, during which the safety device 105 is activated to deactivate high-voltage functions in the event of a collision.

[0038] Furthermore, in the proposed solution, the SDD function is activated even when the charging process is not activated, provided the vehicle is parked. The SDD function is continuously activated, for example, 24 hours a day, 7 days a week, and throughout the entire lifespan of the vehicle. To ensure the SDD function remains active for as long as possible in this state, system power consumption needs to be optimized and minimized, as the safety device 105 is powered by one or more onboard batteries. The proposed solution outlines several options for optimizing the power consumption of the system used for the SDD function in the safety device 105 and the motor vehicle 100.

[0039] The following describes an embodiment of the peripheral sensor architecture. The safety device 105 has a central controller that includes an integrated acceleration sensor system 110, an inertial sensor system 115, and a series of different peripheral sensors 120, 125, 130, 135, 140, 145, 150, 155, 165, and 175 for collision detection and protection of people around the vehicle.

[0040] An example of an external sensor is:

[0041] Front-mounted accelerometer (UFS)

[0042] Pedestrian protection accelerometer (PCS)

[0043] Pedestrian protection pressure tube sensor (PTS)

[0044] Peripheral side-mounted accelerometer (PAS)

[0045] External side-mounted pressure sensor (PPS)

[0046] Rear-end acceleration sensor (RCS).

[0047] Energy consumption optimization in parking mode can be achieved through an adaptive sensor configuration that distinguishes between driving, charging, and parking states. During driving and charging, all peripheral sensors are required for collision detection and related protection functions, except for the pedestrian protection sensor system. However, in parking mode, a simplified peripheral sensor configuration can be used to implement the SDD (Side Discharge) function, by disabling unnecessary sensors and thus reducing the overall system power consumption.

[0048] An exemplary description of simplifying the peripheral sensor group is as follows: The pedestrian protection sensor system is disabled because its installation location limits the effective signal it provides for the SDD function. Additionally or alternatively, the peripheral pressure sensor is disabled because it detects signals only very locally, for example, in the front door area. Additionally or alternatively, all peripheral sensors are disabled, and the SDD function is implemented based on the acceleration sensor system 110 and the inertial sensor system 115 installed in safety device 105. This final embodiment results in a reduction in the sensitivity and performance of the SDD function. This performance loss can be wholly or partially avoided by using adaptive and therefore differentiated recognition thresholds in the SDD algorithm for SDD event recognition in both moving and stationary vehicle states. Because interference from vehicle motion (such as braking, acceleration, steering) and adverse road conditions (such as potholes, road cracks, rural roads, etc.) is eliminated when the vehicle is stationary, the recognition threshold can be set to a higher sensitivity than in the moving state. However, depending on the allowable power consumption, the desired SDD performance, the installation location of the peripheral sensors in the motor vehicle 100, and the vehicle body structure, alternative peripheral sensor configurations may also be used when the vehicle is stationary.

[0049] Figure 2 A block diagram of an embodiment of safety device 105 is shown. Here, safety device 105 is compared with... Figure 1 The safety devices in them are the same or similar. In other words, Figure 2 An exemplary illustration of safety device 105, also known as an airbag controller, is shown, featuring a built-in acceleration sensor system 110 and an inertial sensor system 115, and including a switching function for selectively activating and / or deactivating components. In specific vehicle projects, more or fewer built-in sensors may be installed.

[0050] The safety device 105 has at least one control device 200, which may also be referred to as a microcontroller, and at least one switching device 205. Additionally, the safety device 105 also has an acceleration sensor system 110 and an inertial sensor system 115.

[0051] The inertial sensor system 115 includes a first rotational rate sensor 210 and a second rotational rate sensor 215. The first rotational rate sensor 210 is exemplaryly designed to measure basic accuracy. The second rotational rate sensor 215 is exemplaryly designed to measure with higher accuracy.

[0052] Sensor systems 110 and 115 are connected to switching device 205 via circuits 230, 235, and 240, respectively. Switching device 205 is also connected to control device 200 and has an interface for connection to power supply 220. Additionally, switching device 205 is connected to peripheral sensors, wherein, exemplarily, circuit 225 connects switching device 205 to peripheral sensors.

[0053] According to an embodiment, the safety device 105 also includes another control device 260, another switching device 265, another acceleration sensor system 270, and another inertial sensor system 275.

[0054] Another switching device 265 is connected to another power supply 280, wherein a circuit 285 is connected between the other power supply 280 and the other switching device 265.

[0055] like Figure 1 The limiting factors for the continuous operation of the controller used to implement the SDD function include the power consumption of the safety device 105 and the specified service life of the controller or component. To ensure the SDD function remains available throughout the entire vehicle's lifespan, the SDD function is implemented as a distributed function across multiple controllers optimized for specific operating conditions.

[0056] The following describes an embodiment of a security device 105 with a built-in sensor architecture. Multiple different sensors are installed in the security device 105 according to the functions to be implemented, and these sensors can all be used to implement SDD functions. These sensors may include:

[0057] - High, medium and / or low g-force acceleration sensor systems;

[0058] - Inertial sensors for passive safety and driving dynamics applications;

[0059] - High-precision inertial sensors for ADAS / AD applications.

[0060] Depending on the application, the above sensor system may also employ a redundant design. Figure 2 An example of this type of sensor architecture is shown.

[0061] SDD functionality has no special requirements for functional safety, redundancy, availability, and / or sensor accuracy. This means that the sensor architecture can be designed such that sensor components and controller parts (such as those not essential for SDD functionality) can be disabled. Figure 2 (As shown). This shutdown is dynamically executed, for example, in vehicle states where SDD functionality is required but other sensor-based functions are not. Basic SDD functionality requires low / medium g-value acceleration signals and rotational rate signals in three spatial directions. This means that the following sensor systems can be fully or selectively disabled by configuring a shutdown function in the circuit design to reduce the power consumption of the airbag controller:

[0062] - High-g acceleration sensor system;

[0063] - Inertial sensors with very high accuracy for ADAS / AD applications;

[0064] - Redundant sensor systems and controller sub-areas.

[0065] Figure 1 and Figure 2 The described shutdown functions are designed to reliably prevent the unintended deactivation of sensors required for safety-related functions during driving or charging. Appropriate measures are taken at both the hardware and / or software levels to achieve this.

[0066] Figure 3 A block diagram of a control device 300 for illustrating an embodiment of a sensor system operating method for a motor vehicle is shown. The control device 300 exemplarily has three controllers 305, 310, and 315.

[0067] The first controller 305 is exemplarily activated in a driving state, wherein the first controller 305 has a second sensor configuration 308. The second controller 310 is exemplarily activated in a parked state, wherein the second controller 310 has a first sensor configuration 312. The third controller 315 is exemplarily activated in a charging state and has a third sensor configuration 318. According to one embodiment, the controllers 305, 310, and 315 can be fused into an SDD fusion unit 320 based on events in the environment of the motor vehicle. An SDD event 325 is identified and output in the SDD fusion unit 320.

[0068] In other words, Figure 3Different controllers 305, 310, and 315 are shown for SDD (Safety Disturbance Detection) in driving, charging, and parking states. Safety devices are typically active during driving and charging, and their comprehensive sensor systems enable good differentiation and classification of SDD events, even with interference present during driving. Airbag systems consume too much power to be powered and continuously operated by the vehicle battery in a parked state. Similarly, the components of safety devices cannot be designed to operate continuously throughout the vehicle's entire lifespan (typically 15 years). In contrast, controllers for intrusion detection, for example, are designed for continuous operation in a parked state, and their power consumption is optimized accordingly. These controllers, for example, already have sensors suitable for SDD event detection. Otherwise, sensors for implementing SDD sub-functions need to be integrated. The advantage of this is that specific sensor systems tailored to the sub-functional areas to be covered by the SDD function can be used, such as sensors with extremely low power consumption and reduced performance that still meet the requirements of the parking state. Currently, SDD functionality in vehicles is implemented by distributing it across multiple controllers. Controllers 305, 310, and 315 are connected to each other and to the vehicle via suitable communication interfaces. SDD events and data identified by the respective controllers 305, 310, and 315 are integrated into the SDD fusion unit 320 in various ways: in one of the controllers 305, 310, and 315, in another central controller, or outside the vehicle (such as in a data cloud). For this purpose, controllers 305, 310, and 315 independently transmit the SDD events they identify.

[0069] Figure 4 A block diagram illustrating an embodiment of a sensor system operating method for a motor vehicle is shown.

[0070] Block 400 represents the controller and / or sensor system. Block 405 indicates the state of checking whether an SDD event is likely to occur via the environmental sensor system. If the event is unlikely to occur, it jumps back to block 400. If the event is likely to occur, it jumps to block 410. Block 410 indicates the state of the controller and / or sensor system being started. It then jumps to block 415, where it checks whether an event has been identified. If no event has been identified or a timeout has occurred, it jumps to block 420, which indicates the state of the controller and / or sensor system being shut down. It then jumps back to block 400. If an event is identified in block 415, it jumps to block 425. Block 425 indicates the state of event storage and / or transmission. It then jumps back to block 420, and then back to block 400.

[0071] The following describes an exemplary scheme for reducing power consumption by controlling the operational status of safety devices used for SDD (Safety Device Disposal). Environmental sensor systems onboard the vehicle, based on video, radar, lidar, and ultrasonic technologies, can identify potential SDD events before vehicle contact occurs. A wake-up function based on environmental sensor data can activate a controller integrating an SDD algorithm, or activate peripheral sensors / sensors integrated into the controller that have been disabled to reduce power consumption. This can be achieved through the SDD function integrated into the safety device or, for example... Figure 3 The SDD function, distributed across multiple controllers, enables the final confirmation and classification of SDD events.

[0072] Therefore, data from the environmental sensor system can be directly transmitted from the respective sensors to a controller with SDD functionality, or the signals from multiple environmental sensor systems can be preprocessed in a central controller, such as an onboard computer.

[0073] Figure 5 A block diagram illustrating an embodiment of a sensor system operating method for a motor vehicle is shown.

[0074] Block 500 indicates the algorithm is active. It then jumps to block 505, where the environmental sensor system detects the likelihood of an event occurring. If the event is likely, it jumps to block 510. Block 510 indicates the recognition threshold is set to a sensitive state. It then jumps to block 515, where it checks if an event has been detected. If no event has been detected or a timeout occurs, it jumps to block 520. Block 520 indicates the recognition threshold is set to a robust state. It then jumps back to block 505.

[0075] If an event is detected in block 515, the process jumps to block 525. Block 525 indicates the state in which the event has been stored and / or transmitted. The process then jumps to block 520, and subsequently to block 505.

[0076] Environmental sensor systems can characterize information about impending SDD events not only based on Figure 4 For power consumption optimization, it is also used to control the SDD identification threshold and thus sensitivity as needed. This information allows for a robust SDD identification threshold during normal driving operations, covering all potential interference factors. If the environmental sensor system identifies a potential SDD event, the SDD identification threshold can be lowered, temporarily switching identification to higher sensitivity.

[0077] Figure 6 A flowchart illustrating an embodiment of a method 600 for operating a sensor system for a motor vehicle is shown. The motor vehicle and / or sensor system is the same as or similar to the motor vehicle and / or sensor system in any of the above figures.

[0078] Method 600 includes a reading step 605 and an activation step 610.

[0079] In reading step 605, the state signal representing the state of the motor vehicle is read.

[0080] In activation step 610, based on a status signal, either a first sensor configuration or a second sensor configuration is activated from at least two sensor configurations of the vehicle's sensor system. Fewer sensors are activated in the first sensor configuration than in the second sensor configuration.

[0081] According to one embodiment, in reading step 605, the status signal characterizes the parking status of the motor vehicle, wherein a first sensor configuration is assigned to this parking status. According to one embodiment, in the first sensor configuration, the sensitivity of at least one sensor can be set to be higher and / or lower than that of a second sensor configuration. For example, in the first sensor configuration, the pedestrian protection sensor system and / or pressure sensor system are deactivated.

[0082] According to an alternative embodiment, in reading step 605, the status signal characterizes the driving status of the motor vehicle, wherein a second sensor configuration is assigned to the driving status.

[0083] According to another alternative embodiment, in reading step 605, the status signal characterizes the charging status of the motor vehicle, and a third sensor configuration is assigned to the charging status.

[0084] In activation step 610, a third sensor configuration of the vehicle's sensor system is activated based on the status signal. The sensors activated in the third sensor configuration, or the sensor parameter settings, differ from those in the first and second sensor configurations. For example, in the third sensor configuration, at least one sensor in the area of ​​the vehicle's charging port is activated.

[0085] Steps 605 and 610 of method 600 are performed, by way of example, within a safety device of a motor vehicle, and particularly within a safety device.

[0086] Figure 7 A block diagram of an embodiment of a control device 700 for operating a sensor system of a motor vehicle is shown. The control device 700 is designed to operate... Figure 6 The method or similar method.

[0087] For this purpose, the control device 700 includes a reading unit 705 and an activation unit 710. The reading unit 705 is designed to read a status signal 708. The status signal 708 represents the status of the motor vehicle.

[0088] According to one embodiment, the status signal 708 represents the parking state of the motor vehicle, wherein a first sensor configuration is assigned to the parking state. According to an alternative embodiment, the status signal 708 represents the driving state of the motor vehicle, wherein a second sensor configuration is assigned to the driving state. According to another alternative embodiment, the status signal 708 represents the charging state of the motor vehicle, and a third sensor configuration is assigned to the charging state.

[0089] If an embodiment includes an "and / or" connection between the first feature and the second feature, it should be understood that: according to one implementation, the embodiment has both the first feature and the second feature; while according to another implementation, the embodiment has only the first feature or only the second feature.

Claims

1. A method (600) for using a sensor system (110, 115) to operate a motor vehicle (100), wherein, The method (600) includes the following steps: Reading step (605): Reading the state signal (708) characterizing the state of the motor vehicle (100); and Activation step (610): Based on the status signal (708), activate either a first sensor configuration (312) or a second sensor configuration (308) from at least two sensor configurations (308, 312) of the sensor system of the motor vehicle (100), wherein fewer sensors are activated in the first sensor configuration (312) than in the second sensor configuration (308).

2. The method (600) according to claim 1, wherein, In the reading step (605), a status signal (708) characterizing the parking status of the motor vehicle (100) is read, and the first sensor configuration (312) is assigned to the parking status.

3. The method (600) according to claim 1, wherein, In the reading step (605), a status signal (708) characterizing the driving state of the motor vehicle (100) is read, and the second sensor configuration (308) is assigned to the driving state.

4. The method (600) according to any one of the preceding claims, wherein, Compared to the second sensor configuration (308), the sensitivity of at least one of the sensors in the first sensor configuration (312) is set to be higher and / or lower.

5. The method (600) according to any one of the preceding claims, wherein, In the activation step (610), the first sensor configuration (312) that disables the pedestrian protection sensor system and / or pressure sensor system is activated.

6. The method (600) according to any one of the preceding claims, wherein, In the activation step (610), the third sensor configuration (318) of the sensor system of the motor vehicle (100) is activated according to the status signal (708), wherein the sensor or the parameter setting of the sensor activated in the third sensor configuration (318) differs from that in the first sensor configuration (312) and / or the second sensor configuration (308).

7. The method (600) according to claim 6, wherein, In the reading step (605), a status signal (708) characterizing the charging state of the motor vehicle (100) is read, and the third sensor configuration (318) is assigned to the charging state.

8. The method (600) according to any one of claims 6 to 7, wherein, In the third sensor configuration (318), at least one sensor in the area of ​​the charging interface of the motor vehicle (100) is activated.

9. The method (600) according to any one of the preceding claims, wherein, Steps (605, 610) of the method (600) are performed within the safety device (105) of the motor vehicle (100), particularly within the airbag controller.

10. A control device (700) configured to perform and / or manipulate the steps (605, 610) of the method (600) according to any one of claims 1 to 9 in a corresponding unit (705, 710).

11. A safety device (105) for a motor vehicle (100), wherein, The safety device (105) has a sensor system (110, 115) that includes multiple sensors.

12. A computer program designed to perform and / or manipulate the steps of the method (600) according to any one of claims 1 to 9.

13. A machine-readable storage medium having a computer program as claimed in claim 12 stored thereon.

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