Method and control unit for controlling at least one assistance function in the event of a vehicle rollover and assistance system

Abstract

Method (200) for controlling at least one assistance function (105) in the event of a rollover of a vehicle (100), wherein the vehicle (100) has at least one acceleration sensor (120) with zero point feedback, and wherein the method (200) has at least the following step: Reading (210) a sensor signal (122), wherein the sensor signal (122) represents acceleration values detected by the at least one acceleration sensor (120); characterized in that the method comprises at least the following steps: Reading (210) a feedback signal (124) or reading (210) the sensor signal (122) and determining the feedback signal (124) using the sensor signal (122), wherein the feedback signal (124) represents control values for zero-point feedback of the at least one acceleration sensor (120); Performing (220) a first comparison of the sensor signal (122) with a first threshold value (310) and a second threshold value (320) and a second comparison of the feedback signal (124) with a third threshold value (430), wherein the first threshold value (310) and the second threshold value (320) represent acceleration values, wherein the first threshold value (310) is associated with a static tilt angle of the vehicle (100) and represents a higher acceleration value than the second threshold value (320), and wherein the third threshold value (430) represents a control value associated with a difference between the first threshold value (310) and the second threshold value (320); Determining (230) the presence of a rollover depending on a result of the first comparison and a result of the second comparison; and Providing (240) a rollover signal (140) for output to the at least one assistance function (105) if the presence of a rollover was determined in the determining step (230).

Description

State of the art

[0001] The invention is based on a device or a method according to the class of the independent claims. The present invention also relates to a computer program.

[0002] A vehicle rollover can be detected, and an emergency call can be automatically initiated. Such a rollover can occur in one of several different ways.

[0003] DE 197 44 083 A1 discloses an arrangement for generating a trigger signal for a safety device during a rollover. A rotation rate measured around the vehicle's longitudinal axis and / or acceleration values along the transverse and vertical axes are used to determine whether to trigger the safety device.

[0004] From the document DE 100 19 416 A1 a method for checking the plausibility of a rollover decision is known, in which a rollover situation is detected if either an acceleration measured in the direction of the vertical axis exceeds an upper or a lower threshold value or, if this acceleration lies between the threshold values, an acceleration value in the transverse direction exceeds another threshold value.

[0005] DE 10 2005 011 103 B4 discloses a method for detecting a rollover of a motor vehicle, in which at least two acceleration signals are recorded in the vertical direction and perpendicular to it. Two acceleration signals of different directions are linked and compared with at least one threshold value.

[0006] DE 10 2010 008 406 A1 describes a method for detecting an impending rollover of a vehicle. A vehicle acceleration-dependent lateral velocity is determined based on the vehicle's longitudinal speed and a driving dynamics condition. The vehicle acceleration-dependent lateral velocity can then be used for rollover detection.

[0007] Another method for detecting a rollover condition of a vehicle is known from DE 60 2004 006 609 T2. Disclosure of the invention

[0008] Against this background, the approach presented here presents a method, a control unit that uses this method, and finally a corresponding computer program according to the main claims. The measures listed in the dependent claims enable advantageous further developments and improvements of the device specified in the independent claim.

[0009] According to embodiments, a reliable and precise emergency call activation can be realized in particular in the case of slow vehicle rollovers despite sensor offset compensation or zero point feedback of an acceleration sensor. One basis for this is, for example, the observation that if a useful signal of an acceleration sensor is small, even though a high roll angle of a

[0010] If the vehicle's roll angle has been reached statically, offset control may have reached a high value, which may be responsible for the useful signal being small despite the high roll angle, for example, relative to a transverse axis and a vertical axis of the vehicle, or in the aY and aZ directions. If a small roll angle is reached statically, then offset control may also assume only a small value, for example, because the distance to the zero position or zero point may be correspondingly small. As soon as the zero position is reached, offset control can be terminated.

[0011] Advantageously, according to embodiments, a slow rollover can be reliably and correctly detected using acceleration sensors, e.g., in the vertical and, alternatively, also in the lateral direction, or with respect to a vertical axis and, alternatively, also a transverse axis of the vehicle, even with a slow zero point return of the sensors. This makes it possible to reliably distinguish high roll angles of the vehicle from small roll angles despite offset control or zero point return of acceleration sensors. This avoids unnecessary, false positive interventions by assistance functions.

[0012] A method for controlling at least one assistance function in the event of a rollover of a vehicle is presented, wherein the vehicle has at least one acceleration sensor with zero point feedback, wherein the method comprises at least the following steps: Reading in a sensor signal and a feedback signal or reading in the sensor signal and determining the feedback signal using the sensor signal, wherein the sensor signal represents acceleration values detected by the at least one acceleration sensor, wherein the feedback signal represents control values for zero-point feedback of the at least one acceleration sensor; Performing a first comparison of the sensor signal with a first threshold value and a second threshold value and a second comparison of the feedback signal with a third threshold value, wherein the first threshold value and the second threshold value represent acceleration values, wherein the first threshold value is associated with a static roll angle of the vehicle and represents a higher acceleration value than the second threshold value, wherein the third threshold value represents a control value associated with a difference between the first threshold value and the second threshold value; Determining the presence of a rollover depending on a result of the first comparison and a result of the second comparison; and Providing a rollover signal for output to the at least one assistance function if the presence of a rollover was determined in the determining step (230).

[0013] This method can be implemented, for example, in software or hardware, or in a hybrid form of software and hardware, for example in a control unit. A rollover of a vehicle can be understood as a rotational movement of the vehicle about its longitudinal or transverse axis and, additionally or alternatively, a position of the vehicle caused thereby. An acceleration sensor can have at least one sensitive axis. If a zero point feedback is performed, a useful signal of the at least one acceleration sensor can be corrected by at least one control value. The feedback signal can represent cumulative control values. The reading step, the execution step, and, additionally or alternatively, the determining step can be carried out continuously.The control value assigned to a difference between the first threshold value and the second threshold value can represent cumulative control values of the feedback signal. The control value can correspond to the difference between the first threshold value and the second threshold value. Advantageously, the rollover signal can represent a detected rollover of the vehicle. Advantageously, the feedback signal can either be read in, for example, if it is already present, or determined using the sensor signal.

[0014] According to one embodiment, the presence of a rollover can be determined in the determining step if the sensor signal exceeds the first threshold value for a predefined period of time. Exceeding a threshold value can represent reaching and exceeding the threshold value. Such an embodiment offers the advantage that, in the event of a rapid movement of the vehicle beyond the static rollover angle and thus in the event of a rapid rollover, the at least one assistance function can be quickly activated.

[0015] In the determining step, the presence of a rollover can also be determined if the sensor signal falls below the first threshold and exceeds the second threshold, and the feedback signal exceeds the third threshold. Such an embodiment offers the advantage that rollovers can be reliably distinguished from non-rollover events, thus at least reducing or preventing false positive activations of assistance functions. Thus, even slow rollovers can be reliably detected.

[0016] In the determining step, the presence of a rollover can be determined if the sensor signal exceeds the second threshold and the feedback signal exceeds the third threshold within a predefined time interval. Such an embodiment offers the advantage of ensuring a temporal relationship between acceleration values and control values, thus reliably preventing a false positive triggering of an assistance function.

[0017] In particular, in the reading step, a sensor signal can be read in that represents acceleration values detected by the at least one acceleration sensor with respect to a vertical axis, a transverse axis, and additionally or alternatively a longitudinal axis of the vehicle. Such an embodiment offers the advantage that even acceleration values with respect to, for example, only one axis can be sufficient to make reliable and correct statements about the actual occurrence of a rollover.

[0018] Furthermore, in the providing step, the rollover signal can be provided for output to an emergency call function. In this case, the rollover signal can be suitable for triggering an emergency call when used by the emergency call function. Such an embodiment offers the advantage that even in the event of a rollover, when vehicle occupants may be unconscious, emergency measures can be requested in a timely manner.

[0019] The approach presented here further provides a control unit configured to perform, control, or implement the steps of a variant of a method presented here in corresponding devices. This embodiment of the invention in the form of a control unit also allows the problem underlying the invention to be solved quickly and efficiently.

[0020] For this purpose, the control unit can have at least one computing unit for processing signals or data, at least one memory unit for storing signals or data, at least one interface to a sensor or an actuator for reading sensor signals from the sensor or for outputting control signals to the actuator, and / or at least one communication interface for reading or outputting data embedded in a communication protocol. The computing unit can be, for example, a signal processor, a microcontroller, or the like, wherein the memory unit can be a flash memory, an EEPROM, or a magnetic storage unit.The communication interface can be designed to read in or output data wirelessly and / or wired, wherein a communication interface that can read in or output wired data can read this data, for example, electrically or optically from a corresponding data transmission line or output it to a corresponding data transmission line.

[0021] In this context, a control unit can be understood as an electrical device that processes sensor signals and outputs control and / or data signals depending on them. The control unit can have an interface that can be implemented in hardware and / or software. In a hardware implementation, the interfaces can, for example, be part of a so-called system ASIC, which contains a wide variety of functions of the control unit. However, it is also possible for the interfaces to be separate integrated circuits or to consist at least partially of discrete components. In a software implementation, the interfaces can be software modules that are present, for example, on a microcontroller alongside other software modules.

[0022] In an advantageous embodiment, the control unit controls at least one assistance function of a vehicle. For this purpose, the control unit can access, for example, sensor signals such as acceleration signals and yaw rate signals, as well as feedback signals from the sensor system. The control unit is configured to provide a rollover signal using the sensor signals and the feedback signals if a rollover has been detected. Control of the at least one assistance function can represent the activation of an emergency call.

[0023] Also advantageous is a computer program product or computer program with program code that can be stored on a machine-readable carrier or storage medium such as a semiconductor memory, a hard disk memory or an optical memory and is used to carry out, implement and / or control the steps of the method according to one of the embodiments described above, in particular when the program product or program is executed on a computer or a device.

[0024] An assistance system for a vehicle is also presented, whereby the assistance system has at least the following features: an embodiment of the above-mentioned control device; and the at least one acceleration sensor with zero point feedback, wherein the at least one acceleration sensor and the control unit are or can be connected to one another in a signal-transmitting manner.

[0025] Thus, in the assistance system, an embodiment of the above-mentioned control unit can be advantageously employed or used to control at least one assistance function of the vehicle.

[0026] Examples of the approach presented here are shown in the drawings and explained in more detail in the following description. It shows: Fig. 1 a schematic representation of an assistance system according to an embodiment in a vehicle; Fig. 2 a flowchart of a method for controlling according to an embodiment; Fig. 3 shows a schematic acceleration value-time diagram according to an embodiment; Fig. 4 a schematic control value-time diagram according to an embodiment; Fig. 5 is a schematic diagram according to an embodiment; and Fig. 6 a flowchart of a process for controlling according to an embodiment.

[0027] In the following description of advantageous embodiments of the present invention, the same or similar reference numerals are used for the elements shown in the various figures and having a similar effect, whereby a repeated description of these elements is omitted.

[0028] Fig. 1 shows a schematic representation of an assistance system 110 according to an embodiment in a vehicle 100. The vehicle 100 is, for example, a motor vehicle, in particular a passenger car, a truck, or another commercial vehicle. According to the Fig. In the exemplary embodiment shown in Figure 1, an assistance function 105 and the assistance system 110 are shown. The assistance function 105 and the assistance system 110 are connected to each other in a signal-transmitting manner. The assistance function 105 is, for example, an emergency call function.

[0029] The assistance system 110 has, according to the Fig. The embodiment shown in Figure 1 includes an acceleration sensor 120 with zero-point feedback and a control unit 130. The control unit 130 and the acceleration sensor 120 are connected to each other for signal transmission.

[0030] The acceleration sensor 120 is arranged in the vehicle 100. The acceleration sensor 120 is configured to detect an acceleration or an acceleration of the vehicle 100 relative to at least one axle. Furthermore, the acceleration sensor 120 is configured to provide or output a sensor signal 122. The sensor signal 122 represents acceleration values detected by the acceleration sensor 120. The acceleration sensor 120 is also configured, for example, to provide a feedback signal 124. The feedback signal 124 represents control values for zero-point feedback of the acceleration sensor 120. Alternatively, the feedback signal 124 can also be provided by a control device for controlling the acceleration sensor 120.

[0031] The control unit 130 is configured to control the assistance function 105 in the event of a rollover of the vehicle 100. For this purpose, the control unit 130 is configured to generate a rollover signal 140 using the sensor signal 122 and the feedback signal 124. The control unit 130 has a read-in device 132, an execution device 134, a determination device 136, and a provision device 138. The read-in device 132 is configured to read in the sensor signal 122 and the feedback signal 124 from the acceleration sensor 120 or to read in the sensor signal 122 from the acceleration sensor 120 and determine the feedback signal 124 in the control unit based on the acceleration signal 122.

[0032] The implementation device 134 is configured to perform a first comparison and a second comparison. During the first comparison, the sensor signal 122 is compared with a first threshold value and a second threshold value. During the second comparison, the feedback signal is compared with a third threshold value. The first threshold value and the second threshold value represent acceleration values. The first threshold value represents a higher acceleration value than the second threshold value. Furthermore, the first threshold value is associated with a static tilt angle of the vehicle 100 with respect to a rollover. The third threshold value represents a control value of the zero-point feedback, which is associated with or corresponds to a difference between the first threshold value and the second threshold value.

[0033] The determination device 136 is designed to determine the presence of a rollover of the vehicle 100 depending on a result of the first comparison and a result of the second comparison. The provision device 138 is designed to provide the rollover signal 140 for output to the assistance function 105. The rollover signal 140 represents a detected or determined rollover of the vehicle 100. In other words, the provision device 138 is designed to provide the rollover signal 140 if the presence of a rollover has been determined by the determination device 136. According to the Fig. In the embodiment shown in Figure 1, the rollover signal 140 is suitable for causing an emergency call to be made when used by the assistance function 105 or emergency call function 105.

[0034] Fig. 2 shows a flowchart of a method 200 for controlling according to an exemplary embodiment. The method 200 can be executed to control at least one assistance function in the event of a rollover of the vehicle. The method 200 is designed for controlling by means of or using the control unit of Fig. 1 or a similar control unit. The method 200 is also suitable for controlling in conjunction with an assistance system such as the assistance system from Fig. 1. Thus, the method 200 for controlling is executable in connection with a vehicle having at least one acceleration sensor with zero-point feedback, such as the vehicle of Fig. 1.

[0035] In a reading step 210, a sensor signal and a feedback signal are read in the control method 200. Alternatively, in step 210, the sensor signal is read in, and the feedback signal is determined using the sensor signal. The sensor signal represents acceleration values detected by the at least one acceleration sensor, and the feedback signal represents control values for zero-point feedback of the at least one acceleration sensor. According to one exemplary embodiment, in step 210, a sensor signal is read in that represents acceleration values detected by the at least one acceleration sensor with respect to a vertical axis, a transverse axis, and / or a longitudinal axis of the vehicle.

[0036] Subsequently, in a step 220 of the implementation, a first comparison of the sensor signal with a first threshold value and a second threshold value, and a second comparison of the feedback signal with a third threshold value, are performed. The first threshold value and the second threshold value represent acceleration values. The first threshold value is associated with a static roll angle of the vehicle and represents a higher acceleration value than the second threshold value. The third threshold value represents a control value associated with a difference between the first threshold value and the second threshold value.

[0037] In a determining step 230, the presence of a rollover is subsequently determined depending on a result of the first comparison and a result of the second comparison. According to one exemplary embodiment, in determining step 230, the presence of a rollover is determined if the sensor signal exceeds the first threshold, in particular for a predefined period of time. Additionally or alternatively, in determining step 230, the presence of a rollover is determined if the sensor signal falls below the first threshold and exceeds the second threshold, and the feedback signal exceeds the third threshold.According to a further embodiment, in step 230 of the determination, the presence of a rollover is determined if the second threshold value is exceeded by the sensor signal and the third threshold value is exceeded by the feedback signal within a predefined time interval.

[0038] Subsequently, in a provision step 240, a rollover signal is provided for output to the at least one assistance function. The rollover signal represents a detected rollover of the vehicle.

[0039] Fig. 3 shows a schematic acceleration-time diagram 300 according to an exemplary embodiment. In the diagram 300, a time t is plotted on the abscissa axis, and an acceleration a or acceleration value a is plotted on the ordinate axis. The diagram 300 is used in conjunction with the assistance system of Fig. 1 or a similar assistance system. Furthermore, the diagram 300 shows two possible sensor signals 122 of the acceleration sensor from Fig. 1 or a similar acceleration sensor. Furthermore, diagram 300 shows a first threshold 310 and a second threshold 320, as well as symbolically a loss 330 due to zero-point return. The second threshold 320 is located between the first threshold 310 and the abscissa axis. A first version of the sensor signal 122 exceeds both the second threshold 320 and the first threshold 310. A second version of the sensor signal 122 only exceeds the second threshold 320. The loss 330 represents a signal loss between the versions of the sensor signal 122.

[0040] In other words, in Fig. 3 illustrates the effect of the zero point feedback or offset control. As in Fig. As shown in Figure 3, the offset control brings the sensor signal 122 toward zero over time. Typically, a counter is implemented that counts how long the sensor signal 122 is positive or negative. The counter is incremented when the sensor signal 122 is positive, and the counter is decremented when the sensor signal 122 is negative. When the counter has crossed a threshold, a predefined constant acceleration value or control value is subtracted from the sensor signal 120 or added to the sensor signal 120, depending on the sign, so that the resulting signal converges toward zero. Before the sensor signal 122 is used in a control unit and / or algorithm, the following calculation, for example, takes place in the acceleration sensor itself: a_OC>=0:a_OC=a_int−a_Offset;a_OC>=0:a_OC=a_int+a_Offset; a_Int Sensor internal signal before offset control a_Offset offset control determined in the sensor a_OC Offset control test signal at the sensor output

[0041] Here, a_Int represents the sensor signal 122 and aOffset represents the feedback signal 124.

[0042] The offset-controlled signal or the second version of the sensor signal 122 in Fig. However, 3 no longer corresponds to a high roll angle, but physically to a lower angle, e.g., 20 degrees instead of the original 40 degrees.

[0043] To determine the control values of the zero point feedback 124, the above calculation is inverted in the control unit which receives the sensor signal 122. a_OC>=0:a_iOC=a_int+a_SGOffset;a_OC>=0:a_iOC=a_int⋅a_SGOffset; a_iOC sensor signal after inverting the offset control in the control unit a_SGOffset Offset control determined in the control unit a_OC Offset-controlled signal at the sensor output

[0044] If the vehicle is as in Fig. 1 is slowly rotated and has reached a high roll angle, for example, 40 degrees, the first version of the sensor signal 122 lies above the first threshold value 310 or a first qualification threshold and thus has a high robustness against load situations. The offset-controlled signal relationship, however, the second version of the sensor signal 122 lies below the first threshold value 310. Therefore, the second threshold value 320 or a sensitive threshold must be used. This can, for example, correspond to a roll angle of 20 degrees during a rapid rotation of the vehicle. By means of the control unit from Fig. 1 can prevent a false positive activation of an emergency call, in this case at a roll angle of 20 degrees instead of 40 degrees.

[0045] Fig. 4 shows a schematic control value-time diagram 400 according to an embodiment. In the diagram 400, a time t is plotted on the abscissa axis and a control value aSGOffset is plotted on the ordinate axis. The diagram 400 is related to the assistance system of Fig. 1 or a similar assistance system. Diagram 400 shows two versions of a feedback signal 124 in the form of two graphs. Furthermore, diagram 401 shows a third threshold value 430. A first version of the feedback signal 124 exceeds the third threshold value 430 and represents control values for a zero-point feedback during slow vehicle rotation and a high roll angle, for example, 40 degrees. A second version of the feedback signal 124 remains below the third threshold value 430 and represents control values for a zero-point feedback during slow vehicle rotation and a small roll angle, for example, 20 degrees.

[0046] In other words, Fig. 4 control values of the zero point feedback or a value of the offset control. At slow rotation up to 40 degrees, a deterministic zero point feedback will reach a high value or high cumulative control values or a high feedback signal 124 or the first version of the feedback signal 124, as shown in Fig. 4. This creates the first version of the sensor signal from Fig. 3 is mapped to the second version of the sensor signal with offset control. With the third threshold value 430, it can be realized that the sensitive threshold or the second threshold value of Fig. 3 is only active if the third threshold 430 or the robust threshold of Fig. 4 was exceeded or swept over by the accumulated offset control or a feedback signal 124.

[0047] Fig. 5 shows a schematic diagram 500 according to an embodiment. The diagram 500 is related to the assistance system of Fig. 1 or a similar assistance system. Furthermore, diagram 500 should be viewed in conjunction with the diagram from Fig. 3 and the diagram from Fig. 4. The diagram 500 has a first sub-diagram and a second sub-diagram.

[0048] In the first sub-diagram, a time t is plotted on the abscissa axis and an acceleration value a is plotted on the ordinate axis. The first sub-diagram is similar to the diagram in Fig. 3. Here, the first threshold value 310 and the second threshold value 320 as well as a possible sensor signal 122 are shown in the first partial diagram. The sensor signal 122 in Fig. 5 initially rises from the abscissa axis above the second threshold value 320 and to a point close to the first threshold value 310 and then falls again below the second threshold value and to the abscissa axis.

[0049] In the second sub-diagram, a time t is plotted on the abscissa axis and a control value aSGOffset is plotted on the ordinate axis. The second sub-diagram is similar to the diagram in Fig. 4. In the second sub-diagram, the third threshold value 430 and a possible feedback signal 124 are shown. The feedback signal 124 in Fig. 5 increases from the abscissa axis to above the third threshold value 430.

[0050] Furthermore, a first time t1 and a second time t2 are illustrated in both sub-diagrams by lines parallel to the ordinate axes. At the first time t1, the sensor signal 122 falls below the second threshold value 320. At the first time t1, the third threshold value 430 is also not reached. At the second time t2, the feedback signal 124 exceeds the third threshold value 430. Furthermore, at the second time t2, the second threshold value 320 is not reached. The second time t2 occurs after the first time t1.

[0051] In other words, during a rapid rotation of a vehicle, for example, to below the first threshold value 310, for example at 40 degrees, followed by a standstill, the sensor signal 122 will be above the sensitive threshold or the second threshold value 320, as in Fig. 5. The accumulated offset control aSGOffset or the feedback signal 124 will reach the third threshold value 430. However, since the sensor signal 122 is guided to zero as a result of the zero point feedback, at the second time t2, when the condition of the third threshold value 430 being exceeded is met, the condition of the second threshold value 320 being exceeded will no longer be met. A distance between the first threshold value 310 and the second threshold value 320 corresponds, for example, to the third threshold value 430. The aforementioned conditions are only met simultaneously or within a time interval defined as permissible if the sensor signal 122 has also exceeded the first threshold value 310. This can, in particular, prevent a false-positive emergency call activation.

[0052] Fig. 6 shows a flowchart of a process 600 for controlling according to an embodiment. The process 600 is associated with the method for controlling Fig. 2 or a similar method.

[0053] In a block 621, a check is performed to determine whether the sensor signal or acceleration value is above the first threshold. If the sensor signal is above the first threshold, the process 600 follows a path 631 to activate an emergency call in a block 640, after which the process 600 ends at a block 650. If the sensor signal is not above the first threshold, the process 600 follows a path 632 to a block 622.

[0054] In block 622, a check is made to determine whether the sensor signal is above the second threshold. If the sensor signal is not above the second threshold, process 600 follows path 633 and ends at block 650. If the sensor signal is above the second threshold, process 600 follows path 634 to block 623.

[0055] In block 623, it is determined whether the feedback signal is above the third threshold. If the feedback signal is not above the third threshold, process 600 follows path 635 and ends at block 650. If the feedback signal is above the third threshold, process 600 follows path 636 to block 640 and then to block 650.

[0056] In other words, process 600 can be divided into two main paths. A robust path can activate the emergency call directly after the first block 621, whereas a sensitive path only leads to emergency call activation if the third threshold is additionally exceeded by the feedback signal or the accumulated offset control aSGOffset.

[0057] With reference to the figures mentioned above, exemplary embodiments as well as fundamental principles and possible applications are explained again in summary and / or briefly presented below.

[0058] Possible applications arise, for example, with regard to static rollover / pitchover detection or detection of a rollover of a vehicle 100. Presented embodiments can be used to detect a slow rotation using at least one acceleration sensor 120 that is offset-controlled or has zero-point feedback. In particular, this also functions for rotations about a transverse axis of the vehicle 100 on a corresponding test bench for so-called pitchover detection. Possible sensor combinations can, for example, include aZ alone for a rotation about a longitudinal axis or transverse axis of the vehicle 100, aY / aZ combined for a rotation about the longitudinal axis, or aX / aZ combined for a rotation about the transverse axis.

[0059] According to embodiments, a rapid rotation below the static tilt angle of the vehicle 100 can prevent a false positive emergency call activation. According to embodiments, a slow rotation beyond the static tilt angle of the vehicle 100 can be reliably detected as a rollover.

[0060] In connection with legislation regarding automatic emergency call activation after a vehicle rollover, a certification test may be provided that requires a slow vehicle rotation around the longitudinal axis of the vehicle 100. The rotational speed may be so small that the zero point return of common acceleration sensors 120, for example, in the aY and aZ directions, may become noticeable, which may lead to a loss of the useful signal. Furthermore, the rotational speed is so small that common rotation rate-based concepts for detecting a rollover cannot be used. Such a slow rotation could be detected by detecting a gravitational vector in the aY and aZ directions. This would require so-called offset-stable acceleration sensors, which exhibit a low offset over their lifetime and temperature.However, acceleration sensors 120 with slow zero-point feedback or offset control are common and cost-effective. Even without the real useful signal or sensor signal 122, it is possible, according to embodiments, to distinguish between a slow rotation with a high roll angle and real rotations that can only achieve a small roll angle. This prevents an accumulation of false-positive activations of the emergency call function 105. Thus, a slow rollover can be detected with a conventional airbag sensor system without compromising robustness, in view of possible legislation. According to embodiments, it is possible to reduce the probability of false-positive activations of the emergency call function 105 and thus increase the robustness of rollover detection.

[0061] If an embodiment includes an “and / or” link between a first feature and a second feature, this should be read as meaning that the embodiment according to one embodiment has both the first feature and the second feature and according to another embodiment has either only the first feature or only the second feature.

Claims

[1] Method (200) for controlling at least one assistance function (105) in the event of a rollover of a vehicle (100), wherein the vehicle (100) has at least one acceleration sensor (120) with zero-point feedback, and wherein the method (200) has at least the following step: Reading (210) a sensor signal (122), wherein the sensor signal (122) represents acceleration values detected by the at least one acceleration sensor (120); characterized by that the procedure comprises at least the following steps: Reading (210) a feedback signal (124) or reading (210) the sensor signal (122) and determining the feedback signal (124) using the sensor signal (122), wherein the feedback signal (124) represents control values for zero-point feedback of the at least one acceleration sensor (120); Performing (220) a first comparison of the sensor signal (122) with a first threshold value (310) and a second threshold value (320) and a second comparison of the feedback signal (124) with a third threshold value (430), wherein the first threshold value (310) and the second threshold value (320) represent acceleration values, wherein the first threshold value (310) is associated with a static tilt angle of the vehicle (100) and represents a higher acceleration value than the second threshold value (320), and wherein the third threshold value (430) represents a control value associated with a difference between the first threshold value (310) and the second threshold value (320); Determining (230) the presence of a rollover depending on a result of the first comparison and a result of the second comparison; and Providing (240) a rollover signal (140) for output to the at least one assistance function (105) if the presence of a rollover was determined in the determining step (230). [2] The method (200) of claim 1, wherein in the determining step (230) the presence of a rollover is determined when the sensor signal (122) exceeds the first threshold value (310). [3] Method (200) according to one of the preceding claims, wherein in the determining step (230) the presence of a rollover is determined when the sensor signal (122) falls below the first threshold (310) and exceeds the second threshold (320) and the feedback signal (124) exceeds the third threshold (430). [4] Method (200) according to claim 3, wherein in the determining step (230) the presence of a rollover is determined if the exceeding of the second threshold value (320) by the sensor signal (122) and the exceeding of the third threshold value (430) by the feedback signal (124) occurs within a predefined time interval. [5] Method (200) according to one of the preceding claims, wherein in the step (210) of reading in, a sensor signal (122) is read in, which represents acceleration values detected by the at least one acceleration sensor (120) with respect to a vertical axis, a transverse axis and / or a longitudinal axis of the vehicle (100). [6] Method (200) according to one of the preceding claims, wherein in the step (240) of providing, the rollover signal (140) is provided for output to an emergency call function (105), wherein the rollover signal (140) is suitable for causing an emergency call to be made when used by the emergency call function (105). [7] Control device (130) configured to carry out steps of the method (200) according to any one of the preceding claims in corresponding units (132, 134, 136, 138). [8] Assistance system (110) for a vehicle (100), wherein the assistance system (110) has at least the following features: the control device (130) according to claim 7; and the at least one acceleration sensor (120) with zero point feedback, wherein the at least one acceleration sensor (120) and the control unit (130) are or can be connected to one another in a signal-transmitting manner. [9] Computer program adapted to carry out the method (200) according to any one of claims 1 to 6. [10] A machine-readable storage medium on which the computer program according to claim 9 is stored.

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