Method for the dynamic assessment of a risk of a future traffic situation for a vehicle

Abstract

The invention relates to a method (100) for monitoring a safe operation of a, in particular automated, driving function (205) of a vehicle (70), comprising the steps - Providing (101) data (200) to a vehicle-external device (60), wherein the data (200) are specific to a, in particular instantaneous or current, operating range of the vehicle (70) and the driving function (205), preferably taking into account a state of a driver of the vehicle (70); - determining (102) the, in particular instantaneous or current, operating range of the vehicle (70) on the basis of the provided data (200); - Checking (103), based on a comparison of the determined operating range with operating ranges stored in the vehicle-external device (60) and released for the driving function (205), whether the driving function (205) is released for the determined operating range of the vehicle (70).

Description

The invention is based on a method and a device for dynamically evaluating a risk of a future traffic situation for a vehicle, as well as on a vehicle, a system, a computer program and a computer-readable storage medium.Prior ArtThe Automotive Safety Integrity Level (ASIL) is usually defined during the development time of certain safety-critical systems in order to enable a corresponding design. In this case, it is common practice to rely on substantially rigid security objectives stored in databases.Disclosure of the InventionAgainst this background, the approach presented here provides a method having the features of claim 1, a device, a vehicle, a system, a computer program and a computer-readable medium having the features of the subordinate claims.The method for dynamically assessing a risk of a future traffic situation for a vehicle comprises a series of steps aimed at collecting and analysing data to assess the risk of a future traffic situation and to initiate measures for reducing risk. The method may be performed on-board and / or off-board the vehicle and includes determining the severity of the critical event, the likelihood of the critical event occurring, and the controllability of the critical event. The method may also be performed repeatedly to take into account updated data and reassess the risk. The apparatus, the vehicle, the system and the computer program according to the claims are all directed to the execution of this method.The term "dynamic evaluation" can be understood as a method for continuously and continuously evaluating the risk of a future traffic situation for a vehicle. Data about the current and / or past vehicle state and about the traffic situation are continuously recorded and analyzed. The assessment is carried out not only once at a specific point in time, but continuously and in real time in order to enable the most accurate possible assessment of the risk. The assessment can also relate to the probability of a critical event occurring and to the controllability of the event. By means of this dynamic evaluation, the vehicle can react early to potential hazards and initiate corresponding measures for reducing risk.The term "risk" may be understood to mean the probability of an unwanted event occurring, which may lead to damage or losses. In the context of the present method for dynamically assessing a risk of a future traffic situation for a vehicle, the risk refers to the probability that a critical event will occur in the future traffic situation, which may result in damage or loss to the vehicle or its occupants. The method aims to determine the risk by evaluating the severity of the critical event, the probability of the occurrence of the critical event and the controllability of the critical event and to initiate measures for reducing the risk. The risk is evaluated on the basis of a risk and risk analysis according to the ISO 26262 standard and can be evaluated by a specific or determinable classification, in particular an ASIL classification according to the ISO 26262 standard.The term "future traffic situation" can be understood as a situation in road traffic that has not yet occurred, but can be predicted on the basis of available data and information. This prediction may be based on various factors, such as the current traffic volume, weather situation, road condition, and other relevant information. The method for dynamically evaluating the risk of a future traffic situation uses this prediction to evaluate the risk of a critical event, such as an accident, and optionally to initiate measures for reducing the risk.The term "vehicle" may be understood as a motorized means of travel that may travel on wheels or other means of travel such as rails or tracks. It may be a car, truck, bus, motorcycle, bicycle or other similar means of transportation. The vehicle may be equipped with one or more engines and may be controlled by one or more persons. It may also be equipped with various sensors and other technologies, which may be used for collecting data and for performing methods for dynamically assessing a risk of a future traffic situation.The term "steps" may be understood as a sequence of acts or operations performed in a particular order to perform the method for dynamically assessing a risk of a future traffic situation for a vehicle. These steps may be considered a kind of process consisting of a plurality of successive steps each performing a specific function. The steps can comprise, for example, providing and / or acquiring data, determining the severity of the critical event, the probability of the critical event occurring and the controllability of the critical event, evaluating the risk on the basis of a determined or determinable classification, initiating an action for reducing the risk and reevaluating the risk on the basis of updated data. It is important to note that these steps must be performed in a particular order to successfully perform the method and dynamically assess the risk of a future traffic situation for a vehicle.Advantageously, the method for dynamically assessing a risk of a future traffic situation for a vehicle enables an improved risk assessment by incorporating external information and knowledge.Overall, the method enables a more comprehensive and more precise risk assessment and the derivation of suitable mitigation measures in order to reduce the risk of a future traffic situation.Further advantages are evident from the dependent claims.In a preferred embodiment, it is provided that the data is first data which is specific to a vehicle state, in particular dynamic, current and / or past vehicle state, second data which is specific to a current and / or past state of a driver of the vehicle, and / or third data which is specific to a current and / or past situation of an environment of the vehicle.The term "data" may be understood as information collected about the behavior of the vehicle, the state of the vehicle, the state of the driver, and / or the environment of the vehicle. This information may take various forms, such as numerical values, texts, images, or videos. The first data specifically relates to the current or past state of the vehicle, including its speed, acceleration, braking behavior, steering behavior, and other relevant parameters. The second data relates to the current or past state of the driver, including his attention, response time, fatigue, and other relevant parameters. The third data relates to the current or past situation of the environment of the vehicle, including road conditions, traffic flow, weather conditions, and other relevant factors. The data can be acquired both internally and externally, for example by sensors in the vehicle or by other vehicles or stationary units in the environment.The term "first data" may be understood as specific information describing the current or past state of the vehicle. These data may be dynamic and may change depending on the situation. Examples of such data may be the speed of the vehicle, the acceleration, the braking force, the steering position, the engine speed, or other parameters describing the state of the vehicle. These data can be acquired by sensors in the vehicle and serve as a basis for evaluating the risk of a future traffic situation.The term "specific" may be understood as a property of data relating to a particular, precisely defined situation or state. Specific data is thus not generally valid, but relates to a specific context. In the case of the present patent application, the specific data refers to the vehicle state, the state of the driver, and the surrounding situation of the vehicle. These data are thus not universally applicable, but relate to a specific situation which is relevant for the assessment of the risk of a future traffic situation.The term "dynamic" may be understood as a property related to changes or movements that take place in real time or nearly real time. In the context of the method for dynamically assessing a risk of a future traffic situation for a vehicle, this means that the data used to assess the risk is specific to the current or past state of the vehicle, driver or environment and can thus change continuously. The method thus takes into account not only static information but also dynamic factors which can affect the traffic situation.The term "current" may be understood as a term for the current state or situation of an object or environment. It refers to the information available at the time of data collection and may refer to a variety of factors, such as the current location of the vehicle, the current state of the vehicle, the current state of the driver, or the current situation of the environment of the vehicle. The term "current" can also mean that the data are acquired in real time and are thus directly available. In this context, "current" can also be used as a synonym for "dynamic", since the data can continuously change and be updated.The term "past" can be understood as a reference to a time period that has already been concluded and thus lies in the past. In the context of the claims, the term refers to data specific to a past vehicle state, a past driver state, or a past situation of an environment of the vehicle. These data can contain, for example, information about past speeds, accelerations, brakings or weather conditions. By taking account of past data, the method for dynamically evaluating a risk of a future traffic situation for a vehicle can make a more precise prediction and thus increase the safety in road traffic.The term "vehicle condition" may be understood to mean the current or past condition of a vehicle that is affected by a variety of factors. These include, for example, the speed of the vehicle, the acceleration, the braking force, the steering, the fuel consumption, the battery voltage, the temperature of the engine and the tires, the oil level, the mileage and many other parameters. The vehicle state may be dynamic, which means it changes during travel, or static, which means it does not change as long as the vehicle is parked. The vehicle state may also be specific to a particular vehicle model or class. The detection and analysis of the vehicle state is of decisive importance for the dynamic evaluation of the risk of a future traffic situation and the initiation of measures for reducing the risk.The term "second data" may be understood as specific information regarding the current and / or past state of the driver of the vehicle. This data can contain, for example, information about the attention of the driver, his reaction time, his physical condition or his experience in dealing with specific traffic situations. The second data can be acquired by various sensors in the vehicle, such as cameras, microphones or sensors for acquiring eye movements. The second data may also be provided by external sources, such as wearables the driver is wearing, or by other vehicles communicating with the own vehicle. The second data is an important component of the method for dynamically evaluating a risk of a future traffic situation, since they contribute to including the behavior of the driver in the risk evaluation.The term "driver state" may be understood as a collection of data specific to the current or past state of the driver of the vehicle. This data may include, for example, information about the driver's attention, his reaction time, his physical condition or his emotional state. The driver state may be dynamic and may change as the trip proceeds depending on factors such as the traffic situation, the vehicle environment, or the vehicle controller. The detection and analysis of the driver's condition may help minimize the risk of critical events in road traffic by allowing the vehicle to respond to the driver's condition and take appropriate action.The term "third data" can be understood as data that are specific to a current and / or past situation of an environment of the vehicle. This data may include, for example, information about road conditions, weather, traffic density, or other environmental conditions that may affect the risk of a future traffic situation. The third data can be provided and recorded internally to the vehicle or externally to the vehicle, for example by sensors on other vehicles or stationary units such as roadside units (RSUs). The use of third data in conjunction with first and second data enables a comprehensive assessment of the risk of a future traffic situation and thus contributes to increasing the traffic safety.The term "surrounding situation" may be understood as a description of the current or past situations surrounding the vehicle. These situations may include various factors, such as weather, road conditions, traffic density, the presence of pedestrians or other vehicles, road infrastructure, and other relevant environmental factors. The environmental situation may be dynamic and may change over time depending on how the environment around the vehicle changes. Detection and analysis of environmental situations can help minimize the risk of critical events in road traffic by providing relevant information to the vehicle and driver to ensure safe and effective driving.The term "vehicle" may be understood as a motorized means of travel that may travel on wheels or other means of travel such as rails or tracks. A vehicle may be used for transporting people or goods, and may have various types of drives, such as an internal combustion engine, an electric motor, or a hybrid drive. A vehicle may also have various types of sensors and cameras to collect data about the state of the vehicle and the environment. A vehicle may also communicate with other vehicles and devices to exchange data and improve the safety and efficiency of traffic.Advantageously, the method according to this embodiment enables the use of specific data specific to a dynamic, current and / or past vehicle state, the state of the driver and / or the situation of the environment of the vehicle. By using these specific data, a more accurate and precise risk assessment can be performed, since the data is tailored to the specific conditions and circumstances of the vehicle.In a further preferred embodiment, it is provided that the data, in particular the first data, the second data and / or the third data, are provided and / or acquired internally to the vehicle and / or externally to the vehicle. The method may relate to various types of data, including first data specific to a current and / or past vehicle state, second data specific to a current and / or past state of a driver of the vehicle, and / or third data specific to a current and / or past situation of an environment of the vehicle.The term "providing" may be understood as the action of providing data required for the method for dynamically assessing a risk of a future traffic situation. When providing on-board, the data is captured and stored inside the vehicle, while when providing off-board, the data may be provided from other vehicles or stationary units, such as a roadside unit (RSU). The vehicle-external provision can also be effected by a digital twin of the road which is mapped in a cloud. Providing may also include transferring the data from one storage medium to another or sharing the data between different systems.The term "capturing" may be understood as collecting data relevant to the method for dynamically assessing a risk of a future traffic situation. The capturing can be carried out both internally in the vehicle and externally in the vehicle and comprises the recording of data by sensors, cameras or other measurement devices. The captured data may be specific to the current and / or past vehicle state, the driver's state, or the environment of the vehicle. The capturing may also include receiving data from other vehicles or stationary devices, such as a roadside unit (RSU). The acquired data are then used for further processing in the method.The term "in-vehicle" may be understood to mean the acquisition and provision of data within the vehicle itself. This means that the data is captured by sensors and other devices within the vehicle and does not originate from external sources. Examples of in-vehicle data may include the state of the engine, the speed of the vehicle, the position of the steering wheel, and other parameters that may be directly detected by the vehicle. On-board data acquisition may provide advantages such as higher data security and faster data acquisition because no delays arise from transmission of data from external sources.The term "off-board" may be understood to mean the collection and / or provision of data that does not originate directly from the vehicle itself, but from other sources outside the vehicle. This can be done, for example, by providing data by other vehicles or stationary units such as roadside units (RSUs). A digital twin of the road, which is depicted in a cloud, can also serve as a source for vehicle-external data. The acquisition of off-board data may help to obtain a more comprehensive image of the traffic situation and thus improve the accuracy of the risk assessment.This advantageously makes it possible for the data to be provided and recorded both internally in the vehicle and externally in the vehicle. This increases the flexibility of the system, since it no longer relies exclusively on a real-time connection to an external system. This means that the system can function even if there is no connection to the external system or if the connection is disturbed. In addition, the system may also rely on in-vehicle data, increasing information availability and reducing dependency on external sources.In a preferred embodiment, it is provided here that the vehicle-external provision and / or acquisition of the data comprises a provision of the data by at least one further vehicle and / or by a stationary unit, in particular by a digital twin of the road, preferably depicted in a cloud, and / or comprises an acquisition of the data by a sensor system of at least one further vehicle and / or of a stationary unit, in particular a roadside unit (RSU).The term "providing outside the vehicle" can be understood as providing data for the method for dynamically assessing a risk of a future traffic situation for a vehicle by a source located outside the vehicle. This source can be another vehicle that collects data about the traffic situation and passes it on to the vehicle, or a stationary unit such as a roadside unit that likewise acquires data about the traffic situation and sends it to the vehicle. The vehicle-external provision can also be effected by a digital twin of the road which is mapped in a cloud and provides data about the traffic situation. Providing off-board may thus help the method for dynamically assessing a risk of a future traffic situation for a vehicle to become even more accurate and reliable because it is based on a larger amount of data.The term "capturing the data" can be understood as collecting information about the current state of the vehicle and its environment. This may be done by various types of sensors integrated into the vehicle or originating from external sources, such as other vehicles or stationary units. The acquired data may include information about the speed, acceleration, position, traffic conditions and other relevant factors important for assessing the risk of a future traffic situation. The acquisition of the data can take place continuously or at specific intervals and can be carried out both internally to the vehicle and externally to the vehicle.The term "further vehicle" may be understood as a vehicle that is not the vehicle for which the method for dynamically evaluating a risk of a future traffic situation is carried out. It may be any vehicle that is travelling or located near the vehicle for which the method is being performed. The further vehicle can also be equipped with a sensor system which provides data which are relevant for the method. The further vehicle may also be part of a network of vehicles that communicate with one another and exchange data in order to improve the method for dynamic assessment of the risk.The term "stationary unit" can be understood as a permanently installed technical device which generally remains at a specific location and is not mobile. This unit may have various functions such as acquisition and transmission of data, control of processes, or monitoring of systems. In the present context, the stationary unit refers to a special sensor system which is installed at a fixed location and acquires data about the traffic situation. This data can then be transmitted to other vehicles or to a cloud-based platform in order to enable a dynamic assessment of the risk of a future traffic situation. An example of a stationary unit in the traffic area is a roadside unit (RSU) installed at road edges and acquiring and transmitting data about the traffic.The term "digital twin of the road" can be understood as a virtual representation of a real road that is created by the integration of data from different sources. This data may originate from sensors on the road, vehicles traveling on the road, and other sources. The digital twin of the road may include information about the current state of the road, traffic conditions, weather conditions, and other relevant factors. This information can be used by vehicles to optimize their travel and minimize the risk of accidents. The digital twin of the road can also be used by traffic authorities to optimize traffic flows and to improve the safety on the road. Through the use of cloud technology, the digital twin of the road can be updated in real time to ensure accurate and up-to-date representation of the road conditions.The term "sensor system" can be understood as a technology that uses sensors to collect and measure data from the environment. Sensors are electronic devices that can measure physical or chemical properties such as temperature, pressure, light, sound, or motion. The sensor system can be used in various applications, such as in the automotive industry, for sensing and monitoring vehicle data. With respect to the described method for dynamically evaluating a risk of a future traffic situation for a vehicle, the sensor system can be used to acquire data from other vehicles or stationary units which are required for evaluating the risk.The term "roadside unit" can be understood as a stationary unit which is placed along a road or freeway and is equipped with sensors in order to acquire data about the traffic and the road conditions. This data may then be passed to other vehicles or systems to increase traffic safety and reduce the risk of accidents. The roadside unit may also function as part of an intelligent traffic system that optimizes traffic flows and minimizes traffic jams. The data acquired by the roadside unit can also be used to improve the road infrastructure and plan maintenance work.This advantageously allows the data for the dynamic risk assessment to be acquired not only from a single vehicle, but also from other vehicles or stationary units. This increases the amount and quality of the available data and enables a more accurate risk assessment. In particular, providing data by a digital twin of the road in a cloud may represent a comprehensive and current information source that can be used by many vehicles. The acquisition of data by the sensor system of other vehicles or stationary units can also contribute to the inclusion of information about events or conditions that cannot be acquired by an individual vehicle in the risk assessment.In a further preferred embodiment, it is provided that, in the step of determining, the severity of the critical event, the probability of the occurrence of the critical event and the controllability of the critical event are determined on the basis of a risk and risk analysis, in particular according to the ISO 26262 standard.The term "determination" may be understood as the process of determining or defining certain parameters or properties. In the context of the present patent, the determination refers to the determination of the severity, probability and controllability of a critical event in a future traffic situation. This process is carried out on the basis of a risk and risk analysis which is carried out according to the standard ISO 26262. The determination is thus an important step in the method for dynamically evaluating the risk of a future traffic situation for a vehicle and forms the basis for the evaluation of the risk and the initiation of measures for reducing the risk.The term "severity" may be understood as an assessment of the potential effects of a critical event that might occur in a future traffic situation. This assessment takes into account factors such as the type of event, the possible injury or damage that might result therefrom, and the likelihood that the event will occur. Severity is typically evaluated on a low to severe scale and is an important factor in determining the risk of a traffic situation. Within the scope of the described method, the severity is determined on the basis of a risk and risk analysis according to the standard ISO 26262, in order to enable a precise assessment of the risk.The term "critical event" can be understood as an event that can lead to a potentially dangerous situation in road traffic. This can be, for example, an accident, a collision or a sudden obstacle on the road. A critical event is considered to be one having the potential to cause injury or damage. Within the scope of the method for dynamically evaluating a risk of a future traffic situation, the severity of the critical event, the probability of the occurrence of the critical event and the controllability of the critical event are determined on the basis of a risk and risk analysis, in particular according to the standard ISO 26262.The term "probability" may be understood as a mathematical variable that indicates how likely a particular event is to occur. The probability is usually expressed as a number between 0 and 1, where 0 means that the event will not occur and 1 means that the event will occur safely. A probability of 0.5 means that the event will occur with a 50 percent probability. The probability can be calculated in various ways depending on which information is available and which assumptions are made. In risk analysis, the probability is often considered in connection with the severity of the event to assess the risk.The term "controllability" can be understood as the ability to control or avoid a critical event by taking appropriate measures. In the context of the described method, controllability refers to the ability of the vehicle and / or the driver to respond to a future traffic situation and to minimize the risk of a critical event. The controllability is evaluated in the step of determining the risk on the basis of a risk and risk analysis, in particular according to the ISO 26262 standard. Factors such as the availability of safety measures, the reaction time of the vehicle and / or the driver, and the ability of the vehicle to avoid or brake obstacles are taken into account. High controllability means that the vehicle is able to minimize or avoid the risk of a critical event, while low controllability increases the risk of a critical event.The term "risk and risk analysis" may be understood as a systematic process for identifying, evaluating, and prioritizing potential risks and risks associated with a particular system or process. This process includes the analysis of possible causes and effects of hazards and risks, as well as the assessment of the probability of their occurrence and the severity of their effects. The results of the risk and risk analysis can be used to identify and implement suitable measures for reducing risk. The standard ISO 26262 is an example of a framework which prescribes a risk and risk analysis for safety-critical systems in the automobile sector.Advantageously, the feature of the claim enables the severity, probability and controllability of a critical event to be determined on the basis of a risk and risk analysis. This results in a more precise and comprehensive risk assessment based on the standards of ISO 26262. By incorporating external information and knowledge into the risk assessment, the method may also enable an improved dynamic, real-time risk assessment. Overall, this feature contributes to increasing safety in road traffic and to avoiding accidents.In a preferred embodiment, it is provided that in the step of evaluating, the risk is evaluated on the basis of a specific or determinable classification, in particular an ASIL classification according to the ISO 26262 standard.The term "evaluating" can be understood as the step in the method for dynamically evaluating a risk of a future traffic situation, in which the risk is evaluated on the basis of a specific or determinable classification. In particular, the risk is evaluated on the basis of an ASIL classification according to the standard ISO 26262. The ASIL classification is a method for assessing the safety integrity of systems in the automotive industry. It classifies the risk into four classes, with ASIL D representing the highest risk and ASIL A representing the lowest risk. The assessment of the risk on the basis of the ASIL classification makes it possible to determine the necessary safety measures in order to reduce the risk to an acceptable level.The term "ASIL classification" can be understood as a classification of risk classes for safety-relevant systems in vehicles. The abbreviation "ASIL" stands for "Automotive Safety Integrity Level". The ASIL classification is part of the standard ISO 26262 and serves to evaluate and minimize the risk of malfunctions in safety-relevant systems. The classification is carried out on the basis of a risk analysis and classifies the systems into four classes (ASIL A to D), wherein ASIL D represents the highest risk. The ASIL classification takes into account both the probability and the severity of possible malfunctions and specifies corresponding requirements for the development and the operation of the systems. Advantageously, this feature allows the risk to be evaluated on the basis of a specific or determinable classification, in particular an ASIL classification according to the ISO 26262 standard, a more precise and standardized evaluation of the risk. This leads to improved safety in road traffic, since potential hazard scenarios can be identified and prioritized more accurately.In a further preferred embodiment, it is provided that after the evaluation step a step of initiating a measure for reducing risk takes place, wherein the measure comprises at least one of the following features:an intervention in an operation of the vehicle or its driving function,an intervention in an operation of at least one further vehicle or its driving function,an output of a warning signal to the driver,an output of a warning signal to at least one further road user.The term "initiating" can be understood as carrying out a measure for reducing the risk which has become necessary on the basis of the assessment of the risk of a future traffic situation by the method according to the preceding claims. The initiation of a measure can mean, for example, that the vehicle automatically initiates a braking operation in order to avoid a collision, or that a warning is displayed to the driver in order to inform him of a potentially dangerous situation. The measure for reducing risk may also comprise an adjustment of the speed, a change of the travel route or another suitable action in order to minimize the risk of a future traffic situation. The initiation of a measure for reducing risk can be effected automatically by the system or initiated by the driver of the vehicle, depending on the specific requirements of the situation.The term "action" may be understood as an action or method taken to mitigate or avoid the risk of a critical event. One measure may take various forms, such as adjusting the speed of the vehicle, changing the travel route, activating warning signals, or triggering emergency brakes. The choice of action depends on the severity of the critical event, the probability of occurrence and the controllability, which were determined in the step of determining according to the risk and risk analysis. The measure is taken in the step of introduction after the step of evaluation and can be adapted as required.Advantageously, the measure for reducing risk after the step of evaluating can comprise at least one of the following features: adaptation of the vehicle behavior intended by the driver, change of the vehicle behavior intended by the driver, adaptation of the driver behavior, adaptation of the behavior of other road users, configuration of vehicle components or adaptation of the system architecture for implementation of the desired vehicle behavior. By initiating such a measure, the risk of a critical situation can be reduced in a targeted manner.In a preferred embodiment, it is provided that after the step of initiating the measure, a step of reevaluation of the risk takes place, wherein the severity of the critical event, the probability of the occurrence of the critical event and the controllability of the critical event are determined based on updated data, wherein the updated data are specific to an adapted vehicle state, an adapted state of the driver of the vehicle, an adapted state of at least one further vehicle and / or an adapted state of a driver of the at least one further vehicle.The term "re-assessment of risk" may be understood as a step in the method for dynamically assessing a risk of a future traffic situation for a vehicle, in which the risk is re-assessed after a risk mitigation action has been initiated. Here, the severity of the critical event, the probability of occurrence of the critical event, and the controllability of the critical event are determined based on updated data. These updated data are specific to an adapted vehicle state, an adapted state of the driver of the vehicle, an adapted state of at least one further vehicle and / or an adapted state of a driver of the at least one further vehicle. Reevaluation of the risk makes it possible to check the effectiveness of the measure introduced and, if appropriate, to introduce further measures for reducing the risk.The term "updated data" may be understood as information related to the current state of the vehicle, driver, and / or other vehicles and updated periodically. This data may include, for example, information about speed, acceleration, position, traffic conditions, and other relevant factors. The updated data may originate from various sources, such as sensors in the vehicle, other vehicles, or stationary units along the road. The use of updated data allows the method to make a more accurate assessment of the risk of a future traffic situation, as they provide a current and accurate representation of the environment of the vehicle.The term "adapted vehicle state" can be understood as a state of the vehicle which differs from its current state and which is specifically matched to the requirements of the method for dynamically evaluating a risk of a future traffic situation. This condition may be affected by various factors, such as changes in vehicle speed, acceleration, or braking force. The state of the vehicle components, such as the tires or brakes, may also affect the adjusted vehicle state. Moreover, information about the driver of the vehicle, such as his reaction time or attention, can also be included in the determination of the adapted vehicle state. Overall, the adjusted vehicle condition is an important factor in assessing the risk of a future traffic situation and may help the method for dynamically assessing the risk become even more accurate and reliable.The term "adjusted state of the driver of the vehicle" may be understood as the current state of the driver being influenced by various factors such as physical and mental condition, attention, and response time thereof. This condition may change as the trip proceeds and also depends on external factors such as the traffic situation and weather conditions. A matched state of the driver means that the driver is able to respond to the current conditions and act appropriately to minimize the risk of a critical event. This can be achieved by various measures, such as by appropriate rest break before the trip, appropriate nutrition and liquid supply, as well as appropriate training and training of the driver.The term "adapted state of at least one further vehicle" can be understood as the current state of another vehicle, which is detected by updated data and taken into account in order to reevaluate the risk of a future traffic situation. This updated data may include, for example, information about the speed, direction, position, and driver state of the other vehicle. By considering the adjusted state of another vehicle, the method for dynamically assessing the risk of a future traffic situation for a vehicle may become more accurate and accurate.The term "adapted state of a driver of the at least one further vehicle" can be understood as the current state of the driver of another vehicle, which is detected and taken into account by updated data. This updated data can contain, for example, information about the state of health of the driver, his driving style or his reaction time. The adapted state of the driver is included in the re-assessment of the risk in order to enable a more accurate assessment of the future traffic situation and to initiate corresponding measures for reducing the risk. Advantageously, the method according to the described embodiment allows a dynamic re-assessment of the risk after initiation of mitigation actions. By using updated data specific to the adjusted vehicle state, the adjusted state of the driver, and / or the adjusted state of other vehicles and drivers, a more accurate risk assessment may be performed. This leads to improved safety in road traffic, since the risk of critical events can be further reduced.In a preferred embodiment, it is provided that at least one step of the method, in particular all steps of the method, is / are carried out repeatedly.The term "executed repeatedly" can be understood as the possibility of executing the entire method or at least a part of the method a plurality of times. This may be necessary to take account of changes in the traffic situation or in the vehicle state and to reevaluate the risk. By repeating the method, updated data may be used to enable a more accurate assessment of the risk. It is also possible that only certain steps of the method are repeated, depending on the requirements of the user. The repetition of the method can be carried out manually or automatically and can be initiated by the driver of the vehicle or by the device itself. Advantageously, the method can thereby be continuously updated in order to improve the risk assessment and the derivation of mitigation measures. In particular, the information on which the method is based can be continuously updated from the outside in order to enable a more accurate risk assessment. This leads to improved safety in road traffic, as the method is able to react to changing conditions and take appropriate measures to reduce the risk of accidents.The aforementioned advantages also apply in a corresponding manner to a device, in particular a control unit, for dynamically evaluating a risk of a future traffic situation for a vehicle, which is configured to carry out at least one of the steps of the method according to one of the embodiments described above.The term "device" may be understood as a technical entity capable of performing certain functions. In particular, the device may relate to a control unit which is specifically configured to carry out the method for dynamically evaluating a risk of a future traffic situation for a vehicle. The device can be considered part of a larger system consisting of the control unit and the vehicle, the two being connected to each other by signalling. The apparatus may also be considered a stand-alone device capable of executing the steps of the method without a vehicle involved. The apparatus may include various components, such as sensors, processors, and memory, to acquire, process, and store the data required for assessment of the risk. The apparatus may also be capable of initiating risk mitigation actions and reassessing the risk based on updated data.The term "control unit" may be understood as an electronic component capable of carrying out the various steps of the method for dynamically evaluating a risk of a future traffic situation for a vehicle. The control unit may be considered a central control module of the vehicle that is capable of collecting and processing data from various sensors and other sources to enable accurate assessment of the risk. The control unit may also be capable of taking measures for reducing risk, for example by controlling the braking or steering system of the vehicle. The control unit may typically be programmable and may be equipped with various types of software and algorithms to enable a precise and effective assessment of the risk.The aforementioned advantages also apply in a corresponding manner to a vehicle having one of the above-described devices.The aforementioned advantages also apply in a corresponding manner to a system comprising the device according to one of the embodiments described above and at least one vehicle, wherein the device and the vehicle are connected to one another by signal technology and are in particular spatially separated from one another.The system enables a dynamic assessment of the risk of a future traffic situation for the vehicle and can thus contribute to the reduction in risk. By connecting to at least one vehicle, the data can also be acquired and provided by other vehicles or stationary units in order to enable an even more accurate assessment of the risk. The system can thus contribute to increasing the safety in road traffic.The term "signally connected to each other" may be understood as a connection between the device and the vehicle that allows them to communicate with each other. This connection can be established in various ways, such as, for example, via a wireless connection such as WLAN or Bluetooth, via a wired connection such as USB or Ethernet, or via another type of network connection. The connection allows the exchange of data and signals between the device and the vehicle to perform the method for dynamically assessing the risk of a future traffic situation. The connection may also be used to exchange data between multiple vehicles to allow for better assessment of the traffic situation.The term "spatially separated." may be understood as a situation where the device and vehicle that are part of the system are physically located at different locations. This means that they do not have to be directly adjacent to each other or in close proximity to each other in order to communicate with each other. Instead, they may be interconnected via a wireless connection or other communication means to exchange data and information. Spatial separation may help the system to be more flexible and adaptive, as it is not limited to a particular spatial configuration. Advantageously, the system allows the relevant information collected in the device to be transmitted to the vehicle in real time to ensure improved dynamic risk assessment and derivation of appropriate mitigation actions.The invention also relates to a computer program or computer program product, comprising instructions which, when the computer program is executed by a computer or by an apparatus according to one of the embodiments described above, cause the computer program / s to execute at least one of the steps of the method according to one of the embodiments described above. A computer program or computer program product can be stored on a machine-readable, in particular non-volatile, carrier or storage medium such as a semiconductor memory, a hard disk memory or an optical memory.The invention also relates to a computer-readable medium on which the computer program described above is stored. The term "computer-readable medium" may be understood as a tangible medium that stores information in a form that can be read and processed by a computer or other electronic device. Such a medium may be, for example, a CD-ROM, a DVD, a USB stick, a hard disk, or another storage medium that stores digital data. The medium may include both magnetic and optical storage media and may be in various formats, such as a file, program, or operating system. The medium may also be used as part of a larger system or device, such as part of a computer or controller in a vehicle. In any event, the computer readable medium enables the transfer of information between various electronic devices and the execution of programs or applications on these devices.BRIEF DESCRIPTION OF THE DRAWINGExemplary embodiments of the invention are schematically illustrated in the drawings and explained in more detail in the following description. The same reference numerals are used for the elements shown in the different figures and acting in a similar manner, wherein a repeated description of the elements is omitted.The following are shown: FIG. 1 shows a schematic illustration of a method, a device, a vehicle, a system, a computer program and a storage medium according to exemplary embodiments; FIG. 2 shows a schematic illustration of a sequence of the method according to exemplary embodiments of the invention; andAs already explained above, the present invention describes a method, a device, a vehicle, a system, a computer program and a storage medium which make it possible to dynamically evaluate and, if appropriate, reduce or eliminate a risk of a future traffic situation for a vehicle.FIG. 1 schematically illustrates a method 100, a system 8 (in two alternative embodiments, upper right and lower right) having a vehicle 1, a device 10, a storage medium 15 and a computer program 20 according to exemplary embodiments of the invention. The system 8 in the upper right illustration comprises the vehicle 1 and the device 10, wherein the device 10 is integrated or arranged in or on the vehicle 1. In contrast, in the right-hand lower illustration, the device 10 in the system 8 is not integrated or arranged in or on the vehicle 1, but rather is spatially separated from the latter and is only connected thereto by signal technology. By way of example, the device 10, as indicated, can be part of a cloud 5 in this case, such that the method described below runs at least partially in the cloud 5.FIG. 1 shows, on the left side, an exemplary embodiment of a method 100 for dynamically evaluating a risk of a future traffic situation for a vehicle 1. In a second step 102, a severity of a critical event, in particular in the future traffic situation, a probability of the critical event occurring and a controllability of the critical event are determined based on the data. This can be done in particular in real time. In a third step 103, the risk of the future traffic situation is evaluated on the basis of the severity of the critical event, the probability of the occurrence of the critical event and the controllability of the critical event.Optionally, in a fourth step 104, a measure for reducing risk is initiated 104. The measure can comprise, for example, an intervention in an operation of the vehicle 1 or its driving function. Alternatively or additionally, the measure can comprise an intervention in an operation of at least one further vehicle or its driving function. Alternatively or additionally, the measure can comprise an output of a warning signal to the driver 2. Alternatively or additionally, the measure can comprise an output of a warning signal to at least one further road user.Furthermore, the risk can then optionally be revaluated 105, wherein the severity of the critical event, the probability of the occurrence of the critical event and the controllability of the critical event are determined based on updated data and wherein the updated data are specific for an adapted vehicle state, an adapted state of the driver of the vehicle, an adapted state of at least one further vehicle and / or an adapted state of a driver of the at least one further vehicle, for example.Fig. 2 shows another embodiment of the present invention. In a first step 201, data 50 are acquired and / or provided by the vehicle 1, wherein the data 50 is specific to a current and / or past traffic situation of the vehicle 1. In particular, the data 50 may be first data 51 specific to a dynamic, current and / or past vehicle state. These include, among other things, the dynamic state of the vehicle 51 a(speed, acceleration, jerk, position, etc.) as well as the fault and health state of the vehicle system 51 b(e.g., from the state & health management or the diagnostic system).Alternatively or additionally, the data 50 can be second data 52, which are specific to a current and / or past state (or characteristics) of a driver 2 of the vehicle 1.Alternatively or additionally, the data 50 can be third data 53, which is specific to a current and / or past situation of an environment of the vehicle 1. This includes, among other things, the environment model 53, in particular an internal environment model (based on sensors in the vehicle).This data 50 is used further in a further, in particular subsequent or parallel, second step 202, wherein the second step 202 can run in the vehicle 1 and / or in a digital twin of the road (Digital Twin of the Road DToR) which is realized by a cloud 5. In this case, in combination with infrastructure sensor system 60 and optionally with digital twins 61 of further vehicles involved in the current and / or past traffic situation (e.g. on the basis of the vehicle identification number (VIN) or number plate exchanged by V2X or visual recognition by foundation model / AI), on the one hand, a local situation 63, in particular a current and / or past local situation, is determined. This is done, for example, by determining the existing scenario from a scenario catalog (intersection, country road, two-lane roadway, circular traffic, or the like). On the other hand, a predicted behavior of the other road users can be determined 64 Depending on the situation, other movement models are typical, e.g. a constant speed for a straight road and a constant yaw movement model in a circular traffic.Furthermore, in step 202, a digital twin 65 of the vehicle 1 is determined from the fault and health state of the vehicle system 51 band an assessment of the state and the behavior 66 of the driver 2 is made from the second data 52.In order to carry out the dynamic risk assessment or classification 76, an assessment of a severity 73 of a critical event (S) is required in upstream steps 203, 204, in particular in the future traffic situation, a probability 74 of an occurrence of the critical event (Exposure E) and a controllability 75 of the critical event (Controllabileity C).When assessing severity 73, probability 67 is assessed that a hazardous event with low to high diversity (S 1-S 3) results from local situation 63, in particular current and / or past local situation 63. An example of this is the speed-dependent development of more severe or less severe injuries.The probability 74 of occurrence of the critical event refers to the probability that specific other road users will make an error 68 in this specific and dangerous situation. In addition, the probability 70 is evaluated that the vehicle 1 itself makes a fault, for example, due to mechanical faults such as tire burst. Also, the probability 71 that the driver 2 makes some unpredictable and / or dangerous and the system will enter a dangerous situation is taken into account. In such situations, the automation function receives a higher safety load. Furthermore, the probability 74 can also relate to the probability 67 that a hazardous event with low to high diversity (S 1-S 3) results from the local situation 63, in particular the current and / or past local situation.The controllability 75 of the critical event evaluates the probability that either other road users 69 or the driver 2 himself 72 can control the dangerous situation. This relates to the pedestrian at risk from misbehavior and to the driver 2 himself.Based on these three parameters (severity 73 of the critical event, in particular in the future traffic situation, the probability 74 of occurrence of the critical event and the controllability 75 of the critical event), the risk assessment or classification 76 of the future situation is then determined in a further step 205. The risk assessment or classification 76 determined in this way can optionally be fed back to the preceding steps 203 or 204 in a step 207.If the risk value is above a predefined threshold value, the behavior of the vehicle 1 can be adjusted 77 in a further step 206 in order to reduce the risk. This can be done either rule-based, explorative (e.g. with behavior trees) or by using AI. If there is an alternative behaviour which results in a lower risk classification with the same performance, this can preferably be chosen. In particular, these adaptation measures can be initiated by the vehicle 1 and / or be carried out in coordination with further vehicles or the cloud 5, for example via V2X communication.References included in the specificationThis list of documents cited by the applicant has been produced in an automated manner and is only included for the better information of the reader. The list is not part of the German patent application or utility model application. The DPMA does not take any adhesion for any faults or omissions.Cited Non-Patent LiteratureISO 26262

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Claims

Method (100) for dynamically evaluating a risk of a future traffic situation for a vehicle (1), comprising the steps of: - providing and / or acquiring (101) data (50), wherein the data (50) is specific for a current and / or past traffic situation; - determining (102), in particular in real time, a severity (73) of a critical event, in particular in the future traffic situation, a probability (74) of an occurrence of the critical event and a controllability (75) of the critical event based on the data (50); - evaluating (103) the risk of the future traffic situation based on the severity (73) of the critical event, the probability (74) of the occurrence of the critical event and the controllability (76) of the critical event.Method (100) according to Claim 1, characterized in that the data (50) - is first data (51) which is specific to an, in particular dynamic, current and / or past, vehicle state, - is second data (52) which is specific to a current and / or past state of a driver (2) of the vehicle (1), and / or - is third data (53) which is specific to a current and / or past situation of an environment of the vehicle (1).Method (100) according to either of Claims 1 and 2, characterized in that the data (50), in particular the first data (51), the second data (52) and / or the third data (53), are provided and / or acquired (101) internally to the vehicle and / or externally to the vehicle.Method (100) according to Claim 3, characterized in that the vehicle-external provision and / or acquisition (101) of the data (50) comprises provision of the data (50) by at least one further vehicle and / or by a stationary unit, in particular by a digital twin of the road, preferably depicted in a cloud (5), and / or comprises acquisition of the data (50) by a sensor system of at least one further vehicle and / or of a stationary unit, in particular a roadside unit (RSU).Method (100) according to one of the preceding claims, characterized in that, in the step of determining (102), the severity (73) of the critical event, the probability (74) of the occurrence of the critical event and the controllability (75) of the critical event are determined on the basis of a risk and risk analysis, in particular according to the ISO 26262 standard.Method (100) according to one of the preceding claims, characterized in that, in the evaluation step (103), the risk is evaluated on the basis of a specific or determinable classification, in particular an ASIL classification according to the ISO 26262 standard.Method (100) according to one of the preceding claims, characterized in that, after the evaluation step (103), a step of initiating (104) a measure for reducing risk takes place, wherein the measure comprises at least one of the following features: - an intervention in an operation of the vehicle (1) or its driving function, - an intervention in an operation of at least one further vehicle or its driving function, - an output of a warning signal to the driver (2), - an output of a warning signal to at least one further road user.Method (100) according to claim 7, characterised in that after the step of initiating the measure, a step of reassessing (105) the risk is carried out, wherein the severity (73) of the critical event, the probability (74) of the occurrence of the critical event and the controllability (75) of the critical event are determined on the basis of updated data, wherein the updated data are specific to - an adapted vehicle state, - an adapted state of the driver (2) of the vehicle (1), - an adapted state of at least one further vehicle and / or - an adapted state of a driver of the at least one further vehicle.Method (100) according to one of the preceding claims, characterized in that at least one step of the method (100), in particular all steps of the method (100), are carried out repeatedly.Device (10), in particular a control unit, for dynamically evaluating a risk of a future traffic situation for a vehicle (1), which is configured to carry out at least one of the steps of the method (100) according to one of Claims 1 to 9.Vehicle (1), characterized bythe device (10) according to claim 10.System (8) comprising the device (10) according to claim 10 and at least one vehicle (1), wherein the device (10) and the vehicle (1) are connected to one another by signal technology and are in particular spatially separated from one another.A computer program (20) comprising instructions which, when the computer program (20) is executed by a computer or by an apparatus (10) according to claim 10, cause the computer / s to execute at least one of the steps of the method (100) according to any one of claims 1 to 9.A computer readable medium (15) on which the computer program (20) according to claim 13 is stored.

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