Method for operating a control unit for a motor vehicle, control unit for a motor vehicle and computer program product

Abstract

The invention relates to a method for operating a control unit (4) for a motor vehicle (1), wherein a collision risk of a collision of the motor vehicle (1) with an obstacle (6) described by the environmental data is determined on the basis of environmental data acquired by an environmental monitoring device (2) of the motor vehicle (1). It is provided that, based on the environmental data, an obstacle parameter of the obstacle (6) describing an obstacle type and / or an obstacle size is determined, and if a collision risk threshold value is exceeded by the determined collision risk, a collision consequence reduction program is selected and executed from a plurality of collision consequence reduction programs depending on the determined obstacle parameter, wherein at least one of the collision consequence reduction programs permits the collision with the obstacle (6).The invention further relates to a control device (4) for a motor vehicle (1) and a computer program product.

Description

[0001] The invention relates to a method for operating a control unit for a motor vehicle, wherein a collision risk of a collision of the motor vehicle with an obstacle described by the environmental data is determined based on environmental data acquired by an environmental monitoring device of the motor vehicle. The invention further relates to a control unit for a motor vehicle and a computer program product.

[0002] For example, the prior art document DE 10 2021 204 399 A1 is known. This document describes a method for increasing road safety using artificial intelligence. In a first step, the surroundings of a vehicle are detected using the vehicle's surroundings sensors, generating surroundings data. In a second step, the surroundings data are evaluated using artificial intelligence. In a third step, based on the result of the evaluation, a warning is issued and / or a vehicle response is initiated using control commands.

[0003] Furthermore, the document DE 10 2020 204 044 A1 discloses a method for warning living beings in the environment of a vehicle, wherein environment sensors of the vehicle monitor the environment of the vehicle, whereby environment data are generated, driving dynamics sensors of the vehicle monitor a driving dynamics of the vehicle, whereby driving dynamics data are generated, the environment data are evaluated and, based on the evaluated environment data, at least one living being in the environment of the vehicle is detected and classified according to its species, based on the evaluated environment data, a trajectory of the at least one living being is determined, the driving dynamics data are evaluated and, based on the evaluated driving dynamics data, a trajectory of the vehicle is determined,based on the trajectory of the at least one living being and based on the trajectory of the vehicle, a collision probability between the vehicle and the at least one living being is determined. If the collision probability reaches or exceeds a threshold value, based on the result of the classification, at least one signal specific to the at least one living being is emitted in order to warn the at least one living being so that the collision is avoided.

[0004] Finally, document DE 10 2020 102 624 A1 discloses a vehicle control device comprising: one or more receivers configured to receive an animal tracking signal from an animal tracking device attached to an animal and to store animal attribute data associated with the animal, wherein the animal tracking signal includes the animal attribute data; one or more processors configured to process the received animal attribute data to: determine whether the animal will be in a path of the vehicle; determine a vehicle action based on the determination that the animal will be in the path of the vehicle; and control a vehicle according to the vehicle action.

[0005] It is an object of the invention to propose a method for operating a control device for a motor vehicle, which has advantages over known methods, in particular ensuring a high level of safety for the motor vehicle and its occupants even when the obstacle is present in the vicinity of the motor vehicle.

[0006] This is achieved according to the invention with a method for operating a control unit for a motor vehicle with the features of claim 1. It is provided that an obstacle parameter of the obstacle describing an obstacle type and / or an obstacle size is determined on the basis of the environmental data and, if a collision risk threshold value is exceeded by the determined collision risk, a collision consequence reduction program is selected and carried out from several collision consequence reduction programs depending on the determined obstacle parameter, wherein at least one of the collision consequence reduction programs permits the collision with the obstacle.

[0007] Advantageous embodiments with useful further developments of the invention are specified in the dependent claims. It should be noted that the exemplary embodiments explained in the description are not limiting; rather, any variations of the features disclosed in the description, the claims, and the figures are feasible.

[0008] The method serves to operate the control unit, which is preferably a component of the motor vehicle. Of course, the control unit can also be separate from the motor vehicle, in particular up to the point where the control unit is mounted on or in the motor vehicle. The control unit receives the environmental data acquired using the environmental monitoring device of the motor vehicle. The environmental monitoring device serves to acquire an environment or surroundings of the motor vehicle using at least one sensor, preferably using a plurality of sensors. In particular, one or more of the following sensors are used as the sensor or sensors: radar sensor, ultrasonic sensor, laser sensor or laser scanner, lidar sensor, infrared sensor, and image sensor or camera.

[0009] The surroundings monitoring system reliably monitors the vehicle's surroundings, so that one or more obstacles present in the surroundings are reflected in the surroundings data, i.e., are described by the surroundings data. Based on the surroundings data, the collision risk for the obstacle is determined, i.e., the probability with which the vehicle will collide with the obstacle if the current driving mode is continued, in particular if the current direction of travel and / or the current lane and / or the current speed are maintained.

[0010] If there are multiple obstacles in the environment or if multiple obstacles are described by the environmental data, the collision risk is preferably determined for each of these obstacles. If the obstacle is mentioned in this description, the explanations always represent at least one obstacle, i.e., exactly one obstacle or multiple obstacles. The explanations for the obstacle are transferable to the at least one obstacle or each of the multiple obstacles. Conversely, explanations given for multiple obstacles are also applicable to the obstacle, for example, a single obstacle.

[0011] For example, the motor vehicle has an emergency braking assistant which, when the obstacle is present, in particular when the collision risk threshold is exceeded by the determined collision risk, decelerates or brakes the motor vehicle, in particular by correspondingly controlling a braking system of the motor vehicle, preferably a service brake of the motor vehicle, and / or by controlling a drive device of the motor vehicle.

[0012] It may happen that a motor vehicle driver misjudges the obstacle. Thus, with careful driving, the driver is typically not confronted with a high collision risk very often, so they may brake the motor vehicle sharply, even though the collision with the motor vehicle would be less serious than the consequences of braking, for example, due to a resulting collision with another motor vehicle. The emergency braking assistant also typically brakes the motor vehicle, regardless of the actual consequences of the collision with the obstacle, as soon as the collision risk exceeds the collision risk threshold.

[0013] When faced with an obstacle, the driver usually reacts reflexively and does not necessarily consider the traffic in the vicinity of the motor vehicle, in particular the other motor vehicle, or possible legal consequences. If the driver's reaction or the emergency braking assistant results in a collision between the motor vehicle and another motor vehicle, the driver may be held partially responsible for the collision, even though their actions were merely intended to avoid a collision with the obstacle. This is particularly the case if the obstacle is an animal, for example a wild animal, and the animal is small, so that a collision between the motor vehicle and the obstacle would have only a minor impact on the motor vehicle and its driver.

[0014] For this reason, it is now planned that the obstacle parameter of the obstacle is determined based on the environmental data. The obstacle parameter describes the type of obstacle and / or the size of the obstacle. The type of obstacle is understood to be a type of obstacle which is selected from several obstacle types based on the environmental data. The several obstacle types include, for example: a structure, road users, for example motor vehicles, bicycles and pedestrians, animals, in particular wild animals and livestock, and the like. The type of obstacle is preferably determined by the control unit itself from the environmental data. The type of obstacle can also further differentiate which animal is involved, i.e. which species the animal belongs to. Alternatively, it can also be planned that the type of obstacle differentiates whether the animal falls into a first group of larger animals or a second group of smaller animals.The first group of animals includes, for example, deer, roebucks, wild boars and the like, the second group of animals includes, for example, hares, pheasants, cats and so on.

[0015] Additionally or alternatively, the obstacle parameter includes the obstacle size, which describes the size of the obstacle. The obstacle size is also selected, for example, from a plurality of discrete obstacle sizes based on the environmental data, so that a classification of the size of the obstacle takes place. For example, the obstacle sizes from which the obstacle size is selected based on the environmental data for the obstacle include a first size and a second size, wherein these sizes are selected such that in the event of a collision between the motor vehicle and an obstacle having the first size, no or at most minor effects on the motor vehicle are to be expected, whereas in the event of a collision between the motor vehicle and an obstacle having the second size, serious or at least more severe damage to the motor vehicle and / or injuries to the driver may occur.

[0016] Particularly preferably, the obstacle size is determined depending on the obstacle type, or the obstacle sizes from which the obstacle size is selected are used depending on the obstacle type. For example, different obstacle sizes are stored for different obstacle types, which reflect the different effects of the collision of the motor vehicle with the obstacle for the different obstacle types. For example, a collision with a hard object of a certain size is considered more serious than a collision with a soft object of the same size.

[0017] If the determined collision risk exceeds the collision risk threshold, i.e., if the collision risk is greater than or equal to the collision risk threshold, the collision consequence reduction program to be used is selected from the multiple collision consequence reduction programs. The collision consequence reduction program(s) are aimed at reducing the consequences of a collision with the obstacle. For example, they include measures for longitudinal guidance of the vehicle, i.e., for decelerating and / or accelerating the vehicle. At least one of the collision consequence reduction programs also allows a collision with the obstacle, i.e., is not aimed at avoiding a collision.

[0018] The collision consequence reduction program is selected using the obstacle parameter, preferably taking into account the obstacle type and / or size, preferably depending on both the obstacle type and size. It can be provided that the selected collision consequence reduction program at least temporarily influences the longitudinal guidance of the motor vehicle, i.e., influences its travel speed.

[0019] Using the described procedure, it is possible to differentiate between different obstacles when implementing the collision consequence reduction program. For example, in one of the collision consequence reduction programs, a collision with a specific obstacle type and / or size is accepted to ensure overall safer driving, while in another of the collision consequence reduction programs, the collision is to be avoided. This ensures the correct behavior of the vehicle depending on the obstacle type or size, to the benefit of the driver.

[0020] A further development of the invention provides that, if a first value of the obstacle parameter is present, in particular if the obstacle size falls below an obstacle size threshold, a first collision consequence reduction program is selected from the collision consequence reduction programs. If a second value of the obstacle parameter is present, in particular if the obstacle size exceeds the obstacle size threshold, a second collision consequence reduction program is selected from the collision consequence reduction programs, in particular if the obstacle type is the same as a defined obstacle type. Thus, a distinction is generally made between different obstacles based on the obstacle parameter, so that different collision consequence reduction programs are applied.

[0021] For example, if the obstacle type is the same as the defined obstacle type, the first collision consequence reduction program is selected, preferably only if the obstacle size is smaller than the obstacle size threshold. If, however, the obstacle size is larger than the obstacle size threshold, the second collision consequence reduction program is selected, but again only if the obstacle type corresponds to the defined obstacle type. The two collision consequence reduction programs, i.e., the first collision consequence reduction program and the second collision consequence reduction program, are different from one another; in particular, they contain different measures or measures to be implemented with different parameters. Accordingly, a targeted execution of the driving operation of the motor vehicle and a high level of safety are achieved.

[0022] A further development of the invention provides that the first collision consequence reduction program permits the collision with the obstacle, and / or that the second collision consequence reduction program is directed at avoiding the collision with the obstacle. Thus, if the obstacle parameter has the first value, the collision with the obstacle is accepted, in particular to avert damage to the motor vehicle and its driver, for example, because avoiding the collision would cause the driver to leave the roadway or collide with another vehicle. In particular, the collision with the obstacle is permitted if the obstacle size is smaller than the obstacle size threshold, so that in the event of a collision with the obstacle, it is assumed that no damage, or at most, only minor damage, will occur.

[0023] Additionally or alternatively, the second collision consequence reduction program is implemented in such a way that the collision with the obstacle is reliably avoided. For example, the longitudinal guidance of the vehicle is adjusted accordingly; for example, the vehicle is decelerated by appropriately controlling the braking system and / or the drive system so that the vehicle avoids the obstacle or comes to a stop before reaching it. Overall, the described procedure ensures safe driving of the vehicle, and any damage that may occur during the collision is minimized as much as possible.

[0024] A further development of the invention provides that the first collision consequence reduction program and / or the second collision consequence reduction program comprise at least one of the following steps: controlling vehicle lighting of the motor vehicle, controlling an acoustic signal generator of the motor vehicle, controlling a braking system of the motor vehicle, controlling a drive device of the motor vehicle, controlling a steering device of the motor vehicle, and controlling an occupant restraint system of the motor vehicle. Within the scope of the respective collision consequence reduction program, at least one of the aforementioned steps is carried out, but preferably several or even all of the steps are used. The steps are preferably carried out by the aforementioned control unit; thus, it serves to control the respective motor vehicle device in order to achieve the desired result.

[0025] Controlling the vehicle lighting comprises, in particular, controlling one or more vehicle headlights, in particular one or more headlights, and / or one or more brake lights and / or one or more direction indicators. Preferably, the vehicle lighting is controlled according to a specific sequence selected to warn the animal representing the obstacle of the motor vehicle, in particular to trigger escape behavior by the animal. The sequence includes, for example, multiple activation and deactivation of the vehicle lighting, in particular the headlights, the brake lights and / or the direction indicators. The sequence can be stored in the collision consequence reduction program so that it depends, in particular, on the type of animal.

[0026] Additionally or alternatively, the vehicle's acoustic signaling device is activated. The vehicle's acoustic signaling device is also commonly referred to as a horn. The operation of the acoustic signaling device is also preferably intended to trigger the animal's flight behavior in order to avoid a collision with the vehicle. As explained for the vehicle's lighting, the acoustic signaling device is preferably activated according to a sequence that is preferably stored in the collision consequence reduction program, thus also depending on the animal species.

[0027] Furthermore, it is optionally provided to take over the longitudinal guidance of the motor vehicle, namely by controlling the braking system and / or the drive device. The braking system is controlled in particular in such a way that the driving speed of the motor vehicle is reduced, i.e. the motor vehicle is decelerated. For example, for this purpose a service brake of the braking system is actuated and a sufficiently large braking force is exerted on one or more wheels of the motor vehicle. The drive device serves at least temporarily to drive the motor vehicle, i.e. to provide a drive torque directed towards driving the motor vehicle. The drive device comprises at least one drive unit, which is designed as an internal combustion engine or as an electric machine.Within the framework of the respective collision mitigation program, the drive system is controlled either to accelerate or to decelerate the motor vehicle, i.e. to increase or reduce the driving speed.

[0028] Optionally, the steering system of the motor vehicle can be controlled, i.e., a desired steering angle can be set or the steering angle can be changed. By controlling the steering system, the motor vehicle is guided laterally, preferably in such a way that a collision with the obstacle is prevented. It is also possible, particularly if the collision is not prevented or cannot be prevented, to control the occupant restraint system of the motor vehicle. The occupant restraint system comprises, for example, a belt tensioner, an airbag, or the like. For example, within the framework of the respective collision consequence reduction program, the occupant restraint system is controlled in such a way that the respective device adjusts to the collision and, accordingly, a rapid deployment, for example of the belt tensioner and / or the airbag, occurs in the event of a collision.Carrying out one or more of the above steps will increase the safety of the motor vehicle.

[0029] A further development of the invention provides that a subspecies of the obstacle is determined based on the environmental data if the obstacle type corresponds to a defined obstacle type, and the first collision consequence reduction program is adapted to the determined subspecies. Analogous to the selection of the obstacle type from the multiple obstacle types, the subspecies from multiple subspecies is also evaluated. Preferably, the multiple subspecies are stored for the respective obstacle type, so that a total of several subspecies are maintained in the control unit for each of the obstacle types. If the obstacle type corresponds to the animal, the subspecies describes, for example, different animal species, such as hare, pheasant, cat, and the like.

[0030] Depending on the subtype, the potential consequences of a collision with the obstacle are assessed. This, in turn, determines how the first collision consequence reduction program will proceed and which parameters will be used to implement it. For example, the first collision consequence reduction program for the obstacle type corresponding to the defined obstacle type is always executed using the same steps, but with different parameters. For example, the sequence for controlling the vehicle's lights differs for different subtypes. The described procedure achieves the aforementioned advantages in terms of driving safety.

[0031] A further development of the invention provides that, based on the environmental data, traffic in the vicinity of the motor vehicle is evaluated. If at least one road user is detected in the environment, the first collision consequence reduction program is implemented in a manner adapted to at least one road user parameter of the at least one road user. The environmental data are already evaluated with regard to the obstacle. In addition, the evaluation of the environmental data with regard to the traffic in the vicinity of the motor vehicle is now provided. Typically, the evaluations are performed jointly, so that the obstacle and the at least one road user are identified during a joint evaluation of the environmental data.

[0032] For example, it is planned to evaluate the environmental data with regard to objects in the vicinity of the motor vehicle. These objects are then divided into obstacles and road users. For example, an object is considered an obstacle if it is located in front of the motor vehicle in the direction of travel or is in a lane of the motor vehicle in front of the motor vehicle in the direction of travel. All other objects are classified as road users. In particular, an object is considered a road user if it is in the same lane as the motor vehicle but behind it in the direction of travel. The road user is, for example, another motor vehicle that is following the motor vehicle, i.e. driving behind the motor vehicle.

[0033] The road user parameter is determined for the road user from the environmental data. The road user parameter is, for example, a driving speed, a direction of travel, and / or a position of the road user. Where this description refers to the road user or at least one road user, the explanations are equivalent. Explanations regarding the at least one road user are applicable to the road user, and vice versa.

[0034] If the first collision consequence reduction program is selected and implemented, it is adapted depending on the road user parameter. For example, the first collision consequence reduction program is designed to be adapted in such a way that a collision with the road user is reliably avoided, regardless of whether a collision with the obstacle is then more likely to occur.

[0035] A decision is therefore made as to whether a collision with the obstacle is preferable to a collision with the road user for safety reasons.

[0036] For example, the first collision consequence reduction program is designed to be implemented in such a way that a collision with the obstacle is reliably avoided if no road user is detected in the vicinity of the motor vehicle and / or if the road user is detected but is at a sufficient distance from the motor vehicle and / or has a relative speed to the motor vehicle that makes a collision between the road user and the motor vehicle unlikely, even if the control unit prevents the collision with the obstacle by appropriately controlling a motor vehicle device. Accordingly, a high level of road safety for the motor vehicle is ensured in the manner described.

[0037] A further development of the invention provides that the first collision consequence reduction program comprises the following steps: controlling the braking system and / or the drive device with a first control parameter, detecting a change in the road user parameter of the at least one road user in response to the control with the first control parameter, determining a second control parameter based on the change in the road user parameter, and controlling the braking system and / or the drive device with the second control parameter.

[0038] If an impending collision with an obstacle is detected, a motor vehicle device, such as the braking system and / or the drive system, is initially activated. This can be done in such a way that the collision with the obstacle is likely to be avoided, or the activation can be done in such a way that the collision with the obstacle is likely to still occur despite the activation. The road user's reaction to the activation of the motor vehicle device is then evaluated. If the road user parameter changes in such a way that it indicates a sufficient reaction from the road user to the activation, making a collision between the motor vehicle and the road user appear unlikely, the second activation parameter is determined in such a way that the collision with the obstacle is also reliably avoided.The motor vehicle device is then controlled using the second control parameter.

[0039] If, however, no reaction or an insufficient reaction from the road user is detected, the second control parameter is selected such that the collision of the motor vehicle with the road user is prevented, but the collision of the motor vehicle with the obstacle is permitted or accepted. For example, it can be provided that the braking system is initially activated to slightly decelerate the motor vehicle, so that a brake light on the motor vehicle illuminates. If a sufficient reaction from the road user to the deceleration is detected, the braking system can be activated for more severe braking, in particular in such a way that the collision with the obstacle is avoided.

[0040] However, it can also be provided that the first control parameter is selected such that the collision with the obstacle is reliably avoided. If no or insufficient reaction from the road user is subsequently discernible, so that a collision between the motor vehicle and the road user is likely, the second control parameter is selected such that the collision between the motor vehicle and the road user is avoided. For example, the drive device is set to accelerate the motor vehicle for this purpose. If the obstacle is an animal, this procedure gives the animal more time to flee the roadway. The probability that the collision between the motor vehicle and the obstacle or animal can be avoided accordingly increases.

[0041] A further development of the invention provides that the first control parameter is selected such that a collision with the obstacle is avoided, and / or that a collision with the obstacle is permitted when the second control parameter is determined. Such a procedure has already been mentioned. First, the motor vehicle device is controlled to avoid a collision with the obstacle. If the road user does not react sufficiently, it is controlled such that a collision with the obstacle is permitted while a collision with the road user is avoided. This results in the high level of safety of the motor vehicle.

[0042] A further development of the invention provides that the selection of the collision consequence reduction program and / or the adaptation of the first collision consequence reduction program is carried out by means of an artificial neural network to which at least one of the following variables is fed as an input variable: obstacle type, obstacle size, and sub-type. Thus, at least the obstacle parameter is fed to the neural network as an input variable, preferably also the sub-type. Based on the at least one input variable, the neural network determines which of the collision consequence reduction programs should be used to operate the motor vehicle in order to achieve the highest possible level of safety. In this respect, the environmental data is evaluated using artificial intelligence. This achieves a high degree of flexibility and reliable detection of the obstacle parameter.

[0043] It may also be provided that the neural network is trained with data containing legal regulations and / or case law from a specific region, for example, a country in which the motor vehicle will primarily be used. This also allows a legal assessment to be made and the collision mitigation program to be selected and / or implemented in such a way that, in the event of a collision between the motor vehicle and the road user, contributory negligence on the part of the driver is avoided.

[0044] The invention further relates to a control unit for a motor vehicle, in particular for carrying out the method according to the explanations in the context of this description, wherein the control unit is provided and designed to determine a collision risk of a collision of the motor vehicle with an obstacle described by the environmental data on the basis of environmental data acquired by means of an environmental monitoring device of the motor vehicle.

[0045] The control unit is further provided and designed to determine an obstacle parameter of the obstacle describing an obstacle type and / or an obstacle size on the basis of the environmental data and, if a collision risk threshold is exceeded by the determined collision risk, to select and execute a collision consequence reduction program from a plurality of collision consequence reduction programs depending on the determined obstacle parameter, wherein at least one of the collision consequence reduction programs permits the collision with the obstacle.

[0046] The advantages of such a control unit design and such a procedure have already been pointed out. Both the control unit and the method for its operation can be further developed according to the explanations in this description, so reference is made to these in this regard.

[0047] The invention also relates to a computer program product comprising instructions that cause the control unit to execute the described method according to the embodiments of this description. Regarding the advantages and possible advantageous developments, reference is made to the entire description.

[0048] The features and feature combinations described in the description, in particular the features and feature combinations described in the following description of the figures and / or shown in the figures, can be used not only in the respective combination specified, but also in other combinations or on their own, without departing from the scope of the invention. Thus, embodiments are also considered to be encompassed by the invention that are not explicitly shown or explained in the description and / or the figures, but which follow from or can be derived from the explained embodiments.

[0049] The invention will be explained in more detail below with reference to the exemplary embodiments shown in the drawings, without limiting the invention. Fig. 1 a schematic representation of a traffic situation with a motor vehicle, an obstacle and another road user.

[0050] The Fig. 1 shows a schematic representation of a traffic situation 1 with a motor vehicle 1 having an environment monitoring device 2 with at least one sensor 3. The environment monitoring device 2 or the sensor 3 serves to monitor an environment 5 of the motor vehicle 1. In the environment 5, there is an obstacle 6 in the form of an animal and a (further) road user 7 in the form of another motor vehicle.

[0051] In addition, the motor vehicle 1 has a control unit 4, which evaluates environmental data provided by the environmental monitoring system 2. Based on the environmental data, a collision risk is determined for the obstacle 6. If this collision risk exceeds a collision risk threshold, one of several collision consequence reduction programs is selected and implemented.

[0052] For the small animal in question here, for example, a first collision consequence reduction program is selected, whereas for a larger animal, a second collision consequence reduction program is selected. Within the scope of the first collision consequence reduction program, a collision of the motor vehicle 1 with the obstacle 6 is accepted depending on the environment 5, in particular to avert damage to the motor vehicle 1 or a driver of the motor vehicle 1.

[0053] The damage may, for example, consist in the fact that when the control unit 4 activates a motor vehicle device of the motor vehicle 1 to avoid a collision with the obstacle 6, a collision between the motor vehicle 1 and the road user 7 occurs or is likely. In this case, to ensure the safety of the driver, it is advantageous not to avoid the collision with the obstacle 6, but rather to accept such a collision in order to prevent the collision with the road user 7. This achieves a high level of safety when operating the motor vehicle 1 and good occupant protection. LIST OF REFERENCE SYMBOLS: 1 motor vehicle 2 Environmental monitoring device 3 Sensor 4 Control unit 5 Environment 6 Obstacle 7 road users QUOTES CONTAINED IN THE DESCRIPTION

[0000] This list of documents submitted by the applicant was generated automatically and is included solely for the convenience of the reader. This list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions. Cited patent literature

[0000] DE 10 2021 204 399 A1

[0002] DE 10 2020 204 044 A1

[0003] DE 10 2020 102 624 A1

[0004]

Claims

[1] Method for operating a control device (4) for a motor vehicle (1), wherein a collision risk of a collision of the motor vehicle (1) with an obstacle (6) described by the environmental data is determined on the basis of environmental data acquired by means of an environmental monitoring device (2) of the motor vehicle (1), characterized by that an obstacle parameter of the obstacle (6) describing an obstacle type and / or an obstacle size is determined on the basis of the environmental data, and if a collision risk threshold value is exceeded by the determined collision risk, a collision consequence reduction program is selected from several collision consequence reduction programs and carried out depending on the determined obstacle parameter, wherein at least one of the collision consequence reduction programs permits the collision with the obstacle (6). [2] Method according to claim 1, characterized bythat when a first value of the obstacle parameter is present, a first collision consequence reduction program is selected from the collision consequence reduction programs, and when a second value of the obstacle parameter is present, a second collision consequence reduction program is selected from the collision consequence reduction programs. [3] Method according to one of the preceding claims, characterized by that the first collision consequence reduction program allows the collision with the obstacle (6), and / or that the second collision consequence reduction program is aimed at avoiding the collision with the obstacle (6). [4] Method according to one of the preceding claims, characterized bythat the first collision consequence reduction program and / or the second collision consequence reduction program comprise at least one of the following steps: controlling a vehicle lighting of the motor vehicle (1), controlling an acoustic signal generator of the motor vehicle (1), controlling a braking system of the motor vehicle (1), controlling a drive device of the motor vehicle (1), controlling a steering device of the motor vehicle (1) and controlling an occupant restraint system of the motor vehicle (1). [5] Method according to one of the preceding claims, characterized by that a subtype of the obstacle (6) is determined on the basis of the environmental data if the obstacle type corresponds to a defined obstacle type, and the first collision consequence reduction program is carried out in an adapted manner depending on the determined subtype. [6] Method according to one of the preceding claims, characterized bythat traffic in the environment (5) of the motor vehicle (1) is evaluated on the basis of the environment data and, upon detection of at least one road user (7) in the environment (5), the first collision consequence reduction program is carried out in an adapted manner as a function of at least one road user parameter of the at least one road user (7). [7] Method according to one of the preceding claims, characterized by that the first collision consequence reduction program comprises the following steps: controlling the braking system and / or drive device with a first control parameter, detecting a change in the road user parameter of the at least one road user (7) in response to the control with the first control parameter, determining a second control parameter based on the change in the road user parameter, and controlling the braking system and / or the drive device with a second control parameter. [8] Method according to one of the preceding claims, characterized by that the selection of the collision consequence reduction program and / or the adaptation of the first collision consequence reduction program is carried out by means of an artificial neural network to which at least one of the following variables is supplied as an input variable: Obstacle type, obstacle size and subspecies. [9] Control unit (4) for a motor vehicle (1), in particular for carrying out the method according to one or more of the preceding claims, wherein the control unit (4) is provided and designed to determine a collision risk of a collision of the motor vehicle (1) with an obstacle (6) described by the environmental data on the basis of environmental data acquired by means of an environmental monitoring device (2) of the motor vehicle (1), characterized bythat the control unit (4) is further provided and designed to determine an obstacle parameter of the obstacle (6) describing an obstacle type and / or an obstacle size on the basis of the environmental data and, if a collision risk threshold value is exceeded by the determined collision risk, to select and carry out a collision consequence reduction program from a plurality of collision consequence reduction programs depending on the determined obstacle parameter, wherein at least one of the collision consequence reduction programs permits the collision with the obstacle (6). [10] Computer program product comprising instructions which cause the control device (4) according to claim 9 to carry out the method according to one or more of claims 1 to 8.

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