METHOD FOR DETECTING AN ACCIDENT SITUATION IN A COMMERCIAL VEHICLE

Description

[0001] The invention relates to a method and a control unit for detecting an accident situation in a commercial vehicle, as well as a commercial vehicle with the control unit.

[0002] To detect accident situations in passenger cars, airbag control units are usually sufficient to evaluate vehicle accelerations and movements and to fire the appropriate airbags with the appropriate intensity depending on the severity of the accident situation.

[0003] For commercial vehicles, reliable detection of an accident situation is significantly more difficult because the mass of commercial vehicles is greater and, depending on the other party involved in the accident, even serious collisions may not necessarily result in acceleration values ​​of the commercial vehicle that would allow reliable detection of an accident situation.

[0004] Furthermore, it is necessary to differentiate between different accident scenarios for commercial vehicles, since, for example, a collision can lead to different types of damage depending on the direction and intensity of the collision and therefore requires a differentiated approach for commercial vehicles. For example, a rear-end collision of a commercial vehicle, especially if it involves a truck or semi-trailer combination, results in damage that usually does not affect safety-critical components located in the tractor unit, such as a drive system. In a frontal or side-on collision of the commercial vehicle, the probability that safety-critical components would be affected would be significantly higher.

[0005] Therefore, unlike passenger cars, it is not possible to ensure adequate detection of an accident situation in commercial vehicles using an airbag control unit alone. Instead, detection must be performed by other means.

[0006] DE 10 2011 118 149 A1 proposes a method for operating a safety system of a motor vehicle, wherein a current traffic situation of the motor vehicle is classified based on at least one determined parameter characterizing a traffic situation of the motor vehicle. Furthermore, a probability of the occurrence of at least one accident type from a plurality of predetermined accident types is determined. If the determined probability exceeds a predetermined threshold, a trigger threshold for actuating at least one occupant protection device is adjusted.

[0007] The invention is therefore based on the object of providing an improved technology for detecting an accident situation involving a commercial vehicle that at least partially avoids the disadvantages of known approaches. In particular, the object is to provide a method that can detect an accident situation in a differentiated manner for different accident scenarios.

[0008] The problem is solved by the features of the independent claims. Advantageous further developments are specified in the dependent claims and the description.

[0009] According to a first general aspect of the invention, a method is provided for detecting an accident situation involving a commercial vehicle, preferably a truck or semi-trailer combination. The accident situation can be assigned to at least one of several accident scenarios, which include at least a tipping over and a skidding of the commercial vehicle. A possible accident situation can be categorized into the several accident scenarios.

[0010] The method comprises providing a plurality of accident scenarios, each of which is assigned at least one measurement and / or state variable of one or more vehicle components and at least one criterion for evaluating the at least one measurement and / or state variable. In other words, a plurality of predetermined categories are provided, each category having information for determining one of the plurality of accident scenarios. The information comprises at least one measurement and / or state variable of one or more vehicle components and at least one criterion for evaluating the at least one measurement and / or state variable. The provision may include storing the plurality of accident scenarios in a memory and being retrievable, for example.

[0011] The method further comprises monitoring and evaluating the at least one measurement and / or state variable based on the at least one criterion for each of the multiple accident scenarios. In other words, each of the multiple accident scenarios (categories) is checked by monitoring (e.g., retrieving and / or receiving) the associated at least one measurement and / or state variable for each of the multiple accident scenarios and evaluating it based on the associated at least one criterion. The monitoring and evaluation can be performed simultaneously or sequentially for the multiple accident scenarios.

[0012] The method further comprises determining that at least one of the plurality of accident scenarios exists if the at least one criterion associated with the at least one of the plurality of accident scenarios is met. The method further comprises recognizing an accident situation if it is determined that at least one of the plurality of accident scenarios exists.

[0013] The present disclosure thus provides a comprehensive method capable of discriminating between different accident scenarios. The differentiation is advantageously achieved by assigning predetermined measurement and / or state variables and criteria for evaluating these measurement and / or state variables for each of the multiple accident scenarios, which enables the detection of an accident situation depending on the identified accident scenario(s).

[0014] Furthermore, the method is capable of distinguishing between and detecting at least two accident scenarios: tipping over and skidding of the commercial vehicle. These two accident scenarios are particularly relevant for commercial vehicles. Skidding can lead to serious accidents or be an indication of a serious or safety-critical accident situation. Unlike with a passenger car, intercepting a skidding commercial vehicle is often not possible and instead results in a (possibly further) collision or the commercial vehicle tipping over, which can lead to damage to safety-critical components. Intercepting the skidding vehicle is even more difficult if the commercial vehicle is a truck or semi-trailer combination and the skidding also leads to the combination buckling.Furthermore, the rollover of a commercial vehicle in an accident is significantly more likely, or at least more critical, than in a passenger car due to the mass distribution and the large mass of the commercial vehicle. These two accident scenarios, rollover and skidding, are therefore less relevant for accident detection for passenger cars. Instead, collision detection for passenger cars, for example, using airbag control units, is usually sufficient.

[0015] Furthermore, detecting tipping or skidding is a more advantageous indicator of dangerous collision intensity if a collision is also detected. In the case of a collision involving the rear part of a commercial vehicle, e.g., the semitrailer or trailer, it may not be possible to determine the accident situation and its intensity (i.e., severity) based solely on an airbag control unit located in the tractor unit. The method provided offers this possibility of assessing the severity of a collision, even in commercial vehicles.

[0016] According to one embodiment, a state of an electronic stability program, ESP, and a differential speed determined by the ESP between two vehicle wheels of the commercial vehicle arranged on a vehicle axle can be assigned as measurement and / or state variables to the tipping over (i.e., tipping or overturning of the commercial vehicle towards one side of the commercial vehicle) as an accident scenario. Alternatively, the differential speed can be determined by a vehicle dynamics control system other than the ESP, e.g., by an anti-lock braking system and / or an anti-skid control system of the commercial vehicle. Furthermore, a lateral acceleration of the commercial vehicle determined by the ESP can be assigned as measurement and / or state variables to the tipping over as an accident scenario. The tipping over can also be referred to as the tipping over of the commercial vehicle.

[0017] It can be determined that rollover is an accident scenario if a criterion assigned to rollover as an accident scenario is met, the state of the ESP indicates that the ESP, which preferably includes a rollover protection function, intervenes in the driving operation of the commercial vehicle and brakes all wheels of the commercial vehicle (in order to reduce lateral acceleration of the commercial vehicle), and the differential speed is above a differential speed limit (i.e. the differential speed has exceeded the differential speed limit). Exceeding the differential speed limit indicates that rollover is unavoidable. Exceeding this limit indicates that the physical limits of the commercial vehicle have been exceeded. For example, the commercial vehicle's wheels (e.g. on the inside when cornering) are braked to a standstill, while the wheels (e.g. on the outside) continue to rotate.Based on these (sudden) differential speeds, despite the intervention of the ESP, the rollover can be determined as an accident scenario. Furthermore, the rollover can be determined as an accident scenario if an additional criterion associated with the rollover as an accident scenario is met: that the lateral acceleration of the commercial vehicle is above a first lateral acceleration limit.

[0018] The detection of rollover as an accident scenario thus takes into account a vehicle component that is usually already present in the commercial vehicle, namely the ESP driver assistance system, so that retrofitting additional sensors to the commercial vehicle is not necessary to implement the procedure. The ESP's additional rollover prevention (ROP) function is also already known for commercial vehicles. The differential speed limit and the first lateral acceleration limit are vehicle-specific values ​​that can be predetermined, for example, based on simulations and / or tests and stored in the commercial vehicle.

[0019] According to one embodiment, the skidding accident scenario can be assigned a state of the ESP and a yaw moment of the commercial vehicle measured by the ESP as measurement and / or state variables. Furthermore, the skidding accident scenario can be assigned the lateral acceleration of the commercial vehicle determined by the ESP as measurement and / or state variables.

[0020] It can be determined that skidding is present as an accident scenario if a criterion assigned to skidding as an accident scenario is met, the state of the ESP indicates that the ESP, which preferably includes yaw control, intervenes in the driving operation of the commercial vehicle and selectively brakes wheels of the commercial vehicle to compensate for oversteering or understeering of the commercial vehicle (by counteracting yaw moment), and the yaw moment is above a yaw moment limit (i.e., the yaw moment has exceeded the yaw moment limit). Exceeding the yaw moment limit indicates that skidding is unavoidable. Exceeding this limit indicates that the physical limits of the commercial vehicle have been exceeded.If the commercial vehicle is a truck or semi-trailer combination and thus comprises a tractor-trailer combination (consisting of a tractor unit with a trailer or semi-trailer), the detection of skidding can simultaneously determine whether the combination is also experiencing or has experienced a skidding event. Furthermore, it can be determined that skidding is an accident scenario if a criterion additionally associated with skidding as an accident scenario is met, namely that the lateral acceleration of the commercial vehicle is above a second lateral acceleration limit. The second lateral acceleration limit can be lower than the first lateral acceleration limit.

[0021] Detecting skidding as an accident scenario thus also takes into account the ESP system, which is usually already present in commercial vehicles, so retrofitting additional sensors to the commercial vehicle is not necessary to implement the procedure. The additional yaw control (YC) of the ESP system is also already known for commercial vehicles. The yaw moment limit and the second lateral acceleration limit are vehicle-specific values ​​that can be predetermined, for example, based on simulations and / or tests and stored in the commercial vehicle.

[0022] According to the invention, the accident scenarios can further include a rear-end collision (i.e., a collision at the rear of the vehicle) of the commercial vehicle. The rear-end collision as an accident scenario is assigned a state of a rear lighting device, which includes, for example, one or more taillights, and a longitudinal acceleration of the commercial vehicle detected by an airbag control unit as measurement and / or state variables. The longitudinal acceleration can include a (temporal) change and / or a direction of the longitudinal acceleration.

[0023] It is determined that the rear-end collision is an accident scenario if a criterion assigned to the rear-end collision as an accident scenario is met, the condition of the rear lighting device indicates a defect and the longitudinal acceleration is above a longitudinal acceleration limit value.

[0024] Determining a rear-end collision as an accident scenario therefore also takes into account vehicle components that are usually already present in the commercial vehicle, namely the airbag control unit and the rear lighting system, so that retrofitting additional sensors on the commercial vehicle is not necessary to carry out the procedure. The condition of the rear lighting system is particularly important because determining a rear-end collision based solely on the longitudinal acceleration using the airbag control unit is not easily possible. Particularly in the case of a rear-end collision on a semitrailer or trailer, it may not be possible to determine the collision solely based on an airbag control unit located in the tractor unit, so the condition of the rear lighting system is used as an additional criterion. The rear lighting system is therefore used as a sensor in an unusual way here.

[0025] According to the invention, the accident scenarios can further include a side collision. The side collision as an accident scenario can be assigned a state of a side lighting device, e.g., side marker lights, and the lateral acceleration of the commercial vehicle measured by the ESP as measurement and / or state variables.

[0026] A side collision is determined to be an accident scenario if a criterion assigned to the side collision as an accident scenario is met, the condition of the side lighting system indicates a defect, and the lateral acceleration is above a lateral acceleration limit. In addition to the side lighting system, another component installed on the side of the commercial vehicle can also be used to determine a side collision if the condition of this installed component indicates a defect.

[0027] The detection of a side collision as an accident scenario therefore also takes into account the ESP that is usually already present in the commercial vehicle, so that retrofitting additional sensors on the commercial vehicle is not necessary to carry out the procedure. The condition of the side lighting system, similar to the rear lighting system for detecting a rear-end collision, is of particular importance, since it is not easy to detect a side collision based on lateral acceleration using the ESP alone. A change in the lateral acceleration of the commercial vehicle can occur even without external influence, e.g. if the commercial vehicle skids while cornering. Therefore, the side lighting system is used as a sensor in an unusual way here, and its condition is used as an additional criterion.As an alternative to ESP, it would also be conceivable to determine the lateral acceleration of the commercial vehicle using a dedicated sensor system. The lateral acceleration limit is a vehicle-specific value that can be predetermined, for example, based on simulations and / or tests and stored in the commercial vehicle.

[0028] According to a further embodiment variant, the side collision, as an accident scenario, can further be assigned a state of electrical cables arranged in and / or on one or more side panel parts of the commercial vehicle as one of the measurement and / or state variables. If the commercial vehicle is a truck or semi-trailer combination, the electrical cables can preferably be arranged in and / or on one or more side panel parts of a trailer of the truck or a semi-trailer of the semi-trailer combination.

[0029] It can be determined that the side collision is an accident scenario if a criterion assigned to the side collision as an accident scenario is met, that is, the condition of the electrical wiring indicates a severance of one or more of the electrical wires.

[0030] Thus, a sensor system specifically designed to detect a side collision can also be provided to detect a side collision as an accident scenario with improved accuracy. This is particularly advantageous in positions, e.g., along the side of the semi-trailer or trailer, where no side lighting or other components are mounted on the side of the commercial vehicle, and detecting a side collision based solely on an airbag control unit located in the tractor unit may not be possible.

[0031] Furthermore, the condition of the electrical wiring can be assigned to the rollover as an accident scenario as one of the measured and / or state variables. It can be determined that the rollover is an accident scenario if an additional criterion assigned to the side collision as an accident scenario is met, namely that the condition of the electrical wiring indicates a severance of one or more of the electrical wires.

[0032] According to one embodiment, the accident scenarios may further include a frontal collision (i.e., a collision at the front of the vehicle). A state of an airbag control unit and a state of an emergency braking assistance system may be assigned to the frontal collision as an accident scenario as measurement and / or state variables.

[0033] It can be determined that the frontal collision is an accident scenario if a criterion assigned to the frontal collision as an accident scenario is met, the state of the airbag control unit indicates that an airbag is being deployed, and the state of the emergency braking assistance system indicates that a collision is unavoidable.

[0034] The detection of a frontal collision as an accident scenario therefore also takes into account vehicle components that are usually already present in the commercial vehicle, namely the emergency braking assistance system and the airbag control unit, so that retrofitting additional sensors to the commercial vehicle in order to carry out the procedure is not necessary.

[0035] According to one embodiment, a residual speed of the commercial vehicle in the event of a collision, detected by the emergency braking assistance system, can be assigned to the frontal collision as an accident scenario as one of the measurement and / or state variables. The residual speed can be a (longitudinal) speed of the commercial vehicle at the time of the collision. It can be determined that the frontal collision is an accident scenario if a criterion assigned to the frontal collision as an accident scenario is met, namely that the residual speed is above a residual speed limit.

[0036] According to another preferred embodiment, the method may further comprise classifying the detected accident situation as a safety-critical accident situation. The method may further comprise implementing a safety measure of the commercial vehicle if the detected accident situation is classified as a safety-critical accident situation. Thus, the method can not only detect an accident situation but also advantageously assess the severity of the accident situation and, if necessary, trigger appropriate vehicle reactions of the commercial vehicle.

[0037] According to a further embodiment, the detected accident situation can be classified as a safety-critical accident situation if it is determined that the rear-end collision is an accident scenario as disclosed herein and the skidding is an accident scenario as disclosed herein. Alternatively or additionally, the detected accident situation can be classified as a safety-critical accident situation if it is determined that the side collision is an accident scenario as disclosed herein and the skidding is an accident scenario as disclosed herein. Furthermore, alternatively or additionally, the detected accident situation can be classified as a safety-critical accident situation if it is determined that the rollover is an accident scenario as disclosed herein.Furthermore, alternatively or additionally, the detected accident situation can be classified as a safety-critical accident situation if it is determined that the frontal collision is an accident scenario as disclosed herein and the residual speed is above the residual speed limit.

[0038] The method can therefore assess the severity of the accident situation and, if necessary, trigger the necessary vehicle reactions of the commercial vehicle, with the ability to identify skidding as an accident scenario being particularly advantageous. In a commercial vehicle, especially a truck or semi-trailer combination, a minor side or rear collision, e.g. a rear-end collision, only results in minor damage. In particular, a minor collision on the trailer or semi-trailer does not result in damage to the towing vehicle and therefore also does not result in damage to safety-critical components. A severe side or rear collision, particularly at higher driving speeds of the commercial vehicle, not only leads to serious damage, e.g. to the trailer or semi-trailer, but also to a compromised stability of the entire commercial vehicle, which can cause the vehicle combination to skid and possibly even collapse.This usually leads to a further collision or the commercial vehicle tipping over. A severe side or rear collision can therefore result in damage to, or at least a significant risk to, safety-critical components. In the case of a frontal collision, the predetermined residual speed limit serves to determine whether a serious collision could endanger safety-critical components.

[0039] According to a further embodiment, the commercial vehicle can be at least partially electrically powered, and the implementation of a safety measure can include shutting down a high-voltage network and / or a hydrogen supply of the commercial vehicle. Thus, the method advantageously shuts down safety-critical components to prevent dangers to the commercial vehicle, its occupants, and other parties involved in a safety-critical accident situation.

[0040] According to a further general aspect of the invention, a control unit for detecting an accident situation in a commercial vehicle, preferably a truck or semi-trailer combination, is provided, which is designed to carry out the method as disclosed herein. The control unit can be an electronic unit that can perform not only control tasks but also, for example, monitoring, evaluation, and / or control tasks. The control unit can also be understood as a monitoring and / or evaluation unit.

[0041] In order to avoid repetition, features previously disclosed purely in accordance with the method should also be considered as disclosed in accordance with the device for the control unit and should be claimable.

[0042] According to a further general aspect of the invention, a commercial vehicle, preferably a truck or semi-trailer combination, comprising a control unit as disclosed herein is provided.

[0043] According to one embodiment, the commercial vehicle may further comprise at least one of the following vehicle components that are signal-connected to the control unit: an electronic stability program, ESP, which preferably includes a rollover protection function and / or yaw control, an emergency braking assistance system, an airbag control unit, a rear lighting device, a side lighting device, and electrical cables with which one or more side panel parts of the commercial vehicle are provided.

[0044] The commercial vehicle can further comprise a memory in which the (predetermined) plurality of accident scenarios, each of which is assigned at least one measurement and / or state variable of one or more vehicle components and at least one criterion for evaluating the at least one measurement and / or state variable, are provided (i.e., provided and stored for the control unit for executing the method as disclosed herein). The respectively assigned at least one measurement and / or state variable of one or more vehicle components and the assigned at least one criterion for evaluating the at least one measurement and / or state variable are expediently provided in the memory. The memory can be part of the control unit or can be connected to the control unit via signaling.

[0045] Further details and advantages of the invention are described below with reference to the accompanying drawings. They show: Figure 1 shows a schematic view of a commercial vehicle with a control unit according to one embodiment; Figure 2 shows a sequence of a method according to one embodiment; and Figure 3 shows an exemplary overview of the possible accident scenarios.

[0046] Figure 1 shows a control unit 10 configured to execute a method 100 for detecting an accident situation in a commercial vehicle 200, preferably a truck or semi-trailer combination. For this purpose, the signal unit 10 in the commercial vehicle is connected to vehicle components via signaling technology in order to monitor the status and / or measured variables of these vehicle components and to evaluate them to detect an accident situation.

[0047] The control unit 10 can be connected in particular to driver assistance systems via signal technology, e.g., via a signal connection 40 to an electronic stability program 20, ESP, which preferably includes a rollover protection function and / or yaw control, and via a signal connection 42 to an emergency braking assistance system 22.

[0048] The control unit 10 can also be signal-connected to other vehicle components that are usually already present in the commercial vehicle 200, e.g., via a signal connection 44 to an airbag control unit 24, via a signal connection 46 to a rear lighting device 26, and via a signal connection 48 to a side lighting device 28.

[0049] In addition, vehicle components specifically designed to detect an accident situation can also be taken into account. For example, one or more side panel components of the commercial vehicle 200 can be provided with electrical lines 30, wherein, for example, a control device for the electrical lines 30 is signal-connected to the control unit via a signal connection 50.

[0050] Furthermore, the control unit 10 can also be configured to implement a safety measure for the commercial vehicle 200 if an accident situation has been detected and further classified as a safety-critical accident situation. In an electrically powered commercial vehicle 200, the control unit can be connected, for example, via a signal connection 90 to a high-voltage network 80 and via a signal connection 92 to a hydrogen supply 82, in order to initiate a shutdown of these two vehicle components, for example, in the event of a safety-critical accident situation.

[0051] Figure 2 shows a sequence of the method 100 for detecting an accident situation of the commercial vehicle 200, wherein the accident situation can be assigned to at least one of several accident scenarios, which include at least a tipping over and a skidding of the commercial vehicle 200. Figure 3shows an example overview of the possible accident scenarios that can be used to identify an accident situation.

[0052] In step S1, the multiple accident scenarios are provided. Each accident scenario is assigned at least one measurement and / or state variable of one or more vehicle components and at least one criterion for evaluating the at least one measurement and / or state variable.

[0053] The present disclosure provides for the provision of up to five accident scenarios that can be Figure 3 However, this does not preclude further differentiation or the provision of additional accident scenarios.

[0054] In Figure 3shows the categorization of a possible accident situation into five accident scenarios, which can also be referred to as categories. Each of these accident scenarios is assigned measurement and / or state variables, which are recorded by the vehicle components also specified. Accordingly, the vehicle components can also be referred to as signal generators for process 100.

[0055] The accident scenarios of the method 100 include at least a tipping over (rollover) and a skidding of the commercial vehicle 200, which are shown on the right in the overview of the Figure 3 are shown. If the commercial vehicle 200 is a truck or semi-trailer combination, the skidding of the commercial vehicle 200 can be used to determine simultaneously whether the combination is or has been buckling.

[0056] A rollover accident scenario can be assigned to a state of the ESP 20 and a differential speed between two vehicle wheels arranged on a vehicle axle, determined by the ESP 20, as measurement and / or state variables. The ESP 20 can preferably include a rollover prevention (ROP) function. In addition, a lateral acceleration of the commercial vehicle 200, determined by the ESP 20, can also be taken into account.

[0057] Skidding as an accident scenario can be assigned a state of the ESP 20 and a yaw moment of the commercial vehicle 200 measured by the ESP 20 as measurement and / or state variables. The ESP 20 can preferably include yaw control (YC). In addition, a lateral acceleration of the commercial vehicle 200 determined by the ESP 20 can also be taken into account here.

[0058] The accident scenarios may further include a frontal collision, a rear-end collision, and a side collision of the commercial vehicle 200.

[0059] A state of the airbag control unit 24 and a state of the emergency braking assistance system 22 can be assigned to the frontal collision as an accident scenario as measured and / or state variables. Additionally, a residual speed of the commercial vehicle 200 in the event of a collision, detected by the emergency braking assistance system 22, can be assigned to the frontal collision as an accident scenario as one of the measured and / or state variables.

[0060] The rear collision as an accident scenario can be assigned a state of a rear lighting device 26 and a longitudinal acceleration of the commercial vehicle 200 detected by means of an airbag control unit 24 as measurement and / or state variables.

[0061] A side collision as an accident scenario can be assigned a state of the side lighting device 28 and a lateral acceleration of the commercial vehicle 200 measured by the ESP as measurement and / or state variables. Additionally, a state of the electrical lines 30 can be assigned to the side collision as an accident scenario as one of the measurement and / or state variables.

[0062] In step S2, the at least one measurement and / or state variable is monitored and evaluated based on the at least one criterion for each of the multiple accident scenarios. For this purpose, all measurement and / or state variables assigned to the accident scenarios can be monitored simultaneously, for example. Sequential monitoring is also conceivable, whereby, for example, each accident scenario or the at least one measurement and / or state variable assigned to the respective accident scenario is retrieved and monitored one after the other.

[0063] In step S3, it is determined that at least one of the plurality of accident scenarios exists if the at least one criterion associated with the at least one of the plurality of accident scenarios is met.

[0064] Thus, it can be determined that the tipping over is an accident scenario if a criterion associated with the tipping over as an accident scenario is met, that the state of the ESP 20 indicates that the ESP 20 intervenes in a driving operation of the commercial vehicle 200 and brakes all wheels of the commercial vehicle 200, and the differential speed is above a differential speed limit value.

[0065] Furthermore, it can be determined that skidding is present as an accident scenario if a criterion assigned to skidding as an accident scenario is met, that the state of the ESP 20 indicates that the ESP 20 intervenes in a driving operation of the commercial vehicle 200 and selectively brakes wheels of the commercial vehicle 200 to compensate for oversteering or understeering of the commercial vehicle 200, and the yaw moment is above a yaw moment limit value or does not fall below a yaw moment limit value.

[0066] It can be determined that the frontal collision is an accident scenario if a criterion assigned to the frontal collision as an accident scenario is met, that the state of the airbag control unit 24 indicates that an airbag has been or will be deployed, and the state of the emergency braking assistance system 22 indicates that a collision is unavoidable. If the residual speed of the commercial vehicle 200 in the event of a collision is also available as one of the measured and / or state variables, it can be determined that the frontal collision is an accident scenario if a criterion assigned to the frontal collision as an accident scenario is met, namely that the residual speed is above a residual speed limit.

[0067] It can be determined that the rear collision is an accident scenario if a criterion assigned to the rear collision as an accident scenario is met, that the state of the rear lighting device 26 indicates a defect and that the longitudinal acceleration is above a longitudinal acceleration limit value.

[0068] Furthermore, it can be determined that the side collision is an accident scenario if a criterion assigned to the side collision as an accident scenario is met, that the condition of the side lighting device 28 indicates a defect, and the lateral acceleration is above a lateral acceleration limit. If the condition of the electrical lines 30 is additionally assigned as one of the measurement and / or state variables, it can be determined that the side collision is an accident scenario if a criterion assigned to the side collision as an accident scenario is met, that the condition of the electrical lines 30 indicates a severance of one or more of the electrical lines 30.

[0069] In step S4, an accident situation is detected if it is determined that at least one of the multiple accident scenarios exists. Thus, multiple accident scenarios can also occur simultaneously. For example, a skidding of the commercial vehicle can be caused by a side collision, so that method 100 can determine that the skidding and the side collision are present as accident scenarios.

[0070] Optionally, the method 100 may further comprise steps S5 and S6.

[0071] In step S5, the detected accident situation is classified as a safety-critical accident situation. The detected accident situation can be classified as a safety-critical accident situation if, for example, it is determined that skidding is an accident scenario and that a rear-end collision and / or a side-on collision are also an accident scenario. Furthermore, a safety-critical accident situation can be present in the case of a rollover as an accident scenario or a front-end collision as an accident scenario if the residual speed is above the residual speed limit.

[0072] In step S6, a safety measure of the commercial vehicle 200 is carried out if the detected accident situation is classified as a safety-critical accident situation.

[0073] If the commercial vehicle 200 is, for example, an electrically powered commercial vehicle, the implementation of a safety measure may include switching off the high-voltage network 80 and / or the hydrogen supply 82 of the commercial vehicle 200. List of reference symbols

[0074] 10Control unit 20Electronic stability program 22Emergency braking assistance system 24Airbag control unit 26Rear lighting system 28Side lighting system 30Electrical lines 40,..., 50, 90, 92Signal connection 80High-voltage network 82Hydrogen supply 100Procedure 200Commercial vehicle S1,..., S6Procedure step

Claims

1. Method (100) for recognising an accident situation of a utility vehicle (200), preferably a lorry or articulated lorry, wherein the accident situation can be assigned to at least one of several accident scenarios which comprise at least one overturning and one skidding of the utility vehicle (200), the method (100) comprising the steps: Provision (S1) of the multiple accident scenarios, to each of which at least one measurement and / or status variable of one or more vehicle components and at least one criterion for evaluating the at least one measurement and / or status variable are assigned; Monitoring and evaluating (S2) the at least one measurement and / or status variable using the at least one criterion for each of the multiple accident scenarios; Determining (S3) that at least one of the plurality of accident scenarios is present when the at least one criterion associated with the at least one of the plurality of accident scenarios is met; and Recognising (S4) an accident situation if it is determined that at least one of the several accident scenarios is present; wherein, the accident scenarios also a) comprising a rear collision of the utility vehicle (200), and wherein a1) a state of a rear lighting device (26) and a longitudinal acceleration of the utility vehicle (200) detected by means of an airbag control unit (24) are associated with the rear collision as accident scenario as measured and / or state variables, and a2) it is determined that the rear-end collision is present as an accident scenario if a criterion associated with the rear-end collision as an accident scenario is fulfilled, that the state of the rear lighting device (26) indicates a defect and the longitudinal acceleration is above a longitudinal acceleration limit value; and / or b) comprising a lateral collision, and wherein b1) a state of a side lighting device (28) and a lateral acceleration of the utility vehicle (200), the lateral acceleration being measured by means of an electronic stability programme (20), ESP, are assigned to as measured and / or state variables to the lateral collision as accident scenario; and b2) it is determined that the side collision is present as an accident scenario if a criterion assigned to the side collision as an accident scenario is fulfilled, that the state of the side lighting device (28) indicates a defect and the lateral acceleration is above a lateral acceleration limit value.

2. Method (100) according to claim 1, wherein a state of an electronic stability programme (20), ESP, and a differential rotational speed determined by means of the ESP (20) between two vehicle wheels of the utility vehicle (200) arranged on a vehicle axle are assigned to the overturning as an accident scenario as measured and / or state variables.

3. The method (100) according to claim 2, wherein it is determined that the overturning as an accident scenario is present if a criterion associated with the overturning as an accident scenario is fulfilled, that the state of the ESP (20) indicates that the ESP (20), which preferably comprises a rollover protection function, intervenes in a driving operation of the utility vehicle (200) and brakes all wheels of the utility vehicle (200), and the differential speed is above a differential speed limit value.

4. Method (100) according to one of the preceding claims, wherein a state of an electronic stability programme (20), ESP, and a yaw moment of the utility vehicle (200) measured by means of the ESP (20) are assigned to the skidding as an accident scenario as measured and / or state variables.

5. The method (100) according to claim 4, wherein it is determined that the skidding is present as an accident scenario if a criterion associated with the skidding as an accident scenario is fulfilled, that the state of the ESP (20) indicates that the ESP (20), which preferably comprises a yaw control system intervenes in a driving operation of the utility vehicle (200) and selectively brakes wheels of the utility vehicle (200) to compensate for oversteer or understeer of the utility vehicle (200), and the yaw moment is above a yaw moment limit value.

6. Method (100) according to one of the preceding claims according to variant b) of claim 1, wherein a) a state of electrical lines (30), which are in and / or on one or more side panelling parts of the utility vehicle (200), is also assigned to the side collision as an accident scenario as one of the measurement and / or state variables, and b) it is determined that the lateral collision is present as an accident scenario if a criterion assigned to the lateral collision as an accident scenario is fulfilled, that the state of the electrical lines (30) indicates a severing of one or more of the electrical lines (30).

7. The method (100) according to any one of the preceding claims, wherein the accident scenarios further comprise a frontal collision, and wherein a) a state of an airbag control unit (24) and a state of an emergency brake assistance system (22) are assigned to the frontal collision as an accident scenario as measured and / or state variables, and b) it is determined that the frontal collision is present as an accident scenario if a criterion assigned to the frontal collision as an accident scenario is fulfilled, that the state of the airbag control unit (24) indicates that an airbag is deployed and the state of the emergency brake assistance system (22) indicates that a collision is unavoidable.

8. The method (100) according to claim 7, wherein a) a residual speed of the utility vehicle (200) detected by means of the emergency brake assistance system (22) in the event of a collision is also assigned to the frontal collision as an accident scenario as one of the measured and / or state variables, and b) it is determined that the frontal collision is an accident scenario if a criterion assigned to the frontal collision as an accident scenario is fulfilled, i.e. that the residual speed is above a residual speed limit value.

9. The method (100) according to any one of the preceding claims, wherein the method (100) further comprises: Classification (S5) of the recognised accident situation as a safety-critical accident situation, and Performing (S6) a safety measure of the utility vehicle (200) if the detected accident situation is classified as a safety-critical accident situation.

10. The method (100) according to claim 7, wherein the detected accident situation is classified as a safety-critical accident situation if it is determined that a) the rear-end collision is an accident scenario according to variant a) of claim 1 and the skidding is an accident scenario according to claim 5, and / or b) the lateral collision is present as an accident scenario according to 6 and the skidding is present as an accident scenario according to claim 5, and / or c) the overturning is an accident scenario according to claim 3, and / or d) the frontal collision is an accident scenario according to claim claim 8.

11. The method (100) according to claim 9 or 10, wherein the utility vehicle (200) is an electrically drivable utility vehicle, and performing a safety measure comprises switching off a high-voltage network (80) and / or a hydrogen supply (82) of the utility vehicle (200).

12. Control unit (10) for recognising an accident situation of a utility vehicle (200), preferably a truck or articulated lorry, which is configured to carry out the method (100) according to one of the preceding claims.

13. Utility vehicle (200), preferably a lorry or articulated lorry, comprising a control unit (10) according to claim 12.

14. The utility vehicle (200) according to claim 13, further comprising at least one of the following vehicle components signallingly connected to the control unit (10): an electronic stability programme (20), ESP, which preferably includes a rollover protection function and / or yaw control; an emergency braking assistance system (22); an airbag control unit (24); a rear lighting device (26) a side lighting device (28); and electrical cables (30) with which one or more side panelling parts of the utility vehicle (200) are provided.