Method and device for operating a sensor system of a motor vehicle, and safety device

Abstract

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

Description

[0001] Description

[0002] title

[0003] Procedures and for operating a sensor system of a and Sr

[0004] State of the art

[0005] The invention relates to a method and a device for operating a sensor system of a motor vehicle and a safety device according to the preamble of the independent claims. The present invention also relates to a computer program.

[0006] Motor vehicles may be equipped with sensors for impact detection. However, these may be poorly configured or, in certain vehicle states, may consume unnecessarily high levels of energy that are not required for the respective vehicle conditions.

[0007] Disclosure of the invention

[0008] Against this background, the approach presented here presents a method for operating a sensor system of a motor vehicle, a safety device, a device using this method, and finally a corresponding computer program according to the main claims. The measures listed in the dependent claims enable advantageous refinements and improvements of the device specified in the independent claim.

[0009] The approach presented here allows in particular

[0010] Detect damage to a motor vehicle. This can enable particularly energy-efficient operation of the vehicle's sensors.

[0011] A method for operating a sensor system of a motor vehicle is presented. The method comprises a reading step and an activation step. In the reading step, a status signal representing a status of the motor vehicle is read. In the activation step, a first sensor configuration or a second sensor configuration of at least two sensor configurations of the sensor system of the motor vehicle is activated, depending on the status signal. Fewer sensors are activated in the first sensor configuration than in the second sensor configuration.

[0012] The sensor system can comprise a plurality of sensor configurations, which in turn can comprise a plurality of sensors. The sensors can be arranged at different locations on the motor vehicle, for example, in the rear and / or front and / or door areas of the motor vehicle.

[0013] The approach presented here can also be understood as a system partitioning of a small damage detection function for parking and driving. The approach presented here can expand and refine the damage detection functionality. Detection can be active both while parking and while driving.

[0014] During the reading step, the status signal can be read, which represents a parking state of the motor vehicle to which the first sensor configuration can be assigned. Advantageously, power can be saved in the parking state by deactivating sensors and / or setting them to reduced sensor power.

[0015] During the reading step, the status signal can be read, which represents a driving state of the motor vehicle to which the second sensor configuration can be assigned. Advantageously, high sensor performance can be available in the driving state, when the sensor system is to be used as fully as possible, by activating more sensors. In the first sensor configuration, the sensitivity and / or sampling rate of at least one of the sensors can be set higher and / or lower than in the second sensor configuration. In this way, the damage detection system can be operated in an energy-efficient manner.

[0016] In the activation step, the first sensor configuration can be activated, in which a pedestrian protection sensor and / or a pressure sensor are deactivated. This can also save energy, as it is not necessary for pedestrians in the area surrounding the motor vehicle to be detected by the pedestrian protection sensor, especially when the motor vehicle is parked.

[0017] In the activation step, a third sensor configuration of the motor vehicle's sensor system can be activated depending on the status signal. In the third sensor configuration, different sensors can be activated or sensors can be parameterized differently than in the first sensor configuration and / or the second sensor configuration.

[0018] In the reading step, the status signal can be read in, which represents a charging status of the motor vehicle to which the third sensor configuration can be assigned.

[0019] In the third sensor configuration, at least one sensor can be activated in the area of ​​a charging port of the motor vehicle. For example, the pressure sensor can be activated or set to be more sensitive during charging.

[0020] If damage occurs to the vehicle in this area, for example due to a parking bump, the pressure sensor can detect this and the charging process can be aborted to protect the electronics of the charging port from further damage.

[0021] The steps of the method can be executed within a safety device of the motor vehicle, in particular within an airbag control unit. This method can be implemented, for example, in software or hardware, or in a combination of software and hardware, for example, in a control unit or a control device.

[0022] The approach presented here further provides a control device configured to perform, control, or implement the steps of a variant of a method presented here in corresponding devices. This embodiment of the invention in the form of a device also allows the problem underlying the invention to be solved quickly and efficiently.

[0023] For this purpose, the control device can have at least one computing unit for processing signals or data, at least one memory unit for storing signals or data, at least one interface to a sensor or an actuator for reading sensor signals from the sensor or for outputting data or control signals to the actuator, and / or at least one communication interface for reading or outputting data embedded in a communication protocol. The computing unit can be, for example, a signal processor, a microcontroller, or the like, wherein the memory unit can be a flash memory or a magnetic storage unit.The communication interface can be designed to read in or output data wirelessly and / or wired, wherein a communication interface that can read in or output wired data can read this data, for example, electrically or optically from a corresponding data transmission line or output it to a corresponding data transmission line.

[0024] In this case, a control device can be understood as an electrical device that processes sensor signals and outputs control and / or data signals depending on them. The control device can have an interface that can be implemented in hardware and / or software. In a hardware implementation, the interfaces can, for example, be part of a so-called system ASIC, which contains a wide variety of functions of the device. However, it is also possible for the interfaces to be separate integrated circuits or to consist at least partially of discrete components. In a software implementation, the interfaces can be software modules that are present, for example, on a microcontroller alongside other software modules.

[0025] A safety device for a motor vehicle comprises an embodiment of a control device mentioned herein and a sensor system. The sensor system can comprise a plurality of sensor configurations, which in turn can comprise a plurality of sensors. The sensors can provide a sensor signal to the actuating device in response to an event in an environment of the motor vehicle. The control device can comprise at least one integrated acceleration sensor and / or at least one yaw rate sensor.

[0026] Also advantageous is a computer program product or computer program with program code that can be stored on a machine-readable carrier or storage medium such as a semiconductor memory, a hard disk memory or an optical memory and is used to carry out, implement and / or control the steps of the method according to one of the embodiments described above, in particular when the program product or program is executed on a computer or a control device.

[0027] Examples of the approach presented here are shown in the drawings and explained in more detail in the following description. It shows:

[0028] Fig. 1 is a representation of a motor vehicle with an embodiment of a safety device;

[0029] Fig. 2 is a block diagram of an embodiment of a safety device;

[0030] Fig. 3 is a block diagram of a control device for explaining an embodiment of a method for operating a sensor system of a motor vehicle Fig. 4 is a block diagram for explaining an embodiment of a method for operating a sensor system of a motor vehicle

[0031] Fig. 5 is a block diagram for explaining an embodiment of a method for operating a sensor system of a motor vehicle;

[0032] Fig. 6 is a flowchart of an embodiment of a method for operating a sensor system of a motor vehicle; and

[0033] Fig. 7 is a block diagram of an embodiment of a control device for operating a sensor system of a motor vehicle.

[0034] In the following description of advantageous embodiments of the present invention, the same or similar reference numerals are used for the elements shown in the various figures and having a similar effect, whereby a repeated description of these elements is omitted.

[0035] Fig. 1 shows a representation of a motor vehicle 100 with one exemplary embodiment of a safety device 105, which can also be referred to as an airbag ECU and / or airbag system. In other words, Fig. 1 shows an exemplary representation of an airbag system including peripheral sensors. In specific vehicle projects, more or fewer peripheral occupant protection sensors may be installed.

[0036] The safety device 105 is embodied, merely by way of example, as an airbag control unit and includes an acceleration sensor system 110 and an inertial sensor system 115. The motor vehicle 100 includes a sensor system with a plurality of sensors. Sensors are connected to the safety device 105 in a signal-transmitting manner. According to one exemplary embodiment, the motor vehicle 100 includes a plurality of acceleration sensors 125, 135, 145, 155, 165, 175 and door pressure sensors 120, 130, 140, 150. For example, two acceleration sensors 125, 135 are arranged in the rear area, and two acceleration sensors 145, 155 are also arranged in the front area. By way of example only, two door pressure sensors 120, 130 are arranged in the door area on the driver's side of the motor vehicle 100 and two door pressure sensors 140, 150 are also arranged in the door area on the passenger side of the motor vehicle 100.For example, an acceleration sensor 165, 175 is arranged between each pair of door pressure sensors 120, 130, 140, 150. According to the exemplary embodiment shown here, the motor vehicle 100 has ten sensors 120, 125, 130, 135, 140, 145, 150, 155, 165, 175.

[0037] Depending on the state of the motor vehicle 100—i.e., in the driving state, parked state, or charging state—some of the sensors 120, 125, 130, 135, 140, 145, 150, 155, 165, 175 are adjusted to a higher or lower sensitivity, activated, or even deactivated. For this purpose, the sensor system has various sensor configurations that are active depending on the state of the motor vehicle 100 in order to operate the motor vehicle 100 and / or the safety device 105 and / or the sensor system with the greatest possible energy efficiency.

[0038] A first sensor configuration is active when the motor vehicle 100 is in a parked state. In this sensor configuration, for example, a pedestrian protection sensor is deactivated because the motor vehicle 100 is parked and it is not necessary for pedestrians in the area surrounding the motor vehicle 100 to be detected by the pedestrian protection sensor.

[0039] A second sensor configuration is active when the motor vehicle 100 is in a driving state. In this sensor configuration, for example, more sensors are active than in the first sensor configuration. Merely by way of example, the pedestrian protection sensors and / or the pressure sensors are activated in the second sensor configuration. Alternatively or additionally, sensors are set to be more sensitive or more robust in the second sensor configuration. Merely by way of example, sensors in the second sensor configuration are set to be more sensitive for roadway detection than in the first sensor configuration. In the first sensor configuration, for example, roadway detection is not necessary because the motor vehicle 100 is in the parked state and therefore not moving. Furthermore, the sensitivity of the acceleration sensors 125, 135, 145, 155, 165, 175 is set to be higher than in the first sensor configuration, i.e., in the parked state.

[0040] A third sensor configuration is active when the motor vehicle 100 is in a charging state. In the charging state, the motor vehicle 100 is connected to a charging station, for example, via a charging port. In the third sensor configuration, the pressure sensor system is therefore activated or set to be more sensitive. According to one embodiment, this includes sensors 120, 130 when the charging port is located on the driver's side of the motor vehicle 100. Should damage occur to the motor vehicle 100 in this area, for example, due to a parking bump, the sensors 120, 130 detect this, and the charging process can be aborted to protect the electronics of the charging port from further damage.

[0041] In other words, minor damage detection, which can also be referred to as small damage detection (SDD for short), detects and classifies minor impacts and / or collision events, such as accidents and / or minor damage, on the motor vehicle 100 while driving and while parked. While driving, the power consumption of the safety device 105, which can also be referred to as an airbag system in which the SDD functionality is integrated, does not pose a problem, since in this state the safety device 105 is activated anyway to ensure the necessary protective functions in the area of ​​passive safety. This typically also applies to battery-electric vehicles (BEVs for short) and / or hybrid-powered vehicles (HEVs for short), during a charging process, during which the safety device 105 is active to deactivate high-voltage functions in the event of a crash.

[0042] In the approach presented here, the SDD functionality is also active when the vehicle is parked, even when no charging process is active. The SDD function is, for example, permanently active, i.e., 24 hours a day, 7 days a week, i.e., always active throughout the entire service life of the vehicle. To ensure the SDD functionality for as long as possible in this state, the system's power consumption must be optimized and reduced as much as possible, since the safety device 105 is powered by the vehicle battery(ies). In the approach presented here, several options in the safety device 105 and in the motor vehicle 100 are described to optimize the system's power consumption for the SDD functionality.

[0043] An exemplary embodiment of a peripheral sensor architecture is described below. The safety device 105 has a central control unit with integrated acceleration sensors 110 and inertial sensors 115, as well as a series of different peripheral sensors 120, 125, 130, 135, 140, 145, 150, 155, 165, 175 for crash detection and for protecting people in the vehicle's surroundings.

[0044] The peripheral sensors are, for example:

[0045] UFS (upfront sensors, acceleration)

[0046] PCS (pedestrian protection sensors, acceleration)

[0047] PTS (pedestrian protection sensors, pressure hose) PAS (peripheral side sensors, acceleration) PPS (peripheral side sensors, pressure) RCS (rear sensors, acceleration)

[0048] Optimizing energy consumption in the parked state is possible through an adaptive sensor configuration that differentiates between the driving, charging, and parking states. While all peripheral sensors, except for the pedestrian protection sensors, are required for crash detection and the associated protective functions during driving and charging, a reduced peripheral sensor configuration can be used to implement SDD functionality in the parked state by disabling unnecessary sensors and thus reducing the power consumption of the overall system.

[0049] An example description of a reduced peripheral sensor set is as follows: the pedestrian protection sensors are deactivated because, due to their installation position, they contribute few usable signals for the SDD functionality. Additionally or alternatively, the peripheral pressure sensors are deactivated because they only record signals very locally, for example in the area of ​​the front doors. Additionally or alternatively, all peripheral sensors are deactivated and the SDD functionality is displayed on the basis of the acceleration sensors 110 and inertial sensors 115 installed in the safety device 105. The last exemplary embodiment is accompanied by reduced sensitivity and performance of the SDD functionality. A loss of performance can be completely or partially avoided by using a sensor for the detection of SDD events while driving orWhen the vehicle is stationary, adaptive and thus different detection thresholds are used in the SDD algorithm. Since disturbances due to the vehicle's own movement, such as braking, acceleration, steering, poor road surfaces such as potholes, gravel, dirt roads, or similar, are excluded when the vehicle is stationary, it is possible to apply the detection thresholds more sensitively than when the vehicle is moving. However, depending on the permitted power consumption, the SDD performance to be achieved, the installation location of the peripheral sensors in the motor vehicle 100, and the vehicle structure, alternative peripheral sensor configurations are also possible when the vehicle is stationary.

[0050] Fig. 2 shows a block diagram of an exemplary embodiment of a safety device 105. The safety device 105 is similar to or corresponds to the safety device shown in Fig. 1. In other words, Fig. 2 shows an exemplary representation of the safety device 105, which can also be referred to as an airbag control unit, with internal acceleration sensors 110 and inertial sensors 115, including switching options for selectively activating and / or deactivating components. In specific vehicle projects, more or fewer internal sensors may be installed.

[0051] The safety device 105 comprises at least one control device 200, which can also be referred to as a microcontroller, and at least one switching device 205. In addition, the safety device 105 has an acceleration sensor 110 and an inertial sensor 115.

[0052] The inertial sensor system 115 comprises a first yaw rate sensor 210 and a second yaw rate sensor 215. The first yaw rate sensor 210 is designed, for example, to measure a base accuracy. The second yaw rate sensor

[0053] 215, for example, is designed to measure with greater accuracy.

[0054] The sensors 110, 115 are each connected to the switching device 205 via a circuit 230, 235, 240. The switching device 205 is in turn connected to the control device 200 and has a connection to a power supply unit 220. Additionally, the switching device 205 is connected to peripheral sensors, with a circuit 225, for example, being connected between the switching device 205 and the peripheral sensors.

[0055] According to one embodiment, the safety device 105 has a further control device 260, a further switching device 265, a further acceleration sensor 270 and a further inertial sensor 275.

[0056] The further switching device 265 is connected to a further power supply device 280, wherein a circuit 285 is connected between the further power supply device 280 and the further switching device 265.

[0057] Limiting factors for the continuous operation of a control unit implementing SDD functionality are, as described in Fig. 1, the power consumption of the safety device 105 and the specified service life of control units or components. To enable permanent, i.e., 24 / 7 availability of the SDD functionality over the entire vehicle service life, the SDD functionality is implemented as a distributed function in several control units optimized for specific operating conditions.

[0058] An exemplary embodiment of the safety device 105 with an internal sensor architecture is described below. Depending on the functionality to be implemented, a variety of different sensors are installed in the safety device 105, which are used to implement the SDD functionality. These sensors can include:

[0059] - High, mid and / or low-g acceleration sensors - Inertial sensors for passive safety and driving dynamics applications

[0060] - Inertial sensors with very high accuracy for ADAS / AD applications

[0061] Depending on the application, this sensor technology can also be designed redundantly. Fig. 2 shows an example of such a sensor architecture.

[0062] The SDD functionality has no special requirements regarding functional safety, redundancy, and / or availability and / or sensor accuracy. This means that the sensor architecture can be designed to allow the deactivation of sensor components and control unit parts that are not required for the SDD functionality, as shown in Fig. 2. For example, deactivation occurs dynamically in vehicle states where the SDD functionality is required, but no other sensor-based functionality. For basic SDD functionality, low / mid-g acceleration signals and yaw rate signals in three spatial directions are required. This means that by providing deactivation options in the circuit design, the following sensors can be deactivated, either completely or selectively, to reduce the power consumption of the airbag control unit:

[0063] - High-g acceleration sensors

[0064] - Inertial sensors with very high accuracy for ADAS / AD applications

[0065] - Redundant sensors and control unit sub-areas

[0066] The shutdown options described in Fig. 1 and Fig. 2 must be designed to ensure that unintentional deactivation of sensors required for safety-relevant functions during driving or charging is sufficiently prevented. Appropriate measures are implemented in hardware and / or software for this purpose.

[0067] Fig. 3 shows a block diagram of a control device 300 for explaining an embodiment of a control device for operating a sensor system of a motor vehicle. The control device 300 has, for example, three control units 305, 310, 315.

[0068] A first control unit 305 is active, for example, in a driving state, wherein the first control unit 305 includes the second sensor configuration 308. A second control unit 310 is active, for example, in a parking state, wherein the second control unit 310 includes the first sensor configuration 312. A third control unit 315 is active, for example, in a charging state and includes the third sensor configuration 318. According to one embodiment, the control units 305, 310, 315 merge to form an SDD fusion 320 depending on an event in the environment of the motor vehicle. In the SDD fusion 320, an SDD event 325 is detected and output.

[0069] In other words, Fig. 3 shows different control units 305, 310, 315 for SDD in the operating states of driving, charging, and parking. The security device is typically active when driving and charging, and thanks to its comprehensive sensor technology, it can well resolve and classify SDD events, even under the influence of disturbances that occur while driving. The power consumption of the airbag system is too high to be supplied with power from the vehicle battery and operated continuously when the vehicle is parked. Furthermore, the service life of the components of the security device cannot be designed for continuous operation over the entire service life of the vehicle, which is typically 15 years. In contrast, control units, for example for intrusion detection, are designed for continuous operation when the vehicle is parked, and their power consumption is optimized accordingly.These control units, for example, already contain suitable sensors for detecting SDD events. Otherwise, these sensors must be integrated to represent a sub-function of the SDD. This has the advantage that specific sensors tailored to the specific sub-area of ​​the SDD functionality to be covered can be used, for example, sensors with very low power consumption and reduced performance that is sufficient for the parking state. The SDD functionality in the vehicle is now represented by distribution across multiple control units. Control units 305, 310, and 315 are connected to each other and to the vehicle via a suitable communication interface.The SDD events and data detected by the respective control units 305, 310, 315 are combined to form the SDD fusion 320 in different ways: By aggregation in one of the control units 305, 310, 315 or in another central control unit or outside the motor vehicle, for example in a data cloud, in which the control units 305, 310, 315 each transmit their detected SDD events independently of one another.

[0070] Fig. 4 shows a block diagram to explain an embodiment of a method for operating a sensor system of a motor vehicle.

[0071] Block 400 represents the control units or sensors. Block 405 marks a state in which environmental sensors are used to check whether an SDD event is likely. The program returns to block 400 if no event is likely. The program then proceeds to block 410 if the event is likely. Block 410 marks a state in which the control units or sensors are switched on. The program then proceeds to block 415, which checks whether an event has been detected. If no event or a timeout is detected, the program then proceeds to block 420, which marks a state in which the control units or sensors are switched off. The program then proceeds to block 400. If an event was detected in block 415, the program then proceeds to block 425. Block 425 marks a state in which the event is saved and / or communicated.The program then jumps to block 420 and then to block 400.

[0072] The following describes an example of reducing power consumption by means of demand-based control of the operating state of the safety device for SDD. Environmental sensors installed in the vehicle, based on video, radar, lidar, and ultrasound technology, are capable of detecting an impending SDD event even before contact with the vehicle. Final confirmation and classification of an SDD event by the SDD function integrated in the safety device, or the SDD functionality distributed across multiple control units as described in Fig. 3, is enabled by implementing a wake-up function based on environmental sensor data, which activates the control units with integrated SDD algorithms or switches on deactivated peripheral sensors or sensors integrated into the control units to reduce power consumption.

[0073] For this purpose, data from the environmental sensors can be transmitted directly from the respective sensors to control units with SDD functionality, or several environmental sensor signals can be preprocessed in a central control unit, for example the vehicle computer.

[0074] Fig. 5 shows a block diagram to explain an embodiment of a method for operating a sensor system of a motor vehicle.

[0075] Block 500 marks a state in which the algorithm is active. The program then jumps to block 505, where the environmental sensors check whether an event is likely. If an event is likely, the program jumps to block 510. Block 510 marks a state in which the detection thresholds are set sensitively. The program then jumps to block 515, where it checks whether the event is detected. If no event is detected or a timeout occurs, the program jumps to block 520. Block 520 marks a state in which the detection threshold is set robustly. The program then jumps to block 505.

[0076] If an event is detected in block 515, the program branches to block 525. Block 525 marks a state in which the event is stored and / or communicated. The program then branches to block 520 and then to block 505.

[0077] Information from the environmental sensors indicating an impending SDD event can be used not only to optimize power consumption as shown in Fig. 4, but is also suitable for situation-dependent control of the SDD detection thresholds and thus the sensitivity. They allow the implementation of robust SDD detection thresholds during normal ferry operation that cover all potential disturbances. If the environmental sensors detect an impending SDD event, the SDD detection thresholds can be lowered and the detection sensitivity can be temporarily increased.

[0078] Fig. 6 shows a flowchart of an embodiment of a method 600 for operating a sensor system of a motor vehicle. The motor vehicle and / or the sensor system are similar to or correspond to the motor vehicle and / or the sensor system from one of the figures described above.

[0079] The method 600 comprises a step 605 of reading and a step 610 of activating.

[0080] In step 605 of the reading, a status signal is read in that represents a status of the motor vehicle.

[0081] In activation step 610, a first sensor configuration or a second sensor configuration of at least two sensor configurations of the motor vehicle's sensor system is activated, depending on the status signal. Fewer sensors are activated in the first sensor configuration than in the second sensor configuration.

[0082] According to one embodiment, in step 605 of reading, the status signal represents a parking status of the motor vehicle, with the first sensor configuration being assigned to the parking status. According to one embodiment, in the first sensor configuration, a sensitivity of at least one of the sensors is set higher and / or lower than in the second sensor configuration. For example, a pedestrian protection sensor and / or a pressure sensor is deactivated in the first sensor configuration.

[0083] According to an alternative embodiment, in step 605 of reading, the state signal represents a driving state of the motor vehicle, wherein the second sensor configuration is assigned to the driving state

[0084] According to a further alternative embodiment, in step 605 of reading, the state signal represents a state of charge of the motor vehicle to which the third sensor configuration is assigned.

[0085] In step 610 of activation, for example, the third sensor configuration of the motor vehicle's sensor system is activated depending on the status signal. In the third sensor configuration, different sensors are activated or sensors are parameterized differently than in the first and / or second sensor configuration. For example, in the third sensor configuration, at least one sensor in the area of ​​a charging port in the area of ​​the motor vehicle is activated.

[0086] The steps 605, 610 of the method 600 are carried out merely by way of example within a safety device of the motor vehicle, in particular within a safety device.

[0087] Fig. 7 shows a block diagram of an exemplary embodiment of a control device 700 for operating a sensor system of a motor vehicle. The control device 700 is designed to control the method from Fig. 6 or a similar method.

[0088] For this purpose, the control device 700 has a reading unit 705 and an activation unit 710. The reading unit 705 is configured to read a status signal 708. The status signal 708 represents a status of the motor vehicle.

[0089] According to one embodiment, state signal 708 represents a parking state of the motor vehicle, with the first sensor configuration being assigned to the parking state. According to an alternative embodiment, state signal 708 represents a driving state of the motor vehicle, with the second sensor configuration being assigned to the driving state. According to another alternative embodiment, state signal 708 represents a charging state of the motor vehicle, to which a third sensor configuration is assigned.

[0090] If an embodiment includes an “and / or” link between a first feature and a second feature, this should be read as meaning that the embodiment according to one embodiment has both the first feature and the second feature and according to another embodiment has either only the first feature or only the second feature.

Claims

Claims 1 . Method (600) for operating a sensor system (110, 115) of a motor vehicle (100), the method (600) comprising the following steps: Reading (605) a status signal (708) representing a status of the motor vehicle (100); and Activating (610) a first sensor configuration (312) or a second sensor configuration (308) of at least two sensor configurations (308, 312) of the sensor system of the motor vehicle (100), depending on the status signal (708), wherein fewer sensors are activated in the first sensor configuration (312) than in the second sensor configuration (308).

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

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

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

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

6. The method (600) according to any one of the preceding claims, wherein in the activation step (610), a third sensor configuration (318) of the sensor system of the motor vehicle (100) is activated as a function of the status signal (708), wherein in the third sensor configuration (318) other sensors are activated or sensors are parameterized differently than in the first sensor configuration (312) and / or second sensor configuration (308).

7. The method (600) according to claim 6, wherein in the step (605) of reading in, the state signal (708) is read in, which represents a state of charge of the motor vehicle (100) to which the third sensor configuration (318) is assigned.

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

9. Method (600) according to one of the preceding claims, wherein the steps (605, 610) of the method (600) are carried out within a safety device (105) of the motor vehicle (100), in particular within an airbag control unit.

10. Control device (700) which is configured to execute and / or control the steps (605, 610) of the method (600) according to one of the preceding claims 1 to 9 in corresponding units (705, 710).

11. Safety device (105) for a motor vehicle (100), wherein the safety device (105) has a sensor system (110, 115) with a plurality of sensors.

12. Computer program configured to execute and / or control the steps of the method (600) according to one of claims 1 to 9.

13. A machine-readable storage medium on which the computer program according to claim 12 is stored.

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