OCCUPANT PROTECTION METHOD AND OCCUPANT PROTECTION DEVICE OF A VEHICLE

Abstract

A method is described for operating a vehicle, including the following steps: ascertaining a collision probability for the vehicle, ascertaining an effectiveness parameter assigned to a restraint system of the vehicle, which is a measure of how effectively the restraint system may protect a vehicle occupant in the event of a collision assigned to the collision probability, and carrying out at least one injury-mitigating measure depending on the ascertained effectiveness parameter in order to mitigate an occupant injury during a collision. Also described are a corresponding device and a computer program.

Claims

1.-11. (canceled)

12. A method for operating a vehicle, comprising: ascertaining a collision probability for the vehicle; ascertaining an effectiveness parameter assigned to a restraint system of the vehicle, wherein the effectiveness parameter is a measure of how effectively the restraint system may protect a vehicle occupant in the event of a collision assigned to the collision probability; and carrying out at least one injury-mitigating measure depending on the ascertained effectiveness parameter in order to reduce an occupant injury during a collision.

13. The method as recited in claim 12, further comprising: detecting a vehicle interior state of a vehicle interior, wherein the effectiveness parameter is ascertained on the basis of the detected vehicle interior state.

14. The method as recited in claim 12, further comprising: detecting a vehicle occupant state of a vehicle occupant, wherein the effectiveness parameter is ascertained on the basis of the detected vehicle occupant state.

15. The method as recited in claim 12, further comprising: detecting a dynamic vehicle parameter, wherein the effectiveness parameter is ascertained on the basis of the detected dynamic vehicle parameter.

16. The method as recited in claim 12, wherein the carrying out of the at least one injury-mitigating measure includes one of deactivating an airbag and inflating the airbag during the collision on the basis of dynamics that are less than a predetermined dynamics threshold value.

17. The method as recited in claim 12, further comprising: during automated guidance of the vehicle, carrying out, as an injury-mitigating measure, a take-over prompt to a driver for a guidance of the vehicle.

18. The method as recited in claim 17, wherein the take-over prompt includes at least one of an actuation of a seat of the driver and an actuation a seat belt of the driver.

19. The method as recited in claim 18, wherein, via the actuation, the driver is moved into a changed sitting position as compared to a sitting position before the actuation.

20. The method as recited in claim 17, wherein the take-over prompt includes an extension of at least one of a foot pedal and a steering wheel from a retracted position.

21. A device for operating a vehicle, comprising: an arrangement for ascertaining a collision probability for the vehicle; an arrangement for ascertaining an effectiveness parameter assigned to a restraint system of the vehicle, wherein the effectiveness parameter is a measure of how effectively the restraint system may protect a vehicle occupant in the event of a collision assigned to the collision probability; and an arrangement for carrying out at least one injury-mitigating measure depending on the ascertained effectiveness parameter in order to reduce an occupant injury during a collision.

22. A computer program including program code for carrying out, when the computer program is run on a computer, a method for operating a vehicle, comprising: ascertaining a collision probability for the vehicle; ascertaining an effectiveness parameter assigned to a restraint system of the vehicle, wherein the effectiveness parameter is a measure of how effectively the restraint system may protect a vehicle occupant in the event of a collision assigned to the collision probability; and carrying out at least one injury-mitigating measure depending on the ascertained effectiveness parameter in order to reduce an occupant injury during a collision.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0055] FIG. 1 shows a flow chart of a method for operating a vehicle.

[0056] FIG. 2 shows a device for operating a vehicle.

[0057] FIG. 3 shows a block diagram of a method for operating a vehicle.

[0058] FIG. 4 shows a block diagram of a further method for operating a vehicle.

DETAILED DESCRIPTION

[0059] FIG. 1 shows a method for operating a vehicle.

[0060] In a step 101, a collision probability for the vehicle is ascertained. In a step 103, an effectiveness parameter is ascertained, which is assigned to a restraint system of the vehicle. The effectiveness parameter is a measure of how effectively the restraint system may protect a vehicle occupant in the event of a collision assigned to the collision probability. In a step 105, at least one injury-mitigating measure depending on the ascertained effectiveness parameter is carried out in order to mitigate occupant injury during a collision.

[0061] FIG. 2 shows a device 201 for operating a vehicle. Device 201 is configured or designed for carrying out the method according to the present invention.

[0062] FIG. 3 shows a block diagram of a method for operating a vehicle.

[0063] In a step 301, surroundings of the vehicle are detected by sensors with the aid of a surroundings sensor system of the vehicle. In a step 303, a so-called C2X communication takes place. This means that the vehicle receives data from further vehicles. Such further data may be, for example, sensor data from the further vehicles, which correspond to surroundings of these further vehicles and which have been detected by sensors. For example, such further data may be position data regarding the further vehicles. In a step 305, map data from a digital map are provided. The sensor data, the further data, and the digital map data are analyzed in a step 307. In this case, a situation analysis takes place, in particular.

[0064] In particular, in step 307, a surroundings model of the vehicle is ascertained or calculated on the basis of the data. The surroundings model is therefore a model of the vehicle surroundings.

[0065] In a step 309, a vehicle interior is detected by sensors with the aid of an interior sensor system of the vehicle. In a step 311, a device identification is carried out by devices which are located in the vehicle interior. In a step 313, a device status of the devices ascertained or identified according to step 311 is carried out. The data gathered by the interior sensor system, and the identified devices and the corresponding status are analyzed in a step 315. In this case, a situation analysis of the vehicle interior takes place, in particular. In particular, in step 315, a vehicle occupant model is created. This means that a model which describes a vehicle occupant state is created or ascertained.

[0066] In a step 317, a risk assessment takes place on the basis of the surroundings model and the vehicle occupant model. In this risk assessment, it is ascertained, in particular, how effectively the restraint system of the vehicle may protect the vehicle occupants in the event of a collision. This means that an effectiveness parameter is ascertained in step 317. For this purpose, a collision probability for the vehicle, which was ascertained, for example, in step 307, together with the surroundings model, is incorporated.

[0067] For the risk assessment 317, a status 319 of the restraint system, in particular, is also incorporated.

[0068] Multiple injury-mitigating measures are carried out depending on the ascertained effectiveness parameter. For example, an injury-mitigating measure may be a warning 321 which is output to the driver or to the vehicle occupants of the vehicle. A further injury-mitigating measure is, for example, an intervention 323 in the vehicle functions of the vehicle. This means that, according to measure 323, an intervention in a vehicle guidance, for example, a vehicle longitudinal guidance and/or a vehicle transverse guidance, is carried out. If a collision is detected in a step 325, an intervention in the restraint system and/or in further vehicle components takes place, as the injury-mitigating measure, in a step 327.

[0069] FIG. 4 shows a block diagram of a further method for operating a vehicle. In this case, the block diagram according to FIG. 4 is based on the block diagram according to FIG. 3 and expands upon this as follows, whereby not all steps or components of the block diagram according to FIG. 3 are shown in FIG. 4, for the sake of clarity.

[0070] In this way, surroundings model 307 includes, for example, a vehicle speed 401 and/or vehicle speeds of further vehicles in the surroundings of the vehicle. In particular, surroundings model 307 describes surroundings 403 and/or a location of the vehicle. Furthermore, a collision probability 405 with objects in the surroundings of the vehicle is ascertained.

[0071] The positions in which the individual vehicle occupants are situated is ascertained or detected, for example, in a step 407 for vehicle occupant model 315. It may be ascertained, for example, whether these occupants are situated outside of a predetermined position. This predetermined position generally exactly corresponds to the position in which a vehicle occupant must be situated so that the restraint system may deploy an optimal protective effect. In a step 409, it is ascertained, for example, whether or not an object in the vehicle interior limits a protective effect or an injury-mitigating effect of the restraint system. This takes place in a step 409.

[0072] The aforementioned information from surroundings model 307 and vehicle occupant model 315 are therefore incorporated, in particular, into the risk assessment according to step 317.

[0073] Warning 321 may be, for example, a warning that the vehicle occupants are situated outside of the predetermined position. Therefore, the vehicle occupants may be advantageously warned that they are no longer in a position in which an optimal protective effect may be effectuated with the aid of the restraint system in the event of a collision. This warning is labeled in FIG. 4 using reference numeral 413.

[0074] Warning 321 may be, for example, a warning 413 which warns that objects are located in the vehicle interior which may limit a protective effect of the restraint system.

[0075] An intervention in driving functions according to step 323 may be, for example, a prompt to take over and deactivate an automated driving operation. This intervention is labeled symbolically using reference numeral 415.

[0076] The intervention in the restraint system according to step 327 may be, for example, a positioning 417 of the vehicle occupant or the vehicle occupants by adjusting the corresponding vehicle seat and/or by tightening the corresponding seat belt. Therefore, a seat belt tightener is activated, for example, in step 417.

[0077] Intervention 327 may be, for example, a positioning 419 of interior components such as, for example, a steering wheel, vehicle pedals and/or displays, i.e., screens.

[0078] The intervention according to step 327 may further include an activation 421 of the restraint system. For example, a stronger effect for a seat belt may be set, which means that the seat belt is tightened to a greater extent than usual. For example, adaptation 421 may be that an airbag is deactivated or is inflated with reduced dynamics.

[0079] In summary, the present invention includes, in particular, the concept of ascertaining a situation for vehicle occupants of an autonomously driving vehicle with the aid of a surroundings sensor system and a vehicle interior sensor system and, optionally, additional communications technology such as C2X communication, for estimating, on the basis thereof, a risk for a possibly reduced performance or effectiveness of the restraint system in the event of a collision (ascertaining an effectiveness parameter) and for initiating measures which are suitable therefor (injury-mitigating measures), such as, for example, warnings or interventions in the protective or driving functions.

[0080] The core of the present invention is, in particular, a preferably good and early risk assessment of a collision probability in combination with a risk assessment as to whether passive safety means for the vehicle occupants are not optimally available.

[0081] The advantage which results therefrom, for example, is an optimal combination of a good protective effect of the passive safety and preferably great freedom for the driver, in particular, in the automated driving operation. This function may also be used for the other occupants (except for the driver) during non-automated travel. Likewise for the driveR, if he does not pay sufficient attention to his driving task during conventional travel.

[0082] Therefore, in summary, safety, in particular, is increased for the occupants during automated driving due to comprehensible and perceptible interventions of the vehicle: The vehicle thinks, so to speak, along with the vehicle occupant and tells him which things or actions the vehicle occupant is allowed to do and which he is not allowed to do, so that his safety is not reduced.

[0083] The advantage, in particular, of a perceptible user benefit by permitting preferably great degrees of freedom for the driver or for the vehicle occupants during an automated driving operation, without reducing safety, is effectuated, so that an increase in end-user acceptance for automated driving is effectuated.