CN117881580A - Method for operating a control system of an interior of a motor vehicle - Google Patents

Abstract

The invention relates to a method for operating an adjustment system (1) of an interior (2) of a motor vehicle (3), wherein the adjustment system (1) has an electrically adjustable interior element (4) which can be adjusted between different configurations by means of a corresponding drive (5) having an actuator (6) by means of an adjustment power, wherein a control device (7) is provided, by means of which control device (7) the drive (5) is actuated in an adjustment routine in order to adjust the electrically adjustable interior element (4) from an initial configuration to a final configuration by means of the adjustment power, wherein the control device (7) has an obstacle representation of an object in the interior (2) for collision checking during adjustment. -providing a path planning routine by means of the control device (7), wherein a collision-free adjustment path from the initial configuration to the final configuration is determined based on a kinetic model of the adjustment power element and on the obstacle representation, and-controlling in the adjustment routine by means of the control device (7) according to the determined collision-free adjustment path.

Description

Method for operating a control system of an interior of a motor vehicle

The invention relates to a method for operating a control system of an interior of a motor vehicle according to the preamble of claim 1, a control device for operating a control system according to the preamble of claim 15, a motor vehicle for carrying out such a method according to claim 16 and a computer program product according to claim 17.

In order to increase comfort, motor vehicles are equipped with an adjustment system which allows for the electric adjustment of the interior space elements. Interior components are understood to mean, in particular, seats, benches, consoles, operating elements, screens, storage areas (Ablagen), lighting elements, endoscopes, decorative parts, etc., which can be assigned to the interior of a motor vehicle.

In particular, the operator of the motor vehicle can manually trigger the electric control and can use, in particular, a predetermined configuration of the interior components for which an automatic control is to be performed. Examples of such configurations are various seating positions, such as upright back rest, recumbent position with lowered back rest or in case of multiple seats, conference configurations with seating surfaces facing each other.

However, there is also a risk of interference with the electrical adjustment of the interior space element. The known method (DE 10 2019 209 740 A1) on which the invention is based uses an interior sensor device in order to be no lower than the minimum distance between the interior element and other objects in the adjustment.

However, today's motor vehicles, especially even partially autonomous or autonomous motor vehicle adjusting systems, may have a large number of adjustable interior space elements that can be adjusted into a wide variety of configurations using complex adjusting power (Verstellkinematik). In addition to the risk of collision with objects and personnel in the interior space, the adjustment paths of the different interior space elements that are electrically adjustable may also overlap. In this case, the challenge is to further increase the operational comfort of the regulation system, wherein the operator is given the possibility to use various configurations in a simple and safe way.

The invention is based on the following problems: the method for operating the control system is designed and improved in such a way that the operating comfort and safety of the control are improved.

The above-mentioned problem is solved by the features of the characterizing portion of claim 1 in the case of a method for operating an adjustment system of a motor vehicle according to the preamble of claim 1.

Important is the following basic considerations: that is, the geometric and kinetic modeling of the flow of the adjustment routine can be responsible for high safety and optimization of the movement flow when the electrically adjustable interior space element is adjusted by an adjustment power with a large number of degrees of freedom.

Specifically, it is proposed that: a path planning routine is performed by means of the control device, wherein a collision-free adjustment path from an initial configuration to a final configuration is determined on the basis of a dynamic model of the adjustment power element and on the basis of the obstacle representation, and wherein the control device is used to control the adjustment routine in accordance with the determined collision-free adjustment path.

It has been realized within the scope of the present invention that path planning methods as also used in autonomous navigation and robotics, for example, may be used in view of the complexity of adjusting the power elements. On the one hand, the probability of collisions or falling below a predefined safety distance during the adjustment is thereby reduced. On the other hand, the adjustment path can also be optimized with respect to predefined auxiliary conditions, such as adjustment times or adjustment paths, in order to achieve an increase in comfort.

Preferably, the path planning routine may be performed based on a workspace defined in an interior space of the motor vehicle and/or a configuration space of the adjusting power pack.

In a particularly preferred embodiment according to claim 2, the adjustment path is determined using a probabilistic path planning method, so that in many cases, even in the case of complex adjustment power components, a great degree of optimization of the adjustment path can be achieved with little computational effort. With little effort, the path planning can be performed in particular also in real time during the adjustment process.

According to claim 3, in addition to the optimization of the adjustment parameters, the dependency of the operation of the drive is taken into account as an auxiliary condition in the path planning routine, whereby the path planning routine is adapted in a simple manner to the mechanical boundary conditions of the adjustment system. Furthermore, avoiding a predefined safety-critical configuration, which is associated with an increased risk of injury, for example in the event of a collision, provides an improvement in safety during adjustment.

In one design, further flexibility in the path planning routine is derived from the final configuration presets with different final configurations allowed, whereby a largely optimized adjustment of the path is possible.

It is particularly preferred to use an inner space sensor arrangement according to claim 4, which is generally arranged for detecting objects in an inner space. Based on the detection, an obstacle representation can be generated with high accuracy and also an adjustable interior space element can be monitored.

Furthermore, the possibility of classifying objects is advantageous, which in one embodiment is used to define a distance preset. Furthermore, it is conceivable for the design to be such that consideration in the representation of obstacles is suppressed for the individual object classes, so that, for example, in emergency operation, adjustment to the safety configuration can also take place despite collisions.

In one embodiment, the path planning routine is improved by taking into account in the obstacle representation whether the object moves together with the interior space element in the adjustment. In particular, a kinetic model can be predefined for the person, which reproduces, for example, the movement of the person caused by the adjustment of the seat.

The detection of manually adjustable interior components is the subject of a further embodiment. The following scheme is used in this case: for manually adjustable interior elements, the adjusting power means can likewise be known in advance, as a result of which the interior element and also the articles accommodated by the interior element can be detected more precisely. A further improvement in the detection by means of the interior sensor device is achieved by the marking of the interior element provided for this purpose.

The further design according to claim 5 is particularly preferred, whereby the identification routine allows the identification of various interior space elements. The control system can thus be constructed modularly and can enable various assembly of the interior space in the case of one vehicle type. In particular, the adjusting system can also be changed during operation of the motor vehicle by adding, replacing or removing interior space elements.

In a particularly preferred embodiment according to claims 6 and 7, the individual adjustment paths and/or the group adjustment paths are determined in a part of the configuration space. In this case, the computational effort can be significantly reduced compared to the overall observation of all interior components. In particular, it is divided into individual interior space elements and cooperating interior space elements in order to select an interior space element for a single adjustment path or group of adjustment paths.

According to claim 8, the division into individual interior elements and co-operative interior elements is effected on the basis of a check of the possible overlap in the respectively provided adjustment. Thereby, the probability of finding a collision-free adjustment path for the total system by utilizing the single adjustment path and the group adjustment path can be improved.

Furthermore, the embodiment according to claim 9 is particularly preferred, according to which priorities are assigned to the interior space elements and/or the drives and path planning is performed stepwise with decreasing priorities. For this purpose, for example, firstly path planning is performed for the interior elements which are considered necessary and which need to have long adjustment paths or which need to be prioritized in path planning, and then path planning is performed for the interior elements which have low priority (nachfhren). Preferred criteria for assigning priorities are specified in claim 10.

The conditioning paths obtained from the partitioning into collaborative and independent interior space elements and/or from prioritization may be aggregated into a total conditioning path. If a check of the total adjustment path yields that there is a conflict, a repartition and/or prioritization can be performed (claim 11). Also in case of a conflict, a part of the total adjustment path can be rescheduled (claims 12 and 13). Other degrees of freedom may be optionally added to the search space in the path planning, for example, using methods of secondary dimension expansion and/or time scaling.

In a further embodiment according to claim 14, a predefinable main configuration for adjusting the power element and a main adjustment path between the main configurations are used in the path planning routine. The computational effort for path planning is thereby reduced, wherein at the same time the reliability of the adjustment is further increased and the comfort of the adjustment is improved. Furthermore, a further increase in the operating comfort is achieved by using approved master templates. The operator may also be given the possibility to form a new main configuration and main adjustment path himself.

According to a further teaching according to claim 15, which is independent, a control device for operating an adjustment system of an interior of a motor vehicle is claimed as the teaching. The control device performs the path planning routine in question and performs the control in the adjustment routine in accordance with the determined collision-free adjustment path. Please refer to all statements regarding the method according to the proposal.

According to a further teaching of claim 16, which is also in independent sense, a motor vehicle for carrying out the method according to the proposal is claimed as said further teaching. For this, reference is also made to all statements concerning the method according to the proposal.

According to a further teaching of claim 17, which is also independent, the computer program product itself for the control device according to the proposal is claimed as said further teaching. For this purpose, reference is also made to all statements concerning other teachings.

Furthermore, a computer-readable medium having stored thereon a computer program according to the proposal is proposed.

The invention is explained in more detail below with reference to the drawings, which show only embodiments. In the drawings:

figure 1 shows a perspective view of a motor vehicle according to the proposal for carrying out the method according to the proposal in a) a first configuration and b) a second configuration of the regulating system,

fig. 2 a) shows a schematic representation of an electrically adjustable interior element, b) shows a diagram with degrees of freedom and configuration, c) shows a schematic representation of a configuration, and d) and e) shows a schematic representation of an adjustment path,

fig. 3 shows a plan view of another motor vehicle according to the proposal for carrying out the method according to the proposal, and

Fig. 4 shows a schematic flow diagram of a path planning routine.

The invention relates to a method for operating a control system 1 of an interior 2 of a motor vehicle 3. The interior space 2 can be understood as an interior section of the motor vehicle 3 having a passenger compartment.

Various interior elements of the motor vehicle 3 are assigned to the interior 2, which can in principle be designed to be static or adjustable. The static interior space element is arranged immovably with respect to the rest of the (restlich) motor vehicle 3. Whereas the adjustable interior element is set up for being placed in at least two different positions (Stellungen) relative to the remaining part of the motor vehicle 3. In principle, the adjustable interior element can be adjusted electrically and/or manually.

The control system 1 has an electrically adjustable interior element 4, which can be adjusted between different configurations by means of a corresponding drive 5 with an actuator 6 via an adjusting power piece. As the electrically adjustable interior element 4, a seat and an electrically adjustable table are shown by way of example in fig. 1. For further possible additional or alternative designs of the interior space element, reference is made to the introductory statements. Closure elements such as doors, covers (e.g. trunk lids), tailgates, side doors, tailgates, hoods, etc. may also be provided as electrically adjustable interior space elements 4.

In general, the actuator 6 is an electrically controllable actuator, for example a rotary and/or linear motor, a magnetic, pneumatic and/or hydraulic actuator or the like, which, by means of a driving movement, causes an electrical adjustment of the electrically adjustable interior space element 4. Depending on the design of the electrically adjustable interior element 4, the respective drive 5 can have an actuator 6 or a plurality of actuators 6. The plurality of actuators 6 are provided in particular for performing an adjustment with different degrees of freedom of the electrically adjustable interior element 4, such as a longitudinal adjustment, a height adjustment and a rotational adjustment. It is also possible to provide a plurality of actuators 6 for one degree of freedom.

The adjusting power means can be understood as means of the adjusting system 1 and in particular of the adjustable interior element, which enable a movement of the adjustable interior element, such as hinges, guide rails, etc. In this case, in a particularly relevant embodiment, the actuating mechanism basically allows the electrically adjustable inner spatial elements 4 to overlap one another during the actuating movement, so that the coordination of the actuating routine is particularly important.

By adjusting the power member, the adjustable inner space element can be placed in different configurations M _i Is a kind of medium. FIG. 2 is for configuration M ₁ 、M ₂ 、M ₃ Three electrically adjustable interior elements 4 are shown by way of exampleDegree of freedom X ₁ 、X ₂ 、X ₃ . Here, for example, X ₁ Representing the longitudinal adjustment pose, X, of the seat ₂ Representing the height-adjusted pose of the seat, and X ₃ Representing the position of the backrest, here the angle of rotation, relative to the rest of the seat. Alternative or additional degrees of freedom are conceivable.

Where M is arranged _i Describing the degree of freedom X of the electrically adjustable interior element 4 ₁ ……X _n All of the pose of (a). In this case, the degree of freedom X ₁ ……X _n May be continuously variable and/or may at least partially take only discrete values. In the latter case, for example, only specific discrete positions of the electrically adjustable interior space element 4 can be reached, for example based on mechanical scanning (Rasterung) or the like. Preferably, the drive 5 is self-braking for at least a part of the degrees of freedom, so that the configuration M is maintained even without actuation of the drive 5 _i 。

The control device 7 is provided for actuating the drive device 5. The control device 7 here and preferably has control electronics for carrying out control engineering tasks during the electromotive control. The control device 7 has an interior space control 8, which communicates with a data server 9 via a communication network. The interior control 8 may in turn have a plurality of decentralized components (for example drive controls assigned to the drive 5) and/or be integrated in a central motor vehicle control. According to a design not shown here, the control device 7 can also be integrated overall in the motor vehicle 3.

By means of the control device 7, the drive device 5 is operated in an adjustment routine in order to adjust the electrically adjustable inner space element 4 from the initial configuration to the final configuration via the adjustment power means. FIG. 2 b) shows a different configuration M ₁ 、M ₂ ……M _n Wherein the degree of freedom X ₁ 、X ₂ ……X _n The pose of (2) may vary schematically from a minimum to a maximum. Degree of freedom X ₁ 、X ₂ ……X _n Can be based on the feature valueThe characteristic values are, for example, the adjustment path, the adjustment angle, the pose of an incremental path sensor (Wegsensor), etc.

The initial configuration represents the configuration M that exists at the beginning of the adjustment routine _i . The final configuration is accordingly the configuration M that should be implemented with the adjustment routine _i . Different initial and final configurations are conceivable, for example from an upright position of the seat to a lying position, from an orientation of the seat in the direction of travel to a seat configuration with the seats facing each other, a folded or out-turned table, etc.

The control device 7 has an obstacle representation of the objects in the interior 2 for collision checking during the adjustment. Objects in the interior 2 that can be mapped in the obstacle representation are understood to be interior elements, in particular electrically adjustable interior elements 4, persons 10 located in the interior 2 and/or objects 11 located in the interior 2. The geometry of these elements is taken into account in the representation of the obstacle.

It is now important that a path planning routine is performed by means of the control device 7, wherein a collision-free adjustment path from the initial configuration to the final configuration is determined based on the dynamics model of the adjustment power element and on the obstacle representation, and that the control device 7 is used to control the adjustment routine in accordance with the determined collision-free adjustment path.

Preferably, the path planning routine is performed with a trigger adjustment routine, for example with a request for a desired final configuration by an operator. It is also conceivable for the control device 1 to trigger an adjustment routine and to predefine the final configuration, for example, on the basis of a sensed detection by the person 10.

In case the initial configuration is known, the control means 7 determine a collision-free adjustment path to the final configuration based on the kinetic model and the obstacle representation. According to a further embodiment, the path planning routine may be performed during the motorized adjustment, in particular repeatedly, wherein a collision-free adjustment path is determined from the current configuration as initial configuration to the final configuration. The path planning routine may be performed by the interior controller 8 and/or also by a part of the control device 1 external to the motor vehicle 3, for example the data server 9.

The kinetic model maps the behavior of the adjustable interior space element at the time of adjustment. By "collision-free" adjustment path is understood an adjustment path in which preferably no overlapping of at least the electrically adjustable interior space element 4 with other objects or with each other of the electrically adjustable interior space element 4 occurs as indicated by an obstacle. The predefined minimum distance between objects may also be included in the obstacle representation.

FIG. 2 c) schematically shows a configuration M _i Various possible paths between them. If, for example, configuration M ₁ Is an initial configuration and configuration M ₅ Set to final configuration, then M may be considered in the path planning routine ₁ And M is as follows ₅ The direct adjustment path between (shown here in dashed lines) results in collisions between objects. Instead, a collision-free adjustment path is determined in a path planning routine (e.g., here via configuration M ₂ Or M ₇ )。

The determined adjustment path can be in a corresponding degree of freedom X ₁ 、X ₂ ……X _n Mapped in the time correlation of (c), which is shown in fig. 2 d) and e). In the adjustment routine, degrees of freedom X are assigned by manipulation ₁ 、X ₂ ……X _n For each degree of freedom X by the actuator 6 of (2) ₁ 、X ₂ ……X _n Can be adjusted by simultaneous actuation (fig. 2d here) in the time space t1 ₁ And X ₂ ). The time sequence of the actuation can likewise be provided, wherein first one actuator 6 is adjusted and then X in the other actuator 6 (fig. 2d here) is adjusted ₂ And X ₃ ). The determined adjustment path may also include an inversion (reverse) of the actuator (here X in FIG. 2e ₁ ). In a plurality of degrees of freedom X ₁ 、X ₂ ……X _n In the case of an electrically adjustable inner space element 4, the path planning routine set according to the proposal preferably enables an optimal determination of the adjustment path.

According to a preferred embodiment, the obstacle representation is mapped in a working space predefined by the adjusting power unit in the interior 2 of the motor vehicle 3, wherein the adjusting path is determined in the path planning routine on the basis of the working space. The working space is thus preferably a mapping of the object in a geometrical space, for example in a three-dimensional cartesian coordinate system specifying the position of the object, preferably the surface of the object, in the interior space 2.

According to a further preferred embodiment, the obstacle representation is mapped in a configuration space predefined by the adjusting power part, wherein the adjusting path is determined in the path planning routine on the basis of the configuration space. For example, the configuration space is defined by the degree of freedom X ₁ 、X ₂ ……X _n Tensed, wherein a per se known method of path planning from robotics is preferably used for creating the obstacle representation.

In addition to identifying collision-free adjustment paths, the path planning routine also allows the adjustment paths to be optimized with various possible alternatives. Here and preferably, provision is made for: a collision-free adjustment path is determined in a path planning routine based on a probabilistic path planning method. With the probabilistic path planning method, a great reduction in the computational effort accumulated for determining the adjustment path can be achieved. Thus, a considerable time delay is avoided when the adjustment routine is started, and in particular enables path planning to be performed in real time during the adjustment.

In this case, it has proved especially that collision-free adjustment paths are determined on the basis of a fast-explored random tree (RRT) method and/or a probabilistic roadmap (Probabilistic Roadmap, PRM) method. Currently, these path planning methods, which are likewise developed for autonomous navigation and robotics, can be advantageously applied to the regulation system 1 of the motor vehicle 3. Additionally or alternatively, it is possible to determine a collision-free adjustment path based on a potential field method and/or a heuristic search method. Other, in particular also non-probabilistic, path planning methods and path planning based on an adjusted pre-configuration (reglung) are also conceivable.

As an auxiliary condition in the path planning routine, an adjustment parameter to be optimized with the determination of a collision-free adjustment path may be specified, which adjustment parameter is used in particular as a basis for the path planning method described above. The auxiliary conditions advantageous for the operational comfort include, for example, minimizing the adjustment time and/or minimizing the adjustment path. The calculation time that is spent for the path planning routine, for example, the maximum calculation time during which the path should be optimally adjusted in view of other auxiliary conditions, can also be designated as an auxiliary condition.

The dependency of the operation of the drive 5, preferably the simultaneous actuation of the predetermined selection of the actuators 6 does not take place and/or the power limitation during the simultaneous actuation of the actuators 6 can also be specified as an auxiliary condition in the path planning routine. In this way, for example, an overall too high power consumption due to the simultaneously operated actuators 6 is avoided.

Other possible auxiliary conditions specify configurations in the path planning routine that avoid the predefined safety keys. For example, individual sections of individual degrees of freedom or specific relationships between individual degrees of freedom may be regarded as safety-critical. An example of a safety-critical configuration is for the lying position of the seat, which in the event of a crash carries the risk of the occupant sliding over the restraint system.

In this case, a configuration that "avoids" safety concerns is understood to generally exclude an adjustment in the adjustment routine by a corresponding configuration. It is also conceivable that, for example, the safety-critical configurations are weighted such that the safety-critical configurations are experienced particularly quickly for minimizing the risk and/or those configurations can be assigned to the lowest safety risk for the adjustment path selection between the different safety-critical configurations. Accordingly, regions of the configuration space may be prohibited from being used to adjust or weighted such that these regions are trending avoided.

Such a prohibition and/or weighting can also be omitted in special cases, in particular if the seat should be quickly adjusted to the safety configuration for emergency operation of the motor vehicle. Whether the configuration is predefined as a safety factor can also depend on the operating state, in particular the speed, of the motor vehicle 3. For example, a different and/or additional safety-critical configuration is predefined during driving operation than when the motor vehicle 3 is stopped.

The obstacle represents a predefined geometric model which preferably contains at least some of the interior space elements in the interior space 2. Thus, the spatial extent of the interior space element itself is considered when determining the collision-free adjustment path. It is further preferred that the obstacle represents a geometric model comprising an electrically adjustable inner spatial element 4, which geometric model maps the geometry of the electrically adjustable inner spatial element according to the configuration. The obstacle representation may in principle comprise a geometric model of a static interior space element, such as an interior space decoration of the interior space 2 and a geometric model of the immovable equipment.

It is not necessarily necessary for the path planning routine to be all degrees of freedom X ₁ 、X ₂ ……X _n The final configuration is specified. In a further preferred embodiment, a final configuration preset is set for the adjustment routine, according to which different final configurations are allowed. In the path planning routine, a collision-free adjustment path is generated for one of these permissible final configurations, in particular under predefined auxiliary conditions. In this case, each degree of freedom X ₁ 、X ₂ ……X _n May be generally reserved in the final configuration presets. Also, the degree of freedom X can be set ₁ 、X ₂ ……X _n Is not limited to the allowable range of (a). For example, the reclined position of the seat may be set to a final configuration preset wherein, however, the angle of rotation of the seat is preserved. Weights may also be assigned to the possible final configurations, which weights are optimized in the selection of the final configuration.

According to the illustrated and preferred embodiment, the control system has an interior sensor device 12 coupled to the control device 7 for detecting objects in the interior 2. The interior sensor device 12 is here and preferably set up for detecting a person 10 in the interior 2, an item 11 in the interior 2 and/or an interior element. In this case, the interior space sensor device 12 may have at least one radar sensor, an optical sensor (e.g., an imaging sensor such as a camera, in particular a ToF camera and/or a 3D camera), an acoustic sensor (e.g., an ultrasound sensor). The interior sensor device 12 can likewise have a seat occupancy sensor, a capacitive sensor or the like, which enables the presence of objects in the interior 2 to be inferred.

By means of the control means 7, an obstacle representation is generated based on the object detected via the inner space sensor means. Thus, the momentary state of the interior space 2, for example relating to the presence and/or position of the person 10 and/or the object 11, may also be taken into account in the path planning routine.

Preferably, the obstacle representation is generated based on a predicted trajectory of the object detected via the inner space sensor device. For example, the object movements detected via the internal space sensor device are extrapolated over time, wherein the obstacle representation takes into account the time dependence of the position of the object accordingly. It is further preferred that the uncertainty of the predicted trajectory, which is included, for example, by adapting the minimum distance to the object, is furthermore mapped in the obstacle representation.

According to a further embodiment, the configuration, in particular the initial configuration, is determined at least in part on the basis of the object detected via the internal space sensor device 12, wherein the position of the degree of freedom of the adjusting power part is determined in particular by means of the internal space sensor device 12. The inner space sensor device 12 may also be used to verify an already known configuration, which may be determined, for example, from the pose of the actuator 6.

Preferably, provision is made for: the objects detected by the inner space sensor means 12 are classified by means of the control means. The obstacle representations are generated based on the geometric models assigned to the respective object classes. In this case, different classifications of objects can also be predefined for different sensors of the interior sensor device 12. For example, the imaging sensor of the internal space sensor device 12 may allow classification of objects according to an image recognition method, so that the three-dimensional shape of the object may be mapped in a geometric model with high accuracy. Based on the weight information of the person 10 detected via the internal sensor device 12, the three-dimensional shape of the person can be approximately modeled on the basis of a predefined mean geometric model. In the case of a seat occupancy sensor that only reproduces the presence of the person 10, the geometric model can in turn be predefined on the basis of, for example, a country-specific defined average value.

The object class with the assigned person geometry model can be predefined for the individual person 10. For example, individual operators of the motor vehicle 3 for which a personal geometric model is stored are identified from the detection by the interior sensor device 12. It is also conceivable to identify the individual person 10 by means of an identification unit, for example an electronic key, or a mobile device carried around by the person, for example a mobile phone. In this case, the geometric model of the person can be stored in a database of the control device 7 or can also be stored in the identification unit and read out by the control device 7.

Furthermore, it is preferable that the sizes are differentThe person 10 having the assigned person geometry model and/or the object class having the assigned object geometry model, in particular the envelope, are/is predefined. The envelope is, for example, a bounding box, a bounding sphere, etc., which is generated in particular on the basis of the detection of an object, in particular the object 11, by means of the imaging sensor.

As already mentioned, a geometric model of the electrically adjustable interior element 4 in the interior 2 can be included in the obstacle representation and it can be ensured that no overlap between the electrically adjustable interior element 4 and other objects occurs with a collision-free adjustment path. In particular, in addition to this, the obstacle representation can map a distance preset between objects in the interior space to be maintained with a collision-free adjustment path, such that not only overlapping between objects is avoided, but also a certain minimum distance and/or maximum distance between objects is maintained in the adjustment routine.

The distance can be predefined according to the object class of the object, which is to be performed according to the detection of the object via the internal space sensor device 12. An example of this is setting a larger minimum distance, for example at least 10cm or at least 15cm, for the object class of the person than for the object class of the item in the distance preset. The object class of the item may for example only require a small minimum distance, e.g. only 1cm, or may even be mapped without a minimum distance.

It is furthermore conceivable that for a part of the object class of the object 11, the consideration in the representation of the obstacle is suppressed. Accordingly, conflicts with correspondingly classified items are not considered in the path planning routine. In this case it may be a deformable object 11. The suppression can be carried out as a function of the operating state of the motor vehicle 3, preferably as a function of the presence of an emergency operation. In particular in emergency operation of motor vehicles, specific objects can be excluded from the representation of obstacles, for example for rapid adjustment of the seat to the safety configuration in the event of a crash.

In this case and preferably, it is further provided that the object is defined in the representation of an obstacle as an object that can be moved by mechanical contact with one of the electrically adjustable interior components. For example, the positioning of the person 10 on the electrically adjustable interior element 12, which is designed as a seat, is detected by means of the interior sensor device 12. The obstacle represents a geometric model containing the movable object, which maps the geometry of the movable object according to the configuration of the adjustment power. Accordingly, it is contemplated in the path planning routine that the person 10 or the item 11 on the seat is also moved together, for example, as the seat is adjusted.

The obstacle represents a kinetic model of the person 10, preferably comprising a movable object, in particular defined as a movable object. In this way, it is possible, for example, to estimate in which way the body position of the person 10 changes as a function of the adjustment, for example, when the backrest is rotated or the like.

Here and preferably, the adjusting system 1 has at least one interior space element 13 which can be adjusted manually by adjusting the power piece. Examples of manually adjustable inner space elements 13 are manually adjustable baffles, receptacles such as fastening hooks or storage places, screens, etc. The control device 7 determines the configuration of the manually adjustable inner space element 13 from the detection of the manually adjustable inner space element 13 by means of the inner space sensor device 12. In this case, it is particularly advantageous that: the basic arrangement of the adjustment power member and the manually adjustable inner space element 13 in relation to the manually adjustable inner space element 13 may be known in advance, so that the configuration in relation to the manually adjustable inner space element 13 may be determined with high accuracy. Here, the obstacle means a geometric model containing the manually adjustable inner space element 13, which maps the geometry of the manually adjustable inner space element 13 according to the configuration.

In a design which is not shown in more detail, the manually adjustable interior element 13 is designed for the accommodation of the article, in particular for the rack and/or storage of the article. If an object is detected in the region of the accommodation, it can be assumed that the object is saved by the accommodation in a manner known in advance. Thus, the position of the object can be determined with higher accuracy, knowing the configuration with respect to the manually adjustable inner space element 13. The objects detected by the interior sensor device 13 in the region of the receptacle are classified by the control device 7 at least in part on the basis of the configuration.

According to a further embodiment, at least one of the manually and/or electrically adjustable interior elements 4, 13 has a marking provided for identifying the configuration via detection by the interior sensor device 12. In this case, the marking is coordinated with a simple and precise identification by the sensor of the interior sensor device 12. In particular, reflective elements for light, radar and/or ultrasound waves may be used as markers.

In principle, the method according to the proposal can be used for differently assembled interior spaces 2 with interior space elements. It is also possible here to add, replace and/or remove interior components during operation of the motor vehicle 3. According to a further likewise preferred embodiment, the interior space elements arranged in the interior space 2 are identified in an identification routine by means of the control device 7.

The identification may be performed by means of detecting the inner space element via the inner space sensor means 12. For example, in one embodiment, the interior space 2 is checked by image recognition for the presence of different interior space elements known in advance. The identification can also be carried out by identifying the electronic marking of the inner space element by means of the control device 7. It is conceivable that the inner space element is equipped with an electronic tag, such as an RFID chip or the like, which is read out wirelessly and/or by wire by the control device 7. By means of the control device 7, an obstacle representation and/or a dynamics model is generated on the basis of the recognition.

By means of the control device 7, a database of geometric and/or kinetic models of the predefined interior space elements can be used in the recognition routine to generate the obstacle representation and/or kinetic model. In this case, it is conceivable for the database to be stored at least partially in an electronic memory integrated into the interior space element. Thus, the inner space element added to the inner space 2 may provide information for the path planning itself, whereby it is also possible to use an inner space element formed separately. For example, the electronic marking of the interior space element has such an electronic memory.

The database may also be stored at least partially in the memory 14 of the control device. The database may for example contain geometric models and/or kinetic models of interior space elements that can be used for motor vehicle types. Here and preferably, the memory 14 is assigned to a data server 9, which for example allows cloud-based management of models for a large number of motor vehicles 3.

Preferably, the identification routine is triggered in dependence of a start of the vehicle operation, for example when unlocking the motor vehicle 3 and/or when starting the drive motor of the motor vehicle 3. The identification routine may likewise be triggered on detection of an added and/or replaced interior element by means of the interior sensor device 12. Furthermore, the identification routine may be triggered in accordance with the installation/removal of the interior space element, for example by manual triggering or by detecting maintenance via a central motor vehicle controller. Furthermore, it may be provided that the recognition routine is triggered in a time-controlled manner, for example at regular, predefined time intervals.

In principle, it is conceivable, for example, to use the entire configuration space together based on a probabilistic path planning method and thus to use all degrees of freedom together for path planning. However, in a further embodiment, it is provided that the configuration space is limited to one or more search spaces in the sub-path planning, and that the adjustment paths thus acquired are aggregated into a total adjustment path.

Preferably, in the path planning routine for the electrically adjustable interior space element 4, the respective individual adjustment path is determined in a search space in the configuration space that is associated with the degree of freedom of the electrically adjustable interior space element 4 and/or for the element group of the electrically adjustable interior space element 4, the respective group adjustment path is determined in the configuration space in a search space that is associated with the degree of freedom of the electrically adjustable interior space element 4 that belongs to the element group. In this case, the search space is a subspace of the configuration space.

Thus, for determining a single adjustment path, for example, a single electrically adjustable interior element 4 is considered independently and the adjustment path is planned only for this interior element 4. For the group adjustment path, a plurality of interior space elements 4 are similarly combined into a system of a plurality of robots, and a common adjustment path is determined.

The single adjustment paths and/or the group adjustment paths are aggregated into a total adjustment path, which is used to determine a collision-free adjustment path. An "aggregation" is preferably understood as a combination of the time dependencies of the degrees of freedom mapped with a single adjustment path and/or a group adjustment path into a total adjustment path in the entire configuration space.

In a further embodiment, it is provided that the electrically adjustable interior element 4 can be defined as an independent interior element which is considered to be independently adjustable at least over a section of the working space, or as a co-operative interior element for which an adjustment is considered to be performed with a further interior element 4 over at least one section of the working space.

Fig. 3 shows a motor vehicle with an adjustment system in a top view. Here, front seats 15, 16, rear seats 17, 18 and adjustable table 19 are shown by way of example as electrically adjustable interior space element 4. Furthermore, for the electrically adjustable inner space element 4, a corresponding maximum movement region marked with a shaded area is shown. The different ranges and shapes of the movement areas are achieved, for example, by the rear seats 17, 18 being designed to be rotatable about a vertical axis, while the front seats 15, 16 are not allowed to rotate about a vertical axis. For example, the table 19 can be folded in one spatial direction only.

If a path planning routine is performed from the initial configuration to the final configuration that requires adjustment of the front seats 15, 16 and only the rear seat 17 (where the rear seat 18 and table 19 are not adjusted), there is no coordination requirement for adjusting the front seat 16 and adjusting the front seat 15 and the rear seat 17 due to the lack of movement area overlap. The front seat 16 is here preferably defined as a separate interior space element 4, while the front seat 15 and the rear seat 17 are defined as cooperating interior space elements 4.

By means of the control device 7, a path planning routine can be performed on the basis of the definitions in the separate and co-operating interior elements 4, wherein the adjustment path of the separate interior elements can be determined independently of the co-operating interior elements. Preferably, provision is made for: a single adjustment path is determined for each individual interior space element.

For example, in the path planning routine in the case shown in fig. 3, the front seat 16 is defined as the independent inner space element 4, and the front seat 15 and the rear seat 17 are defined as the cooperative inner space element 4. A single adjustment path is determined for the front seat 16, wherein in particular only the degrees of freedom of the front seat 16 in the search space are considered. Furthermore, obstacle representations are utilized to ensure that there is no conflict between the front seat 16 and the rear seat 18 (not adjusted here) for a single adjustment path, for example. Whereas the adjustment of the front seat 15 and the rear seat 17 is planned jointly in the group adjustment path, in particular in such a way that only the degrees of freedom of the front seat 15 and the rear seat 17 in the search space are taken into account. The group adjustment path here specifies a common, in particular simultaneous, adjustment of the front seat 15 and the rear seat 17.

The interior space element preferably uses a regulated traversable (durchstreichbar) three-dimensional volume based on a dynamic model of the regulated power element and based on the obstacle representation, in particular by determining the position of the respective electrically adjustable interior space element 4, as already indicated in connection with fig. 3 Defined as independent interior space elements or co-operating interior space elements 4. This definition may be made in relation to the initial configuration and the final configuration or independently.

Fig. 4 shows a schematic flow chart of a path planning routine within the scope of the method according to the proposal. In the preparation step 20, the electrically adjustable interior element 4 that is to be adjusted is identified in order to reach the final configuration from the initial configuration.

For the interior element 4 to be adjusted, the three-dimensional body is inspected in view of the overlap and/or in view of the maintenance of the minimum distance. Preferably, the interior space elements are inspected in pairs based on the dynamics model of the adjusting power and on the obstacle representation in view of possible conflicts in the working space, and are divided into individual interior space elements or cooperating interior space elements according to the result of the inspection. The interior space element 4, in which no overlap of the three-dimensional volume is present, is defined, for example, as an independent interior space element 4. It is also conceivable to store the definition of the individual and cooperating inner space elements 4 in the control device 7 in dependence on which degrees of freedom change with the accumulated adjustment.

The element groups are assigned to the collaborative interior element 4, wherein the element groups are each considered to be adjustable independently of the other element groups in the adjustment routine at least over a section of the workspace. If, for example, in an adjustment routine, an adjustment of the front seats 15, 16, the rear seat 17 and the table 19 is provided, but no adjustment of the rear seat 18 is provided, the front seats 15 and 17 on the one hand and the front seats 16 and the table 19 on the other hand may be combined into an element group.

Furthermore, the method may comprise a pre-planning step 21, with which, depending on the object detected by means of the interior sensor device 12, additional electrically adjustable interior elements 4 which were not identified as to be adjusted in the preparation step 20 are considered if necessary. For example, the object may be detected as an obstacle such that an additional inner space element 4 needs to be adjusted. In particular, the preparation step 20 can be repeated with additional interior space elements 4.

For path planning 22, in a sub-path planning step 23, respective group adjustment paths and collision-free adjustment paths for the group of elements are determined here based on the group adjustment paths.

In act 24, the single adjustment path and the group adjustment path are aggregated into a total adjustment path. Furthermore, the total adjustment path may be checked in act 25 for the presence of conflicts based on the kinetic model and based on the obstacle representation. When no conflict occurs, the total adjustment path is used as a conflict-free adjustment path in act 26 and in adjustment routine 27.

According to a further embodiment, it is provided that: priorities are assigned to the electrically adjustable interior elements 4, respectively. Here too, priorities can be assigned in the preparation step 20.

In the sub-path planning 23, the priority adjustment path is first determined in the search space associated with the degree of freedom of the electrically adjustable inner spatial element 4 with the highest priority. The electrically adjustable interior element 4 with a lower priority is preferably assumed to be held in a static configuration. For example, it is assumed that the electrically adjustable interior element 4 with the lower priority is held in a configuration using the initial configuration map, or in a static configuration, for example a folded configuration, predefined for the respective interior element 4. The priority adjustment path for the interior element 4 with the highest priority is determined here with the other electrically adjustable interior element 4 as a static obstacle.

The priority adjustment path for the inner space element having the lower assigned priority may be determined stepwise taking into account the priority adjustment path previously determined for the inner space element 4 having the higher priority. In this case, the inner space element 4 with a higher priority may be considered as a dynamic obstacle when determining the other priority adjustment path. The collision-free adjustment path is determined based on the priority adjustment paths, here by aggregating the priority adjustment paths.

The priorities are preferably assigned according to an assignment rule. The allocation rule may be a predefined prioritization with which, for example, individual electrically adjustable interior elements 4 are predefined as the necessary interior elements 4.

However, the allocation according to the allocation rule may also be performed according to the initial configuration and the final configuration. In particular, the allocation rules relate to the adjustment paths between an initial configuration and a final configuration for the respective interior space element, wherein interior space elements preferably having larger adjustment paths obtain a higher priority. Furthermore, the allocation rules may be related to the power consumption of the drive 5, the mass and/or the spatial extent of the interior elements 4 to be allocated to the drive 5 and/or the interior elements 4 that are moved together.

It is conceivable to distinguish between two different priorities for the interior space elements 4, wherein for example a distinction is made between necessary and non-necessary interior space elements 4. It is likewise possible to assign more than two priorities, wherein a single or even a plurality of interior space elements 4 can be assigned priorities.

If in act 25 the check for the presence of a conflict reveals that a conflict exists in the total adjustment path, the preparation step 20 and/or the pre-planning step 21 may be re-executed. In particular, the individual internal space elements and associated internal space elements may be repartitioned, groups of elements reassigned, and/or priorities reassigned.

Also, when there is a conflict in the total adjustment path, an alternative adjustment path may be determined with the search space extended. In this case the search space can be extended with the addition of individual degrees of freedom or even with the addition of other search spaces previously considered independently. The degrees of freedom that can be assigned to the inner space elements 4 that participate in the collision in the total adjustment path are preferably added to the search space.

In particular, the alternative adjustment path is determined in the configuration space or in a predefined region surrounding the conflict in the working space. The predefined region may be, for example, a predefined time window around the point of conflict or a predefined control path around the point of conflict in the working space.

In particular, an alternative adjustment path may be determined using a method of a multi-robotic system such as sub-dimension expansion (Subdimensional Expansion) (see Wagner, choset: subdimensional Expansion for Multirobot Path Planning, artificial Intelligence 219,1-24 (2015)).

For determining the alternative adjustment path, in particular the other interior elements 4 which likewise participate in the conflict are preferably added to at least one element group which participates in the conflict.

For determining the alternative adjustment path, the individual adjustment paths, the group adjustment paths and/or the priority adjustment paths of the at least one interior element 4 involved in the collision may be time scaled and/or time shifted. In this case, it is checked, for example, whether a slower, faster and/or delay adjustment of the inner space element 4 results in a collision-free total adjustment path.

In particular, if there is a collision between the interior element 4 and an object in the interior 2, for example, an object 11, in the total adjustment path, the relevant interior element 4 or the group of elements comprising the relevant interior element 4 can also only be adjusted up to the region of the direct collision, for example, to a predetermined minimum distance. This can be considered as follows: the individual degrees of freedom of the final configuration cannot be fully achieved when a specific obstacle is present in the interior space 2, wherein however the adjustment of the interior space element 4 is carried out as widely as possible.

As already mentioned, the path planning routine is preferably executed prior to the actuation of the drive device 5, for example on the basis of manual and/or automatic triggering of the adjustment routine. The path planning routine may also be executed during the maneuver, in particular in a time-controlled manner.

The detection of the object via the interior sensor device 12 is preferably and in particular triggered by the control device 7 as a function of the start of the vehicle operation, the operation of the cover of the motor vehicle, the triggering with the identification routine, before the path planning routine is started and/or in a time-controlled manner. In this case, the operation of the cover is understood to be an active or passive operator action applied to the cover (such as a door, front opening hood or trunk lid) of the motor vehicle 3. An example of an operator action is unlocking or opening the cover.

The time-controlled triggering is preferably performed cyclically and/or based on the recognition probability of the object. The recognition probability may be, for example, the result of an image recognition routine. In the case of a low recognition probability, the detection of the object can be repeated, for example, in particular at shortened time intervals, until a safe detection of the object is present. The recognition probability can be combined with other predefined probabilities, for example when an object is detected in an area of the manually adjustable interior element 13 designed for the accommodation of the article 11. In this case methods from probability calculations, such as bayesian theorem, can be used.

According to a further preferred embodiment, the main control path for the configuration and the adjustment between the assigned main configurations is stored in the control device 7. In the path planning routine, a collision-free adjustment path is determined based at least in part on, and preferably at least in part identical to, at least one of the primary adjustment paths. For example, configuration M shown in FIG. 2 c) ₁ ……M ₇ Is a predefined master configuration for which a master adjustment path is predefined for the connection. The control means 7 may use each of the main adjustment paths in a path planning routine in order to determine a collision-free adjustment path.

In particular, the adjustment path between the two main configurations may be defined by a main adjustment path (e.g., M ₁ To M ₂ ) Given. If the primary adjustment path is not collision-free, thenCombinations of master adjustment paths (e.g., slave M) may also be used ₁ Via M ₂ Or M ₇ To M ₅ ). The respective combination of the main adjustment paths may in turn be selected in accordance with auxiliary conditions, such as minimized adjustment paths. Furthermore, it can be provided that by optimizing the adjustment paths, corresponding combinations of the main adjustment paths are adapted at least section by section.

In this case, the master configuration and master adjustment path may be formed and calculated in advance. For example, the main control path is a control path which is produced with increased computational efficiency between the predefined main configurations with the aid of the optimization of the auxiliary conditions. Thus, a predefined optimized adjustment path may be used by the main adjustment path.

Furthermore, provision is made here and preferably for: an intermediate adjustment path between an intermediate configuration Z, which may be, inter alia, an initial configuration and/or a final configuration, and one of the main configurations is determined in a path planning routine. A collision-free adjustment path is determined based at least in part on the intermediate adjustment path.

For example, in fig. 2 c), the initial configuration is such an intermediate configuration Z that does not correspond to the main configuration. The control means 7 can generate an intermediate adjustment path, here from the intermediate configuration Z to the main configuration M ₁ . In this case, one of the main configurations can be assigned to the intermediate configuration Z for determining the intermediate control path according to the optimization rules of the predefined metrics. For example, intermediate configuration Z is assigned a predetermined metric, preferably l ₁ Metrics or l ₂ The primary configuration of the minimum distance in the metric. The intermediate conditioning path is determined, for example, by a probabilistic path planning method, while the other conditioning paths are determined based at least in part on the primary conditioning path.

In the learning routine, the main configuration and/or the main adjustment path is stored here and preferably in particular by the operator of the motor vehicle. The storing is preferably done by operator input for storing the current configuration as the master configuration. The operator may, for example, manually design the configuration and store the configuration thus achieved as a master configuration using operator input. The main control path can be created in particular by manual actuation of the drive 5. The operator may activate the learning routine and then make a manual adjustment, which is stored as the main adjustment path. The main adjustment path between the newly stored main configurations can likewise be recalculated by means of the control arrangement 1.

The optimization of at least one main adjustment path may also be performed in a path planning routine. In particular, if there is a collision on the main adjustment path and/or in order to comply with auxiliary conditions, the main adjustment path may be deviated in the path planning routine, wherein the main adjustment path is used as a starting point for path planning, for example. The optimization of the primary adjustment path is preferably based on a probabilistic path planning method for the primary configuration connected by the primary adjustment path. The method from the adjustment technique can also be used for optimization. For optimization, especially in case of a collision, at least one other main adjustment path may be avoided. The optimized main adjustment path is further preferably stored as a new main path such that the optimized main adjustment path is available in the case of future path planning routines.

According to a further teaching in independent sense, a control device 7 of the control system 1 for operating the interior 2 of the motor vehicle 3 is claimed as said further teaching. The adjusting system 1 has a plurality of electrically adjustable interior elements 4, which interior elements 4 can each be adjusted by means of a drive 5 with an actuator 6 by means of an adjusting power. The control device 7 controls at least a part of the drive device 5 in an adjustment routine in order to adjust the electrically adjustable inner space element 4 from an initial configuration to a final configuration of the electrically adjustable inner space element 4 via an adjustment power member. The control device 7 has an obstacle representation of the object in the interior space for collision checking during the adjustment.

It is important in this case that the control device 7 carries out a path planning routine, in which a collision-free adjustment path from the initial configuration to the final configuration is determined on the basis of the dynamics model of the adjustment power element, on the basis of the obstacle representation and on the basis of predefined auxiliary conditions, and that the control device 7 carries out a control in the adjustment routine as a function of the determined collision-free adjustment path. See all statements regarding the method according to the proposal.

According to another teaching, which is likewise independent, a motor vehicle 3 for carrying out the method according to the proposal is claimed as said another teaching. In this connection, reference is also made to all statements concerning the method according to the proposal.

According to another teaching which is likewise independent, a computer program product is claimed as said another teaching. The computer program product has instructions that cause: the control device 7 according to the proposal is caused to operate the drive device 5 in an adjustment routine in order to adjust the electrically adjustable interior element 4 from an initial configuration to a final configuration by adjusting the power element, and to carry out a path planning routine, wherein a collision-free adjustment path from the initial configuration to the final configuration is determined on the basis of a dynamic model of the adjusting power element and on the basis of the obstacle representation, and is operated in the adjustment routine according to the determined collision-free adjustment path. The control device 7 here and preferably has a memory in which a computer program product is stored and a processor for processing instructions.

The computer program product has instructions that cause a motor vehicle according to the proposal to perform a method according to the proposal. See all the above statements regarding other teachings.

Furthermore, a computer-readable medium is disclosed, on which a computer program according to the proposal is stored, preferably in a non-volatile manner.

Claims (17)

1. A method for operating an adjustment system (1) of an interior (2) of a motor vehicle (3), wherein the adjustment system (1) has an electrically adjustable interior element (4), wherein the electrically adjustable interior element (4) can be adjusted between different configurations by means of a corresponding drive (5) having an actuator (6) by means of an adjustment power, wherein a control device (7) is provided, by means of which control device (7) the drive (5) is operated in an adjustment routine in order to adjust the electrically adjustable interior element (4) from an initial configuration to a final configuration by means of the adjustment power,

wherein the control device (7) has an obstacle representation of the object in the interior (2) for collision checking during the adjustment,

it is characterized in that the method comprises the steps of,

-performing a path planning routine by means of the control device (7), wherein a collision-free adjustment path from the initial configuration to the final configuration is determined based on a kinetic model of the adjustment power piece and on the obstacle representation, and-performing the manipulation in the adjustment routine by means of the control device (7) according to the determined collision-free adjustment path.

2. The method according to claim 1, characterized in that the collision-free adjustment path is determined in the path planning routine based on a probabilistic path planning method, preferably based on a fast-exploring random tree (RRT) method and/or a Probabilistic Roadmap (PRM) method.

3. Method according to any of the preceding claims, characterized in that as an auxiliary condition in the path planning routine adjustment parameters, preferably adjustment times and/or adjustment paths and/or calculation times to be spent for the path planning routine, to be optimized with the determination of the collision-free adjustment path are specified; the correlation of the operation of the drive device (5), the absence of simultaneous actuation of a predefined selection of the actuator (6) and/or the power limitation during actuation of the actuator (6) is specified as an auxiliary condition in the path planning routine, and/or the avoidance of a predefined safety-critical configuration is specified as an auxiliary condition in the path planning routine.

4. The method according to any of the preceding claims, characterized in that the control system (1) has an interior sensor device (12) coupled to the control device (7) for detecting objects in the interior (2), in particular for detecting persons (10) in the interior, objects (11) in the interior and/or interior elements, and that the obstacle representation is generated by means of the control device (7) on the basis of the objects detected by the interior sensor device (12), preferably the objects detected by the interior sensor device (12) are classified by means of the control device (7), and the obstacle representation is generated on the basis of the geometric model assigned to the respective object class, further preferably the object class with the assigned person geometric model and/or the object class with the assigned object geometric model, in particular the envelope, is predefined for the individual persons (10) and/or persons (10) of different sizes.

5. Method according to any of the preceding claims, characterized in that an interior space element arranged in the interior space is identified in an identification routine by means of the control device (7), in particular by means of detection of the interior space element by means of the interior space sensor device (12) and/or by means of an electronic marking identifying the interior space element by means of the control device (7), and the obstacle representation and/or the dynamics model are generated by means of the control device (7) on the basis of the identification, preferably by means of the control device (7) in the identification routine using a database of geometry models and/or dynamics models of pre-given interior space elements for generating the obstacle representation and/or the dynamics model of the adjustment power piece, further preferably the database is stored at least partly in an electronic memory integrated in the interior space element and/or in a memory (14) of the control device (7).

6. Method according to any of the preceding claims, characterized in that in the path planning routine respective single adjustment paths and/or groups of elements for an electrically adjustable inner space element (4) are determined in a search space relating to the degrees of freedom of the electrically adjustable inner space element (4) in a configuration space for electrically adjustable inner space elements (4), respective group adjustment paths are determined in a search space relating to the degrees of freedom of electrically adjustable inner space elements (4) belonging to a group of elements in the configuration space, and the single adjustment paths and/or group adjustment paths are aggregated into a total adjustment path, which is used to determine the collision-free adjustment path.

7. The method according to any one of the preceding claims, characterized in that the electrically adjustable interior space element (4) is defined as an independent interior space element (4), the independent interior space element (4) being considered independently adjustable at least over a section of the workspace in an adjustment routine, or as a co-operating interior space element (4), the co-operating interior space element (4) being considered jointly adjustable with other interior space elements (4) over at least a section of the workspace in the adjustment routine, and a single adjustment path is determined for the independent interior space element and a group adjustment path is determined for the co-operating interior space element.

8. Method according to claim 7, characterized in that the electrically adjustable interior space element (4) is defined as an independent interior space element or a co-operating interior space element (4) with an adjustment of the overlap of the upstream three-dimensional volume by the electrically adjustable interior space element (4) depending on the initial configuration and the final configuration, in particular by checking, preferably the electrically adjustable interior space element (4) is checked in pairs in view of the overlap of the three-dimensional volume and is defined as an independent interior space element or a co-operating interior space element (4) depending on the result of the checking.

9. Method according to any of the preceding claims, characterized in that the electrically adjustable interior elements (4) are assigned priorities individually, in the path planning routine priority adjustment paths are first determined in a search space relating to the degrees of freedom of the electrically adjustable interior elements (4) with the highest priority, wherein interior elements with lower priorities are preferably assumed to remain in a static configuration and priority adjustment paths for interior elements (4) with lower assigned priorities are determined stepwise taking into account priority adjustment paths previously determined for interior elements with higher priorities, and the priority adjustment paths are aggregated into a total adjustment path, in particular with group adjustment paths and/or single adjustment paths.

10. Method according to claim 9, characterized in that the priorities are assigned according to an allocation rule according to an adjustment path between an initial configuration and a final configuration for the respective interior space element, a power consumption of a drive, a quality and/or a spatial extent of an interior space element (4) allocated to the drive.

11. Method according to any of claims 6 to 10, characterized in that the total adjustment path is checked in view of the presence of a conflict and, when a conflict is present in the total adjustment path, is subdivided into individual and related interior space elements, groups of reassigned elements and/or the priorities are reassigned.

12. Method according to any of claims 6 to 11, characterized in that when there is a conflict in the total adjustment path, in particular in the configuration space or in a predefined region in the workspace surrounding the conflict, an alternative adjustment path is determined with expansion of the search space, preferably in order to determine the alternative adjustment path, a degree of freedom of an inner space element (4) participating in the conflict is added to the search space,

13. method according to any one of claims 6 to 12, characterized in that, when there is a conflict in the total adjustment path, in particular in the configuration space or in a predefined region in the workspace surrounding the conflict, the single adjustment path, the group adjustment path and/or the priority adjustment path of at least one interior space element (4) participating in the conflict is time scaled and/or time shifted for determining an alternative adjustment path.

14. Method according to any of the preceding claims, characterized in that a main configuration for the configuration of the regulating power and a main regulating path is stored in the control device (7), the main regulating path specifying a regulation between main configurations, and in that in the path planning routine the collision-free regulating path is determined at least partly on the basis of at least one of the main regulating paths, in particular at least partly identical to at least one of the main regulating paths, preferably an intermediate regulating path between an intermediate configuration (Z), in particular the initial configuration and/or the final configuration and one of the main configurations, is determined in the path planning routine, and the collision-free regulating path is determined at least partly on the basis of the intermediate regulating path, further preferably the intermediate configuration is assigned to one of the main configurations according to an optimization rule of a predetermined metric for determining the intermediate regulating path.

15. A control device for an adjustment system (1) for operating an interior (2) of a motor vehicle (3), wherein the adjustment system (1) has an electrically adjustable interior element (4), the electrically adjustable interior element (4) being adjustable between different configurations by means of an adjustment power element by means of a corresponding drive (5) having an actuator (6),

Wherein the control device (7) actuates the drive device (5) in an adjustment routine in order to adjust the electrically adjustable interior element (4) from an initial configuration to a final configuration by means of the adjustment power means, wherein the control device (7) has an obstacle representation of the objects in the interior (2) for a collision check during the adjustment, characterized in that,

the control device (7) performs a path planning routine, wherein a collision-free adjustment path from the initial configuration to the final configuration is determined based on a kinetic model of the adjustment power piece and based on the obstacle representation, and the control device (7) performs the manipulation in the adjustment routine according to the determined collision-free adjustment path.

16. A motor vehicle for performing the method according to any one of claims 1 to 14.

17. A computer program product having instructions that cause: causing the control device (7) according to claim 15,

the drive device (5) is actuated in an adjustment routine in order to adjust the electrically adjustable interior element (4) from an initial configuration to a final configuration by means of the adjustment power,

And performing a path planning routine, wherein a collision-free adjustment path from the initial configuration to the final configuration is determined based on a kinetic model of the adjustment power and based on the obstacle representation, and the manipulation is performed in the adjustment routine according to the determined collision-free adjustment path.