DE102020200719B4 - Method and device for adjusting at least one vehicle component of a vehicle when the vehicle is about to collide with a collision opponent - Google Patents

Abstract

Method (200) for adjusting at least one vehicle component (110) of a vehicle (100) when the vehicle (100) is about to collide with a collision opponent (115), the method (200) comprising the following steps:detecting (205) the collision opponent ( 115) using at least one sensor signal (160), the detected collision opponent (115) being categorized into one of a plurality of opponent categories; and controlling (210) the at least one vehicle component (110) using the collision opponent (115) categorized into the one opponent category in order to set a point of application (165) of a collision force of the collision opponent (115), characterized in that the method (200) has a step (215) of outputting an override signal (195), wherein the override signal (195) is designed to set the point of action (165) a preset protection circuit of a vehicle system to protect the at least one vehicle component (110) and / or a further vehicle component ( 120) to override.

Description

The present invention relates to a method and a device for adjusting at least one vehicle component of a vehicle when the vehicle is about to collide with an opponent in a collision.

A vehicle can have structural elements such as a bumper or a crumple zone which, due to their spatial extent or shape, can absorb or reduce a force acting on the vehicle as a result of a collision. In addition, it is possible to control a vehicle movement in order to avoid or minimize damage to the vehicle or to a collision opponent.

In addition, it is possible to detect an impending collision with an object and to change a height of a vehicle or vehicle section, for example raising a vehicle side or lowering a hood. This is done regardless of a type or category of the object.

Out of DE 103 36 638 A1 a method for adjusting at least one vehicle component of a vehicle when the vehicle is about to collide with a collision opponent according to the features of the preamble of claim 1 is known. The method described there comprises the following steps: detecting the collision opponent using at least one sensor signal, the detected collision opponent being categorized into one of several opponent categories; and controlling the at least one vehicle component using the collision opponent categorized into the one opponent category in order to set a point of application of a collision force of the collision opponent.

Against this background, the present invention provides an improved method and an improved device for adjusting at least one vehicle component of a vehicle in the event of an imminent collision of the vehicle with a collision opponent according to the main claims. Advantageous configurations result from the dependent claims and the following description.

A method for adjusting at least one vehicle component of a vehicle when the vehicle is about to collide with a collision opponent is presented. It is possible to identify the other party involved in the collision and to categorize it into one of several categories, for example according to a vehicle type of the other party involved in the collision, which is then categorized as a truck, a motorcycle, a sports car or an SUV, for example. Depending on the categorization of the collision opponent, the vehicle component, for example a spring device of a chassis or a stabilizer between the body and chassis, is then activated in order to change the height of a vehicle section and additionally or alternatively to at least partially decouple the body from the chassis. This advantageously makes it possible, by adjusting the height of the vehicle and additionally or alternatively by aligning the vehicle or vehicle parts, to at least partially derive a collision force acting on the vehicle as a result of the collision with the other party involved in the collision, in order to prevent damage caused by the collision or to minimize.

A method for adjusting at least one vehicle component of a vehicle when the vehicle is about to collide with a collision opponent. The method comprises at least one step of detection and one step of activation. In the detection step, the other party involved in the collision is detected using at least one sensor signal. In addition, the detected collision opponent is categorized into one of several opponent categories. In the activation step, the at least one vehicle component is activated using the collision opponent categorized into one opponent category, in order to set a point of application of a collision force of the collision opponent (for example on the vehicle).

The method can be used, for example, in connection with a driver assistance system to support a human driver, or in a vehicle with semi-autonomous or fully autonomous driving. The vehicle can be an automobile or a truck. The collision opponent can be another vehicle. The sensor signal can be read in, for example, via an interface to a surroundings detection device, for example a sensor device with camera sensors. The sensor signal can be provided, for example, when a collision with the other party involved in the collision is identified as unavoidable. The collision opponent can be categorized, for example, by means of object recognition. In the actuation step, a control signal, which is designed to actuate the at least one vehicle component, can be output using the categorized collision opponent. Depending on how the vehicle is equipped, different vehicle components can be controlled in the control step. The control signal can be designed, for example, a height-adjustable chassis of the driver vehicle or to control a spring or damper device of the vehicle. To set a height level of the vehicle, for example, the height-adjustable chassis can be controlled, for example to set the entire vehicle higher or lower, or the spring or damper device can be controlled to raise or lower a section of the vehicle such as the hood or one side of the vehicle. In addition, a damper or a spring device of the vehicle can be controlled, for example in order to lengthen a spring deflection or to minimize damping, in order to soften the impact of the other vehicle in the collision and to reduce the impact of the collision force on the vehicle by diverting the collision force. By adjusting the point of application, it is advantageously possible to align protective elements present in the vehicle, such as structural elements of the body, a bumper or a cross or longitudinal member of the vehicle, at a height and additionally or alternatively by means of a lateral displacement of the vehicle or part of the vehicle to avoid or minimize damage caused by the collision.

According to one specific embodiment, a height of the vehicle and additionally or alternatively a lateral position and additionally or alternatively a longitudinal position can be changed in the actuation step for setting the point of action.

In addition or as an alternative to this, a body can be at least partially decoupled from a chassis of the vehicle in the actuation step for setting the point of action. To change the height of the vehicle, the height-adjustable chassis of the vehicle, for example an air spring chassis, can be controlled in order to set the point of application of the collision force of the collision opponent by adjusting the height level of the vehicle in relation to the categorized collision opponent. In the case of a collision opponent categorized as a sports car, for example, the height level can be set lower than in the case of a collision opponent categorized as an SUV. In order to change the lateral and additionally or alternatively the longitudinal position, a steering unit or a braking unit of the vehicle can be controlled, for example. Additionally or alternatively, for example, a stabilizer of the vehicle can be decoupled or a spring deflection can be extended in order to at least partially decouple the body and the chassis. As a result, the collision force acting during the collision can advantageously be partially derived. This advantageously enables the point of attack to be adjusted by changing the height and additionally or alternatively by means of a lateral or longitudinal displacement of the vehicle or a part of the vehicle in order to minimize the impact effect of the collision opponent on the vehicle.

In the actuation step, according to one embodiment, an axle-specific steering element and, additionally or alternatively, a wheel-specific braking element can also be actuated to adjust the point of action in order to change an alignment of the vehicle. The vehicle can be aligned, for example, by a longitudinal displacement and additionally or alternatively a lateral displacement of the vehicle. In addition to aligning the vehicle, the vehicle can advantageously also be allowed to roll away in order to divert and thereby weaken the impact force of the other party involved in the collision. For this purpose, the vehicle can be aligned, for example, in order to achieve as full an impact as possible of the collision opponent in an impact zone in order to advantageously avoid or reduce a collision with a small overlap between the vehicle and the collision opponent, a so-called “small overlap crash”. For example, if the vehicle has a front axle and rear axle steering system, the front axle or the rear axle can be steered, for example in order to initiate an evasive rotational movement of the vehicle about a vertical axis of the vehicle, or the front axle and rear axle can be turned to the same extent, one so-called crab steer position to initiate rolling of the vehicle in the direction of impact of the collision opponent in order to dissipate the collision force.

In addition, in the actuation step, according to one embodiment, the at least one vehicle component can be a height-adjustable chassis and additionally or alternatively a damping unit and additionally or alternatively a spring unit and additionally or alternatively a brake unit and additionally or alternatively a chassis stabilizer unit and additionally or alternatively a steering unit. The height-adjustable chassis can be controlled in order to adjust a height level of the vehicle in relation to the detected and categorized collision opponent. The damper unit and additionally or alternatively the spring unit can be controlled in order to increase a spring rate force or a damping force in order to advantageously reduce an impact or impact force of the other party involved in the collision in a defined manner. In addition, the spring unit and additionally or alternatively the damping unit can be controlled in order to lengthen a spring deflection, to set a low spring rate, for at least partially decoupling the body from the chassis provide or minimize damping in order to advantageously soften an impact of the collision opponent by deriving the collision force. The chassis stabilizer unit can also be controlled in order to at least partially decouple the body from the chassis. The steering unit can be controlled in order to adjust the vehicle's roll at a certain angle in order to mitigate the collision force caused by the vehicle's roll in the collision and additionally or alternatively to align the vehicle for the upcoming collision or in the collision to minimize damage .

According to one embodiment, the actuation step can be carried out again after emergency braking in order to maintain or restore the set point of application of the collision force of the other party involved in the collision. For example, an actively adjustable damper or an active damper can be controlled as the at least one vehicle component in order to support the body against front-side immersion during emergency braking. In addition, it is possible, in the actuation step, to release the brake immediately before the impact in order to support the adjustment of the point of application by adjusting the height of the vehicle by means of a pitching moment. Advantageously, it is thus possible, by changing the height of the vehicle or by a longitudinal or lateral displacement of the vehicle, to set the set point of action again after full braking.

According to one embodiment, a speed of the other party in the collision can also be detected in the detection step. In the actuation step, the at least one vehicle component can then be actuated using the detected speed of the other party involved in the collision. The speed can be detected using the sensor signal. For this purpose, the sensor signal can be provided, for example, by an environment detection device of the vehicle with an ultrasonic or radar sensor unit. The detected speed of the other party involved in the collision can be compared with a speed of the vehicle. The speed of the collision opponent can be continuously detected. This advantageously allows the point of attack to be set depending on whether the other party involved in the collision is still braking or is already standing, for example, in the event of a rear impact of the vehicle on a car that is still braking as the other party to the collision, to set a different impact height than with a stationary car, since there causes the rear of the vehicle of the other party to the accident to straighten up due to the applied braking torque.

The method according to the invention also includes a step of outputting an override signal. The override signal is designed to override a preset protection circuit of a vehicle system to protect the at least one vehicle component and additionally or alternatively to protect a further vehicle component. In the actuation step, the at least one vehicle component can be actuated using the override signal. The protection circuit can be a circuit against overload. The override signal can be output depending on the categorized collision opponent. To override the default protection circuit, the override signal may be configured to suppress another signal or disable a system. The protection circuit can be overridden in order to risk or accept damage to the vehicle component or the additional vehicle component in favor of minimizing the damage occurring during the collision.

Furthermore, according to one embodiment, the method can include a step of reading in a collision opponent signal. The signal from the other party in the collision can represent at least one item of vehicle type information and, additionally or alternatively, vehicle status information of the other party in the collision. In the detection step, the other party involved in the collision can then also be categorized using the other party's signal. Additionally or alternatively, in the actuation step, the at least one vehicle component can also be actuated using the signal from the other party involved in the collision, for example by changing the height of the vehicle or moving the vehicle laterally or longitudinally as a function of safety equipment or seat occupancy in the vehicle of the other party involved in the collision . The signal from the other party in the collision can be read in, for example, via an interface to a receiving device in the vehicle, which is designed to receive a radio signal that is provided wirelessly, for example from a cloud for data exchange between vehicles, or through data exchange between vehicles, so-called Car2Car communication . The vehicle type information can be, for example, information about the vehicle of the other party involved in the collision, for example information about a model or a make of the vehicle. The vehicle status information can be information relating to a load or a seat occupancy of the vehicle. Advantageously, it is thus possible, in addition to the category rization of the collision opponent to set the point of attack to use additional information about the collision opponent to adjust the height, the orientation and a movement of the vehicle and to minimize the resulting damage. This advantageously makes it possible, for example, to adjust the point of application in such a way that the impact zone is in an area of the vehicle or of the collision opponent in which a seat is not occupied.

In the actuation step, the at least one vehicle component can be actuated according to one embodiment using a processing specification. The processing specification can map a model of a deformation of a structure of the vehicle in relation to the introduction of the force into the point of application. This advantageously makes it possible to minimize an impact effect of the other party involved in the collision when the at least one vehicle component is activated.

A device is also presented using this approach. The device is designed to execute and/or control an embodiment of the above-described method for adjusting at least one vehicle component of a vehicle when the vehicle is about to collide with a collision opponent. The device can be designed as a mobile device or be part of the vehicle.

The device can be an electrical device that processes electrical signals, for example sensor signals, and outputs control signals as a function thereof. The device can have one or more suitable interfaces, which can be designed in terms of hardware and/or software. In the case of a hardware design, the interfaces can be part of an integrated circuit, for example, in which the functions of the device are implemented. The interfaces can also be separate integrated circuits or at least partially consist of discrete components. In the case of a software design, the interfaces can be software modules which are present, for example, on a microcontroller alongside other software modules.

A computer program product with program code, which can be stored on a machine-readable medium such as a semiconductor memory, a hard disk memory or an optical memory and is used to carry out the method according to one of the embodiments described above, is also advantageous if the program is on a computer or a device is performed.

• 1 eine schematische Darstellung eines Fahrzeugs mit einer Vorrichtung zum Einstellen zumindest einer Fahrzeugkomponente des Fahrzeugs bei einer bevorstehenden Kollision des Fahrzeugs mit einem Kollisionsgegner gemäß einem Ausführungsbeispiel; und
• 2 ein Ablaufdiagramm eines Verfahrens zum Einstellen zumindest einer Fahrzeugkomponente eines Fahrzeugs bei einer bevorstehenden Kollision des Fahrzeugs mit einem Kollisionsgegner gemäß einem Ausführungsbeispiel.

The invention is explained in more detail by way of example with reference to the accompanying drawings. Show it:

• 1 a schematic representation of a vehicle with a device for adjusting at least one vehicle component of the vehicle in an impending collision of the vehicle with a collision opponent according to an embodiment; and
• 2 a flowchart of a method for adjusting at least one vehicle component of a vehicle in an impending collision of the vehicle with a collision opponent according to an embodiment.

In the following description of preferred exemplary embodiments of the present invention, the same or similar reference symbols are used for the elements which are shown in the various figures and have a similar effect, with a repeated description of these elements being dispensed with.

1 shows a schematic representation of a vehicle 100 with a device 105 for adjusting at least one vehicle component 110 of the vehicle 100 in the event of an imminent collision of the vehicle 100 with a collision opponent 115 according to an exemplary embodiment. A motor vehicle is shown here by way of example as the other party involved in the collision. In addition to device 105 and vehicle component 110, vehicle 100 includes, for example, a further vehicle component 120, a sensor device 125, a body 130 and a chassis 135.

The device 105 comprises a detection device 140 and an actuation device 145. In addition, the device 105 here comprises a reading device 150 and an output device 155. The detection device 140 is designed to detect the other party in the collision 115 using at least one sensor signal 160. In addition, the detection device 140 is designed to categorize the detected collision opponent 115 into one of several opponent categories. The activation device 145 is designed to activate the at least one vehicle component 110 using the collision opponent 115 categorized into one opponent category, in order to set a point of application 165 of a collision force of the collision opponent 115 .

Sensor signal 160 is provided here by sensor device 125 . Sensor device 125 is, for example, a surroundings detection device that includes a camera sensor system and additionally senses surroundings of vehicle 100 by means of radar and ultrasound. The sensor signal 160 includes at least one item of information relating to a sensed object, for example a size, a direction of movement of the object, or a distance of the object from vehicle 100.

Detection device 140 is designed to use sensor signal 160 to detect the sensed object, for example another vehicle, as a collision opponent 115 if a collision with the object is unavoidable, i.e. if vehicle 100 can no longer avoid the object. In addition, the detection device 140 is set up to categorize the detected collision opponent 115 into one of several opponent categories, for example using an object recognition and a correlation table with a plurality of vehicle categories as possible opponent categories, each vehicle category for example a vehicle type such as a truck, a sports car, represents a motorcycle or an SUV. The detection device 140 is also designed here to provide the categorized collision opponent 115 in the form of a categorization signal 168 to the control device 145 .

Activation device 145 is designed to output a control signal 170 for activating the at least one vehicle component 110 using categorized other party to a collision 115 . Control signal 170 is designed to actuate the at least one vehicle component 110 in order to set the point of application 165 of the collision force of the other vehicle involved in a collision 115, for example by a lateral, longitudinal or vertical displacement of vehicle 100 by means of the at least one actuated vehicle component 110.

According to the exemplary embodiment shown here, the control device 145 includes a processing specification 175. The processing specification 175 maps a model of a deformation of a structure of the vehicle 100 in relation to the point of application 165. Activation device 145 is designed to ascertain control signal 170 using processing specification 175 in order to activate the at least one vehicle component 110 for setting point of action 165 . The point of application 165 is adjusted to minimize the impact of the collision opponent or to derive the collision force in an advantageous manner.

In addition, according to one exemplary embodiment, control device 150 is designed to change a height of vehicle 100 in order to set point of action 165 . For this purpose, a height-adjustable chassis 135, for example an air spring chassis, is activated as the at least one vehicle component 110. In addition or as an alternative to this, actuation device 145 is configured to at least partially decouple body 130 and chassis 135 in order to set point of action 165, for example by activating a stabilizer unit 180 as the at least one vehicle component 110, in order to decouple the stabilizer, or by activating a spring unit 182 as the at least one vehicle component 110, for lengthening a spring deflection or for switching to a lower spring rate, or by controlling a damping unit 184 as the at least one vehicle component 110, for setting a minimum damping. In addition or as an alternative to this, control device 145 is designed to change a lateral position of vehicle 100 in order to set point of action 165 . For this purpose, for example, a steering unit 186 and a brake unit 188 are actuated, or the body 130 and the chassis 135 are at least partially decoupled to enable a lateral displacement of at least part of the vehicle 100 . In addition or as an alternative to this, control device 145 is designed to change a longitudinal position of vehicle 100 in order to set point of action 165 . In order to change a longitudinal position of vehicle 100, steering unit 186 and brake unit 188 are also controlled, for example.

In order to adjust point of action 165, control device 145 according to the exemplary embodiment shown here is also configured to control an axle-specific steering element 190 as the at least one vehicle component 110 and additionally or alternatively a wheel-specific braking element 192 in order to change an alignment of vehicle 100. The axle-specific steering element 190 can be part of the steering unit 186 and the wheel-specific braking element 192 can be part of the braking unit 188 . If the axle-specific steering element 190 is, for example, a front-axle or rear-axle steering system, it is possible to control the front axle or the rear axle to steer in order to initiate an evasive rotational movement of the vehicle 100 about a vertical axis of the vehicle 100, or to steer the front axle and the rear axle to drive with an equal impact to initiate rolling of the vehicle 100 in the direction of impact of the collision opponent 115 in the collision to dissipate the impact force of the collision opponent 115 and thereby weaken. In addition, it is possible to align vehicle 100 by activating steering element 190 or steering unit 186 in order to achieve as full an impact as possible of the collision opponent 115 in an impact zone, in order to advantageously avoid a collision with a small overlap between vehicle 100 and the collision opponent 115, to avoid or reduce a so-called "small overlap crash".

Furthermore, according to the exemplary embodiment shown here, control device 145 is designed to have running gear 135, embodied as a height-adjustable running gear 135, for example, as the at least one vehicle component 110, and additionally or alternatively damping unit 184, and additionally or alternatively spring unit 182 and additionally or alternatively the Braking unit 188 and additionally or alternatively the stabilizer unit 180 and additionally or alternatively the steering unit 186 to control. One or more of the vehicle components 110 mentioned are actuated depending on the equipment of the vehicle 100. The vehicle components 110 mentioned can each be actuated in order to activate passive safety elements such as bumpers, crumple zones or airbags arranged in the vehicle 100 by aligning the vehicle 100, depending on detected and categorized collision opponents 115 to derive the collision force and thus to minimize damage of the collision. In the schematic representation shown here, the vehicle components 110 with the exception of the chassis 135 are all arranged as an example at one end of the vehicle 100, but they can be arranged in a different way depending on the equipment of the vehicle 100.

According to one exemplary embodiment, control device 145 is also configured to control the at least one vehicle component 110 again after full braking of vehicle 100 in order to maintain or restore set point of action 165 . In this case, it is possible for the same and additionally or alternatively another one of the above-mentioned vehicle components 110 to be activated in order to set the point of action 165 again.

According to one exemplary embodiment, the detection device 140 is additionally designed to detect a speed of the collision opponent 115 . In this case, the control device 145 is designed to control the at least one vehicle component 110 using the detected speed of the other party 115 in the collision. The speed of the collision opponent 115 is detected using the sensor signal 160, for example. In addition, the speed of the other vehicle in the collision 115 is recorded, for example, continuously or several times within a short time interval, in order to set the point of attack 165 depending on the speed of the other vehicle in the collision 115. The detected speed of the other vehicle in the collision 115 is also compared with a speed of the vehicle 100. This is done, for example is advantageous, for example in order to set the height of the vehicle depending on whether the other party 115 in the collision is already stationary at the time of the collision or is still driving, since it is possible, for example, if the vehicle is about to have a rear-end collision, that the rear of the vehicle in the other party 115 straightens up.

According to the exemplary embodiment shown here, the output device 155 is designed to output an override signal 195 . The override signal 195 is designed to override a preset protection circuit of a vehicle system to protect the at least one vehicle component 110 and additionally or alternatively to protect the further vehicle component 120 in order to set the point of application 165 . For this purpose, the override signal 195 is designed, for example, to deactivate the protection circuit of the vehicle system or to suppress another signal in order to override the protection circuit. The additional vehicle component 120 is, for example, a lighting device, an additional sensor device or a structural element of the vehicle 100. It is thus possible to adjust the point of application 165 even in the event of possible component damage to the vehicle component 110 or the additional vehicle component 120 in order to minimize the damage of the collision to accept possible component damage.

According to the exemplary embodiment shown here, the reading-in device 150 is designed to read in a collision signal 197 . Collision opponent signal 197 represents at least vehicle type information and additionally or alternatively vehicle status information of collision opponent 115. In this case, detection device 140 is designed to additionally categorize detected collision opponent 115 using collision opponent signal 197. Additionally or alternatively, activation device 145 is designed to additionally activate the at least one vehicle component 110 using signal 197 from the other party involved in the collision. The reading device 150 is designed, for example, to read in a radio signal. Collision opponent signal 197 is provided, for example, by a cloud for data exchange between vehicles, or by data exchange between vehicles, so-called car2car communication. The vehicle type information includes, for example, information about the model or brand of the vehicle of the other party involved in the collision 115, for example also information about equipment or safety systems of the model or the brand. The vehicle status information mation includes, for example, information about a load or seat occupancy of the vehicle of the collision opponent 115 in order to align the point of attack 165 accordingly, for example.

• Der vorliegende Ansatz basiert auf der Erkenntnis, zur Verbesserung einer Crashkompatibilität des Fahrzeugs 100 und des Kollisionsgegners 115 und zum Ableiten von Kräften im Kollisionsfall in dem Fahrzeug 100 vorhandene Sensorik und Aktorik zu nutzen, um mittels aktiver Fahrwerksysteme vorhandene Crashelemente des Fahrzeugs 100, beispielsweise einen Stoßfänger oder Airbags, in vorteilhafter Weise zueinander auszurichten. Bei einer Kollision oder einem Crashfall, bei dem ein Ausweichen nicht mehr möglich ist, ist es somit möglich, passive Crashelemente des Fahrzeugs 100 (Struktur Karosserie, Stoßfänger, Quer-/Längsträger) vorteilhaft zu nutzen, um die Aufprallwirkung zu minimieren. Dazu wird in dem Fahrzeug 100 vorhandene Sensorik und Aktorik verwendet, um mittels aktiver Fahrwerksysteme vorhandene Crashelemente optimal zueinander ausrichten, um eine Crashkompatibilität des Fahrzeugs 100 zu verbessern.

The approach described above for adjusting the at least one vehicle component 110 of the vehicle 100 when a collision of the vehicle 100 with the other party involved in the collision 115 is imminent is explained again in other words below:

• The present approach is based on the knowledge of using existing sensors and actuators in vehicle 100 to improve crash compatibility of vehicle 100 and the other party involved in the collision 115 and to derive forces in the event of a collision, in order to use active chassis systems to break down existing crash elements of vehicle 100, such as a bumper or airbags, to align in an advantageous manner to each other. In the event of a collision or a crash in which avoidance is no longer possible, it is thus possible to advantageously use passive crash elements of vehicle 100 (body structure, bumper, transverse/longitudinal member) in order to minimize the impact effect. For this purpose, existing sensors and actuators in vehicle 100 are used in order to optimally align existing crash elements with one another by means of active chassis systems in order to improve crash compatibility of vehicle 100 .

If a collision with the collision opponent 115 is imminent, that is to say in the event of an active crash, object recognition is also used. It is possible here to use a camera sensor system to detect a probable other party involved in an accident, the other party involved in the collision 115, and to categorize it according to the type of vehicle (e.g. sports car, SUV, truck, motorcycle and others). Based on the identified other party involved in the accident, existing active chassis components 110 are used to initially adjust vehicle 100 to an advantageous static crash height level relative to other party involved in the collision 115 (e.g. low in the event of an impact with a sports car, high in the case of SUVs). In particular, the height-adjustable chassis 135 can be used for this purpose (e.g. an air spring chassis). This advantageous crash height of the vehicle is maintained or restored by actively adjustable or active dampers of damping unit 184 in the event of emergency braking. By activating damping unit 184, it is possible to support body 130 against front-side immersion. For this purpose it is also possible, for example by using the override signal 195 in the unavoidable impending crash, to also override the protection circuit of the systems against overload so that the best possible crash level of the vehicle 100 is achieved despite potential component damage. It is also possible to release a brake immediately before the impact by activating brake unit 188 and additionally or alternatively the wheel-specific brake element 192, for example a brake on the front axle of vehicle 100, so that the resulting pitching moment sets the point of application 165 and thus the impact height is supported.

In order to adjust the point of attack 165, the speed of the collision opponent 115 can also be continuously sensed. In the event of a rear-end collision with a still braking car as collision opponent 115, it is advantageous to set a different impact height than with a stationary car as collision opponent 115, since the rear of the vehicle as collision opponent 115 straightens up there due to the applied braking torque. For this purpose, it is possible to use radar and, additionally or alternatively, ultrasonic information in comparison with the speed of vehicle 100 . If a strong deceleration of the other vehicle in the collision 115 is detected as the vehicle in front and the speed falls below a certain limit value, an abrupt end to the pitching process of the other vehicle in the collision 115, for example due to an impact or the standstill of the other vehicle in the collision 115, is detected, so that via feedback of the data, the control of the actuators is adjusted accordingly (e.g. a reduction in the height level).

In addition, it is possible to achieve an advantageous alignment of vehicle 100 before the unavoidable impact by using the axle-specific steering element 190 in the height level of the vehicle 100 that has been reached, for example in order to achieve as full an impact as possible on the other party involved in the accident in the impact zone, in order to avoid scenarios such as for example to avoid or at least reduce the "small overlap crash". It is possible to support this process through the additional use of the wheel-specific braking element 192 .

It is also possible, for example through a Car2Car or cloud-based data exchange between the vehicle 100 and the other party involved in the collision 115, to exchange information to improve crash compatibility, in particular vehicle height data or wheel contact force data, which can be used, for example, to draw conclusions about the load status of the other party involved in the collision 115 (a difficult a loaded car will change its ride height significantly less dynamically, for example when braking). There is also an improved type determination of the expected collision object ners 115, the categorization of the detected collision opponent 115 by means of the detection device 140, possible, for example with the help of information about the actual vehicle (make, model) of the collision opponent 115. With a transmission of the seat occupancy of the vehicle of the collision opponent 115, it is possible to shift the impact zone towards unoccupied seats, for example in the event of a side impact: in order not to hit the occupied front passenger seat, but the unoccupied rear passenger seat. Another advantage is the possibility of activating safety systems (e.g. belt tensioners or seat adjustment) or systems for dissipating the impact energy of the other party 115 in a collision via Car2Car communication. Reading out and playing back the accident data after the crash can be used to improve the setting of crash compatibility in the future; better prediction is possible by collecting and evaluating real accident data.

The approach described here can be used independently of a vehicle driver of vehicle 100, so it can be used both in assisted driving with a human driver and in partially/fully autonomous driving (ADAS). Through the preferred use of the approach described here in unavoidable accident situations, it is possible to achieve the greatest possible crash compatibility both by overriding the systems that are in active use by the driver or by the autonomous control and by overload protection for the components used by the system to renounce. In addition, not all vehicle components 110 mentioned above are required. Depending on how vehicle 100 is equipped, device 100 controls existing vehicle components 110 in order to use them advantageously to improve crash compatibility.

The sensors and actuators present in vehicle 100 are also used to improve the dissipation of forces in the event of a crash. Passive crash elements arranged in vehicle 100 (e.g. a structure of body 130, a bumper and cross/longitudinal member) are designed for this purpose, particularly in the event of accidents in Longitudinally, a rear or front-end accident, provide relatively long distances for absorbing and reducing forces due to their spatial extent. In the event of a lateral impact into vehicle 100, on the other hand, there is a relatively shorter path available for dissipating the forces in the pillars (particularly in the case of the B pillar). Strong forces act on the occupants in the event of a collision. The forces are advantageously dissipated by adjusting the point of application 165 and aligning the vehicle 100 . In the event of a crash, in which a car is potentially hit with occupants and an object that can no longer be avoided is recognized and categorized as a collision opponent 115 via object recognition (e.g. as a car, commercial vehicle, motorcycle), active chassis systems (AKC, ERC , CDC, ABC, etc.) the greatest possible decoupling of the body 130 from the chassis 135 or from the ground is controlled, for example by decoupling a stabilizer of the stabilizer unit 180 and additionally or alternatively by lengthening the spring travel or switching to a low spring rate by controlling the spring unit 182, and additionally or alternatively by setting the smallest possible damping by means of the damping unit 184. The impact of the collision opponent 115 can thus be softer than with a body 130 that is “firmly” connected to the ground. A progressive increase in the spring rate and damping force is also possible here, at d reduce the impact force in a defined manner. This weakens possible rebound forces on the occupants.

Dissipating the collision force is also possible by adjusting steering unit 186, for example by advantageously adjusting the front axle and rear axle steering in order to convert impact forces into vehicle 100 “rolling away” and thus weaken them. For this purpose, depending on the point of attack 165 and the impact vector, a “crab steer” position or turning in can be set, for example. In the case of an oblique lateral impact of the collision opponent 115, for example, further rolling in the direction of impact is effected in crab steering; In the case of 90° lateral turns at the front and rear, it is possible to initiate an evasive rotational movement of the vehicle 100 about the vertical axis by means of a single steering angle of the front axle or rear axle steering. Other scenarios are possible, depending on the possible wheel steering angles on the wheels.

2 FIG. 2 shows a flowchart of a method 200 for adjusting at least one vehicle component of a vehicle when the vehicle is about to collide with a collision opponent according to an exemplary embodiment. The method 200 is executable or controllable using an embodiment of the device described above. The method 200 comprises at least one step 205 of detection and one step 210 of actuation. In step 205 of detection, the other party involved in the collision is detected using at least one sensor signal. The detected collision opponent is categorized into one of several opponent categories. In step 210 of activation, the at least one vehicle component is activated using the collision opponent categorized into one opponent category, in order to Adjust the point of attack of a collision force of the collision opponent.

According to one exemplary embodiment, actuation step 210 is carried out again after the vehicle has braked hard, in order to maintain or restore the set point of attack. To do this, the same or a different vehicle component is activated.

According to one exemplary embodiment, the method 200 also includes a step 215 of outputting. In step 215 of outputting, an override signal is output. The override signal is designed to override a preset protection circuit of a vehicle system to protect the at least one vehicle component and additionally or alternatively to protect a further vehicle component in order to set the point of action. The step 215 of outputting is carried out, for example, in parallel with the step 210 of driving or immediately before it.

In addition, according to one exemplary embodiment, the method 200 includes a step 220 of reading. Step 220 of reading in can be carried out, for example, before step 205 of detection and additionally or alternatively before step 210 of activation. In step 220 of reading in, a collision opponent signal is read in. The collision opponent signal represents at least one item of vehicle type information of the collision opponent. In addition or as an alternative to this, the other party in the collision signal represents at least one piece of vehicle status information of the other party in the collision. If the reading step 220 is performed before the detecting step 205, the collision opponent is additionally categorized using the collision opponent signal. In step 310 of activation, the at least one vehicle component is additionally activated using the signal from the other party involved in the collision.

The exemplary embodiments described and shown in the figures are only selected as examples. Different exemplary embodiments can be combined with one another completely or in relation to individual features. An exemplary embodiment can also be supplemented by features of a further exemplary embodiment.

Furthermore, method steps according to the invention can be repeated and carried out in a different order from that described.

If an embodiment includes an "and/or" link between a first feature and a second feature, this can be read in such a way that the embodiment according to one embodiment includes both the first feature and the second feature and according to a further embodiment either only the first Feature or has only the second feature.

Reference List

100

vehicle

105

contraption

110

vehicle component

115

collision opponent

120

other vehicle components

125

sensor device

130

body

135

landing gear

140

detection device

145

control device

150

reading device

155

output device

160

sensor signal

165

attackpoint

168

categorization signal

170

control signal

175

processing regulation

180

stabilizer unit

182

spring unit

184

damping unit

186

steering unit

188

brake unit

190

axle-specific steering element

192

wheel-specific braking element

195

overload signal

197

collision enemy signal

200

Method for adjusting at least one vehicle component of a vehicle when the vehicle is about to collide with a collision opponent

205

step of detection

210

step of driving

215

output step

220

reading step

Claims (11)

Method (200) for adjusting at least one vehicle component (110) of a vehicle (100) when the vehicle (100) is about to collide with a collision opponent (115), the method (200) comprising the following steps: detecting (205) the collision opponent ( 115) using at least one sensor signal (160), the detected collision opponent (115) being categorized into one of a plurality of opponent categories; and controlling (210) the at least one vehicle component (110) using the collision opponent (115) categorized into one opponent category in order to set a point of application (165) of a collision force of the collision opponent (115), characterized in that the method (200) has a Step (215) of outputting an override signal (195), wherein the override signal (195) is designed to set the point of action (165) a preset protection circuit of a vehicle system to protect the at least one vehicle component (110) and / or a further vehicle component (120) to override. Method (200) according to claim 1 , characterized in that in the actuation step (210) for adjusting the point of application (165) a height and/or a lateral position and/or longitudinal position of the vehicle (100) is changed, and/or that in step (210) of the Controlling for adjusting the point of application (165) a body (130) relative to a chassis (135) are at least partially decoupled. Method (200) according to one of the preceding claims, characterized in that in the step (210) of activation for setting the point of application (165) as the at least one vehicle component (110) an axle-specific steering element (190) and/or a wheel-specific braking element (192 ) is controlled in order to change an orientation of the vehicle (100). Method (200) according to one of the preceding claims, characterized in that in the actuation step (210) a height-adjustable chassis (135) and/or a damping unit (184) and/or a spring unit (182 ) and/or a brake unit (188) and/or a stabilizer unit (180) and/or a steering unit (186). Method (200) according to one of the preceding claims, characterized in that the actuation step (210) is carried out again after emergency braking of the vehicle (100) in order to obtain or restore the set point of application (165). Method (200) according to one of the preceding claims, characterized in that in step (205) of detecting a speed of the collision opponent (115) is detected and in step (210) of controlling the at least one vehicle component (110) using the detected speed of the collision opponent (115) is controlled. Method (200) according to one of the preceding claims, characterized in that the method (200) comprises a step (220) of reading in a collision opponent signal (197), the collision opponent signal (197) containing at least one piece of vehicle type information and/or vehicle status information of the collision opponent (115 ), wherein in the step (205) of detecting the collision opponent (115) is additionally categorized using the collision opponent signal (197) and/or wherein in the step (210) of controlling the at least one vehicle component (110) additionally using the collision opponent signal ( 197) is controlled. Method (200) according to one of the preceding claims, characterized in that in the step (210) of controlling the at least one vehicle component (110) is controlled using a processing specification (175), the processing specification (175) being a model of a deformation of a structure of the vehicle (100) in relation to the introduction of the force into the point of application (165). Device (105) set up to carry out and/or control the steps of the method (200) according to one of the preceding claims in corresponding units (140, 145). Computer program that is set up to carry out the steps of the method (200) according to one of Claims 1 - 8th execute and/or control. Machine-readable storage medium on which the computer program claim 10 is saved.

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