DE102021003100A1 - Safety system for a vehicle that can be adjusted as a function of weather data - Google Patents

Abstract

The invention relates to a security system (1) for a vehicle (2), the security system (1) having at least one security function (3) and a control unit (4) which is designed and set up to read in weather data (11) and the security function (3 ) to adapt to the weather data (11), wherein the security system (1) in the vehicle (2) can be operated under the influence of the security function (3) on at least one component (20; 100; 101) of the vehicle (2).

Description

The invention relates to a safety system for a vehicle, the safety system being designed and set up to process weather data. The invention also relates to a method for data processing of weather data with the security system.

In the DE 10 2012 007 367 A1 a method is described in which a driver of a vehicle is provided with traffic and weather information while driving. In addition, the DE 10 2012 007 367 A1 a method for providing the driver with more accurate and up-to-date weather information. The method includes a comparative analysis of weather information originating from at least two weather information sources. A plausibility check can be carried out using the weather information from the two weather information sources. The weather information processed by merging, changing, selecting and/or adjusting with regard to the plausibility check can be used in a navigation system.

A security system for a vehicle is proposed. The security system has at least one security function and one control unit. The control unit is designed and set up to read in weather data and to adapt the safety function to the weather data. The safety system can be operated in the vehicle with the safety function acting on at least one component of the vehicle.

The component can be designed, for example, in the form of a warning or information system of the vehicle. The safety function acting on the component can include activating the component or sending an output value of the safety function to the component, with the component preferably processing the output value. For example, the component can query the output value and generate an output signal of the component as a function of the output value.

Due to the fact that the control unit can adapt the safety function to the weather data and the safety function acts on the vehicle's component, changing weather data can influence a function of the component. In particular, the safety system can be adapted to a degree of danger in road traffic, which can be changed by an influence of the weather on surroundings of the vehicle. With the proposed safety system, the safety function can in particular be adapted to the weather data in such a way that the safety function triggers more alarms in comparatively more dangerous weather than in comparatively less dangerous weather. As a result, a driver of the vehicle's awareness of the comparatively more dangerous weather can be increased.

The weather data means several values of a physical variable for describing the weather or one value or several values of different physical variables for describing the weather. In particular, the control unit is designed and set up to read in a single piece of weather data and to adapt the safety function to the single piece of weather data. Practically, the control unit is designed and set up to process at least one value of each of the different physical variables to describe the weather and to adapt the safety function as a function of processing the respective value of the physical variables. The physical quantities can include a pressure or a temperature of the air, a humidity level, a wind speed, a wind direction and/or a state of aggregation of water on a roadway.

An advantageous embodiment provides that the security system has a receiver that is designed and set up to receive first weather data from a transmitter that is external to the security system. In this refinement, the weather data includes the first weather data. The external transmitter can be, for example, a radio mast, a radio transmitter or a transmitter of another vehicle located in the vicinity of the vehicle. Because the weather data includes the first weather data, the weather data can be global or regional weather data. In this case, the weather data can be used for a description of the weather in a wide area surrounding the vehicle, which includes, for example, areas that are more than fifty meters away from the vehicle. The wide environment includes in particular areas that are outside the range of a sensor arranged in the vehicle. The advantage of this refinement is that the safety function can also be adapted to global and/or regional weather data.

According to a further embodiment, the security system has a sensor. The sensor is embodied and set up to send second weather data recorded with the sensor for a direct area around the vehicle to the control unit. In this embodiment, the weather data includes the second weather data. The immediate area preferably includes areas less than fifty meters from the vehicle are removed. Since the weather data includes the second weather data, weather phenomena in the immediate vicinity can be taken into account using the weather data.

An advantageous development provides that the safety function has a threshold value for triggering the safety function and the control unit is designed and set up to adapt the threshold value to the weather data. The safety function is advantageously set up and designed to be triggered when a calculated comparison value is below or above the threshold value, depending on which traffic scenario the comparison value describes. If the comparison value describes, for example, the time it takes for the vehicle to impact an object in road traffic, the safety function is preferably triggered if the comparison value is below the threshold value. In a triggered state of the safety function, the safety function preferably acts on the component of the vehicle. When triggered, the safety function preferably sends data to the warning or information system. The safety function advantageously activates the warning or information system when the safety function is in the triggered state. The warning or information system may be or include a display or other human-machine interface. The display is preferably set up to display information for the driver depending on the data. The data and information may include the comparison value. It is possible that the display is part of the security system and the security system is designed as a warning or information system. In this case, the component is the display.

If the value of the threshold value is used to adapt the safety function to the weather data, this has the advantage that triggering of the safety function can be adapted to the weather data. In addition, the threshold value can be used to easily identify the conditions under which the safety function is triggered.

If the control unit can adapt the threshold value to the weather data, this has the advantage that the driver is not burdened with superfluous messages or displays on the display when the weather is not critical, because the safety function then preferably does not trigger, but a warning can be given in critical weather conditions . As a rule, the control unit adapts the safety function to the weather data in such a way that the safety function is triggered more frequently when the weather is dangerous for driving than when the weather is comparatively harmless for driving. For example, adapting the safety function to the weather data using the control unit can result in the comparison value being displayed comparatively less frequently on a dry road than on a wet road.

The safety system is preferably designed as a driver assistance system, with the safety function being a function of the driver assistance system. The driver assistance system means a system that is designed and set up to support the driver when driving the vehicle. The driver assistance system can support the driver, preferably in such a way that the vehicle is controlled partially or completely autonomously using the driver assistance system.

Driver assistance systems can be classified in different ways. One way of classifying driver assistance systems is based on the type of driving task in which the driver assistance systems can support the driver. Here, tasks for navigating the vehicle, tasks for guiding the vehicle and tasks for stabilizing the vehicle can serve as different types of driving tasks for classification. Accordingly, driver assistance systems can be divided into driver assistance systems for navigation, for path guidance or for stabilization.

The tasks for navigating the vehicle can include detecting information necessary for following a route with the vehicle and adapting the route.

The tasks for guiding the vehicle's path can include adapting a driving style of the vehicle to a detected course of the road and/or to traffic surrounding the vehicle. Adjusting driving style may include staying in lane, following a preceding vehicle, overtaking, and/or responding to traffic signs.

The stabilization tasks can include supporting a steering movement of the vehicle or supporting a braking request, for example with the aid of an ABS system. In order to be able to take on tasks for stabilizing the vehicle, the driver assistance systems for stabilization are often designed as vehicle dynamics control systems. Vehicle dynamics control systems are, for example, an active center differential, superimposed steering, an active chassis, active stabilizers, an automatic transmission, EPS steering, air suspension, variable dampers or a limited-slip differential.

Another way of classifying driver assistance systems is based on a way in which the driver assistance systems support the driver. A distinction can be made here between an informative, a warning and an intervening or interfering type of driver support. An intervening or engaging driver assistance system can be, for example, one of the vehicle dynamics control systems mentioned above.

An informative driver assistance system provides the driver with data that the driver needs to fulfill specific driving tasks, in particular for navigation and path guidance. Such data may include an indication of a possible lane change.

A warning driver assistance system can support the driver when carrying out driving tasks in critical traffic situations. The warning driver assistance system can show the distance to a vehicle in front or the required braking distance of the vehicle on the display.

The safety system is advantageously designed as an informing or warning driver assistance system for navigation or route guidance. This has the advantage that the safety function can be a function that is not embedded in a control loop. In other words, the safety function is advantageously implemented in the safety system in such a way that an input value of the safety function can be calculated independently of the output value of the safety function. The output value of the safety function can, for example, assume the value “one” and thereby cause a value, for example the distance, the comparison value or the braking distance, to be shown on the display. In this case, the output value of the safety function does not change the input value of the safety function, which can be a value from the weather data, for example. As a result, a behavior of the safety function can be changed more easily. If the safety function were an element of a control loop, the design of the control loop would be very complicated. This is because the weather data can be very different, especially when the weather data is a combination of values of different physical quantities. Furthermore, in general, using functions with threshold values in the control loop can cause problems when designing the control loop.

According to an advantageous embodiment, the security system is designed and set up to communicate with other objects in the vicinity of the vehicle. The objects can be other road users, such as the other vehicle, other vehicles or pedestrians, or elements of an infrastructure, such as buildings, bridges or receiving masts. Within the scope of this configuration, the component of the vehicle on which the safety function can act, preferably in the triggered state, can be a transmitter of the vehicle. The safety function is advantageously designed and set up to activate the transmitter when it is triggered. In the activated state, the transmitter advantageously sends a message with traffic information for the vehicle to at least one of the other objects. The traffic information of the vehicle may include a GPS position, a speed, a change in speed, a direction, a change in direction such as a yaw rate, and/or a planned route of the vehicle. The traffic information of the vehicle is called first traffic data in the following.

The transmitter or another transmitter of the other vehicle is preferably designed and set up to emit traffic information of the other vehicle. The traffic information of the additional vehicle can include a GPS position, a speed, a change in speed, a direction, a change in direction, such as a yaw rate, and/or a planned route of the additional vehicle. The traffic information from the other vehicle is referred to below as second traffic data. The receiver or another receiver of the vehicle is advantageously designed and set up to receive the second traffic data and to transmit it to the control unit.

In an advantageous embodiment, it is provided that the component is designed as a warning system for generating a warning signal for the driver of the vehicle and the warning signal using the safety function and depending on the traffic information of the vehicle and the traffic information of the other vehicle that is in the area of the vehicle is located, can be generated. This refinement has the advantage that an adaptation of the safety function to the weather data can also be used when the vehicle is used in traffic in which at least two vehicles communicate with one another.

The control unit and the safety function can each be designed in the form of a control module or safety module. The term "module" as used herein describes any known or later developed hardware, software, firmware, artificial Intelligence, fuzzy logic, or combination of hardware, software, firmware, artificial intelligence, and/or fuzzy logic capable of performing the functionality associated with the relevant "Module". Accordingly, the security module is designed and set up to act on the components of the vehicle when the security system is installed in the vehicle. Furthermore, the control module is designed and set up to adapt the safety function or the safety module to the weather data.

Furthermore, a method for operating a safety system of a vehicle is proposed. The security system can be designed according to one of the variants described above. The procedure has the following steps. In a first step, weather data is read in using a control unit of the security system. The weather data can be designed like the weather data described above. In a second step, a security function of the security system is adapted to the weather data. The safety function can be implemented according to one of the variants described above or below. In a third step, the safety system in the vehicle is operated with the effect of the safety function on at least one component of the vehicle.

Furthermore, a computer program product is proposed. The computer program comprises a program which, when executed by a computer, causes the computer to carry out the proposed method.

• 1 eine Seitenansicht eines Fahrzeugs, aufweisend ein Sicherheitssystem mit einer Steuereinheit und einer Sicherheitsfunktion;
• 2 ein Adaptationsmodul der in 1 gezeigten Steuereinheit zum Anpassen der in 1 gezeigten Sicherheitsfunktion an Wetterdaten;
• 3 eine Ausgestaltung der in 1 gezeigten Sicherheitsfunktion;
• 4 eine weitere Ausgestaltung der in 1 gezeigten Sicherheitsfunktion;
• 5 eine weitere Ausgestaltung der in 1 gezeigten Sicherheitsfunktion;
• 6 eine weitere Ausgestaltung der in 1 gezeigten Sicherheitsfunktion;
• 7 Schritte eines Verfahrens zum Anpassen der in 1 gezeigten Sicherheitsfunktion an die Wetterdaten.

Preferred exemplary embodiments are explained in more detail with reference to the following figures. The dependent claims describe further advantageous embodiments of the invention. It shows schematically

• 1 a side view of a vehicle having a security system with a control unit and a security function;
• 2 an adaptation module of the in 1 shown control unit for adjusting the in 1 safety function shown on weather data;
• 3 an embodiment of the 1 safety function shown;
• 4 another embodiment of the in 1 safety function shown;
• 5 another embodiment of the in 1 safety function shown;
• 6 another embodiment of the in 1 safety function shown;
• 7 Steps of a procedure for adjusting the in 1 safety function shown to the weather data.

1 shows a safety system 1 for a vehicle 2. The safety system 1 has at least one safety function 3 and a control unit 4. FIG. The control unit 4 is designed and set up to read in weather data 11 and to adapt the safety function 3 to the weather data 11 . The safety system 1 can be operated in the vehicle 2 under the influence of the safety function 3 on at least one component of the vehicle.

According to one possible embodiment, the component is a display for displaying data, warning signs and/or images, calculated in particular with the safety system 1 , in particular with the safety function 3 and/or the control unit 4 .

The control unit 4 can function as a control unit of the vehicle 2 or as part of a 1 shown control unit may be formed. In an advantageous embodiment, the safety function 3 is part of the control unit 4. For example, the safety function 3 can be in the form of logic modules, such as microchips, which are located on an in 1 circuit board, not shown, of the control unit 4 are mounted. According to a further variant, the safety function 3 can be embodied in the form of a compiled first program or part of one that is stored in a volatile memory 8 of the control unit 4 . According to this variant, the control unit 4 is preferably set up to load the first program from the memory 8 into a cache of a processor 9 of the control unit 4 and to execute it on the processor 9 .

1 shows at least two possible variants of how the control unit 4 can read in the weather data 11. According to one variant, the security system 1 has a receiver 16 which is designed and set up to receive first weather data 11a from a location that is not in relation to the security system 1 1 to receive the external station shown. In this variant, the control unit 4 reads in the weather data 11 via the receiver 16 . In this case, the weather data 11 includes the first weather data 11a. The external transmitter can be a radio mast of a traffic control system, for example. The first weather data 11a preferably include precipitation values, temperature values, wind speed values and/or pressure values. The first weather data 11a are advantageously assigned to individual areas of a map. The map depicts an environment in which the vehicle 2 is moving. The A Individual areas divide the map preferably in the form of a grid.

According to a further variant, the security system 1 has a sensor 7 for acquiring second weather data 11b of an immediate area 15 of the vehicle 2 . The sensor 7 is designed and set up to send the second weather data 11b recorded with the sensor 7 to the control unit 4 . In this variant, the control unit 4 reads in the weather data 11 via the sensor 7 . In this case, the weather data 11 includes the second weather data 11b. An embodiment in which the sensor 7 includes a camera is considered below. The second weather data 11b can be gray values of individual pixels, which together result in an image generated with the camera. It is also possible for the sensor 7 to be in the form of an intelligent sensor and to have an evaluation unit which can use the image to identify weather phenomena, such as rain or snowfall. In this case, the second weather data 11b can be the results of pattern recognition carried out with the evaluation unit using the image or other images generated with the camera.

In a further embodiment, the sensor 7 is set up to measure a pressure, a temperature and/or a humidity of the immediate surroundings 15 . Correspondingly, the second weather data 11b can be a respective value of the pressure, the temperature and/or the humidity of the environment.

An embodiment is described below, in which the weather data 11 includes the first weather data 11a and the second weather data 11b. In contrast to this, variants of the proposed security system 1 are possible in which the weather data 11 contain only the first weather data 11a or only the second weather data 11b.

In an advantageous embodiment, the control unit 4 is set up to adapt the safety function 3 to the weather data 11 with the aid of an adaptation module 10 of the safety system 1 . 2 shows a possible embodiment of the adaptation module 10, in which the adaptation module 10 is preferably set up to carry out a classification of the weather data 11. When the classification is carried out, the adaptation module 10 assigns the weather data 11 to either a first class, a second class or a third class, for example. The first class here can represent very dangerous driving weather, the second class slightly dangerous driving weather and the third class non-dangerous driving weather.

If the adaptation module 10 assigns the weather data to the first class, an output value 12 from the adaptation module 10 can assume the value 1. Correspondingly, the output value 12 can assume the value two and three if the adaptation module 10 assigns the weather data 11 to the second or third class. Very dangerous weather for driving a car can correspond, for example, to a first weather situation in which there is heavy precipitation, a roadway 13 on which the vehicle 2 is moving is icy and/or there is fog in the area. A second weather situation, in which the adaptation module 10 assigns the weather data 11 to the second class, can be accompanied by light precipitation and an overcast sky, for example. A third weather situation, in which the adaptation module 10 assigns the weather data 11 to the third class, can be a weather situation with a cloudless sky and temperatures above 5 degrees, for example.

The adaptation module 10 is preferably set up to carry out the classification with the aid of a neural network 14 of the adaptation module 10 . In a training phase of the neural network 14, conditional probabilities can be approximated using the neural network 14 without expert knowledge. The conditional probabilities can specify respective probabilities for the first, second and third weather situation given a predetermined combination of values of the first and/or second weather data 11a, 11b.

The adaptation module 10 can be stored in the memory 8 in the form of a compiled second program or part of such. The control unit 4 is preferably set up to carry out the classification of the weather data 11 by the processor 9 loading the second program from the memory 8 and executing it.

The control unit 4 is advantageously designed and set up to adapt the safety function 3 to the weather data 11 with the aid of the output value 12 of the adaptation module 10 . For this purpose, the control unit 4 preferably executes the first and second program on the processor 9 , with the output value 12 of the adaptation module 10 being an input value of the safety function 3 . According to further variants of the security system 1, the output value 12 of the adaptation module 10 can be calculated as a function of the weather data 11 and, for example, assume floating-point numbers as values.

3 shows a possible embodiment of the safety function 3. According to this embodiment, the safety function 3 is designed and set up to include a value of a first parameter 31 as a function of the output value 12 To determine the help of a first sub-function 41 of the safety function 3. First parameter 31 describes a minimum speed of vehicle 2 above which safety function 3 is triggered. The first sub-function 41 preferably calculates a first, second and third value as the value of the first parameter 31 when the output value 12 of the adaptation module 10 assumes the value one, two or three, with the first value being lower than the second value and the third value and the second value is lower than the third value. According to an exemplary embodiment, the first value can be 30 km/h, the second value can be 50 km/h and the third value can be 80 km/h.

Safety function 3 is advantageously designed and set up to carry out a comparison between the value of first parameter 31 and a measured speed value 51 of vehicle 2 using a first comparison module 61 of safety function 3 . The control unit 4 preferably receives the measured speed value 51 from a wheel speed sensor 21 of the vehicle 2 , preferably via a CAN bus, and makes it available to the safety function 3 as an input value. The control unit 4 can realize this, for example, by the control unit 4 storing the measured speed value 51 in the cache of the processor 9 .

Depending on the comparison, the safety function 3 generates a first output value 71 of the safety function 3. The first output value 71 is preferably equal to 1 if the measured speed 51 is higher than the value of the first parameter 31, and equal to 0 if the measured speed 51 is less than or equal to the value of the first parameter 31. If the first output value 71 of the safety function 3 is equal to 1, the safety function 3 is in a triggered state, otherwise not.

In the 3 The embodiment of the safety function 3 shown can provide that the control unit 4 sends the first output value 71 of the safety function 3 to a first additional safety system 100 of the vehicle 2 . The first additional security system 100 can be embodied, for example, in the form of a transmitter that transmits traffic information from the vehicle 2 to others not in 1 Road users shown, such as other vehicles or people, sends. The transmitter preferably sends the traffic information of the vehicle 2 if the first output value 71 is equal to one, otherwise not. The safety function 3 can thus activate the first additional safety system 100 when the safety function is in the triggered state. The traffic information of the vehicle 2, also referred to below as first traffic data 54, can include a GPS position, a speed, a change in speed, a direction, a change in direction, in particular a yaw rate, and/or a planned route of the vehicle 2. In this exemplary embodiment, the first additional safety system 100 can be regarded as the component on which the safety function 3 can act when the vehicle 2 is in operation. In a further refinement, it can be provided that the transmitter increases a clock rate for sending out the first traffic data 54 when the first output value 71 assumes the value one.

It is just as possible for control unit 4 to send first output value 71 of safety function 3 to a first information system 101 or a second additional safety system of the vehicle, thereby activating first information system 101 or the second additional safety system. The first information system 101 can, for example, be the display that shows all detected objects within a radius of 50 meters of the vehicle 2 when it is activated, ie when the first output value 71 is equal to one. Thus, the first information system 101 or the second additional safety system can be regarded as the component on which the safety function 3 can act when the vehicle 2 is in operation. The second additional safety system can be a first warning system, for example, which can indicate objects in a blind spot to the driver.

the inside 3 The embodiment of the safety function 3 shown is based, among other things, on the idea that the safety function 3 is triggered more frequently in comparatively more dangerous weather for driving than in comparatively less dangerous weather. As a result, the other road users can receive the traffic information from the vehicle 2 all the more frequently, or the first information system 101 can be activated all the more frequently, the more dangerous the weather is for driving.

4 shows a second safety function 103. The safety system 1 can have the second safety function 103 as an alternative to or in addition to the safety function 3. The second safety function 103 is designed and set up to determine a value of a second parameter 32 with the aid of a second sub-function 42 of the second safety function 103 as a function of the output value 12 . The second parameter 32 describes an approximate time until an accident of the vehicle 2, also called “total time to collision”. In particular, the second parameter 32 describes a threshold value for the “Total Time to Collision”. The second sub-function 42 preferably calculates a fourth, fifth and sixth value as the value of the second parameter 32 if the output value 12 of the adaptation module 10 assumes the value one, two or three. Advantageously, the fourth value is higher than the fifth value and the sixth value and the fifth value are higher than the sixth value. For example, the fourth value can be 7 seconds, the fifth value can be 5 seconds, and the sixth value can be 3 seconds.

Advantageously, second safety function 103 is designed and set up to use a third sub-function 43 of second safety function 103 to calculate a time 55 still remaining before vehicle 2 impacts a vehicle driving ahead. The vehicle driving ahead can be detected using the camera or another camera 17 . Alternatively or additionally, the vehicle can have a second receiver 18 which is designed and set up to receive traffic information from the vehicle driving in front. The traffic information of the vehicle driving ahead, also called second traffic data 56 below, can include a GPS position, a speed, a change in speed, a direction, a change in direction, such as a yaw rate, and/or a planned route of the vehicle driving ahead. It is also possible for the vehicle 2 to have a lidar system 102 which is designed and set up to detect the vehicle driving ahead and to determine the speed and acceleration based on received signals and send it to the control unit 4 .

The third sub-function 43 is preferably set up to calculate the remaining time 55 depending on the first traffic data 54 and the second traffic data 56 .

The second safety function 103 is advantageously designed and set up to carry out a comparison between the value of the second parameter 32 and the calculated remaining time 55 using a second comparison module 62 of the second safety function 103 . The second safety function 103 generates a second output value 72 of the second safety function 103 as a function of this comparison. The second output value 72 is preferably equal to 1 if the remaining time 55 is lower than the value of the second parameter 32, and equal to 0 if the remaining time 55 is greater than or equal to the value of the second parameter 32. If the second output value 72 of the second safety function 103 is equal to 1, the second safety function 103 is in a triggered state, otherwise not.

The safety system 1 advantageously has a second warning system 20 for warning a driver of the vehicle and the second warning system 20 can be triggered using the second safety function 103 . For this purpose, the second warning system 20 is coupled to the control unit 4 for data transmission. The control unit 4 is preferably designed and set up to trigger the second warning system 20 when the second safety function 103 is in a triggered state. When the second warning system 20 is in the triggered state, the second warning system 20 displays a warning signal on a further display of the vehicle 2 and/or shows the remaining time 55 on the further display. In this case, the second warning system 20 can be regarded as the component on which the second safety function 103 can act when the vehicle 2 is in operation. The advantage of adapting the value of the second parameter to the weather data 11 is that the driver can be warned with the help of the second warning system 20 when the weather is more dangerous than when the weather is comparatively less dangerous. The threshold value below which the remaining time 55 must fall in order to warn the driver is accordingly adapted to the weather data 11 and thus to current weather in the area. As a result, a sensitivity of the second warning system 20 can be adapted to the current weather.

In the 3 and 4 The embodiments of the safety system 1 shown show examples in which the safety function 3 and the second safety function 103 have a respective threshold value for triggering the safety function 3 and the second safety function 103, respectively. The respective threshold value is the first parameter 31 or the second parameter 32. In both examples, the control unit 4 is designed and set up to adapt the respective threshold value to the weather data 11. The value of the first or second parameter 31, 32 corresponds in each case to a value of the respective threshold value.

In one development, control unit 4 can be designed and set up to activate first information system 101, the second additional safety system and/or second warning system 20 not only as a function of weather data 11, but also as a function of additional sensor data from assistance systems of vehicle 2 . The assistance systems are preferably suitable for supporting partial or complete autonomous driving. The control unit 4 is preferably designed and set up to depend on a respective point in time for triggering or activating the first information system 101, the second additional safety system and/or the second warning system 20 ability to determine the weather data 11 and / or the other sensor data.

5 shows a third safety function 203. The safety system 1 can have the third safety function 203 as an alternative or in addition to the safety function 3 and/or the second safety function 103. The third safety function 203 is designed and set up to determine a value of a third parameter 33 with the aid of a fourth sub-function 44 of the third safety function 203 as a function of the output value 12 . The third parameter 33 describes a distance of the vehicle 2 to a possible further vehicle driving ahead in the vicinity of the vehicle 2.

The fourth sub-function 44 preferably calculates a seventh, eighth and ninth value as the value of the third parameter 33 if the output value 12 of the adaptation module 10 assumes the value one, two or three. Advantageously, the seventh value is higher than the eighth value and the ninth value and the eighth value are higher than the ninth value. For example, the seventh value can be 150 meters, the eighth value can be 100 meters, and the ninth value can be 50 meters.

Third safety function 203 is advantageously designed and set up to read in traffic information from other vehicles that are in the vicinity of vehicle 2 . The other vehicles also include the vehicle in front. The traffic information of the other vehicles, also called further traffic data 57 below, can include a respective GPS position, speed, speed change, direction, change of direction, such as a respective yaw rate, and/or planned route of the other vehicles. The third safety function 203 preferably has a fifth sub-function 45 which is set up to use the respective GPS position of the other vehicles and the GPS position of the vehicle 2 to calculate a respective distance between the other vehicles and the vehicle 2 . For this purpose, the third security function 203 preferably reads in the first traffic data 54 .

Third safety function 203 is advantageously designed and set up to carry out a comparison between the value of third parameter 33 and the respective distance between the other vehicles using a third comparison module 63 of third safety function 203 . The third safety function 203 advantageously outputs those of the further traffic data 57 as a filtered out part 58 of the further traffic data 57 for which the respective calculated distance between the further vehicles is smaller than the value of the third parameter 33 . The third safety function 203 works according to this in 5 embodiment shown as a filter or a gate circuit. The third security function 203 preferably sends the filtered-out part 58 of the additional traffic data 57 to the first information system 101. The first information system 101 is preferably set up to display those additional vehicles that are assigned to the filtered-out part 58 of the additional traffic data 57 .

At the in 5 In the configuration of the safety system 1 shown, the first information system 101 can be regarded as the component on which the third safety function 203 can act when the vehicle 2 is in operation. The advantage of adapting the value of the third parameter 33 to the weather data 11 is that in bad weather, in particular foggy weather, there is a distance that the other vehicles must have from the vehicle 2 in order to be displayed to the driver using the first information system 101 will be increased. As a result, in comparatively poor weather conditions, a larger proportion of the other vehicles that the driver cannot see himself can be displayed to the driver with the aid of first information system 101 .

6 shows a fourth safety function 303. The safety system 1 can have the fourth safety function 303 as an alternative or in addition to the safety function 3, the second safety function 103 and/or the third safety function 203. The fourth safety function 303 is designed and set up to determine a value of a fourth parameter 34 with the aid of a sixth sub-function 46 of the fourth safety function 303 as a function of the output value 12 . Fourth parameter 34 is preferably related to a maximum achievable deceleration of vehicle 2 . For example, fourth parameter 34 can be an average coefficient of friction of all tires of vehicle 2 . According to a further variant, fourth parameter 34 can be the maximum achievable deceleration of vehicle 2 .

Fourth safety function 303 is advantageously designed and set up to determine the value of the fourth parameter as a function of output value 12 and a value of a second sensor 22 of vehicle 2 .

The second sensor 22 can be embodied, for example, as an optical sensor that is embodied and set up to determine a roadway condition of the roadway 13 . Depending on its state of aggregation, water has different light absorption properties. The second sensor 22 can be an infrared sensor which, depending on a detected intensity of Light outputs a voltage or current value and sends it to an input of the control unit 4 . A second transmitter 23 that is compatible with the second sensor 22 preferably emits the light. Compatible means that the light emitted by the second transmitter 23 is in a wavelength range such that the second sensor 22 can detect the emitted light. Control unit 4 provides the voltage or current value of second sensor 22 or a value calculated as a function of the voltage or current value, for example the maximum achievable deceleration of vehicle 2, as input value 59 of fourth safety function 303. The control unit 4 is preferably set up to determine the maximum achievable deceleration of the vehicle 2 independently of the voltage or current value of the second sensor 22 .

The sixth sub-function 46 is preferably designed as a correction module that corrects the input value 59 as a function of the output value 12 . For example, the sixth sub-function 46 can be set up to increase the input value 59 greatly, for example to multiply it by 1.2 if the output value 12 has the value 1, to increase the input value 59 slightly, for example to multiply it by 1.1 if the output value 12 has the value 2 and leave the input value 59 unchanged if the output value 12 has the value 3. An input value 59 corrected in this way with the sixth sub-function 46 can be equal to the value of the fourth parameter 34 . The fourth safety function 303 outputs the value of the fourth parameter 34 .

Advantageously, the fourth safety function 303 sends the value of the fourth parameter 34 to another safety function of the safety system 1, such as the second safety function 103. Advantageously, the second safety function 103 calculates the remaining time 55 depending on the value of the fourth parameter 34. The second In this exemplary embodiment, safety function 103 can be regarded as the component on which fourth safety function 303 can act when vehicle 2 is in operation. The fourth safety function 303 can just as easily send the value of the fourth parameter 34 to a fifth safety function, which calculates a possible braking distance for the vehicle 2 . The fifth safety function can send the calculated possible braking distance to the first information system 101, with the first information system 101 being able to display the possible braking distance to the driver. The displayed possible braking distance can thus also be adapted to the weather data 11 .

Furthermore, the in 6 The embodiment of the security system 1 shown can be viewed as an example in which the control unit 4 adjusts a value of a parameter of a security function of the security system 1, namely the value of the second parameter 32 of the second security function 103, by means of a correction to the weather data 11. As a result, the safety system 1 can act as a system that can adapt a safety factor for calculating values of parameters from further safety systems or safety functions of the vehicle 2 to the weather data 11 . As a result, the safety of the vehicle 2 can be increased.

7 shows steps of a method for operating the security system 1. The method has the following steps. In a first step 401, the weather data 11 are read in using the control unit 4 of the security system 1 . In a second step 402, the security function 3, 103, 203, 303 of the security system 1 is adapted to the weather data 11. The safety function 3, 103, 203, 303 can be implemented according to one of the variants described above. In a third step 403, the safety system 1 in the vehicle 2 is operated under the influence of the safety function 3, 103, 203, 303 on the components of the vehicle 2. As described above, the component can be different depending on the configuration of the security functions 3, 103, 203, 303.

QUOTES INCLUDED IN DESCRIPTION

This list of documents cited by the applicant was generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Patent Literature Cited

• DE 102012007367 A1 [0002]

Claims (10)

Security system (1) for a vehicle (2), the security system (1) having at least one security function (3) and a control unit (4) which is designed and set up to read in weather data (11) and the security function (3) to the weather data (11) adapt, wherein the safety system (1) in the vehicle (2) under the influence of the safety function (3) on at least one component (20; 100; 101) of the vehicle (2) is operable. Security system (1) after claim 1 , wherein the security system (1) has a receiver which is designed and set up to receive first weather data (1 1a) from a transmitter that is external to the security system (1), and the weather data (11) is the first weather data (11 a ) include. Security system (1) after claim 1 or 2 , wherein the security system (1) has a sensor (7) and the sensor (7) is designed and set up, with the sensor (7) detected second weather data (11b) of a direct environment (15) of the vehicle (2) to the control unit (4) to send, and the weather data (11) include the second weather data (11b). Safety system (1) according to one of the preceding claims, wherein the component is designed as a warning system (20) for generating a warning signal for a driver of the vehicle (2) and the warning signal using the safety function (3) and depending on traffic information of the vehicle ( 2) and traffic information of another vehicle that is in the vicinity of the vehicle can be generated. Safety system (1) according to one of the preceding claims, wherein the safety function (3) has a threshold value (31; 32) for triggering the safety function (3) and the control unit (4) is designed and set up to use the threshold value (31; 32). adjust the weather data (11). Security system (1) according to one of the preceding claims, wherein the security function (3) has at least one first parameter (31) and the control unit (4) is designed and set up to adapt a value of the first parameter to the weather data (11) and the first Parameter describes a minimum vehicle speed. Safety system (1) according to one of the preceding claims, wherein the safety function (3) has at least one second parameter (32) and the control unit (4) is designed and set up to adapt a value of the second parameter (32) to the weather data (11). and the second parameter (32) describes an approximate time until an accident of the vehicle (2). Safety system (1) according to one of the preceding claims, wherein the safety function (3) has at least one third parameter (33) and the control unit (4) is designed and set up to adapt a value of the third parameter (33) to the weather data (11). and the third parameter (33) describes a distance of the vehicle (2) from another vehicle (2) in an area surrounding the vehicle (2). Method for operating a security system (1) of a vehicle (2) with the following steps: - Reading in weather data (11) using a control unit (4) of the security system (1); - Adapting a security function (3) of the security system (1) to the weather data (11); - Operating the security system (1) in the vehicle (2) under the influence of the security function (3) on at least one component of the vehicle (2). A computer program product comprising a program which, when executed by a computer, causes the computer to perform a method claim 9 to perform.

Images