DE102023201036A1 - Method and device for autonomously moving a vehicle into an evacuation position - Google Patents

Abstract

Method for autonomously moving a vehicle (1) into an improved evacuation position, comprising the steps of: detecting a dangerous situation (20) by a vehicle-side danger detection device (G); determining an occupancy state (21) of the vehicle (1) by a vehicle-side occupant detection device; determining a current vehicle position by a vehicle-side position detection device; determining an evacuation possibility value that is characteristic of an evacuation possibility for at least one vehicle occupant; checking (B1, C1) whether an evacuation possibility value for at least one vehicle occupant lies outside a (value) range classified as non-critical; determining (B2, C2) an evacuation position by means of an evacuation position calculation device, wherein the evacuation position is characterized by an evacuation possibility value for at least one vehicle occupant that is improved compared to the first position; and autonomously moving (33, 39, 54, 62) the vehicle to this improved evacuation position.

Description

The present invention relates to a method for autonomously moving a vehicle from a first position to an evacuation position during a dangerous situation and a vehicle equipped with a system for moving a vehicle from a first position to an evacuation position during a dangerous situation.

Vehicles with autonomous driving functions are already known. In such vehicles, a control device can take over both longitudinal control, i.e. accelerating and braking the vehicle, and lateral control, i.e. steering the vehicle. Vehicles with such an autonomous driving function can be partially autonomous or fully autonomous. In partially autonomous vehicles, the control of the vehicle is only temporarily taken over by the control device, for example during certain driving situations. In both cases, such vehicles include a large number of sensors that detect the environment and allow the position of the vehicle to be determined in relation to the detected objects in the environment.

In connection with the planned mobility transition and the associated avoidance of the use of fossil fuels to power vehicles, electrically powered vehicles are increasingly being used. These vehicles usually include an accumulator to store the electrical energy, which is then made available to drive the vehicle and other power consumers. Lithium-ion batteries, for example, are currently used as accumulators. These often have a high storage capacity and/or energy density to enable longer journeys without having to charge the accumulator in between. However, with such accumulators there is a risk of serious damage to the vehicle if there is a technical defect, such as a fire in the accumulator. A fire in the accumulator or parts of it is often the result of a process known as "thermal runaway" or "thermal propagation". This describes the overheating as a result of an exothermic chemical reaction or of a technical device due to a self-reinforcing, heat-producing process.

In the context of the present invention, the terms accumulator (or its abbreviation “accumulator”) and battery are used synonymously. All features and method steps disclosed in connection with an accumulator should accordingly also be considered as disclosed for a battery, and all features and method steps disclosed for a battery should also be considered as disclosed for an accumulator. Thus, all features mentioned in this regard should generally be considered as disclosed for (electrochemical) power storage devices and in particular also for traction batteries (for example for PHEV and BEV).

In the event of such a "thermal runaway", the remaining time for evacuating the occupants may be very limited. For the occupants, leaving the passenger compartment is the first priority for safety reasons in such a case. Remaining in the vehicle can lead to injury to life and limb. Leaving the vehicle may be restricted to the point of being impossible due to local conditions. Such local conditions include, for example, structural (e.g. buildings, walls, pillars) and technical facilities (e.g. bridges, charging stations, light masts, garbage containers) in the immediate vicinity of the vehicle. But also other obstacles or sources of danger such as moving traffic, other vehicles (e.g. by "blocking" them in), natural conditions such as abysses, earthen ramparts, rock faces, bodies of water, flora and/or fauna. Accessibility can be restricted either actively by the driver, in other words by intentionally parking next to an obstacle, or passively, in other words by "blocking" or parking an at least partially movable obstacle. This situation can also be brought about by at least partially automated parking of the vehicle.

There are various systems that attempt to reduce the danger posed by a vehicle to the surroundings in such a situation. For example, EN 10 2020 109 971 A1 A method for ensuring the safety of the surroundings of a vehicle is known, in which the vehicle that has caught fire automatically drives to a location that is safe for the surroundings. This is intended to prevent the risk of the vehicle fire spreading to the surroundings. The plan is for the vehicle that has caught fire to have appropriate equipment to determine its position and to select the safe location to drive to based on an analysis of its surroundings.

The patent application also discloses EN 10 2020 200 651 A1 a method for operating a vehicle with an autonomous driving function in a dangerous situation in which the vehicle poses a risk. A monitoring device in the vehicle monitors the vehicle for the presence of a dangerous situation via When a dangerous situation is detected, a check is carried out to see whether there is a destination near the vehicle where the danger to the surroundings from the vehicle is less than at the current location of the vehicle. If such a destination is detected, the vehicle is moved to this destination using the autonomous driving function.

However, a dangerous situation as described above can be life-threatening not only for the surroundings of a vehicle but also for people who are inside the vehicle at the time. Other situations that pose a similar risk to vehicle occupants include a fire in the surrounding area, a collision with another road user or an object, an accident, a natural disaster and others. It is often essential for the survival of vehicle occupants that they can get out of the vehicle quickly or that rescue workers can quickly and unhindered access to the occupants still in the vehicle. In some of the cases mentioned above, however, neither the vehicle occupants can get out nor can they have free access to the vehicle occupants from the outside. Such an obstruction can be caused, for example, by the position of the vehicle, for example in an (underground) garage, the position of other vehicles, such as other people involved in the accident, or by objects such as snow, water or debris.

In such a case, the vehicle has previously had to be moved (away) from its position by an external force, for example by towing, pulling out or pushing away. All of these techniques have the disadvantage that they require an external energy source that provides the power necessary to move the vehicle. This energy source, for example a tow truck, cable winch or other recovery equipment, must first be brought to the location of the danger. At least one person is also required to operate the relevant equipment. Getting the equipment and operating personnel to the site often takes a considerable amount of time, which can be life-saving for the vehicle occupants at risk in the event of an urgent evacuation.

There is therefore a need for a method and system that enables vehicle occupants to quickly exit the vehicle in the event of danger or that enables rescue workers to quickly gain access to the vehicle occupants from the outside in order to rescue them.

In the past, this problem was solved, for example, in US 2021/0323446 A1 a system and a method for changing the physical configuration of one or more interior components of a vehicle in response to the detection of a vehicle accident condition. Such a system comprises one or more sensors for detecting a vehicle condition, a vehicle action and/or an internal or external environment of the vehicle, which indicate a dangerous situation. Furthermore, such a system comprises one or more actuators, by means of which a physical configuration of a vehicle interior component can be changed, as well as one or more processors which determine a critical vehicle condition on the basis of the received sensor data and, upon determining such a critical vehicle condition, control at least one actuator such that the vehicle interior component is changed from a first physical configuration to a second physical configuration. In this second physical configuration, it is easier for occupants to leave the vehicle and/or it is easier for rescue workers to rescue the occupants.

However, this system requires complex actuators, which means that more material and labor is required to manufacture such a vehicle. This makes such a system expensive and more complex. In addition, key components of the system (for example, at least one actuator) are located in the passenger compartment, which reduces the available space. This can be detrimental to comfort, but also to any possible evacuation of the vehicle occupants.

There is therefore still a need to provide a simple and robust, fast and/or interactive method and system that enables vehicle occupants to quickly exit the vehicle in the event of danger or enables rescue workers to quickly gain access to the vehicle occupants from the outside in order to rescue them.

The object is achieved according to the invention by the subject matter of the independent claims. Advantageous embodiments and developments of the invention are the subject matter of the subclaims.

1. a) Erfassen einer Gefahrensituation durch eine fahrzeugseitige Gefahrerkennungseinrichtung;
2. b) Ermittlung eines Besetzungszustandes des Fahrzeugs durch eine fahrzeugseitige Insassenerkennungseinrichtung;
3. c) Ermittlung einer aktuellen Fahrzeugposition durch eine fahrzeugseitige Positionserkennungseinrichtung;
4. d) Ermittlung eines Evakuierungsmöglichkeitswertes, der charakteristisch für eine Evakuierungsmöglichkeit mindestens eines Fahrzeuginsassen ist;
5. e) Überprüfen (B1, C1) ob ein Evakuierungsmöglichkeitswert für mindestens einen Fahrzeuginsassen außerhalb eines als unkritisch eingestuften (Werte-)Bereiches liegt;
6. f) Ermitteln (B2, C2) einer Evakuierungsposition mittels einer Evakuierungspositionsberechnungseinrichtung, wobei die Evakuierungsposition durch einen gegenüber der ersten Position verbesserten Evakuierungsmöglichkeitswert für mindestens einen Fahrzeuginsassen gekennzeichnet ist; und
7. g) Autonomes Bewegen (33, 39, 54, 62) des Fahrzeugs an diese Evakuierungsposition.

A method according to the invention (preferably at least partially computer-implemented) for autonomously moving a vehicle from a first position to an evacuation position comprises the steps:

1. (a) detection of a dangerous situation by a vehicle-mounted danger detection device;
2. b) Determination of the occupancy status of the vehicle by means of an on-board occupant detection device;
3. c) Determination of a current vehicle position by a vehicle-mounted position detection device;
4. (d) determination of an evacuation possibility value which is characteristic of the evacuation possibility of at least one vehicle occupant;
5. e) Checking (B1, C1) whether an evacuation possibility value for at least one vehicle occupant is outside a (value) range classified as non-critical;
6. f) determining (B2, C2) an evacuation position by means of an evacuation position calculation device, wherein the evacuation position is characterized by an evacuation possibility value for at least one vehicle occupant that is improved compared to the first position; and
7. g) Autonomous movement (33, 39, 54, 62) of the vehicle to this evacuation position.

The dangerous situation to be recorded is in particular a thermally induced danger, for example a fire or heating above a critical temperature, which could possibly result in a fire. Such heating, in particular of a battery in the vehicle or parts thereof, is referred to below as "thermal runaway". All embodiments described in connection with a "thermal runaway" are not only intended to apply to this specific source of danger, but are generally considered to be disclosed for any danger (in particular thermally induced danger).

The first position is the position in which the vehicle is when the (developing) danger is detected. Even in this position, it may be possible for some vehicle occupants to leave the vehicle or be rescued from the vehicle. The first position can therefore be a suitable evacuation position for some of the vehicle occupants. However, it is essential that at least one vehicle occupant cannot evacuate or leave the vehicle in the first position, or can only do so with difficulty. Therefore, in step g), the vehicle moves into the evacuation position to enable this vehicle occupant to get out as well, or to enable or at least facilitate rescue workers to rescue this occupant.

In a preferred variant of the method, the vehicle-mounted hazard detection device uses at least one sensor. From this sensor, it can preferably receive data from which a hazard potential can be determined or which can contribute to determining a hazard potential. The hazard detection device preferably receives data from several sensors. In many cases, this allows a more precise assessment of the hazard potential.

In particular, it is preferred that at least one sensor is a heat sensor that measures the temperature of an electricity storage device. The electricity storage device, particularly of electrically powered vehicles, has been shown to be particularly at risk of being subject to a "thermal runaway". Therefore, thermal monitoring of such an electricity storage device is a particularly efficient means of determining the risk of a future fire.

The hazard detection device also includes a hazard value calculation device. This hazard value calculation device makes it possible to calculate a hazard value from the temporal progression of the measured values of at least one sensor. The hazard value is preferably characteristic of the risk of a hazard developing for a vehicle occupant. The hazard value calculation device preferably uses the data or measured values of several sensors to calculate the hazard value. The hazard value is preferably selected in such a way that even indications of a "thermal runaway" lead to the initiation of the subsequent steps in the process. In this way, an indication of a possible dangerous situation is detected at an early stage. The dangerous situation is preferably detected before an actual trigger threshold for a "thermal runaway" is reached.

The danger value calculation device can be a computer system. The calculation of the danger value from the measured values or sensor data is therefore preferably carried out in a computer-implemented method step using the (in particular processor-based) danger value calculation device. This is preferably carried out using a machine learning model, in particular a trainable one. The model preferably comprises a set of parameters, in particular trainable ones, which are set to values that were learned as a result of a training process.

The hazard value calculation device is preferably connected to a data network, at least temporarily. This enables the computer system to receive updates and can thus be trained to detect new dangers, for example, or an algorithm for calculating a danger risk can be improved, i.e. made more precise. The data network can comprise a computer device with an artificial intelligence system, which receives data from a large number of danger detection devices and uses this data and dangerous situations that actually occur and do not actually occur in individual vehicles to generate improved algorithms for calculating the danger value.

Preferably, the machine learning model is suitable for executing a (computer-implemented) computer vision method and determines in which (computer-implemented) perception and/or detection tasks are carried out, for example (computer-implemented) methods for semantic segmentation and/or (computer-implemented) object classification. In the object classification, a signal recorded and/or displayed in the measured values (or in the sensor data characteristic of the measured values) is assigned to a (previously learned and/or predetermined) class. The classes can be (among other things) a meaning (in particular with regard to a hazard potential) of a detected signal and/or a notification variable characteristic of a meaning of the detected signal. For example, the classes can be the respective meaning of different types of signals such as temperature and/or power.

The machine learning model is preferably based on an (artificial) neural network (AI - Artificial Intelligence). The sensor data (or data derived from this) are preferably fed to the artificial neural network as input variables. The artificial neural network preferably maps the input variables to the output variables depending on a parameterizable or parameterized processing chain (through the trainable or trained parameters).

Such a neural network can be designed, for example, as a deep neural network (DNN), in which the parameterizable processing chain has a plurality of processing layers, and/or a so-called convolutional neural network (CNN) and/or a recurrent neural network (RNN). Other machine learning methods not listed here are also possible. The parameterizable processing chain is preferably parameterized through training. Data sets relating to the (basic) data sets and/or training data sets described above are preferably used as training data. Training is preferably carried out using supervised learning. However, it would also be possible to train the artificial neural network using unsupervised learning, reinforcement learning or stochastic learning.

In a preferred method variant, the danger detection device sends a signal when a danger is detected. This signal is preferably selected from a group that includes an optical signal to warn at least one vehicle occupant, an acoustic signal to warn at least one vehicle occupant, an optical signal to warn the surroundings, an acoustic signal to warn the surroundings, (preferably telemetric) informing of at least one user and/or at least one control center and/or at least one security service, in particular the police and/or fire department, a signal to close and/or open the windows of the vehicle, a signal to release the door lock, a signal to open at least one of the doors, a signal to release and/or loosen at least one belt system and a signal to electrically disconnect a battery or parts of a battery, preferably a high-voltage battery.

Of particular importance when determining a danger value that correlates with a risk of a danger is that it lies outside a critical threshold range so that the occupant(s) of the vehicle are warned of the danger that is immediately posed by the vehicle. If the occupants are warned in good time, they have the opportunity to avert the danger or to move the vehicle into a position where they can leave the vehicle quickly and safely. Preferably, such information is provided to the vehicle occupants visually and/or acoustically, for example by a display on a screen or the lighting up of a warning display and/or as a siren or voice announcement that prompts them to leave the vehicle. Preferably, several warning displays are arranged in the vehicle so that occupants can see at least one warning display from different positions in the vehicle. In order to be able to warn visually impaired or sleeping occupants, for example, an acoustic warning is preferred.

In many cases it is advantageous to warn the surrounding area of the danger posed by the vehicle. For example, in densely populated areas it is possible to alert passers-by or residents to the impending danger so that they can take precautionary measures or call or provide help. It would be conceivable, for example, that in parking areas the drivers of surrounding vehicles could be warned to move their vehicle out of the This could be done, for example, by a car-to-car (C2C) warning and subsequent information to the driver via the vehicle.

In particular, it is preferable that a control center and/or a security service, in particular the police and/or fire department, is informed in the event of a major risk of danger. The position of the vehicle and the type and/or extent of the expected danger are preferably transmitted. This makes it possible, for example, for the control center to organize which emergency services will be dispatched to the vehicle with which equipment. In this way, special dangers, such as in hard-to-reach places such as underground car parks or near flammable materials such as fuel depots, can be pointed out at an early stage and these (additional) dangers can be prevented.

Finally, the method can include variants in which a signal triggers a reaction directly on the vehicle that reduces the danger or facilitates the evacuation of the occupants. A reduction in the danger could be achieved, for example, by (electrically) disconnecting the battery from other vehicle components. The use of cooling and/or extinguishing agents is also conceivable. In variants, the windows are closed to prevent combustion gases from entering the passenger compartment. Closing the oxygen supply to the source of the fire can also be advantageous. In particular, it is preferred that at least one door lock is released. This also includes, for example, overriding any child safety lock that may have been activated. This enables the vehicle occupants to open and leave the vehicle. Releasing and/or loosening a belt system can also be advantageous in order to enable an occupant to leave the vehicle or to facilitate rescue. This is particularly useful for (small) children and occupants with limited mobility in order to enable or facilitate them to leave the vehicle.

In a preferred method variant, the evacuation position is determined taking into account the energy reserve still available in an energy storage device and/or the time until the danger is likely to occur and/or a possible speed of the vehicle. By taking into account at least one of these values, preferably several of these values, more preferably all of these values, it can be ensured that the vehicle can reach the determined evacuation position, preferably before the danger occurs.

As described above, the energy storage device is often the cause of a dangerous situation. If the energy storage device is defective, the (residual) power it can provide is often also limited. If necessary, only a reduced number of storage cells or a reserve energy storage system can be accessed. The range of the vehicle under such adverse conditions is severely limited, so that evacuation positions far away can no longer be reached. Therefore, when determining possible evacuation positions, only those that can still be reached by the vehicle with the limited energy available are considered suitable.

In some cases, there is an acute danger for vehicle occupants. In this case, it is necessary that an evacuation position can be reached as quickly as possible. This is the case, for example, if a fire has already broken out or if a fire is expected to break out soon. When determining possible evacuation positions, only those that can be reached from the vehicle in a timely manner, preferably before a fire breaks out or before the occupants are immediately endangered, are considered suitable. If there is already an immediate danger to the occupants, an evacuation position that can be reached particularly quickly is preferred, even if this evacuation position poses a danger to the vehicle or surrounding objects.

When calculating a suitable evacuation position, it is also preferably taken into account that the vehicle may only be able to reach it at a reduced speed. The reduced speed may, for example, result from the limited performance of a damaged energy storage device.

Preferably, in one variant of the method, the calculated evacuation position is sent from the vehicle to a user and/or a control center and/or a security service, in particular the police and/or fire department. This makes it possible for any help required for the evacuation and/or combating the danger to be provided or dispatched directly to the evacuation position.

Preferably, the vehicle will only approach the evacuation position after confirmation of an authorization request by at least one recipient. This request contains the planned evacuation position. If the vehicle calculates an evacuation position and sends this to emergency services such as the police or fire brigade, transmitted, they can check whether the planned evacuation position is a suitable evacuation position. If this is the case, they can confirm that this evacuation position is suitable, whereupon the vehicle and the emergency services drive to this position. Such a confirmation also confirms receipt of the message and thus the emergency call.

In some cases, the emergency services cannot confirm in time. This may be because they cannot check the calculated evacuation position to see whether it is suitable for evacuation. This may be because, for example, the current traffic situation at the calculated evacuation position is not known, or it is not known whether the calculated evacuation position can be reached quickly enough in the current traffic situation. In such circumstances, the vehicle preferably heads for the evacuation position without confirmation of an authorization request by a recipient of the authorization request, provided that the difference between a calculated arrival time of the vehicle at the evacuation position and a calculated time for the expected occurrence of the danger falls below a predeterminable limit. If it is therefore expected that an immediate danger for vehicle occupants will arise before the vehicle can reach an (evacuation) position at which - at least according to the vehicle's calculation - there are improved conditions for evacuating the occupants, this position will be approached, even if the vehicle does not give permission to do so.

It has been shown that the method is particularly easy to carry out if at least one sensor data from at least one sensor is used to calculate the evacuation possibility value, the data of which is also used for the autonomous movement of a vehicle. The sensor data used can, for example, be a data that is characteristic of a distance to an obstacle. Such a data can be provided directly by the sensor or processed by a corresponding computer device. In this method variant, at least one sensor that is already present in the vehicle for other reasons can be used to provide a data item or several data items for calculating the evacuation possibility value. This enables the use of sensor data without having to bear the costs of an additional sensor. Sensors that are selected from a group that includes at least one camera, a distance sensor, a parking sensor, an ultrasonic sensor and a LIDAR have proven to be particularly suitable for calculating the evacuation possibility value. Such sensors are already implemented in many driver assistance systems and (partially) autonomous vehicles. The use of these sensors in the process described above is particularly simple and cost-effective. In addition, such sensors are usually extremely precise, as they must provide accurate data even when the vehicle is moving. The accuracy achievable with these sensors often exceeds the accuracy required to calculate the evacuation possibility value, as the evacuation possibility value usually only has to be calculated on the basis of a stationary vehicle position.

In a preferred variant of the method, at least one sensor data item from a driving history and/or a local control system is used to calculate the improved evacuation position. The sensor data from the driving history is preferably selected from a group that includes a steering wheel angle, a route and navigation data. In this case, the vehicle checks whether it has recently taken up a position that is more suitable for evacuating the vehicle occupants than the current vehicle position. For example, the buffered data from the distance sensors and camera images for positions previously taken or recognized by the vehicle can be used for this purpose. If such a position previously taken by the vehicle is recognized as a suitable evacuation position, the driving history data can also be used to determine how this position can be reached. This makes it possible in particular for the vehicle to reach this position (quickly and safely) and for this position to also be suitable for an evacuation, provided that this position can still be reached given the limitations of the available range and/or performance.

In addition or as an alternative, data from a local control system can also be accessed. Such a local control system is preferably set up as a telemetric and/or remote-controlled control and/or monitoring system. For example, it would be conceivable for emergency services to remotely move the vehicle into a position suitable for evacuating the vehicle occupants. This has the advantage that heavy rescue equipment can be dispensed with. However, a monitoring system is also conceivable which does not determine an evacuation position independently or with the help of assistants, but merely supplies data, such as image data, on the basis of which or with the use of which the vehicle can determine a suitable evacuation position.

In addition, it is conceivable that the vehicle moves away from the evacuation position after it has assumed an evacuation position and all occupants have exited the vehicle or been rescued. This could be advantageous, for example, if the vehicle could hinder the deployment of aid and/or rescue workers at the evacuation position. It could also be advantageous for the evacuation position to be released in order to possibly enable this position to be used to evacuate occupants from other vehicles. In addition, moving the vehicle away from the evacuation position can be advantageous in order to enable the occupants who are no longer in the vehicle to be cared for without them being exposed to a danger posed by the vehicle. For example, this can prevent the treatment of the occupants rescued from the vehicle from being made more difficult by heat, fire or extinguishing agents when a thermal runaway occurs, or the extinguishing of the vehicle from being made more difficult by the treatment of the occupants or the rescue workers caring for the occupants. Finally, it is also conceivable that the vehicle leaves the evacuation position to take up a damage-minimized position in which the danger from the vehicle is particularly low in the event of thermal runaway - even if a fire breaks out. Such a damage-minimized position could be an open area, for example.

The present invention is further directed to a device for protecting occupants of an autonomously drivable vehicle. Such a device comprises a vehicle-side danger detection device, which is intended and set up to detect a dangerous situation, a vehicle-side occupant detection device for determining an occupancy state of the vehicle, and a vehicle-side position detection device. The device is characterized in particular by an evacuation possibility value calculation device, which is intended and set up to determine at least one evacuation possibility value that is characteristic of an evacuation possibility for at least one vehicle occupant. Furthermore, an evacuation position calculation device is provided, which is intended and set up to calculate an evacuation position that is improved for an evacuation of the at least one vehicle occupant if a critical value of the evacuation possibility value calculated by the evacuation possibility value calculation device for at least one vehicle occupant is undershot.

Such a device preferably has all the necessary components to carry out the method described above. In particular, it is designed, suitable and/or intended to carry out the method described above as well as individual or all method steps already described above in connection with the method, individually or in combination with one another. Conversely, the method can be equipped with all the features described in the context of the device, individually or in combination with one another.

Such a device preferably makes it possible to determine whether there are passengers in the vehicle and, in this case, independently and/or after confirmation, attempts to change position to an evacuation position which enables an improved evacuation for at least one vehicle occupant.

In the context of this invention, an evacuation position or position for improved evacuation is to be understood as any position at which, compared to a first position at which the vehicle is at least temporarily located, at least one vehicle occupant can leave the vehicle more easily and/or more safely (exit improvement or "exit-improving position") and/or external helpers are given easier or faster access to the vehicle interior (access improvement or "access-improving position").

Preferably, the evacuation position allows the occupants to exit as safely as possible and/or the security forces to gain access as easily and/or quickly as possible. Overall, the method and device described above thus reduce the risk potential for occupants and/or security forces and/or rescue forces.

Preferably, at least one sensor is or comprises a front camera of the vehicle. This front camera preferably comprises a detector for detecting signals in the visible light range.

Preferably, at least one sensor is or comprises a distance sensor. Such a distance sensor is designed in particular to determine a distance to an obstacle in a pivoting range of a vehicle door. Such a sensor can preferably be used to determine whether the vehicle door can be opened and whether there is sufficient space available to rescue an injured person (possibly lying down) from the vehicle.

The present invention is further directed to a system, in particular a motor vehicle, comprising a device for protecting passengers as described above in accordance with an embodiment and/or to a vehicle which is suitable for carrying out a method as described above. The vehicle can in particular be a (motorized) road vehicle. The system can also comprise components which are not, or at least not permanently, part of the vehicle or are arranged in the vehicle. In this regard, network-based systems are conceivable, for example, which receive sensor data from a vehicle via a data connection and use this to determine a need to move the vehicle into an improved evacuation position. It is also conceivable that one or more components can also take on other tasks at least temporarily and, for example, are only part of the system temporarily. For example, an external navigation device, a mobile radio device and/or a mobile computer system could be connected to the vehicle via data and become part of the system described above (at least temporarily) through appropriate software control.

A vehicle can be a motor vehicle, which is in particular a semi-autonomous, autonomous (for example, autonomy level 3 or 4 or 5 (of the SAE J3016 standard)) or self-driving motor vehicle. The autonomy level 5 refers to fully automated vehicles. The vehicle is preferably a driverless transport system. The vehicle can be controlled by a driver or drive autonomously. In addition to a road vehicle, the vehicle can also be an air taxi, an aircraft and another means of transport or another type of vehicle, for example an air, water or rail vehicle.

The present invention is further directed to a computer program or computer program product comprising program means, in particular a program code, which represents or encodes at least some and preferably all of the method steps of the method according to the invention and preferably one of the described preferred embodiments and is designed to be executed by a processor device.

The present invention is further directed to a data storage device on which at least one embodiment of the computer program according to the invention or a preferred embodiment of the computer program is stored.

Further advantages and embodiments can be seen from the attached drawings:

• 1 eine schematische Darstellung eines Fahrzeugs mit einer Vorrichtung zum Schutz von Insassen in einem Zustand in dem der Ausstieg für einen Insassen behindert ist;
• 2 eine schematische Darstellung des in 1 dargestellten Fahrzeugs in einer verbesserten Evakuierungsposition, in der freier Ausstieg für alle Insassen möglich ist;
• 3 eine schematische Darstellung eines Fahrzeugs mit einer Vorrichtung zum Schutz von Insassen in einem Zustand in dem der Ausstieg für mehrere Insassen behindert ist;
• 4 eine schematische Darstellung eines Fahrzeugs mit einer Vorrichtung zum Schutz von Insassen in einem Zustand in dem der Ausstieg für einen Insassen behindert ist, für einen anderen aber frei ist;
• 5 eine schematische Darstellung eines Fahrzeugs mit einer Vorrichtung zum Schutz von Insassen in einem Zustand in dem der Ausstieg für einen Insassen behindert ist, für einen anderen aber frei ist;
• 6 eine schematische Darstellung des in 5 dargestellten Fahrzeugs in einer analogen Position jedoch mit einem anderen Belegungszustand in dem der Ausstieg für alle Insassen frei ist;
• 7 eine schematische Darstellung des vorgeschlagenen Verfahrens gemäß einer Ausführungsform;
• 8 eine schematische Darstellung eines Teils des vorgeschlagenen Verfahrens gemäß einer Ausführungsform;
• 9 eine schematische Darstellung eines weiteren Teils des vorgeschlagenen Verfahrens gemäß einer Ausführungsform; und
• 10eine weitere schematische Darstellung eines Teils des vorgeschlagenen Verfahrens gemäß einer Ausführungsform.

Shown here:

• 1 a schematic representation of a vehicle with a device for protecting occupants in a condition in which the exit of an occupant is impeded;
• 2 a schematic representation of the 1 The vehicle shown is in an improved evacuation position, allowing free exit for all occupants;
• 3 a schematic representation of a vehicle with a device for protecting occupants in a condition in which the exit of several occupants is impeded;
• 4 a schematic representation of a vehicle with a device for protecting occupants in a condition in which exit is impeded for one occupant but free for another;
• 5 a schematic representation of a vehicle with a device for protecting occupants in a condition in which exit is impeded for one occupant but free for another;
• 6 a schematic representation of the 5 shown vehicle in an analogous position but with a different occupancy state in which the exit is free for all occupants;
• 7 a schematic representation of the proposed method according to an embodiment;
• 8th a schematic representation of a part of the proposed method according to an embodiment;
• 9 a schematic representation of another part of the proposed method according to an embodiment; and
• 10one Further schematic representation of a part of the proposed method according to an embodiment.

1 shows a schematic representation of a vehicle 1 in a first position. This position is in the front area of the vehicle 1 (in 1 above) and on the right side of the vehicle (in 1 also shown on the right) is limited by an obstacle 8, in this case a wall 8. The vehicle 1 has several seats 2, 4, the occupancy of which can be detected by the vehicle 1 by means of a suitable occupant detection device. In the example shown, unoccupied seats are marked with the reference number 4. The only occupied seat is marked with reference number 2.

The swing range of the doors is monitored by suitable sensors, the monitoring signal of which is only shown schematically and marked with reference symbol A. The evaluation of the monitoring signals shows that the swing range of the doors 6 shown on the left is free. In contrast, the swing range of the two doors 6 shown on the right is restricted. This restriction of the swing range is irrelevant for the front door, since this seat 4 is unoccupied. In the event of danger, however, it could be difficult for the occupant in seat 2 to leave the vehicle, since the swing range of the door closest to this seat 2 is restricted by the wall 8.

If a vehicle-mounted hazard detection device detects a dangerous situation, a check is carried out to determine whether an evacuation possibility value for at least one vehicle occupant lies outside a permissible value range. In the case shown, this is the case for the occupant sitting on seat 2, which is represented by the letter “X” in the pivoting range of the door 6 closest to this seat 2. For the other evacuation routes - the other vehicle doors 6 - either no evacuation possibility value needs to be determined or it lies within the permissible range because the associated seats 4 are unoccupied. This is represented by the symbol of a check mark (“X”) in the pivoting range of the respective doors 6.

Since it is not possible for at least one passenger, namely the one on the seat marked with reference number 2, to leave the vehicle 1 or to evacuate quickly and/or safely, the evacuation position calculation device calculates a vehicle position at which an improved evacuation of the vehicle 1 is possible. At this evacuation position, the person on the seat marked with reference number 2 can also leave the vehicle 1 quickly and safely or be quickly rescued from the vehicle 1. A vehicle 1 in an evacuation position is in 2 shown.

In the 2 In the evacuation position shown, the vehicle 1 is so far away from the obstacle 8 that all passengers on the seats 2 can leave the vehicle 1 without hindrance. The occupancy state of the seats 2, 4 of the vehicle 1 corresponds to the 1 In the example shown, only the seat marked with reference number 2 is occupied.

In the evacuation position, the pivoting area of the door 6 closest to seat 2 is free and the door can be opened quickly and safely. The occupant sitting on seat 2 can quickly leave the vehicle in the evacuation position. If it is not possible for this person to leave, for example because the person is injured or unconscious, evacuation in the evacuation position is also easy for helpers, such as the fire brigade, because access to the door 6 closest to the occupied seat 2 is freely accessible.

This is shown by the symbol of a check mark ("/") in the swivel range of the door 6 closest to seat 2. In the evacuation position shown, all doors are marked with a check mark because all doors are freely accessible at the nearest occupied seat or the seat assigned to the respective door is not occupied. The use of the relevant doors 6 for an evacuation is possible.

The 3 - 6 show vehicles 1 in similar, but at least slightly different, positions and occupancy conditions than in 1 and 2 are shown.

This shows 3 a schematic representation of the vehicle 1 with a device for protecting occupants in a state in which the exit of several occupants is hindered. The vehicle 1 is in the same position as in 1 where the exit and/or free access is hindered on several sides by an obstacle 8, namely a wall 8. In contrast to the 1 In the situation shown, in addition to the right seat 2 in the rear row of seats, the right seat 2 in the front row of seats is now also occupied. In this occupancy state, evacuation - at least via the right doors - is not easily possible for the two occupants sitting on these seats 2.

Vehicle 1 detects the seat occupancy using the occupant detection device and monitors the swing range of the doors using the sensors. Analogous to 1 The evaluation of the monitoring signals A shows that the pivoting range of the doors 6 shown on the left is free, but the pivoting range of the two doors 6 shown on the right is blocked or at least restricted. Unlike in 1 As shown, this restriction of the swivel range is now also not insignificant for the front door, since this seat 2 is also occupied. In the event of danger, leaving the vehicle is therefore impossible or at least difficult for the two occupants sitting on the right-hand side of the seats marked with reference number 2, since the The swivel area of the 2 doors closest to these seats is not free.

Accordingly, an evacuation possibility value outside the permissible range is detected for these two occupants, which is represented by the letter “X” in the swivel area of the doors 6 closest to these seats 2. Analogous to 1 For the remaining vehicle doors 6, it is determined that the evacuation possibility value is within the permissible range because the seats 4 are unoccupied and the pivoting area of the doors 6 is not blocked. This is again represented by the symbol of a check mark (“✓”).

A movement of the vehicle into the 2 The position shown is in the 3 The seat occupancy shown in the illustration is no longer sufficient, as the exit and/or access through the front right door 6 would still be blocked. The evacuation position calculation device will therefore calculate a position 2 calculate an evacuation position that differs from the one shown in the diagram. This could, for example, be different from the 2 The evacuation position shown must be set back far enough so that exit or evacuation is also possible through the front right vehicle door.

4 shows a further schematic representation of a vehicle with a device for protecting occupants in a state in which the exit is obstructed for one occupant, but free for another. The seat occupancy corresponds to that of 3 : the right seat 2 of both rows of seats is occupied. Unlike in the 3 In the situation shown, however, the obstacle 10, here for example a pillar 10, only blocks the pivoting area of the rear vehicle door 6. The occupant sitting in the front right-hand corner, however, could get out unhindered.

The pillar 10 in the swivel range of the rear right vehicle door 6 is detected by the sensors and accordingly an evacuation possibility value for the person sitting at the rear right outside the permissible range is detected, which in turn is represented by the letter "X" in the swivel range of the door 6 closest to this seat 2. For all other evacuation routes, either no evacuation possibility value needs to be determined or it is above a critical limit because the associated seats 4 are unoccupied or the swivel range of the closest door is free (indicated by "✓").

Resetting vehicle 1 in a 2 In this case, an analogous position would not represent a suitable evacuation position, as this would hinder the exit of the person sitting at the front right, as the swivel range of the door 6 closest to this seat 2 would then be blocked. Therefore, the evacuation position calculation device will calculate a vehicle position at which an improved evacuation from both seats marked with reference number 2 is possible. This could again be achieved, for example, by moving the vehicle 1 so far forwards or backwards that the column 10 is no longer in the swivel range of the front right vehicle door 6.

As an alternative, it would be conceivable that the vehicle 1 initially remains in the position shown and only the person sitting at the front right is asked to exit through the front right door. As soon as this person has left the vehicle 1, the vehicle 1 could be moved back slightly so that the person sitting at the back right can also leave the vehicle 1. Such a variant of the method could be advantageous, for example, if the space available is not sufficient to move the vehicle 1 back far enough to allow the pivoting areas of both right-hand vehicle doors to be free at the same time.

5 shows a schematic representation of a vehicle with a device for protecting passengers in a state in which the exit is obstructed for one passenger but free for another. The seat occupancy in this example also corresponds to that shown in the 3 and 4 shown: only the right-hand seats 2 of both rows are occupied. Unlike in 4 However, in the illustration, only the swing area of the front right door 6 is blocked. The person sitting in the back row on the right could, however, get out or be evacuated unhindered.

In this case, reversing vehicle 1 into a position that is too 2 An analogous position would in turn represent a suitable evacuation position, as this would allow all passengers to exit. Accordingly, the evacuation position calculation device calculates a position corresponding to the 2 The vehicle position analogous to the position shown can be calculated and the vehicle can be driven to this position, since it would be possible to get out or evacuate all occupants there.

In the 6 Position and obstruction of the swing range of the doors shown is identical to that shown in 5 However, the illustration differs in the occupancy of the vehicle 1 by passengers, since only the right seat 2 of the rear row is occupied. In this In this case, the special geometry of the wall 8 allows the person sitting there to exit unhindered. Since there are no other occupants in the vehicle 1 and/or the pivoting range of the left doors is not obstructed, driving the vehicle 1 into an improved evacuation position is not necessary.

7 shows a schematic representation of the proposed method according to an embodiment. The method begins with step 100, namely the detection of a dangerous situation 20 by a vehicle-mounted danger detection device G. This detection can also take place continuously. It would also be conceivable that it takes place at the same time and/or subsequently to step b) of determining an occupancy state 21 of the vehicle 1 by a vehicle-mounted occupant detection device, which is identified by reference number 110.

Likewise, the determination of a current vehicle position by a vehicle-side position detection device shown in step 120 can take place before, after and/or at least partially overlapping in time with one or more of the aforementioned steps 100 or 110. Based on at least some of the results obtained in steps 100, 110 and 120, an evacuation possibility value can then be determined in step d) identified by reference numeral 130. This evacuation possibility value is characteristic of an evacuation possibility for at least one vehicle occupant. At least the current vehicle position determined in step 120 is used to calculate the evacuation possibility value.

Based on the evacuation possibility value determined in step 140, it is then checked (B1, C1) whether this evacuation possibility value for at least one vehicle occupant lies outside a value range defined as non-critical.

If this is the case, in step 150 an evacuation position that is improved for evacuating at least one vehicle occupant is determined (B2, C2) using an evacuation position calculation device. This evacuation position is characterized in particular by the fact that it offers an evacuation possibility value that is improved compared to the current vehicle position for evacuating the at least one vehicle occupant.

If such an evacuation position can be determined in step f), the vehicle is moved autonomously (33, 39, 54, 62) to this evacuation position in step 160. At this evacuation position, the at least one vehicle occupant can leave the vehicle unhindered or be rescued from the vehicle by rescue personnel.

8th shows a schematic representation of part of the proposed method according to a preferred embodiment. The method shown as an example begins at the point marked with reference number 20. At this point, a risk of thermal runaway of a battery is determined. If this is the case, the current seat occupancy is preferably checked in step 21.

If this seat occupancy check provides the result 21A that no seat is occupied, step A1 preferably checks whether the vehicle can assume a position in which the damage to its surroundings can be minimized. If such a position is found, a decision is made in step A2 about the possible effects of a change in position. This decision preferably includes risk assessment values that are characteristic, for example, of a risk associated with the movement of the vehicle, a risk of additional loading of the battery that is already thermally loaded, an evaluation of the optically recorded environmental conditions and other risks. If the benefit of a change in position is classified by the vehicle as greater than the expected damage or greater than the risk of damage, the vehicle suggests a movement in step A3 and, preferably subsequently in step A4, sends a request for approval of this movement by an authorized body. This authorized body can be, for example, the vehicle owner, the (last) driver, the police, the fire brigade, a local traffic monitoring facility, a local security service or other emergency services.

However, if the vehicle-side seat occupancy check in step 21 shows that (exactly) one seat is occupied, the method preferably continues at step 21 B. This is followed in step B1 by a check of the surroundings for the options for exiting and accessing the occupied seat. It is then checked in step B2 whether a position exists in which the options for exiting and accessing the occupied seat are better. If such a position and thus an improved, potential evacuation position is found, a decision is made as to whether this position is actually advantageous, and thus preferably also more favorable when taking other factors into account, for an evacuation. This decision preferably also includes how safe and likely it is to reach this position. For example, if access to this position is not possible or the position is too far away to to reach it with the vehicle already burning or likely to soon be burning, this position is probably not a suitable evacuation position. A decision is made by the vehicle after weighing up the risk and the effects of a change in position. If the change in position is expected to have predominantly positive effects (B3), the vehicle proposes a change in position in B4. Approval for such a change in position is preferably requested in step B5.

However, if the risk assessment in step B2 shows that the negative impacts outweigh the benefits (B6), it is preferable that no change in the position of the vehicle is proposed (B7) and consequently no corresponding approval is requested.

During the method described above and below, it is advantageous if at least parts of the data received, determined and/or calculated by the vehicle (for example sensor data, environmental data from an external source (for example traffic control system, surveillance camera), evacuation possibility value, occupancy state, current (vehicle) position and/or (calculated) evacuation position) are stored in a data storage device at least once, preferably several times. This data storage device can be arranged in the vehicle, but in a preferred embodiment is arranged outside the vehicle and is connected to the vehicle via a wireless data connection, at least in sections. The data of a large number of vehicles can be stored on such an external data storage device. This data is thus available for evaluation. The evaluation can be carried out, for example, by an artificial intelligence system. Such a system could help to improve the learning of the early detection of a dangerous situation and/or to determine better evacuation positions.

If the vehicle-side seat occupancy check in step 21 determines that several seats are occupied, the method preferably continues at step 21C. In the following step C1, the environment is checked for each of the occupied seats to determine the exit and access options for the respective occupied seats. Then, in step C2, it is checked whether a position exists that improves the exit and access options for the occupied seats. However, because several seats are occupied, the decision-making and risk assessment is significantly more complex.

If a position is found in which the effects of a position change are positive for all occupied seats as in step C3, the situation is clear and the vehicle proposes a movement to this position in step C4. An approval request is then sent in step C5, similar to steps A4 and B5.

If a change in position does not change the risk assessment for some of the occupied seats (or the occupants sitting on them), but has exclusively positive effects for all other occupied seats, as shown in step 66, the situation with regard to the risk assessment is also quite clear, so that in this case too the vehicle proposes a movement and the process continues at step C4.

The situation is different if a change in position would have a positive effect on at least one seat and therefore the person sitting on it, and a negative effect on at least one other person in a different seat. This situation is shown in step 68. In this case, the effects must be weighed up in step C9. For example, factors such as the ratio of the number of occupied seats with positive effects to the number of occupied seats with negative effects, the maximum possible opening angle at the respective vehicle positions for the doors closest to the occupied seat positions, the size and weight of the person(s) on the seats, the distance of the respective seat from the (expected) source of the fire and/or other suitable factors can be included in the assessment. If the weighing up of the effects results in more benefit than damage (step 67), the method preferably continues at step C4 and the vehicle suggests moving to the evacuation position and then sends an approval request C5. If, however, the assessment in step C9 shows that the harm of a change in position is greater than the benefit, as shown in C13, the vehicle does not propose a movement in step C12.

In a situation in which a movement of the vehicle would have a positive effect on at least one seat and therefore the person sitting on it, and a negative effect on at least one other person on another seat, it would also be conceivable that different evacuation positions are determined for different occupants. It is conceivable that the vehicle determines that the current vehicle position or a first evacuation position is particularly favorable for letting a first occupant get out or for rescuing them from the vehicle. Once this has been done, the vehicle can initiate a (preferably previously determined) which also enables the occupant(s) still in the vehicle to be evacuated more easily than in the first evacuation position (by getting out independently or by rescue by rescue personnel).

No movement is proposed in step C12 if the change in position has negative effects, as shown in C10, without having a positive effect on at least one occupied seat position, or if, as shown in C11, negative effects are even to be expected for all seats and the occupants sitting on them. This could be the case, for example, if the determined evacuation position cannot be reached before the risk level in the passenger compartment becomes too high.

9 shows a schematic representation of another part of the proposed method according to an embodiment. This part of the method can, for example, be based on the 8th Request for authorization to move the vehicle to an evacuation position according to steps A4, B5 and/or C5. Such a request is in 9 marked with the reference number 30.

If such a request has been sent in step 30, in the simplest case this request is approved within a specified time frame. This situation is shown in step 32. After approval, the vehicle moves to the evacuation position in step 33.

If no response to the request is received within the specified or available time window (step 31), the vehicle must make the decision independently whether to move to the evacuation position or not. The vehicle has 8th In the steps described above, the vehicle has already made a decision before requesting the authorization and has come to the conclusion that a change in position would be beneficial for the vehicle occupants. Accordingly, the vehicle preferentially follows this decision and moves into the evacuation position in step 33.

If the request is rejected within the available time window in step 34, the vehicle can either remain at this position (step 35) or try to determine another evacuation position in step 36. This is essentially done analogously to the steps in 8th shown steps and taking into account the time remaining until the danger occurs, but excluding the previously calculated and rejected position. This ensures that no position is approached that has been rejected by the responsible authorities. Otherwise, it would be possible that the access for rescue services would be blocked or that the vehicle would drive into a position in which it is exposed to a high risk, which was not detected as such by the vehicle's sensors.

If an alternative evacuation position has been found, a request is also sent in step 36 as to whether the vehicle may take up this position. This is done essentially as in connection with 8th (and the steps A4, B5 and C5 shown therein). Depending on the time still available, it is possible, even after a renewed rejection of the request in step 40, to calculate another alternative evacuation position and to send another request as to whether the vehicle may take up this position. Such a loop can also be run through several times, taking the remaining time into account. This loop can be exited, for example, by a request to approach an alternative evacuation position being answered positively or by the time until the expected occurrence of the dangerous situation becoming so short that the vehicle independently approaches an autonomously determined evacuation position.

If the request for approval is approved within the time window (step 37) or if no response is received within the time window (step 38), the vehicle moves to the newly determined evacuation position in step 39. If, however, the request to change position to this newly calculated position is also rejected in step 40, the vehicle must remain stationary in step 35.

10 shows a further schematic representation of a part of the proposed method according to an embodiment. This part of the method represents an alternative to the method described in 9 Some parts of these two variants are identical. However, a key difference is that in the case of the 10 In the variant of the procedure shown, if approval for a requested change of position of the vehicle is not given, this request is repeated in steps 52 and 65. The time window is shortened, in particular to take account of the time that has elapsed before the renewed request. Such a repeated request can minimize the risk that the request does not reach the desired recipient due to transmission errors or disruptions in the communication. The renewed request can therefore preferably be made on a different and/or additional communication channel and/or have a different recipient (for example a control center instead of the police or fire department).

In an alternative procedure (not shown in figures), in contrast to the description above, a fixed time window can be specified and the number of runs of the repeated queries can be limited.

In the 10 The alternative procedure described in 8th request for permission to move the vehicle to an evacuation position according to steps A4, B5 and/or C5. This request is in 10 but marked with the reference number 50.

The simplest case is analogous to that in 9 and includes the timely approval of the request in step 57 and the subsequent movement of the vehicle to the evacuation position in step 54.

However, if the vehicle does not receive a response to the request within the specified or available time window (step 51), the vehicle first repeats the request in step 52. This request can take into account that, due to the time that has already elapsed, only a shortened time interval is available until the latest possible start of the vehicle's movement to the calculated evacuation position. Therefore, a shorter time window can be specified until the response is received. As mentioned above, this request can be made on a different channel than the request from step 50 and/or be directed to one (or more) other recipients.

If this request is answered positively in step 58, i.e. the movement of the vehicle is approved, the process continues in step 54 and the vehicle moves to the evacuation position. The vehicle also moves to the evacuation position in step 54 if the renewed request 52 was not answered within the specified (shortened) time window. If the request was not answered within the specified (shortened) time window (step 53), the vehicle also moves (step 54). This corresponds to the autonomous decision of the vehicle, as described in connection with step 31 in 9 was described.

A significant difference to the 3 However, the variant of the procedure shown applies if this (repeated) request for approval was rejected in step 55. Due to the multiple requests that follow one another in time and the time windows that are waited for to receive a response, if the (repeated) request for approval is rejected, there is often no time left to calculate a different evacuation position. The procedure therefore often has to be aborted as soon as a first rejection is received and the vehicle does not move (shown in step 56).

However, if the first request for approval from step 50 is rejected in step 59 in this procedure variant, there is often still enough time to find an alternative evacuation position analogous to that in 3 An alternative evacuation position is determined in step 60 and a corresponding request is sent to release movement to this position.

If this request is rejected within the available time window in step 66, the vehicle preferably does not recalculate an alternative position but does not move. This is shown in step 67.

If, however, the request for the alternative evacuation position is approved in step 61, the vehicle moves to this evacuation position in step 62.

The situation is somewhat more complex if the request for the alternative evacuation position is not answered within the specified time window, as shown in step 64. Then a new request for approval is preferably made, but with a shorter time window, which preferably takes into account the time already elapsed and the travel time to the newly calculated position. Such an additional request is often possible because it is only the second request for this alternative evacuation position. Analogous to the request from step 52, this can go on one or more alternative channels and/or to one or more alternative recipients.

If the request from step 65 is rejected (arrow from step 65 to step 66), the vehicle preferably does not move (in step 67). If, however, this request is approved (step 63) or there is no response within the (shortened) time window (step 68), the process continues at step 62 and the vehicle moves to the alternative evacuation position.

The applicant reserves the right to claim all features disclosed in the application documents as essential to the invention, provided that they are new individually or in combination compared to the prior art. It is also pointed out that features are also described in the individual figures which may be advantageous in themselves. The person skilled in the art will immediately recognize that a particular feature described in a figure can also be used without the taking further features from this figure can be advantageous. Furthermore, the person skilled in the art will recognize that advantages can also be obtained by combining several features shown in individual or different figures.

List of reference symbols

1

vehicle

2

(occupied) seat, occupant

4

(vacant) seat

6

(Vehicle) door

8th

wall, obstacle

A

Sensor, monitoring signal

E

Evacuation possibility calculation device

G

Hazard detection device

L

Guidance system

✓

free / not required swing area of a door

X

blocked swing area of a door

20 - 68

Process steps

100 - 160

Process steps

QUOTES INCLUDED IN THE DESCRIPTION

This list of documents listed 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 accepts no liability for any errors or omissions.

Cited patent literature

• DE 102020109971 A1 [0006]
• DE 102020200651 A1 [0007]
• US 2021/0323446 A1 [0011]

Claims (10)

Method for autonomously moving a vehicle (1) from a first position to an evacuation position, comprising the steps: a) detecting a dangerous situation (20) by a vehicle-side danger detection device (G); b) determining an occupancy state (21) of the vehicle (1) by a vehicle-side occupant detection device; c) determining a current vehicle position by a vehicle-side position detection device; d) determining an evacuation possibility value that is characteristic of an evacuation possibility for at least one vehicle occupant; e) checking (B1, C1) whether an evacuation possibility value for at least one vehicle occupant lies outside a (value) range classified as non-critical; f) determining (B2, C2) an evacuation position by means of an evacuation position calculation device (E), wherein the evacuation position is characterized by an evacuation possibility value for at least one vehicle occupant that is improved compared to the first position; and g) autonomously moving (33, 39, 54, 62) the vehicle to said improved evacuation position. Procedure according to Claim 1 , characterized in that the vehicle-side hazard detection device has at least one sensor (A), preferably a plurality of sensors, wherein preferably at least one sensor is a heat sensor which measures the temperature of a power storage device, and comprises a hazard value calculation device, wherein the hazard value calculation device calculates a hazard value from the time course of the measured values of at least one sensor, preferably a plurality of sensors, which hazard value is characteristic of a risk of a hazard arising for a vehicle occupant. Method according to one of the preceding claims, characterized in that the danger detection device sends a signal when a danger is detected (A4, B5, C5, 30, 50), this signal preferably being selected from a group that includes an optical signal for warning at least one vehicle occupant, an acoustic signal for warning at least one vehicle occupant, an optical signal for warning the surroundings, an acoustic signal for warning the surroundings, (preferably telemetric) informing of at least one user and/or at least one control center and/or at least one security service, in particular the police and/or fire department, a signal for closing and/or opening the windows of the vehicle, a signal for releasing the door lock, a signal for opening at least one of the doors, a signal for releasing and/or loosening at least one belt system and a signal for electrically disconnecting a battery or parts of a battery, preferably a high-voltage battery. Method according to one of the preceding claims, characterized in that the evacuation position is determined taking into account an energy reserve still available in an energy storage device and/or the time until the danger is likely to occur and/or a possible speed of the vehicle. Method according to one of the preceding claims, characterized in that the vehicle sends the calculated evacuation position to a user and/or a control center and/or a security service, in particular the police and/or fire brigade (A4, B5, C5, 30, 50), wherein preferably the vehicle only approaches the evacuation position after confirmation (32, 37, 57, 58, 61, 63) of an authorization request. Method according to the preceding claim, characterized in that the vehicle approaches the evacuation position without confirmation (31, 38, 53, 68) of an authorization request, provided that the difference between a calculated arrival time of the vehicle at the improved evacuation position and a calculated time for the expected occurrence of the danger falls below a predefinable limit value. Method according to one of the preceding claims, characterized in that at least one sensor data from at least one sensor (A) is used to calculate the evacuation possibility value, wherein this sensor (A) is a sensor whose data is also used for the autonomous movement of a vehicle, wherein this sensor is preferably a camera and/or a distance sensor, in particular a parking sensor and/or LIDAR. Method according to one of the preceding claims, characterized in that at least one sensor data item from a driving history and/or a local control system (L) is used to calculate the improved evacuation position, wherein the sensor data item from the driving history is preferably selected from a group comprising a steering wheel angle, a driving route and navigation data and/or the local control system (L), which is set up as a telemetric and/or remote-controlled control system. Device for protecting occupants of an autonomously drivable vehicle (1), comprising a vehicle-side hazard detection device which is intended and set up to detect a dangerous situation, a vehicle-side occupant detection device for determining an occupancy state (2, 4) of the vehicle (1), and a vehicle-side position detection device, characterized by an evacuation possibility value calculation device which is intended and set up to determine an evacuation possibility value which is characteristic of an evacuation possibility of at least one vehicle occupant, and an evacuation position calculation device (E) which is provided and set up to calculate an evacuation position which is improved for an evacuation of the at least one vehicle occupant if a critical value of the evacuation possibility value calculated by the evacuation possibility value calculation device for at least one vehicle occupant is undershot. System, in particular motor vehicle (1), comprising a device for protecting occupants according to Claim 9 and/or which is used to carry out a method according to one of the Patent claims 1 - 8th is arranged, suitable and/or intended.

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