DE102008008555B4 - Method and device for minimizing dangerous situations in vehicles - Google Patents

Abstract

The invention relates to a method and a device for minimizing hazardous situations in vehicles with a system that recognizes the vehicle environment and evaluates possible emerging dangerous situations, which detects a dangerous situation based on an analysis of the environment, vehicle and / or driver situation and recognizes it a hazard situation in the vehicle can trigger driver assistance functions, which partially access installed in the vehicle security systems that includes at least one brake system or a steering system access. In order to increase safety in the event of failure, the evaluating system checks the function of the brake system or the steering system and accesses an alternative safety system in an inoperable brake system or the steering system, which is to be actuated in the context of triggering the driver assistance function, at least one of the following systems is used as an alternative safety system: - an operation of an electronic parking brake, - an intervention in a motor management, - an intervention in an electrical transmission, - in the inoperative brake system an intervention in a steering system, - in the non-operational steering system an operation of a brake system.

Description

The invention relates to a method for minimizing dangerous situations in vehicles having a vehicle environment recognizing and with regard to possible emerging dangerous situations, in particular impending accident situations, evaluating system and a device configured for carrying out this method. The evaluating system recognizes a dangerous situation based on an analysis of the environment, vehicle and / or driver situation, which are indicated by sensor signals, and triggers at the detection of a dangerous situation in the vehicle at least one, but preferably several driver assistance functions that partially in the vehicle installed, in particular active security systems access.

Accident-avoidance or the consequences of an accident mitigating systems are, for example, from the WO 2004/085220 A1 known which describes the so-called APIA (Active Passive Integration Approach) system, which detects accident-prone situations by monitoring the vehicle and the vehicle environment early and seeks to avoid escalation of the danger situation by means of stepped driver assistance functions and / or other preventive protection measures. This is how the APIA system protects z. For example, for follow-up traffic scenarios for hazards that arise in front of your own vehicle. This traffic space is monitored by the well-known APIA system with special distance sensors. Depending on the configuration, these sensors can also be used for other functions, such as: B. a Adaptive Cruise Control ACC. The probability of an accident is determined in a hazard calculator of the system for the current traffic situation, and steps are taken to protect the occupants and other road users.

The APIA system as an evaluating system in the sense of this patent application bundles all existing and future systems for active and passive security into one network. A centrally controlled system network actively supports the driver in coping with dangerous situations and helps to save time against an unavoidable accident in order to provide the best possible protection against injury.

For this purpose, APIA relies on the data exchange between all or a plurality of vehicle systems, which collect information about the activities of the driver, the behavior of the vehicle and the vehicle environment. As a result, multiple identical sensors contained in the various systems can sometimes even be omitted.

This evaluative APIA system represents a vehicle function that has been gaining in importance lately because of its safety function, since it avoids accidents or mitigates the consequences of an accident. In this context, for example, from the WO 2005/047066 A1 known to control a collapsed vehicle to its standstill after the accident or to stabilize influence to autonomously transfer the vehicle, ie without intervention of the driver in these accident situations usually overwhelmed anyway, in a safe position and counteract, for example, strong skidding movements. For this purpose, interventions take place in the braking and / or steering system of the vehicle. This requires a properly working brake system and / or a likewise intact, autonomously controllable steering system. If one of the safety systems to be controlled by the APIA system fails, only the passive safety measures to reduce the consequences of an accident are available. However, it is not unlikely that some of the safety systems have failed, especially after an accident. Regardless of the passive safety measures, however, the vehicle then drives at almost undiminished speed into the other object.

The WO 2006/032658 A1 describes a method for increasing the braking effect in a motor vehicle with a hydraulic brake system, in which by switching on a power supply unit, a brake pressure in at least one wheel brake is increased up to a first pressure limit with a first value, if a brake pressure determined as a function of a vehicle deceleration activation threshold exceeds. The pressure limit will be used to protect the hydraulic brake system. However, if the braking effect, for example due to fading, decreases, the brake pressure is increased to a second, above the first pressure limit pressure limit in order to improve the braking effect. However, this measure is ineffective if the entire hydraulic brake system is defective.

In the DE 41 299 19 A1 is described an electronically operated parking brake of a motor vehicle, in which the braking force is applied not to the brake actuator of the driver, but by an electronic brake control. This parking brake can also be used as an emergency brake. However, this parking brake is not used as a safety system of a system for accident prevention.

DE 10 2004 039 998 A1 discloses an electronic security system with redundantly designed controllers. If a controller fails, the redundant controller can both Brakes and steering continue to control fully.

WO 2006/002695 A1 discloses a redundant data bus system with two controllers. Safety-relevant control messages are always transmitted in parallel via both data bus systems in order to ensure a function of the data bus system despite a faulty control device.

The invention has for its object to provide a method and an apparatus according to the features of the preamble, which further increase the safety of the vehicle occupants in a motor vehicle.

This object is achieved by a method having the features of claim 1 and an apparatus having the features of claim 7. For this purpose, it is provided, in particular, that the evaluating system checks the function of the safety systems and accesses an alternative safety system as a fallback level in the case of a non-operational safety system which is to be actuated as part of the triggering of the driver assistance functions. This reliably prevents accesses to a security system triggered by a driver assistance function from becoming ineffective because the security system itself has failed. In this case, the checking of the security system by the evaluating system can take place immediately before issuing a command to this security system. The check can be carried out by means of a functional test or by resorting to an error database in which problems with individual vehicle systems are entered. Furthermore, it is possible that the monitoring of the security system by the evaluating system takes place continuously in the sense of monitoring, whereby the availability of a security system is checked at regular intervals. In this way, in a hazardous situation where quick reactions are required, the safety system can be accessed without any prior check as its function is constantly monitored. In the event of a failure of a security system, the security system defined in the fallback level can then be addressed directly without any further loss of time.

According to a particularly preferred embodiment of the inventively proposed evaluating system, it is provided that a plurality of alternative security systems can be activated simultaneously and / or successively. In this way, several fallback levels are formed, each of which can rely on different alternative safety systems or a combination of these alternative safety systems and can realize different intensities of driver assistance functions by alternative safety systems. Since alternative safety systems frequently only have a lower efficiency than the safety system actually provided for the implementation of this driver assistance function, it may therefore make sense to address several alternative safety systems simultaneously in one fallback mode if a strong influence is to be exerted on the motor vehicle a single alternative security system can not be provided.

A typical active safety system, often accessed by the evaluating system for implementing driver assistance functions, is the brake system of a motor vehicle, in particular its electronic brake system EBS, which can be realized in various ways in a known manner. Despite high quality and safety standards in the brake systems failure of the brake system can not be excluded. Thus, it may happen, for example, due to damage to the hydraulic system, that sufficient back pressure for actuating the hydraulically driven wheel brakes can not be built up in the hydraulic system. This is determined by the evaluating system when checking the functions of the security system.

In such a case, then as an alternative safety system, which accesses the evaluating system for implementing a driver assistance function, the operation of an electronic parking brake, an intervention in the engine management in particular for reducing the engine speed, an intervention in an electric transmission, in particular for engaging a lower gear and activation of the engine brake and / or an intervention in an example autonomous steering system can be used to avoid by a steering maneuver an identified for example by optical sensors or radar sensors obstacle. The response of one or more of these alternative safety systems may be in one or more successive fallback levels.

In a further embodiment of the present invention, which is also combinable with the above-described embodiment, the active safety system may be a steering system of the vehicle, which is adapted to avoid obstacles or to keep the vehicle in its lane by means of a lane keeping assistance system.

If this vehicle steering system fails, an autonomous steering system, if present, can be used as an alternative safety system, for example in a first fallback level. Such an autonomous steering system is present in a vehicle, for example, if the vehicle has a parking assistant, which operates the steering of the vehicle independently. At the same time or in another, preferably downstream fallback, the operation of the brake system, an operation of an electronic parking brake (for example, in the event that the brake system fails additionally), an intervention in the engine management and / or an intervention in an electric transmission as alternative safety systems in question, in order to reduce the speed of the vehicle and to bring the vehicle controlled to stop, preferably before it collides with an obstacle or other motor vehicle due to the defective steering.

However, the invention is not limited to the above-described embodiments of security systems and alternative security systems, but can also be combined with other security and alternative security systems, as described for example in the WO 2004/085220 A1 are described. These safety systems mentioned there can be integrated into the possibility described according to the invention for the formation of fallback levels. Decisive for the implementation of the invention is that the system for avoiding dangerous situations or reducing their consequences, hereinafter referred to as briefly evaluating system in case of failure of a security system provides one or more fallback levels in which one, but preferably several alternative security systems instead of the failed security system to be activated. Of course, a preferred implementation takes place in the area of the brake system of the motor vehicle, which is particularly safety-relevant.

In order to be able to decide which of the fallback levels or alternative security systems is activated, the evaluating system can according to the invention make a classification of the dangerous situation, i. assess the severity of the hazardous situation and exercise access (activation) to an alternative security system, depending on the hazard class selected. Thus, alternative safety systems can also be combined informally or additional safety systems can be switched on if, despite activation of an alternative safety system, the assessment of the hazardous situation by the evaluating system does not improve. For this purpose, the classification can also include a temporal assessment of the dangerous situation, possibly combined with an evaluation of the hazard class whose temporal behavior is evaluated.

The invention also relates to a device for minimizing dangerous situations in vehicles with a vehicle environment recognizing and with regard to possible emerging danger situations, especially impending accident situations, evaluating system, which interfaces with sensors for recording environment, vehicle and / or Driver data is connectable. The evaluating system has a hazard calculator for analyzing the recorded data and for detecting a dangerous situation and can access safety systems installed in the vehicle via interfaces to trigger driver assistance functions. According to the hazard calculator is set up to check the function of the safety systems and to access an alternative security system as a fallback level in a non-operational security system, which is to be actuated in the context of triggering the driver assistance function. This device is particularly suitable for carrying out the method described above, whereby the already mentioned advantages are achieved. In a preferred application, the device is integrated into the control of an electronic brake system, for example as implemented software.

Further advantages, features and applications of the present invention will become apparent from the following description of exemplary embodiments and the drawings. All described and / or illustrated features alone or in any combination form the subject matter of the present invention, also independent of their summary in the claims or their back references.

• 1 ein Ablaufschema zur Aktivierung einer elektrischen Parkbremse bei einem aktivierten auswertenden System gemäß der vorliegenden Erfindung;
• 2 ein Ablaufschema zur Aktivierung einer Motormomentunterdrückung bei einem aktivierten auswertenden System gemäß der vorliegenden Erfindung und
• 3 ein Ablaufschema zur Aktivierung eines autonomen Gangwechsels bei einem aktivierten auswertenden System gemäß der vorliegenden Erfindung.

Show it:

• 1 a flowchart for activating an electric parking brake in an activated evaluating system according to the present invention;
• 2 a flowchart for activating a motor torque suppression in an activated evaluating system according to the present invention and
• 3 a flowchart for activating an autonomous gear change in an activated evaluating system according to the present invention.

The invention is realized in a dangerous situation in vehicles with a system recognizing the vehicle environment and evaluating possible emerging dangerous situations system, which detects a dangerous situation based on an analysis of the environment, vehicle and / or driver situation and in detecting a dangerous situation in the vehicle Driver assistance functions triggers.

Such a system is in the WO 2005/047066 A1 described in detail and also known as the so-called APIA system (Active Passive Integration Approach). At the heart and networking part of the APIA system is a hazard calculator implemented by software, for example in a brake control (EBS controller), in which the data of all safety systems of the motor vehicle come together and are permanently evaluated. This hazard calculator determines a risk potential for the current driving situation that reflects the current accident probability. If this danger potential exceeds a defined threshold, the hazard computer initiates graduated protective measures, which are also referred to as driver assistance functions. The basic operation of such an evaluating system described above will be described below with reference to a concrete example of the APIA system.

• Stufe 1: Vorausfahrendes Auto bremst leicht, Sicherheitsabstand wird unterschritten
  1. a) Das APIA-System weist den Fahrer optisch auf eine potenzielle Gefahrensituation hin, z.B. durch eine Cockpit-Anzeige: „Abstand!“, und/oder warnt ihn haptisch, z.B. über ein aktives Fahrpedal.
• Stufe 2: Vorausfahrendes Auto bremst stärker, schnelle An näherung
  1. a) Die Maßnahmen der 1. Stufe werden ausgeführt, zusätzlich:
  2. b) Das Bremssystems wird bis 5 bar Bremsdruck vorgefüllt, um eine unmittelbare Bremsbereitschaft der Bremsanlage zu erreichen.
  3. c) Die Gurte werden - reversibel und mit geringer Kraft - zur Beseitigung der Gurtlose gestrafft.
  4. d) Das Seitenfenster und das Schiebedach werden geschlossen.
• Stufe 3: Vorausfahrendes Auto bremst sehr stark, sehr schnelle Annäherung, Fahrer zeigt keine Reaktion
  1. a) Es werden die Maßnahmen der 1. und 2. Stufe ausgeführt, zusätzlich:
  2. b) Das APIA-System leitet aktiv eine Bremsung mit einer Verzögerung bis zu 0,3 g zur Wahrung bzw. Wiederherstellung des Sicherheitsabstands ein. (Der Wert von 0,3 g ist aus technischer Sicht willkürlich gewählt und könnte den jeweiligen Anforderungen geeignet angepasst und bspw. abstandsabhängig gewählt werden. Derzeit stellen 0,3 g die gesetzliche Obergrenze für eine Verzögerung bei autonomen Bremseingriffen dar.)
  3. c) Reversible Gurtstraffer werden aktiviert und fixieren die zu schützenden Personen optimal im Sitz
  4. d) Der elektrisch verstellbare Beifahrersitz wird in eine Position gebracht, die einen zu geringen Abstand zum Airbag ausgleicht. Sitzkissen werden auch beim Fahrersitz in eine optimale Position bewegt
• Stufe 4: Notbremsung des Vordermanns, Fahrer des Folgefahrzeugs reagiert
  1. a) Es werden die Maßnahmen der 1. bis 3. Stufe ausgeführt, zusätzlich:
  2. b) Der erweiterte Bremsassistent erkennt aus dem schnellen Wechsel des Fußes vom Gas- auf das Bremspedal den Beginn einer Notbremsung. Dank der mit Druck vorgefüllten Bremsanlage (2. Stufe) kann umgehend der maximale Bremsdruck aufgebaut werden. So wird für einen optimal kurzen Anhalteweg gesorgt.
  3. c) Reversible Gurtstraffer werden mit maximaler Kraft aktiviert und positionieren die zu schützenden Personen optimal im Sitz.
• Stufe 5: Trotz Notbremsung kommt es zum Auffahrunfall
  1. a) Die Maßnahmen der 1. bis 4. Stufe werden ausgeführt, zusätzlich:
  2. b) Die Smart Airbags lösen in Abhängigkeit von Unfallschwere und Unfallart aus.

In the case of a subsequent journey of two cars, depending on the speed difference and the distance between the vehicles, different danger levels can be represented:

• step 1 : The vehicle in front brakes slightly, the safety distance falls below
  1. a) The APIA system visually alerts the driver to a potential danger situation, eg by a cockpit display: "Abstand!", and / or warns him haptically, eg via an active accelerator pedal.
• step 2 : In front of the car brakes stronger, fast approach
  1. a) The measures of the 1st stage are carried out, in addition:
  2. b) The brake system is pre-filled to 5 bar brake pressure, in order to achieve an immediate braking readiness of the brake system.
  3. c) The straps are tightened - reversibly and with little force - to eliminate the slack.
  4. d) The side window and sunroof are closed.
• step 3 : Ahead car brakes very hard, very fast approach, driver shows no reaction
  1. a) The measures of the 1st and 2nd stages are carried out, in addition:
  2. b) The APIA system actively initiates braking with a delay of up to 0.3 g to maintain or restore the safety margin. (The value of 0.3 g is chosen arbitrarily from a technical point of view and could be suitably adapted to the respective requirements and selected, for example, distance-dependent.) At present, 0.3 g represents the legal upper limit for a delay in autonomous brake interventions.)
  3. c) Reversible belt tensioners are activated and optimally fix the persons to be protected in the seat
  4. d) The electrically adjustable passenger seat is placed in a position that compensates for too small a distance to the airbag. Seat cushions are also moved to the driver's seat in an optimal position
• step 4 : Emergency braking of the front man, driver of the following vehicle reacts
  1. a) The measures of the 1st to 3rd stages are carried out, in addition:
  2. b) The extended brake assist recognizes the beginning of emergency braking from the rapid change of the foot from the accelerator pedal to the brake pedal. Thanks to the pressure pre-filled brake system ( 2 , Stage), the maximum brake pressure can be built up immediately. This ensures an optimally short stopping distance.
  3. c) Reversible belt tensioners are activated with maximum force and optimally position the persons to be protected in the seat.
• step 5 : Despite emergency braking it comes to rear-end collision
  1. a) The measures of the 1st to 4th stages are carried out, in addition:
  2. b) The Smart Airbags will deploy depending on the severity of the accident and the type of accident.

In summary, the evaluating APIA system provides as driver assistance functions in the event of an impending rear-end collision, a visual and / or haptic warning of the driver, with increasing risk following the priming of the brake system, the slight tightening of the straps and the closing of side windows and sunroof. If the hazard continues to grow and the system shuts off an emergency situation from the way the driver takes his foot off the accelerator pedal, the hazard calculator initiates braking with a delay of up to 0.3 g, activates the reversible belt tensioners and brings electrically adjustable Seats and headrests in an optimal position. Upon pedaling the brake pedal, which in this situation indicates the initiation of emergency braking by the driver, the brake assist further assists the driver by adjusting the maximum foot force gain. At the same time, the belt tensioners are activated with maximum force.

An improvement of the above-described APIA system or according to the WO 2005/047066 A1 described functions for Transfer of a vehicle following an accident to a safe rest position is achieved when the system provides for fallback situations in the form of alternative safety systems for the safety systems (actuators) provided by the APIA system, in particular the brake system and / or autonomous steering system.

In the following, the invention will be described concretely in relation to the brake system designed as a hydraulic service brake. The envisaged alternative safety systems operated as fallback levels are not as effective as the hydraulic service brake, but any reduction in vehicle speed already results in a reduction in the consequences of the accident or even avoidance of the accident itself, depending on the predicted hazard situation and timing of the prediction. According to the invention, in particular the following fallback levels can advantageously be achieved automatically in the event of failure of the brake system, i. regardless of the driver to be activated:

The first fallback level forms an electronic parking brake, as exemplified in the DE 41 299 19 A1 is described. The electric parking brake can be electronically controlled by the APIA system. If the hydraulic service brake fails, the vehicle can be decelerated by the control of the electronic parking brake. The electric parking brake has a control algorithm similar to an anti-lock brake system, which prevents locking of the wheels. By means of the electric parking brake, a deceleration of the vehicle in the range of 0.2 to 0.4 g, preferably 0.25, can be achieved. This minimizes the danger situation, in particular a reduction of the consequences of an accident.

A possible sequence of the method described above is in 1 shown. During a normal trip, a hazardous situation occurs that is detected by the APIA system. The APIA system then becomes active and causes access to the hydraulic brake system EBS installed in the vehicle as a safety system. In the hydraulic brake system occurs, for example, due to a leak in the hydraulic system, to a failure of the hydraulic system. This determines the APIA system during a check and accesses instead of the hydraulic brake system on the provided as an alternative safety system electronic parking brake EPB, which in turn has an anti-lock function (EPB AnitBlock).

If, for example, within the framework of an automatic adaptive cruise control (ACC), only a minimally too small safety distance is maintained, the danger situation can be eliminated by the braking effect or deceleration of the parking brake, which is only very slight. The APIA system is then deactivated to the extent that the driver assistance function is terminated.

The second fallback level, which can be operated alternatively or in addition to the first fallback level, depending on the type and classification of the dangerous situation, envisages an intervention in the engine management, specifically an engine torque reduction. Various safety or assistance systems used in vehicles provide for engine torque reduction, e.g. the traction control ASR or the traction control TCS, which seek to avoid slippage of the wheels. In an Adaptive Cruise Control (ACC) control system, the engine torque is often given directly to control a constant distance to a preceding vehicle or a constant vehicle speed.

The existing opportunity to intervene in the engine management is perceived by the APIA system and then intervened autonomously in the engine management when the driver is in a dangerous situation and, for example, during the stages described above 1 to 3 not reacted. This fallback level can then also be used in addition to the electronic parking brake in order to increase the effect on the motor vehicle, in particular in the event of a failure of the actual brake system. In this case, the engine torque can be actively reduced by the APIA system, even if the driver still operates the accelerator pedal.

This leads in a subsequent accident to a reduction in the impact speed and thus to a reduction in the consequences of accidents. The influencing of the engine torque in such a way that a reduction takes place can be effected in the event of a failure of the normally controlled actuator of a safety system, e.g. the brake system, as well as when the brake system is ready for operation or in conjunction with the electric parking brake described above.

The course of the influence in this fallback level is schematically in 2 shown and runs basically analogous to the reference to 1 described fallback from. If during a normal journey a dangerous situation is detected that requires a massive intervention by a driver assistance function, the APIA system becomes active while accessing the brake system hydraulic system and the engine management for engine torque suppression and reduction. If the APIA system then determines that the hydraulic system has failed on the EBS electronic brake system, it activates the already active engine management safety system as a fallback mode and carries out a greater (additional) reduction in engine torque until the dangerous situation is lifted. Then the driver assistance function of the APIA system is deactivated.

A further fall-back level can be realized by an intervention in an electric transmission as an alternative safety system by a gear manipulation takes place. On vehicles with electric automatic transmission, the gear is no longer engaged by the driver. This is via a lever an electrical command for a preselected gear, which is inserted via a regulator. The transmissions can also be controlled via a data connection, for example via a CAN data bus. According to the invention, it is provided that the APIA system or other control systems communicating with the APIA system request lower gears in the event of a detected dangerous situation and an inoperative brake system in order to activate the engine brake and to reduce the vehicle speed.

The course of the method according to the invention is in 3 shown. After detecting a dangerous situation during normal driving, the APIA system becomes active in the manner already explained and recognizes when executing a driver assistance function that the electric brake EBS actually provided as safety system is not available due to a hydraulic failure. Then, as an alternative safety system, the A-PIA system resorts to the electric transmission and sets a lower gear for speed reduction to activate the engine brake. After the dangerous situation has survived, the APIA system deactivates by ending the previously selected driver assistance function. As in the cases described above, the APIA system, by the way, of course remains active in order to detect newly occurring dangerous situations.

All fallback levels can also be activated together when a dangerous situation is detected. The joint activation may be in a time-stepped activation, e.g. first the reduction of the engine torque, with higher danger potential then the insertion of a lower gear and so on or in the immediate activation of all fallback levels done.

The invention is not limited to the above-described example and can be applied to a variety of safety systems in a motor vehicle in an analogous, easily transferable manner for the skilled person.

The new, inventively proposed method uses the present in a vehicle system additional actuators or safety systems for the minimization of dangerous situations, which then alternatively controlled in case of failure of the APIA system as a function of the driving and environmental situation controlled braking or steering system to reduce the dangers. In this case, a security system controlled by default in a particular situation, e.g. a superposition steering for an autonomous steering intervention to be replaced by a brake intervention when the steering system is not ready, so defective.

Claims (8)

A method for minimizing dangerous situations in vehicles with a vehicle environment recognizing and evaluating possible emerging danger situations evaluating system which detects a dangerous situation based on an analysis of the environment, vehicle and / or driver situation and triggers in detecting a dangerous situation in the vehicle driver assistance functions partially accessing safety systems installed in the vehicle, comprising at least one brake system or a steering system, the evaluating system checking the function of the brake system or the steering system, and an inoperative brake system or steering system operating as part of triggering the driver assistance function is to access an alternative security system, characterized in that is used as an alternative security system at least one of the following systems: - an operation of an electronic parking brake, - an egg intervention in an engine management system, - an intervention in an electrical transmission, - an intervention in a steering system in the case of an inoperative brake system, - an operation of a brake system in the case of the inoperative steering system. Method according to Claim 1 , characterized in that several alternative security systems are activated simultaneously and / or successively. Method according to one of the preceding claims, wherein the steering system avoids obstacles or keeps the vehicle in its lane by means of a lane keeping assistance system. Method according to one of the preceding claims, characterized in that the evaluating system performs a classification of the dangerous situation and exercises access to an alternative security system depending on the selected hazard class. Method according to Claim 4 , wherein the evaluating system performs a temporal assessment of the dangerous situation. Method according to Claim 4 or 5 in which the alternative security systems are switched on in succession in a combination if the assessment of the dangerous situation does not improve despite access to the alternative security system. Device for minimizing hazardous situations in vehicles with a system that detects the vehicle environment and evaluates possible emerging dangerous situations, which can be connected via interfaces with sensors for recording environment, vehicle and / or driver data, wherein the evaluating system is a hazard computer for analysis the recorded data and for detecting a dangerous situation and interfaces for accessing installed in the vehicle safety systems comprising at least one brake system or a steering system for triggering driver assistance functions, wherein the hazard calculator is adapted to check the function of the brake system or the steering system and at a non-operational brake system or a steering system, which is to be operated in the context of triggering the driver assistance function to access an alternative security system, characterized in that as an alternative Sicherh At least one of the following systems is used: - an actuation of an electronic parking brake, - an intervention in a motor management, - an intervention in an electrical transmission, - in the inoperative brake system an intervention in a steering system, - in the non-operational steering system Actuation of a brake system. Device after Claim 7 , characterized in that the device is integrated in the control of an electronic brake system.

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