fig1 illustrates the prior art described in the above - referenced patent . in this case the implant communicates directly with the components of the vehicle system . an electronic implant 110 contains a transmitter , and a vehicle 120 contains a receiver . in this system , no distinction is made concerning whether the wearer of the implant 110 is moved in the vehicle as the driver or the passenger . thus , it would be possible for the driver assistant system to be unintentionally or erroneously influenced by the implant of a passenger . furthermore , the entire vehicle must also meet the requirements for a medical product system with regard to development , registration , and product life cycle . nonreactive operation of the electronic implant is very difficult to achieve when the vehicle system malfunctions . fig2 illustrates the implementation according to one or more embodiments of the invention of a safe implant - vehicle communication . in this case the electronic implant 210 communicates bidirectionally , in a band preferred for the implant communication ( mics or ism ), with a control device 220 which at the same time constitutes a vehicle key . the vehicle key 220 always simultaneously functions as a relay station for a vehicle 230 when the vehicle has been started with this key 220 . the vehicle key 220 ( i . e ., the control device ), as a relay station for the communication with the implant 210 , contains the necessary safety devices , for example a firewall , to ensure operation of the implant which is nonreactive to malfunctions of the vehicle . the communication between the vehicle key 220 and the vehicle 230 takes place on a second communication channel which is basically independent of the implant communication . in this implementation according to the invention , it is necessary to classify only the electronic implant and the relay station as medical products . fig3 illustrates an implementation of the nonreactive communication with the vehicle . the control device 310 illustrated here is designed as a relay station , and has a first communication module 320 which operates in the mics band , for example , and which is connected to a first antenna 330 . this communication unit is used solely for communication between the electronic implant and the relay station . the control device 310 also includes a second communication module 340 which operates in the ism or meds band , for example , and which is configured with a corresponding antenna 350 for communication with the vehicle electronics system . the ism band is currently already used in the vehicle for access control ( keyless go ). a security server 360 ensures that the implant communication is independent from the vehicle communication . this security server 360 may be designed as a simple command interpreter or as a relatively complex firewall , and has an interface 370 which allows maintenance of the security server in the medical product system . the illustrated relay station may be implemented either as a mobile device associated with the patient or as a system installed in the vehicle . in the design in the vehicle , this unit is installed in such a way that it may be easily removed by the medical product manufacturer for maintenance purposes so that the maintenance interface 370 is accessible . on the other hand , the maintenance interface 370 is not accessible for vehicle maintenance , thus basically ruling out a reaction as the result of measures of vehicle maintenance . fig4 illustrates the prior art once again ( compare to fig1 ). based on physiological parameters of the patient 410 , an electronic implant 420 deduces the need for making a direct intervention in the driving operations of a vehicle 430 . in this case the intervention itself is always predetermined ( for example , braking to a stop ), and may also optionally involve feedback to the therapeutic control system of the implant . thus , for example , it is provided that a cardioversion treatment is delayed until the vehicle comes to a stop . none of the known approaches provides for influencing the vehicle on an individual patient basis and as a function of the driving situation . fig5 illustrates the approach according to one or more embodiments of the invention . the electronic implant 520 first derives one or more physiological data items of detected parameters of the patient 510 which describe the physiological state , and signals these physiological data to a configurable classification unit 530 . this classification unit 530 may , for example , be configured on an individual patient basis by a medical practitioner 550 in such a way that this classification unit 530 forms a suitability index which describes a driving fitness state of a patient as a function of the physiological data from the implant 520 , and signals same to a vehicle or driver assistance system 540 , i . e ., a vehicle control system . the driver assistance system 540 used here forms a machine control system within the meaning of the claims , and in contrast to the prior art receives from the classification unit not a direct driving instruction , but , rather , in the form of the suitability index receives only information concerning the driving fitness state of the patient . the driver assistance system 540 then derives an appropriate influence of the driving , based on the driver fitness information and other relevant driving information ( speed , distance sensors , yaw rate , etc .). in the present case the safety system is basically divided into a medical product system 560 and the vehicle system , so that the responsibility for the description and classification of the driving fitness state lies with the medical product manufacturer and the medical practitioner , whereas the responsibility for influencing the vehicle itself lies with the vehicle manufacturers and their suppliers . fig6 shows a block diagram of the safety system according to the invention . the safety system includes an electronic implant 610 which , preferably in the mics or ism band , transmits diagnostic or therapeutic information in the form of physiological data to a classification unit 620 . in this system the classification unit 620 is a component of a control device as a relay station between the implant and the vehicle , but optionally may also be a component of the electronic implant . the information from the implant may be assigned on an individual patient basis to various driving fitness descriptions via an interface 625 which is accessible to the medical practitioner . this driving fitness description is then transmitted , via an interface which is preferred in the automotive sector , to the vehicle system 630 , where it may be used as additional information for driver assistance systems . fig7 shows one possible classification individually prepared for a patient a . this patient a 710 has received a single - chamber icd implant since he has met the criteria for primary prophylaxis . in addition , the medical practitioner is aware that the patient suffers from paroxysmal atrial fibrillation without tachycardia transition , and hemodynamic consequences . slow ventricular tachycardia has also been documented , which over prolonged periods may cause dizziness in the patient . the implant 720 , an implantable cardioverter / defibrillator ( icd ), is able to classify the cardiological states of the patient and automatically provide treatment as needed . the following are activated for this patient : a class for diagnosing atrial fibrillation ( afib ), which does not result in treatment by the icd ; a class for detecting typical slow ventricular tachycardia ( vt1 ), which includes painless atp treatment ; and a class for recognizing ventricular fibrillation ( vf ), using automatic defibrillation shock therapy with up to 8 shocks in succession . the attending medical practitioner has stored the driving fitness of the patient in the classification unit 730 as follows : for atrial fibrillation the driving fitness is not restricted . for slow ventricular tachycardia the driving fitness is restricted ( i . e ., at least for the 10 minutes following vt detection ), and driving fitness is no longer indicated for the ventricular fibrillation class . this information concerning the driving fitness is relayed to the driver assistance system 740 , which is part of a machine control system or vehicle electronics system of the vehicle . in the event of limited driving fitness , the system indicates to the driver that the vehicle must be switched off immediately , but does not actively intervene in the driving operations . in the event that driving fitness is no longer present , the driver assistance system takes control of the vehicle with the objective of safely stopping the vehicle , depending on the driving situation . however , for this purpose all other sensor information from the vehicle is included , so that the vehicle response is adapted to the instantaneous driving situation ( for example , staying in the lane and relatively gradual braking of the vehicle during fast expressway driving versus quick stopping in slow inner - city traffic ). fig8 illustrates one possible classification individually prepared for a patient b . this patient b 810 has received a triple - chamber icd ( crt - d ) implant since he has met the criteria for cardiac resynchronization therapy due to pronounced cardiac insufficiency . at the same time , atrial fibrillation ablation was performed to treat atrial fibrillation with tachycardia transition . the implant 820 , an icd , is able to classify the cardiological states of the patient and automatically provide treatment as needed . the following are activated for this patient : a class for diagnosing atrial fibrillation ( afib ), which does not result in treatment by the icd ; two classes for detecting ventricular tachycardia ( vt1 , vt2 ), which include painless atp treatment and shock therapy ; and a class for recognizing ventricular fibrillation ( vf ), using automatic defibrillation shock therapy with up to 8 shocks in succession . the attending medical practitioner has stored the driving fitness of the patient in the classification unit 830 as follows : for atrial fibrillation the driving fitness is conditionally restricted , since this condition may result in loss of effective resynchronization , and therefore after 15 - 20 minutes dizziness or momentary loss of consciousness cannot be ruled out . driving fitness is no longer indicated for the ventricular fibrillation class . this information concerning the driving fitness is relayed to the driver assistance system 840 . in the event of limited driving fitness , the system indicates to the driver that the vehicle must be switched off immediately , but does not actively intervene in the driving operations . in the event that driving fitness is no longer present , the driver assistance system takes control of the vehicle with the objective of safely stopping the vehicle , depending on the driving situation . however , for this purpose all other sensor information from the vehicle is included , so that the vehicle response is adapted to the instantaneous driving situation ( for example , staying in the lane and relatively gradual braking of the vehicle during fast expressway driving versus quick stopping in slow inner - city traffic ). it will be apparent to those skilled in the art that numerous modifications and variations of the described examples and embodiments are possible in light of the above teaching . the disclosed examples and embodiments are presented for purposes of illustration only . other alternate embodiments may include some or all of the features disclosed herein . therefore , it is the intent to cover all such modifications and alternate embodiments as may come within the true scope of this invention .
a safety system comprising an implant , a control device , and a machine . the machine has a control unit which is designed to allow operation of the machine only when a unique identifier has been received , and to set an operating mode of the machine as a function of the received suitability index . the implant is designed to detect physiological data of an implant wearer , and to either generate a suitability index based on detected physiological data and transmit the suitability index to the control device , or to transmit the physiological data itself to the control device .