Device for absorbing vehicle impact energy, method and control device for controlling operation of such a device, and occupant protection system for a vehicle

Abstract

The invention relates to a device (130) for absorbing collision energy of a vehicle (100). The device (130) comprises: a bogie (132) which is rotatably fixed or can be fixed on the body of the vehicle (100); at least one beam (134) which is connected to the bogie (132) in a rotationally fixed manner and which is rotatably fixed or can be fixed on a seat (102) of the vehicle (100), the at least one beam (134) acting as a carrier for the seat (102), the at least one beam (134) being shaped to plastically deform beyond a predetermined threshold value of a force caused by a collision energy; and at least one actuator (136), which is designed to adjust the orientation of the bogie (132) in order to orient the at least one beam (134) in a predetermined relationship with respect to a collision direction in response to an actuation signal (105) generated as a function of a determined collision direction of a detected collision of the vehicle (100).

Description

Technical Field

[0001] The invention relates to a device for absorbing collision energy of a vehicle, a method for controlling the operation of such a device and a corresponding control device, and an occupant protection system for a vehicle and a corresponding computer program product. Background Art

[0002] In order to reduce the number of fatalities and serious injuries, various measures have been taken, such as reducing the maximum speed to 180 km / h, monitoring drivers for drugs or alcohol, etc. Unfortunately, collisions caused by other vehicles cannot always be avoided by such measures. In addition, there is always the danger of being caused by wild animals, fallen trees, tire blowouts and other unforeseen problems that cannot be easily avoided.

[0003] US 6,257,663 B1 discloses a vehicle seat device for absorbing various types of forces, shocks and vibrations that often occur in various types of vehicle accidents and sudden emergency braking of vehicles. The vehicle seat device includes a seat cushion, a seat back cushion, a lower support structure, an upper plate, a ball bearing seat including a plurality of ball bearings, a plurality of shock absorbers, a plurality of connecting rods and a pulley system. In response to a vehicle accident or sudden emergency braking of the vehicle, the upper plate can slide in lateral, forward and / or rearward directions via the ball bearings. Summary of the invention

[0004] Against this background, the concept presented here proposes a device, a method for absorbing vehicle impact energy, a control device using the method, an occupant protection system, and finally a corresponding computer program product. Advantageous embodiments emerge from the following description.

[0005] According to an embodiment, in particular, a collision energy absorber can be provided for the restraint mechanism of the vehicle, which bears the peak of the acceleration overload of the occupant during the accident and can significantly improve the protection of the occupant. Therefore, in particular, a particularly safe restraint mechanism can be provided for the vehicle, which allows to reduce the number of vehicle occupants who die or are seriously injured after the collision. For example, a seat mounting device can be implemented on the vehicle body, which seat mounting device can utilize the elastic deformation of the metal rod and thus can flatten the very high acceleration overload peak acting on the occupant. In addition, according to an embodiment, in particular, an adjustment option customized for the weight of the occupant can be implemented, which adjustment option can, for example, damp the acceleration overload peak in a quantitatively distributed manner according to the weight of the occupant. This realizes an effective restraint mechanism under low weight. Therefore, lives can be saved or trauma can be avoided in the event of an accident or a collision at a higher speed. Therefore, during a vehicle collision, the overload peak of the occupant can be withstood, thereby preventing serious injury to the occupant, thereby achieving effective occupant protection.

[0006] This article proposes a device for absorbing the collision energy of a vehicle, wherein the device has the following characteristics:

[0007] a bogie, which is rotatably fixed or can be fixed to the body of the vehicle;

[0008] at least one beam which is connected to the bogie in a rotationally fixed manner and which is rotatably fixed or can be fixed to a seat of the vehicle, wherein the at least one beam functions as a carrier for the seat, wherein the at least one beam is shaped to undergo plastic deformation beyond a predetermined threshold value of forces caused by the energy of the collision; and

[0009] At least one actuator is configured to adjust the orientation of the bogie in response to a control signal generated based on a determined impact direction of a recognized impact of the vehicle to orient the at least one beam in a predetermined relationship to the impact direction.

[0010] The vehicle can be a motor vehicle, in particular a passenger vehicle, a truck or the like. The device can also be referred to as a restraint mechanism. The device can be integrated into a seat or can be integrated into a seat. The seat can be a sports seat, a comfort seat or a normal seat. When the vehicle collides with another object, collision energy is generated or released. The seat can be fixed or can be fixed to the vehicle body by means of a beam and a bogie. In a predetermined relationship, at least one beam can be oriented along the collision direction. Here, at least one beam can be rotated via the bogie so that the collision energy can be absorbed most effectively depending on the direction of the collision.

[0011] According to one embodiment, at least one actuator can be designed to cause a unidirectional or bidirectional rotational movement of the bogie. In this way, at least one beam can be quickly and reliably oriented in a predetermined relationship to the impact direction. Thus, effective occupant protection can be achieved.

[0012] The at least one actuator may also be designed to perform a multi-step or progressive operating movement. This embodiment provides the advantage that the rotational angle resolution may be improved, thereby enabling a precise orientation of the at least one beam in a predetermined relationship to the impact direction.

[0013] Furthermore, the device can have a plurality of actuators, wherein at least a subset of the plurality of actuators can be designed in a stepwise triggerable manner. In this case, the actuators can be arranged at different locations along the circumference of the bogie. In this way, the at least one beam can also be quickly and safely oriented in a predetermined relationship to the impact direction.

[0014] In particular, the at least one actuator can be embodied as a pyrotechnic actuator or as an electromechanical actuator. Such an embodiment offers the advantage that the at least one beam can be oriented particularly quickly in a predetermined relationship to the impact direction.

[0015] Furthermore, at least one beam can be curved. Additionally or alternatively, at least one beam can be formed from metal or plastic, for example from a steel alloy or an aluminum alloy. This embodiment provides the advantage that targeted and effective absorption of collision energy can be achieved by the at least one beam.

[0016] For example, the predetermined threshold value at which the at least one beam begins to deform plastically can correspond to a force of 450 Newtons, 470 Newtons, 490 Newtons or 500 Newtons, in particular 491 Newtons. These force thresholds are based on the weight of the occupant. In addition, the weight of the seat and its equipment can also be taken into account. Some sports seats weigh about 4 kilograms, an exemplary standard seat weighs about 20 kilograms, and seats in luxury cars weigh up to tens of kilograms. This embodiment provides the advantage that force effects that are potentially associated with fatal injuries to the occupant can be absorbed by at least one beam that can be deformed in this way.

[0017] According to one embodiment, at least one beam is embodied and additionally or alternatively arranged such that its length can be varied telescopically depending on the detected mass of the seat occupant. Alternatively, at least one beam can be shaped to deform differently depending on the mass of the seat occupant. In this way, an energy absorption that is particularly adapted to the requirements can be achieved.

[0018] A method for controlling the operation of an embodiment of the device proposed here is also proposed, wherein the method comprises the following steps:

[0019] reading in a crash signal from at least one vehicle sensor of the vehicle or from a control unit of an airbag system of the vehicle via an interface, wherein the crash signal represents a determined crash direction of a detected crash of the vehicle;

[0020] generating a maneuvering signal based on the impact direction, wherein the maneuvering signal specifies an angle by which the orientation of the bogie is to be adjusted in order to orient the at least one beam in a predetermined relationship relative to the impact direction; and

[0021] The control signal is output via the interface to at least one actuator of the device.

[0022] The method can be implemented, for example, in the form of software or hardware or in the form of a mixture of software and hardware, for example in a control unit.

[0023] The solution proposed here also creates a control device, which is designed to execute or implement the steps of the variant form of the method proposed here in a corresponding device. The purpose based on the present invention can also be achieved quickly and effectively through these implementation variants of the present invention in the form of a control device.

[0024] Here, the control device can be understood as an electrical device that processes sensor signals and outputs control signals and / or data signals according to the sensor signals. The control device can have an interface that can be configured in hardware and / or software form. In the case of hardware configuration, the interface can be, for example, a part of a so-called system ASIC, which contains various functions of the control device. However, it is also feasible that the interface is an integrated circuit of its own or is at least partially composed of discrete devices. In the case of software configuration, the interface can be, for example, a software module that exists on a microcontroller in parallel with other software modules.

[0025] This article also proposes an occupant protection system for a vehicle, wherein the occupant protection system has the following characteristics:

[0026] at least one example of implementation of the apparatus set forth herein; and

[0027] An embodiment of the control device is proposed here in which the control device and at least one actuator of at least one device are connected to one another in a signal-transmitting manner.

[0028] An example of the device may be provided for at least one seat of the vehicle or for each seat of the vehicle. Each actuator of each device may be connected to the control device in a signal-transmitting manner.

[0029] According to one embodiment, the control device can be connected to a control unit of an airbag system of a vehicle in a signal-transmitting manner. In this case, in particular, the control device has an energy storage device for triggering at least one actuator. In this case, the control device can be designed to trigger or provide a control signal for at least one actuator in response to a crash signal from the control unit.

[0030] According to another specific embodiment, the control device can be implemented as part of a control unit of an airbag system of the vehicle. In this way, a particularly uncomplicated embodiment of the occupant protection system can be achieved.

[0031] Also advantageous is a computer program product with a program code, which can be stored on a machine-readable medium such as a semiconductor memory, a hard drive memory or an optical memory and which is used to perform a method according to one of the embodiments described above when the program product is executed on a computer or a device such as a control device. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] The solution proposed here is explained in more detail below by way of example with reference to the attached drawings.

[0033] Figure 1 A schematic diagram showing one embodiment of an occupant protection system for a vehicle;

[0034] Figure 2 A flow chart showing one embodiment of a method for controlling the operation of a device for absorbing collision energy;

[0035] Figure 3 A schematic partial view showing one embodiment of a device for absorbing collision energy;

[0036] Figure 4 A schematic partial view showing one embodiment of a device for absorbing collision energy;

[0037] Figure 5 A schematic partial view showing one embodiment of a device for absorbing collision energy;

[0038] Figure 6 A schematic partial view showing one embodiment of a device for absorbing collision energy;

[0039] Figure 7 A schematic partial view showing one embodiment of a device for absorbing collision energy;

[0040] Figure 8 A schematic partial view showing one embodiment of a device for absorbing collision energy;

[0041] Fig. 9 A schematic diagram showing one embodiment of an occupant protection system for a vehicle;

[0042] Fig.10 A schematic diagram showing one embodiment of an occupant protection system for a vehicle;

[0043] Fig.11 a schematic diagram showing one embodiment of an apparatus for absorbing collision energy; and

[0044] Fig.12 A schematic partial view of an exemplary embodiment of a device for absorbing collision energy is shown. DETAILED DESCRIPTION

[0045] In the following description of preferred embodiments of the present invention, the same or similar reference numerals are used for elements which are shown in the various drawings and have similar functions, wherein repeated description of these elements is omitted.

[0046] Figure 1A schematic diagram of an exemplary embodiment of an occupant protection system 110 for a vehicle 100 is shown. Occupant protection system 110 is provided for a vehicle which, like vehicle 100, is embodied as a motor vehicle. Occupant protection system 110 comprises at least one device 130 for absorbing collision energy and a control device 120. In this case, control device 120 and device 130 are connected to one another in a signal-transmitting manner. More precisely, control device 120 and at least one actuator 136 of device 130 are connected to one another in a signal-transmitting manner.

[0047] The device 130 is designed to absorb collision energy. The collision energy is generated in the event of a collision between the vehicle 100 and another object. The device 130 comprises a bogie 132, at least one beam 134 and at least one actuator 136. Here, the bogie 132 is rotatably fixed or can be fixed at the body of the vehicle 100. At least one beam 134 is connected to the bogie 132 in a rotationally fixed manner. In addition, at least one beam 134 is rotatably fixed or can be fixed at the seat 102 of the vehicle 100. Here, at least one beam 134 acts as a support for the seat 102. At least one beam 134 is shaped to undergo plastic deformation beyond a predetermined threshold value of a force caused by the collision energy. Therefore, when a force caused by the collision energy and exceeding the predetermined threshold value acts on the at least one beam 134, it undergoes plastic deformation, wherein the collision energy is absorbed. At least one actuator 136 is designed to adjust the orientation of the bogie 132 in response to the control signal 125 generated according to the determined collision direction of the detected collision of the vehicle 100, so as to orient the at least one beam 134 in a predetermined relationship with respect to the collision direction. For this purpose, at least one actuator 136 is coupled or can be coupled to the bogie 132.

[0048] For example, the predetermined threshold at which at least one beam 134 begins to deform plastically corresponds to a force of 450 Newtons, 470 Newtons, 490 Newtons or 500 Newtons, in particular 491 Newtons. These force thresholds are based on the weight of the occupant. In addition, the weight of the seat and its equipment can also be taken into account. Some sports seats weigh about 4 kilograms, an exemplary standard seat weighs about 20 kilograms, and the seats of luxury cars can weigh up to tens of kilograms. In particular, at least one beam 134 is formed from metal or plastic, for example from a steel alloy or an aluminum alloy. According to one embodiment, at least one actuator 136 is designed to perform a multi-stage or progressive operating movement. According to one embodiment, at least one beam 134 is implemented and / or arranged so that its length can be flexibly changed according to the detected mass of the occupant of the seat 102.

[0049] The control device 120 comprises a read-in device 122 and a generating device 124. The read-in device 122 is designed to read in a crash signal 105 from at least one vehicle sensor 104 or from a control unit 106 of an airbag system of the vehicle 100 via an interface, more precisely an input interface 121. The crash signal 105 represents a determined crash direction of a detected crash of the vehicle 100. The at least one vehicle sensor 104 is in particular an environmental sensor of the vehicle, such as a vehicle camera, a radar, etc. The generating device 124 is designed to generate a control signal 125 as a function of the crash direction, which can be determined from the crash signal 105. The control signal 125 specifies the angle by which the orientation of the bogie 132 is to be adjusted by means of at least one actuator 136 in order to orient the at least one beam 134 in a predetermined relationship to the crash direction. The control device 120 is designed to output the control signal 125 to at least one actuator 136 of the device 130 via an interface, more precisely an output interface 129.

[0050] According to one exemplary embodiment, control device 120 is connected in a signal-transmitting manner to control unit 106 of an airbag system of vehicle 100. In this case, control device 120 may have an energy storage device for triggering at least one actuator 136. According to another exemplary embodiment, control device 120 is designed as part of control unit 106 of an airbag system of vehicle 100.

[0051] In particular, the apparatus 130 for absorbing collision energy is discussed in greater detail with reference to the following figures.

[0052] Figure 2 A flow chart showing one embodiment of a method 220 for controlling operation of a device for absorbing collision energy. The method 220 for controlling may be performed to control Figure 1 The method 220 for controlling can be performed by means of or using Figure 1 The method 220 for controlling includes a reading step 222 , a generating step 224 and an output step 246 .

[0053] In a reading step 222, a crash signal is read in via an interface of a control unit of an airbag system of the vehicle or at least one vehicle sensor, which crash signal represents a determined crash direction of a detected vehicle crash. Subsequently, in a generation step 224, a control signal is generated, depending on the crash direction, which control signal specifies the angle by which the orientation of the bogie is to be adjusted in order to orient the at least one beam in a predetermined relationship to the crash direction. Then, in an output step 246, the control signal is output to at least one actuator of the device via the interface.

[0054] Figure 3 A schematic partial view of an embodiment of a device 130 for absorbing collision energy is shown. The device 130 corresponds to or is similar to Figure 1 Here, in Figure 3 The bogie 132 and the beam 134 in the device 130 are clearly shown in the view of FIG. In addition, the seat 102 is shown. The beam 134 is shown in the state before the collision in this figure.

[0055] Figure 4 A schematic partial view of an exemplary embodiment of a device 130 for absorbing collision energy is shown. Figure 3 , except that the beam 134 is shown in a post-collision state, wherein Figure 3 In contrast, beam 134 has been plastically deformed by a force exceeding a predetermined threshold.

[0056] Figure 5 A schematic partial view of an embodiment of a device 130 for absorbing collision energy is shown. The device 130 corresponds to or is similar to Figure 1 Here, in Figure 5 The view of FIG. 1 clearly shows a bogie 132 and a beam 134 in the device 130. In addition, the seat 102 is shown. According to the embodiment shown here, the beam 134 is curved.

[0057] Figure 6 A schematic partial view of an embodiment of a device 130 for absorbing collision energy is shown. Here, only the beam 134 of the device 130 is shown. The beam 134 corresponds to Figure 1 and / or Figure 5 The beam 134 is curved. Figure 6 The view of FIG. 1 illustrates how, due to the gravity F1 (or inertia force) and acceleration force F2 of the beam 134, a first deformation characteristic is exhibited during / after plastic deformation when the occupant weight m1 is low, and a second deformation characteristic is exhibited when the occupant weight m1 is high.

[0058] Figure 7 A schematic partial view of an embodiment of a device 130 for absorbing collision energy is shown. The device 130 corresponds to or is similar to Figure 1 and / or Figure 5 Here, Figure 7 The view of FIG. 1 clearly shows the bogie 132 and the beam 134 in the device 130. In addition, the seat 102 is shown. According to the embodiment shown here, the beam 134 is curved. The rotatability of the bogie 132 and the beam 134 is also illustrated by the curved arrows.

[0059] Figure 8A schematic partial view of an embodiment of a device 130 for absorbing collision energy is shown. Only the beam 134 and the other beams 834A and 834B of the device 130 are explicitly shown here. Thus, the device 130 includes a plurality of beams 134, 834A and 834B, for example four beams. The beam 134 corresponds to Figure 1 , Figure 5 , Figure 6 and / or Figure 7 . The beams 134, 834A and 834B are curvedly shaped. The beam 134 is implemented as a deformable beam for shock absorption during a frontal collision. The other beam 834A is implemented as a deformable beam for shock absorption during a rear collision, and the other beam 834B is implemented as a deformable beam for shock absorption during a lateral collision and has a similar configuration to the other beam 834A for a rear collision. Two other beams 834B for lateral collisions, which are symmetrically arranged, may be provided for lateral collisions from the left and right sides.

[0060] Fig. 9 A schematic diagram of an embodiment of an occupant protection system 110 for a vehicle is shown. The occupant protection system 110 corresponds to or is similar to Figure 1 Occupant protection system of FIG. Here, a control device 120 and a device 130 for absorbing collision energy in an occupant protection system 110 are shown, wherein the device 130 has a bogie 132, at least one beam 134 and at least one actuator 136. The at least one actuator 136 is designed to cause a unidirectional or bidirectional rotational movement of the bogie 132. The at least one actuator 136 is implemented as a pyrotechnic actuator. Here, the at least one actuator 136 is shown in a rest state or an unoperated state. Alternatively, the at least one actuator 136 can be implemented as an electromechanical actuator.

[0061] Fig.10 A schematic diagram of an embodiment of an occupant protection system 110 for a vehicle is shown. Fig.10 The view in corresponds to Fig. 9 1, except that the actuator 136 is shown in an operated state, wherein the bogie 132 is moved relative to the at least one actuator 136 Fig. 9 The orientation shown in is only rotated clockwise by, for example, 90 degrees.

[0062] Fig.11A schematic diagram of an embodiment of a device 130 for absorbing collision energy is shown. The device 130 corresponds to or is similar to the device in one of the above-mentioned figures. In this case, a bogie 132, at least one beam 134 and a plurality of actuators 136-1, 136-2, 136-3 are shown in the device 130. Thus, the device 130 comprises a plurality of actuators 136-1, 136-2, 136-3, at least a subset of which are implemented in a stepwise triggerable manner. The actuators 136-1, 136-2, 136-3 are designed according to the embodiment shown here to cause a bidirectional rotational movement of the bogie 132. The actuators 136-1, 136-2, 136-3 according to the embodiment shown here, for example comprising a first actuator 136-1, a second actuator 136-2 and a third actuator 136-3, are discussed in more detail below.

[0063] Fig.12 A schematic partial view of an embodiment of a device 130 for absorbing collision energy is shown. The device 130 is similar to the device in one of the above-mentioned figures. Here, a bogie 132, at least one beam 134 and a counterweight 1235 arranged in or at the beam 134 are shown in the device 130.

[0064] With reference to the above-mentioned figures, exemplary embodiments and their advantages are explained again below in different languages ​​and in summary.

[0065] First of all, the theory of the collision effect or crash effect should be briefly discussed in depth. During a collision of a vehicle with another object (e.g. another vehicle, a wall, a tree, etc.), the occupants are subjected to high acceleration forces. The challenge here is to minimize damage to body parts (especially bones and muscles), but also to internal organs (especially the brain), since restraints alone may not always be sufficient to provide lasting protection against this. Depending on the individual's health, the occupants may experience high acceleration forces at speeds of up to about 50 g (1 g = 9.81 m / s 2 ) forces, a reversible brain damage can develop in the occupant. From acceleration forces of approximately 50 g or more, irreversible, incurable brain damage can develop. According to an embodiment, the limitation of the maximum acceleration force to approximately 50 g can be achieved completely or partially. According to an embodiment, this can be achieved, for example, by a device 130 that acts for approximately 25 milliseconds, which responds from forces exceeding 50 g and during which the acceleration force is limited to 50 g. In this case, the device 130 is suitable for different occupant categories, for example occupant categories from 50 kg to 150 kg.

[0066] The device 130 in particular enables energy absorption using the beam 134 during plastic deformation of the beam. The beam 134 can be formed, for example, from metal or plastic, such as a steel alloy or a lighter aluminum alloy. The seat 102 or the passenger seat is mounted on the vehicle body with the aid of the device 130, in particular the deformable beam 134. The design (e.g. thickness, length, shape) of the beam 134 is arranged so that the beam 134 only starts to bend from a force acting on the occupant that exceeds a predetermined threshold, such as 50 g or 491 Newtons. Thereby, the excess energy is converted into mechanical work for bending the beam 134: E=W=∫F(x)dx, W=mechanical work, F(x)=acceleration force, x=distance. Since the acceleration force is mass-related or occupant-weight-related and E=mv 2 / 2 applies, so according to one embodiment, the bending force level can be adapted by changing the beam length, for example by telescopically moving the beam 134 into / out of the steel container.

[0067] One possibility for automatic and simple adjustment of the bending force level may be a suitable design of the beam 134, see e.g. Figure 6 . There, an embodiment of a beam 134 with a damping force that is dependent on the occupant weight is shown. The beam 134 is therefore shaped or designed such that the beam 134 achieves a higher energy absorption when the occupant weight m2 is large and a lower energy absorption when the occupant weight m1 is low. In simple terms, the beam 134 is adapted to the occupant weight. Thus, Figure 6 An example is shown of how the beam 134 can deform according to the weight of the occupant and thus can effectively absorb the energy of the collision regardless of the weight of the occupant.

[0068] Since collisions occur not only in the frontal direction, but also from the rear, i.e. lateral collisions or rear-end collisions, for example at the end of a traffic jam, the damping should ideally be effective in all directions. For example, the damping should be highest in the frontal direction, since the accelerations experienced in the lateral and rear directions during a collision are relatively weak. Figure 8 For this purpose, a device 130 is shown which has, for example, four beams 134 , 834A and 834B in four collision directions.

[0069] According to an exemplary embodiment, the adaptation to the collision direction is achieved by the device 130. Thus, the advantages provided by energy absorption can also be achieved in the case of a lateral or rear-end collision: the deformable connecting element provided in the form of the device 130 between the seat 102 and the vehicle body absorbs the collision energy independently of the collision direction. If the vehicle system detects a severe, imminent lateral or rear-end collision, the bogie 132 can be used to orient the beam in the collision direction, see Figure 1 and / or Figure 7Here, the bogie 132 can rotate the beam before the collision so that the collision energy can be absorbed most effectively. The bogie 132 can be rotated actively by means of actuators 136, 136-1, 136-2, 136-3 in a manner controlled by the control device 120 or, for example, the airbag ECU. Figure 1 and / or Figure 7 The rotational freedom of the beam 134, which can also be referred to as a shock absorbing element, is shown. In order for the shock absorbing element to be able to effectively absorb shocks, the bulge of the curved beam 134 should point in the direction of the collision. Here, the seat 102 remains in a stationary state and does not rotate. Since most collisions occur in the forward travel direction, according to one embodiment, the beam 134 is initially oriented with the protrusion in the forward travel direction.

[0070] In order to orient the at least one beam 134 in a predetermined relationship to the collision direction, an active rotation control is provided according to an embodiment. During a collision, the vehicle sensors 104, such as vehicle cameras, inertial sensors, lidar, radar, etc., recognize the collision direction, for example a lateral collision from the right. In the example described, the control device 120 then decides to rotate the damping element or the bogie 132 together with the beam 134 by an angle of +90° (clockwise), for which also see Fig. 9 and Fig.10 Since the rotation is to be performed very quickly, it is performed with the aid of a pyrotechnic charge (e.g., ignition of an airbag). The pyrotechnic actuator 136, 136-1, 136-2, 136-3 comprises a sleeve, a piston with a plunger, a pyrotechnic charge, and a detonator which is electrically connected to the control device 120. The rotation angle and the rotation direction can be realized by using a plurality of pyrotechnic actuators 136, 136-1, 136-2, 136-3, for which also see Fig.11 . For a 180° rotation, the first actuator 136-1 and the second actuator 136-2 can then be triggered in sequence. Then, for a 90° counterclockwise rotation, the third actuator 136-3 is triggered. By using a plurality of pyrotechnic actuators 136, 136-1, 136-2, 136-3 or by using two-stage / multi-stage actuators 136, 136-1, 136-2, 136-3, the rotation angle resolution can be increased to, for example, 45° or more. It is also conceivable that the occupant protection system 110 has its own ECU or its own control device 120, which has an energy storage source and triggers the corresponding pyrotechnic actuators 136, 136-1, 136 by commands from the airbag ECU or the control unit 106 of the occupant protection system.

[0071] According to another embodiment, passive rotation control can also be preset in the collision direction by mechanical orientation of the beam 134. The passive rotation control is based on the centrifugal effect: the center of gravity of the beam 134 or the bending beam is located in the farthest point of the bending beam, see Fig.12 During a collision, the bending beam is oriented in the collision direction by centrifugal force, locked by the locking mechanism and then absorbs the excess collision energy by its own deformation.

[0072] The embodiments described and shown in the drawings are selected only by way of example. Different embodiments can be combined with one another completely or with regard to individual features. One embodiment can also be supplemented by features of another embodiment.

[0073] Furthermore, method steps presented here may be repeated and performed in an order different from that described.

[0074] If an embodiment includes an “and / or” connection between a first feature and a second feature, this should be interpreted as: according to one embodiment, the embodiment has both the first and second features, and according to another embodiment, either only the first feature or only the second feature.

Claims

1. A device (130) for absorbing collision energy of a vehicle (100), wherein the device (130) has the following characteristics: Bogie (132), the bogie is rotatably fixed or can be fixed to the body of the vehicle (100); at least one beam (134; 834A, 834B) connected to the bogie (132) in a rotationally fixed manner and rotatably fixed or fixable to a seat (102) of the vehicle (100), wherein the at least one beam (134; 834A, 834B) acts as a support for the seat (102), wherein the at least one beam (134; 834A, 834B) is shaped to undergo plastic deformation beyond a predetermined threshold of force caused by the collision energy; and At least one actuator (136; 136-1, 136-2, 136-3) is designed to adjust the orientation of the bogie (132) in response to a control signal (105) generated based on a determined collision direction of an identified collision of the vehicle (100) so as to orient the at least one beam (134; 834A, 834B) in a predetermined relationship relative to the collision direction.

2. The device (130) according to claim 1, wherein the at least one actuator (136; 136-1, 136-2, 136-3) is designed to cause a unidirectional or bidirectional rotational movement of the bogie (132).

3. The device (130) according to any of the preceding claims, wherein the at least one actuator (136; 136-1, 136-2, 136-3) is designed to perform multi-stage or progressive operating movements.

4. The device (130) according to any of the preceding claims, comprising a plurality of actuators (136; 136-1, 136-2, 136-3), at least a subset of which is implemented in a stepwise triggerable manner.

5. The device (130) according to any of the preceding claims, wherein the at least one actuator (136; 136-1, 136-2, 136-3) is embodied as a pyrotechnic actuator or an electromechanical actuator.

6. The device (130) according to any of the preceding claims, wherein the at least one beam (134; 834A, 834B) is bent and / or formed from metal or plastic, for example from a steel alloy or an aluminum alloy.

7. An apparatus (130) according to any of the preceding claims, wherein the at least one beam (134; 834A, 834B) is implemented and / or arranged so that its length can be telescopically varied according to the detected mass of the occupant of the seat (102).

8. A method (220) for controlling the operation of a device (130) according to any one of the preceding claims, wherein the method (220) comprises the following steps: reading in (222) a crash signal (105) from at least one vehicle sensor (104) of the vehicle (100) or from a control unit (106) of an airbag system of the vehicle (100) via an interface (121), wherein the crash signal (105) represents a determined crash direction of a detected crash of the vehicle (100); generating (224) a control signal (125) based on the impact direction, wherein the control signal (125) specifies an angle by which the orientation of the bogie (132) is to be adjusted in order to orient the at least one beam (134; 834A, 834B) in a predetermined relationship relative to the impact direction; and The control signal is output (226) to at least one actuator (136; 136-1, 136-2, 136-3) of the device (130) via an interface (129).

9. A control device (120) designed to execute the steps of the method (220) according to claim 8 in corresponding apparatuses (122, 124).

10. An occupant protection system (110) for a vehicle (100), wherein the occupant protection system (110) has the following features: At least one device (130) according to any one of claims 1 to 7; and The control device (120) according to claim 9, wherein the control device (120) and at least one actuator (136; 136-1, 136-2, 136-3) of the at least one device (130) are connected to each other in a signal-transmitting manner.

11. An occupant protection system (110) according to claim 10, wherein the control device (120) is connected to a control unit (106) of an airbag system of the vehicle (100) in a signal-transmitting manner, in particular wherein the control device (120) has an energy storage device for triggering at least one actuator (136; 136-1, 136-2, 136-3).

12. The occupant protection system (110) according to claim 10, wherein the control device (120) is embodied as part of a control unit (106) of an airbag system of the vehicle (100).

13. A computer program product having a program code for executing the method (220) according to claim 8 when the program product is executed on a control device (120).

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