Method and device for coordinated control of occupant protections in a vehicle

Abstract

The present invention claims a method and a device for coordinated control of various existing mechanisms in a vehicle for reducing and preventing injury and injury to an occupant due to a collision or accident. In addition to an irreversible restraint system such as an airbag, reversible restraint systems such as a seatbelt and a seat adjustment system are actuated in coordination with each other (i.e. In synchronization with each other) in order to achieve a combined action of the systems, measures and components in order to reduce damage. Furthermore, in order to reduce or avoid an impact, brake deceleration that can be generated by an existing brake device in the vehicle is taken into account when the individual measures, components and vehicle systems are operated in a coordinated or sequential manner.

Description

Technical Field

[0001] The present invention relates to a method and apparatus for mitigating injuries to vehicle passengers in the event of an accident. Background Technology

[0002] In modern vehicles, occupant protection systems such as seat belts and airbags reduce the severity of injuries to occupants in the event of an accident. The selection, placement, and activation of these systems are coordinated and configured for the normally upright occupant seating position within the designated seating space, where they function as intended. The same level of protection cannot be guaranteed when the seat is reclined, as is often the case in highly automated driving situations.

[0003] This invention describes coordinated control and control measures for various occupant protection systems, particularly for seat positions that are rearward during driving. Summary of the Invention

[0004] This invention claims a method and an apparatus for the coordinated control of various existing mechanisms in a vehicle designed to reduce and prevent injury and harm to occupants due to collisions or accidents. Here, in addition to irreversible restraint systems such as airbags, reversible restraint systems such as seat belts and seat adjustment systems are operated in a coordinated (i.e., synchronous) manner, thereby enabling the various systems, measures, and components to work together to reduce injury. Furthermore, to reduce or avoid impacts, braking deceleration generated by existing braking devices in the vehicle is considered when coordinating or sequentially controlling the various measures, components, and vehicle systems.

[0005] The claimed method first detects information deemed likely to result in a collision or accident using data from detected ambient environment sensors. This may involve pre-collision identification, either inside or outside the vehicle. For example, it can be envisioned that such pre-collision information is generated and transmitted to the vehicle by other road users. Furthermore, the method also detects at least one piece of information containing details about the vehicle's passengers or occupants. Based on this pre-collision information and occupant information, vehicle components, and especially reversible and irreversible restraint systems, are subsequently operated in a coordinated and synchronized manner.

[0006] Based on pre-collision information, such as the motion trajectories and / or dynamic parameters of traffic participants involved in a potential collision / accident, at least one brake of the vehicle's braking system is first actuated. This actuation is typically performed via its own system, such as a (partially) automated driving system. Alternatively, it may be specified that the corresponding control is performed using current methods. By generating and detecting deceleration when the braking system is activated, the impact load can be reduced and thus the degree of injury to the occupants can be decreased. In some cases, such deceleration of the vehicle can also completely prevent a collision / accident, especially when steering intervention is also involved. Since the establishment of deceleration and the inertial mass of the occupants will cause the occupants to move forward in their seats, at least one seatbelt of at least one occupied seat is actuated and activated, particularly by generating a pretension force, which may change during the establishment of deceleration and / or the collision. Here, the vehicle's target deceleration and / or actual deceleration may also be additionally considered. Furthermore, at least a portion of the seats in the vehicle is adjusted according to the set target deceleration and / or the actual actual deceleration. When activating control over the adjustment, occupant information is used to adjust only the seat occupied by the occupant, animal, or luggage. Furthermore, additional information can be used to adjust the occupied seat for better protection of the occupant, animal, or luggage. Therefore, it is conceivable to use occupant information to detect the occupant's posture and / or seat position. In addition to adjusting at least a portion of the seat (e.g., backrest tilt, seat cushion tilt, and seat position / distance from the dashboard / steering wheel / front seat), the seatbelt of at least one reclining seat can be manipulated and activated based on the adjustment control and occupant information. The method then transitions to manipulating an irreversible restraint system, preferably also based on pre-collision information, occupant information, particularly updated occupant information, the seatbelt control system, and / or the adjustment control system of at least one seat.

[0007] By controlling various measures and components in a mutually adaptive and coordinated manner, the occupant's seating posture can be optimized, taking into account the activation and control of other measures / components. Therefore, it can be envisioned that the seatbelt is activated very shortly after deceleration begins, preventing the occupant from sliding forward on the seat cushion beforehand. The same principle applies to seat back adjustment, ensuring that an overly flat backrest setting does not cause the occupant to slide under the seatbelt due to their inertial mass during braking.

[0008] The seatbelts for the corresponding seats can be activated using a specific force level, which can be determined from occupant information. This ensures that the force level does not exceed the occupant's tolerance, thus preventing additional injury. However, it also allows for stronger restraint, particularly for more physically robust occupants. Advantageously, the activation of the seatbelt and the adjustment of the seat are coordinated in timing, achieving a balance between occupant safety and comfort.

[0009] Whether it is the timing control of seatbelt activation, especially the change in seatbelt force, or the adjustment of the seat or its components, it can be based on the activation of the braking device and / or the detected deceleration caused by the braking device. In particular, it can be stipulated that when the occupant feels the inertia of his own mass due to deceleration, seatbelt force is applied and / or partial seat adjustment is completed as much as possible to properly restrain the occupant.

[0010] In another design of the invention, the steering system is also controlled based on potential collisions / accidents or pre-collision information and occupant information. Thus, the vehicle's trajectory can be altered through active steering intervention, thereby preventing a collision or reducing the danger to the occupants from an impact. In particular, the combined effect of braking and steering intervention can significantly alter the driving trajectory and / or substantially reduce the impact load. The impact can also be directed to a specific part of the vehicle where the load on the occupants is less. By manipulating the corresponding actuators in the steering system, the steering wheel can be moved away from the driver, thereby preventing or reducing the danger of head or chest impact to the steering wheel. However, it is also conceivable to position the steering wheel in a position where the airbag, as an irreversible restraint device, better functions to protect the driver's head and chest. To determine the advantageous position of the steering wheel relative to the driver, occupant information, such as identifying the position of the driver's head and chest before a collision, can be additionally utilized. Depending on whether the driver's head and upper body are within the effective range of the steering wheel airbag, the steering wheel airbag can be ignited or its deployment suppressed. Optionally, if the method intervenes in the steering system after a collision or identifies that a collision could be avoided, the steering system can be reverted to its initial settings. Specifically, the steering system or driving tasks can also be handed back to the driver.

[0011] By means of corresponding actuators within the seat, the seat can be moved in its longitudinal, lateral, and / or vertical directions to protect occupants from impacts from the dashboard, side doors, and / or front seats during a collision / accident. The backrest tilt and seat cushion can also be adjusted using appropriate actuators. For example, with a seat backrest set too flat, almost reclining, the seatbelt may not exert sufficient restraint during braking, thus timely raising the backrest from a first adjustment angle to an upright second adjustment angle could restrain the occupant. To determine the necessary adjustment, pre-collision information, occupant information, and / or target / actual deceleration are also utilized to adapt the adjustment to the occupant's posture before and / or during deceleration. The adjustment speed can also be set, for example, depending on occupant information, i.e., the occupant's sitting posture and physical characteristics. Advantageously, it is further stipulated that the seat position and the tilt of the backrest and / or seat cushion are detected in advance to assess potential safety measures based on available actual parameters and thereby adjust the seat.

[0012] In one particular design, the method checks whether the seat backrest is adjustable. If the backrest is not adjustable because it is already optimally set for a predicted impact or because the corresponding actuation mechanism of the backrest malfunctions, the seat cushion tilt can be adjusted based on the adjustability. Thus, for example, the occupant can be allowed to lean back against the backrest by straightening the seat cushion. Simultaneously, the upward-tilted seat cushion also acts as a greater drag to prevent the occupant from sliding forward during braking.

[0013] To respond to changes in collision conditions and vehicle interior conditions during coordinated control actions, the system stipulates that after deceleration is initiated through braking, the interior space sensing system also detects relevant occupant information. Using these altered framework conditions, the initial pre-collision information and the actions to be taken can be reassessed. This allows for changes to already implemented seat adjustments, or modifications to adjustments before they are taken. The same principle applies to the control of braking systems, seat belts, steering systems, and / or irreversible restraints. Furthermore, if it is determined that the deceleration and / or steering interventions have reliably avoided a collision, the sequence of actions can be interrupted, and at least one seat can be adjusted back to its initial position—i.e., repositioned.

[0014] To detect occupants and their position and / or posture within the vehicle, particularly in their seats, an interior space sensing system is installed. This system uses optical, acoustic, or other sensors to detect relevant information. Thus, in addition to detecting seat occupancy, it can also detect the individual occupant's height, seat position, head position, body posture, and / or weight. This precise detection of each occupant allows for targeted activation of relevant components and coordinated measures to provide personalized protection for that occupant. Suitable devices for detecting interior space information include, for example, cameras, infrared sensors, radar sensors, and / or pressure sensors in the seats.

[0015] The target deceleration of the braking system can also be determined based on the anticipated seat adjustment and / or the current seat setting. For example, the target deceleration can be reduced and the seat cushion straightened for this purpose if it is identified that the occupant may slip out of the seatbelt, for example, because the backrest is in a reclined position, but it is not possible to straighten it within the remaining time without injuring the occupant. An iterative process can adapt the deceleration to the occupant's movement, seat adjustment, seatbelt activation, and / or steering column adjustment. However, alternatively or additionally, the seat adjustment, seatbelt activation, and / or steering column adjustment can be adapted to the changed deceleration through iteration. Furthermore, the temporal coordination between deceleration and adjustment must be considered.

[0016] In general, the coordinated and / or synchronized activation and control of various measures and components aims to achieve better occupant protection than individual activation. For example, timely activation of the seatbelt force can prevent the occupant from sliding forward as deceleration begins. If the backrest is straightened shortly before or simultaneously with this, the occupant will experience continuous support rather than an uncomfortable intermittent response. The coordination of measures according to the invention is reflected not only in consideration of other measures but also in the coordinated activation and control in time.

[0017] In addition to the method described above, the present invention also claims a device for coordinating, i.e., synchronizing, measures for occupant protection. An evaluator is provided therein, which performs the method according to the invention. The device may also be equipped with an interior space sensing system that detects required occupant information. The evaluator can also generate and / or re-evaluate pre-collision information. Attached Figure Description

[0018] Figure 1 The front interior space of the vehicle is shown, along with the driver and various vehicle components located within that front interior space. Figure 2 The graph shows an example of a process used to control various measures or components. Figure 3 The device according to the invention is illustrated schematically. Figure 4 and Figure 5 The flowchart in the document describes a feasible implementation of the method according to the present invention. Detailed Implementation

[0019] Various safety systems are present in the vehicle to protect occupants in the event of a collision or accident. Thus, the driver or other occupant in seat 10 is restrained by the force 45 of the seatbelt 40 to prevent sudden forward movement and impact with the steering wheel 50 or dashboard. Furthermore, an airbag 60 may be present in the steering wheel 50 and / or dashboard, which inflates and deploys upon impact, thereby preventing or mitigating impact to at least the head 15 and upper body. An actuation mechanism in the steering system can alter the distance 75 between the driver's head 15 and upper body and the steering wheel 50 in the event of a collision. Thus, the steering wheel 50 can be moved away from the driver's body and therefore away from the head 15, or adjusted to a position that optimally utilizes the airbag 60.

[0020] The seat 10 can also be moved using suitable actuators to prevent the occupant from impacting a rigid structure within the vehicle's interior. Thus, it is conceivable to move the entire seat 10 a certain distance 25 along the longitudinal direction. Alternatively or additionally, only the seat cushion 30 can be moved forward or backward a certain distance 35, while the backrest 20 remains stationary if necessary. This backrest 20 can also be adjusted at a certain angle 90 relative to the vertical line 80 to reach a suitable position 85 for a collision, in which the impact has no or only a slight effect on the driver's or occupant's back.

[0021] To detect seat occupancy, whether by occupants, animals, and / or luggage, an interior space sensing system 70 is provided. This system detects relevant occupant information using optical, acoustic, or other sensing technologies (such as radar sensors or pressure sensors inside or on the seat). This occupant information is not limited to simple seat occupancy identification; it can also detect the occupant's posture or position and their body parameters for subsequent control. Specifically, a set of individual occupant parameters can be detected for each occupant and used for control purposes.

[0022] according to Figure 2 The time progression in the curve diagram describes the possible control of the coordination and cooperation between the adjustment capabilities of the braking device 100, the seat 110, the steering system 120, and the restraint functions of the seat belt 130.

[0023] After a potential collision or accident is identified using existing vehicle sensors and / or information from other road users, measures are introduced at time point 140 within the framework of pre-collision identification to avoid the collision or reduce the consequences for the occupants. This time point is typically between 500 and 1000 ms before the actual collision, allowing the measures to still be implemented. Based on the resulting pre-collision information, at least one brake 100 of the vehicle's braking system is activated at time point 140 to achieve a predetermined target deceleration. Activation of maximum braking deceleration must be completed within a short time period, such as 200 ms, and approximately 500 ms before the predicted time point t0 of impact or contact, to ensure sufficient effectiveness. In coordination with the activation of the brake 100, the seatbelts are activated, specifically generating pretension, to intercept the forward motion expected by the occupants due to deceleration and a potential impact. Here, seatbelt tensioning can also be implemented in the form of purposeful temporal variations, i.e., so-called intermittent control, to promote changes in body posture that are conducive to protective effects. The seat adjustment can be performed at a time that is staggered from the activation of the seat belt, for example, during or after deceleration build-up, within a period of 200 to 400 ms. Here, for example, the backrest 20 of the seat 10 can be adjusted from a reclined position (e.g., 45° or 60°) to a normal position (approximately 20° to 25°), the entire seat can be moved longitudinally, or the seat cushion can be tilted.

[0024] Optionally, the steering system 120 can be activated to change the vehicle's direction of motion and / or to change the distance between the steering wheel and the driver.

[0025] Because different components and systems require different movement paths and activation times, activation and effects must be coordinated to optimally protect one or more occupants. It is also entirely possible to specify that the individual seats and seatbelts for each occupant are operated differently, because these individuals are in different body postures, or because the level of force required to restrain them differs.

[0026] Throughout the entire manipulation sequence, the activation of the involved components and systems must take into account the algorithm's latency and processing time 150, as well as the communication paths between the various controllers.

[0027] After time point t0, i.e., after the collision / accident, the seat can be positioned to facilitate occupant exit or access for rescue forces. Accordingly, the seatbelt can be unbuckled.

[0028] according to Figure 3The block diagram illustrates an apparatus according to the invention, which coordinates various measures together. Here, a central evaluator 200 is provided, which may be part of a higher-level controller, such as an airbag controller. The evaluator 200 typically has a memory 205 in which various sensor variables and information can be stored, and the operating procedure of the evaluator 200 can access these sensor variables and information. The collision recognition based on the invention can be performed in a separate pre-collision recognition system 210 or directly in the evaluator 200. Here, signals from sensors of the vehicle's surrounding environment and / or information from other traffic participants form the basis for identifying potential collisions. Therefore, if an impending collision is identified using pre-collision information, the evaluator 200 detects seat occupancy using an interior space sensing system 220, and optionally detects the corresponding position, posture, and / or physical dimensions of each occupant, animal, and / or luggage in the occupied seats. Using the occupant information thus detected, appropriate protective measures can be adjusted for each occupant. Optionally, additional information may also be detected, relating to the operational readiness and current status of the vehicle’s braking system 230, steering system 240, and / or power supply system 250.

[0029] Based on pre-collision information and occupant information, at least one brake of braking device 230 is first activated to minimize the vehicle's impact energy. In another control step, the seatbelt is activated to apply pretension, this second control step being time-coordinated with deceleration and, if necessary, with subsequent seat adjustments. Using this pretension, the occupant can be firmly pressed against the seat back and restrained in the seat. Advantageously, the establishment of seatbelt pretension occurs simultaneously with the establishment of deceleration, or only with a slight time delay after the start of deceleration, so that the effects of the occupant's inertial mass can be immediately suppressed by the seatbelt upon the start of braking. Here, the force of the seatbelt can also be changed in the subsequent process up to the pre-collision stage, either intermittently or by gradually increasing the restraint force specifically according to the position of the backrest or seat cushion. Simultaneously with or at least slightly after the establishment of deceleration and / or seatbelt activation, adjustment of at least one of the occupied seats 260 is initiated, particularly at a preset adjustment speed. Here, the current seat settings, such as the backrest tilt angle or the longitudinal distance between the seat and the steering wheel or dashboard, can also be detected first. Optionally, the steering system 240 can be manipulated to move the vehicle toward another collision trajectory if necessary, with the aim of reducing damage. Alternatively or additionally, it can also be specified to move the steering wheel away from or toward the driver. The latter is particularly helpful if it improves the subsequent activation of the airbag and thus enhances driver safety.

[0030] After reversible protective measures (particularly brakes, seat adjustment, seat belts, and steering systems) have been implemented, the transition to activating irreversible protective measures / restraint systems, such as pyrotechnic seat belt tensioners and airbag activation systems, should occur no later than the point at which an impact is detected. If, during the pre-collision phase and the subsequent implementation of reversible protective measures, it is determined that a collision can be reliably prevented or that the occupants can be adequately protected from the collision or impact by the reversible protective measures, then it can be stipulated that these irreversible measures will not be activated. Otherwise, existing seat belt tensioners and airbags are activated accordingly in coordination with the aforementioned measures. This may include, for example, the targeted activation of individual airbags located in the occupant area towards the occupant's current or intended position during longitudinal seat movement. For the driver, for example, the steering wheel airbag may be activated after adjusting to the optimal steering wheel distance. Other airbags that become ineffective due to seat or steering wheel adjustments may remain disabled.

[0031] During and after the coordinated operation of the various measures / components, the driver may be informed of the protective measures through appropriate visual and / or auditory devices 290. This may be a simple warning, but it may also be a specific instruction, such as leaving the vehicle.

[0032] The following text is based on Figure 4 The flowchart illustrates the functionality of the method and how it can operate within the evaluator 200. Optionally, the method may begin by identifying pre-collision information, i.e., identifying information indicating an impending collision. Alternatively, the method may have its own method step 300 that generates pre-collision information. The actual method can only proceed to step 310 if such information is present. In step 310, the method detects all necessary variables and parameters by an interior space sensing system, which are essential for the subsequent coordinated implementation of reversible and irreversible protective measures. Here, in addition to detecting seat occupancy, occupant posture is also detected, for example. If an unfavorable posture for a collision or impact is identified, the occupant can be alerted visually and / or audibly. This warning or adjustment should occur significantly earlier than actual pre-collision measures and can also be performed independently in a separate method. Optionally, the seat can also be adjusted so that the adjusted posture does not increase the risk of occupant injury in the event of a collision.

[0033] In the next step 330, all current information is summarized to determine the coordinated sequence of operations for various measures, components, and / or vehicle systems. For example, it can be identified that each occupied seat must be adjusted differently because the seating position and / or body posture of the corresponding occupant is different. Body physical characteristics identified by the interior space sensing system may also influence various control measures. Subsequently, in step 340, these measures are implemented in a time-coordinated manner by manipulating / activating components, systems, and / or actuators. Here, if occupant information changes due to occupant movement, the measures can be adjusted again, for example, using feedback from the interior space sensing system. After reversible protective measures, such as operating the brakes, operating the seatbelts, and adjusting the seat or optionally adjusting the steering system, have been activated or executed, step 350 transitions to activating irreversible protective measures or restraint devices. In this activation, activation can also be time-coordinated based on pre-collision information, occupant information, and the previous activation of reversible protective measures. For example, before activating the airbag, you can wait for other measures to be activated or for their effects to become apparent, including the activation of other airbags.

[0034] Optionally, it can be specified that the seat can be adjusted back to its initial position after a collision or accident. Alternatively, it can be adjusted to a position that facilitates occupants' exit from the vehicle or allows rescue forces to access the occupants.

[0035] use Figure 5The flowchart in the diagram describes the coordinated control sequence according to the invention in more detail. Here, the method may also begin with the identification of pre-collision information. Alternatively, the method begins with the internal execution of step 400 to identify and derive pre-collision information. In parallel with this, an interior space sensing system may be activated in step 500, which generates updated interior space information and optionally influences subsequent steps through its updated parameters. However, this interior space sensing system may also operate in parallel in separate methods, providing corresponding occupant information continuously or cyclically. In step 400, further manipulation of various measures and components is determined based on the pre-collision information and the initial occupant information. These manipulations are then implemented in subsequent steps. Thus, in step 410, vehicle deceleration is activated by means of at least one brake of the braking device, particularly decelerating to a predetermined target deceleration. Simultaneously with deceleration generated by the brakes, or at the latest when the braking effect acts on the occupant's body, a pretensioning force of the seatbelt is generated in step 430, which restrains the occupant during the braking process. When activating the seatbelt, tensioning can initially begin at a lower force level predetermined in step 400. Optionally, the activation and control of the seatbelt force can be adjusted based on the occupant information updated in step 500. Seat adjustment can also be time-appropriated in a subsequent step 420 in conjunction with deceleration and / or seatbelt activation. Here, the actual magnitude and timing of movement can be adjusted. Advantageously, in step 420, the seat adjustment, i.e., the adjustment of the backrest, seat cushion, and / or seat position, can be adjusted by detecting occupant information before taking action and based on the updated occupant information detected in step 500. In particular, the adjustment speed can be predetermined here. Thus, for example, the occupant's movement at the start of deceleration or during deceleration may affect their posture and thus may affect the necessary seat adjustments. Optionally, in another step 440, the steering system, particularly the actuators for adjusting the steering wheel, can also be manipulated. In addition to intervening in driving dynamics, the detection of the current body posture is also crucial here, as this allows the detection of the current distance between the steering wheel and the driver's chest area and head. This allows the steering wheel to be moved away from the driver and / or positioned so that the airbag in the steering wheel can provide optimal protection.

[0036] In the next step 450, based on the detected vehicle data, it is checked whether the pre-collision measures taken, primarily the deceleration and, if necessary, the steering intervention, were able to prevent or have already prevented a collision or at least mitigated the impact. If it is identified that a collision is still unavoidable, has already occurred, or the effects of an unavoidable collision still require activation of irreversible protective measures, then in the next step 350, the irreversible restraint system is activated. The activation of the irreversible restraint system (e.g., airbags) can also be coordinated with previously implemented reversible protective measures. For example, it can be specified that the airbag in the steering wheel is activated only when the actuator has brought the steering wheel to its optimal position. The same rule applies to other occupant airbags, where their activation is coordinated in time with seat adjustment, reaching a predetermined position, and / or seatbelt pretensioning. Subsequent airbag activation can also be considered after determining the adjustment of the seat and / or seatbelts. This can involve, for example, adjustments to the backrest and / or seat travel, and can also involve timing coordination. Optionally, in another step 360 following a collision / incident, the seats and seat belts can be repositioned and / or adjusted accordingly, allowing the occupants to exit the vehicle or making it easier for rescue forces to access them.

[0037] If it is determined in step 450 that a collision can be avoided, or that the impact of the accident on the occupants does not require activation of irreversible protection mechanisms, then in step 460 the seats and seat belts can be repositioned to their settings prior to the start of the method. If the autonomous driving system takes over driving duties before an impending collision, then optionally it can be handed over to the driver in another step 470.

[0038] In addition, a separate method can be used to examine whether the pre-collision measures already implemented and the measures taken as a result can prevent a collision.

Claims

1. A method for coordinated control of occupant protection measures in a vehicle, wherein, The method includes: • Detect information from the pre-collision recognition system (210); • Detect information from the occupant sensing system (220); • Detect the deceleration generated by the braking device based on pre-collision information; • Control the seat belt (270) of at least one seat (260) based on the deceleration and occupant information; • To control the adjustment of at least a portion of at least one seat (260) based on the deceleration and the occupant information; and • A smooth transition to manipulating irreversible restraint devices (280).

2. The method according to claim 1, characterized in that, The method manipulates the seat belt (270) such that a predetermined force level of the seat belt (270) is set in time according to the adjustment of the seat (260), wherein it is specifically specified that the force level of the seat belt (270) is set simultaneously with the adjustment of the seat (260) or before a predetermined time delay thereafter.

3. The method according to any one of the preceding claims, characterized in that, The timing of the seatbelt adjustment and / or the seat adjustment are performed based on the activation time of the braking device and / or the detected deceleration, wherein the adjustment of the seatbelt and / or the seat is specifically specified to be performed before the inertia of the occupant's body affects the deceleration.

4. The method according to any one of the preceding claims, characterized in that, The method controls the vehicle's steering system (240) based on the pre-collision information and the occupant information, wherein the steering wheel of the steering system (240) is changed relative to the driver.

5. The method according to any one of the preceding claims, characterized in that, The method adjusts the position of the seat (260) in the longitudinal, lateral and / or vertical directions, adjusts the tilt of the backrest (20) and / or the seat cushion angle, wherein, in particular, the method detects the position of at least one of the seats (260), the tilt of the backrest (20) and / or the seat cushion angle before the adjustment, and takes these into account during the adjustment.

6. The method according to claim 5, characterized in that, The method adjusts the backrest (20) of the seat (260) from a first adjustment angle to a second adjustment angle during or after the establishment of the deceleration, wherein the adjustment is specifically provided that the adjustment begins within a predetermined time period after the deceleration begins, for example, within 100ms to 400ms.

7. The method according to any one of the preceding claims, characterized in that, The method includes: • Detect the adjustability of the backrest (20); and • Adjust the seat cushion tilt according to the aforementioned adjustability. Specifically, it is stipulated that when a malfunction is detected in the adjustment capability of the backrest (20), the inclination of the seat cushion shall be adjusted.

8. The method according to any one of the preceding claims, characterized in that, After deceleration is established by the braking device (230), the method iteratively reassesses the probability of collision and adjusts the operation of at least one of the seats (260) and / or the seat belts, the steering system and / or the irreversible restraint devices (280) based on the reassessment, wherein the seat (260) is specifically repositioned if it is determined that a collision has been avoided or the risk of injury to the occupant has been reduced.

9. The method according to any one of the preceding claims, characterized in that, The method uses the occupant sensing system to detect the following information about at least one occupant: • Seat occupancy status; • Body shape; • Seating position; • Head position (15); • Body posture; and / or • Estimated weight.

10. The method according to any one of the preceding claims, characterized in that, The target deceleration that should be achieved by manipulating the braking device (203) is determined based on the expected adjustment to the seat (260), wherein a predetermined time delay for establishing the deceleration is taken into account, especially when manipulating the adjustment of the seat (260).

11. A device for coordinated control of occupant protection measures in a vehicle, wherein, The apparatus has an evaluator (200) that performs the method according to any one of claims 1 to 10, wherein the evaluator (200) • Detect information from the pre-collision recognition system; • Detect at least one piece of information from the occupant sensing system; • Detect the deceleration generated by the braking device based on pre-collision information, and control the seat belt (270) of at least one seat (260) based on the deceleration and occupant information. • Adjustment of at least a portion of at least one seat (260) is controlled based on the deceleration and the occupant information; and • A smooth transition to manipulating irreversible restraint devices (280).

12. The apparatus according to claim 11, characterized in that, The evaluator (200) controls the vehicle's steering system (240) based on the pre-collision information and the occupant information, wherein the evaluator specifically controls an actuator that changes the position of the steering wheel (50) of the steering system (240) relative to the driver.

13. The apparatus according to claim 11 or 12, characterized in that, The evaluator (200) operates at least one actuator that adjusts the position of the seat (260) in the longitudinal, lateral and / or vertical directions, the tilt of the backrest and / or the angle of the seat cushion.

14. The apparatus according to any one of claims 11 to 13, characterized in that, After the deceleration is established by the braking device (230), the evaluator (200) iteratively re-evaluates the collision probability and adjusts the operation of at least one of the seats (260) and / or the seat belts (270), the steering system (240) and / or the irreversible restraint devices (280) based on the re-evaluation.

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