Safety system for a motorcycle and triggering procedure of a safety system

Abstract

Safety system for a motorcycle with a first evaluation and control unit (40) which receives crash-relevant information (S) from at least one sensor unit (20) and evaluates it for crash detection, wherein the first evaluation and control unit (40) activates at least one external safety component (12a, 12b) and / or at least one internal safety component (12c, 12d) from a group of several different external and / or internal safety components (12a, 12b, 12c, 12d) via a triggering concept upon detection of a crash, wherein the first evaluation and control unit (40) receives presence signals (Sa, Sb, Sc, Sd) from the several different external and / or internal safety components (12a, 12b, 12c, 12d) and evaluates them to identify the currently available safety components (12a, 12b, 12c, 12d).wherein the evaluation and control unit (40) selects the triggering concept from a group of several different triggering concepts depending on the detected currently available safety components (12a, 12b, 12c, 12d), and wherein all available safety components (12a, 12b, 12c, 12d) are included in the selection of the triggering concept and the protective effect of the safety components (12a, 12b, 12c, 12d) is coordinated with each other.

Description

State of the art

[0001] The invention is based on a safety system for a motorcycle according to the preamble of independent patent claim 1 and on a corresponding triggering method of a safety system according to the preamble of independent patent claim 10.

[0002] Compared to a passenger car, motorcycle riders, such as motorcyclists, tricycle riders, quad bike riders, scooter riders, and / or moped riders, are exposed to a significantly higher risk in road traffic. This is due, among other things, to the different driving physics and the always unstable state of balance, as well as to the special physical and mental strain associated with motorcycle riding and the restricted field of vision. At the same time, motorcycle riders are significantly more sensitive to the effects of the weather and other disruptive factors, such as poor road conditions or unforeseen traffic situations. Furthermore, motorcycles do not have a protective bodywork. In the event of a collision or fall, motorcycle riders are unprotected road users due to the lack of passive safety, despite wearing protective clothing.

[0003] Safety systems for a motorcycle which protect the motorcyclist in the event of a collision are known from the prior art and comprise a first evaluation and control unit which receives crash-relevant information from at least one sensor unit via at least one interface and evaluates it for crash detection. When a crash is detected, the first evaluation and control unit activates at least one external safety component and / or at least one internal safety component via a triggering concept. The activated safety components are typically designed as passive safety components. Airbag systems which have an inflatable airbag in the area of ​​a fuel tank are known as passive internal safety components. Independently of this, active internal safety components designed as anti-lock braking systems are known for motorcycles, which can achieve a significant reduction in accidents involving personal injuries.If a collision does occur, additional accident-reducing safety components should be in place, such as a belt system for motorcycle riders with a belt strap and buckle. An internal safety component designed as an inflatable side protection is also known. When at rest, the side protection is a metal profile folded into the side structure of a motor vehicle to save space. A standard gas generator can fill this structure with an internal pressure of 10 to 20 bar. The metal profile unfolds, thereby gaining greater stability. Furthermore, external passive safety components can be integrated into the rider's clothing. So-called airbag jackets, which are designed as motorcycle jackets with integrated airbags, are well known and some are already commercially available.These airbag jackets can be triggered either via an integrated evaluation and control unit and / or via a ripcord and / or via radio by an evaluation and control unit integrated into the motorcycle. It can be assumed that passive safety systems will also gain greater importance and market penetration in the motorcycle sector in the future. However, unlike passenger cars, the integration of passive safety systems into the motorcycle alone is only possible to a limited extent. For motorcycles, the integration of external safety components into the rider's personal protective equipment, such as the helmet and / or clothing, is advantageous in achieving a high level of safety.

[0004] German Patent Application DE 103 17 439 A1 describes a motorcycle with a restraint system for motorcyclists, comprising a connecting element through which the motorcyclist is detachably connected to the motorcycle. If a rear-end collision is detected, the motorcyclist is initially held to the motorcycle by the connecting element during the initial phase of the collision. The restraining force of the connecting element counteracts the motorcyclist's inertial force. The connecting element is arranged in such a way that, during the initial phase, the motorcyclist is displaced relative to the motorcycle due to inertia, counteracting the restraining force of the connecting element, thereby dissipating the motorcyclist's kinetic energy. The connecting element is then released without any action on the part of the motorcyclist.

[0005] An airbag jacket for a motorcycle rider is known from US patent application US 2011 / 0237194 A1. The described airbag jacket has a receiver for receiving a wirelessly transmitted signal and an airbag. The wirelessly transmitted signal is transmitted by an internal evaluation and control unit of the motorcycle when an accident is detected and activates the airbag of the airbag jacket.

[0006] DE 10 2010 062 787 A1 discloses a system for protecting motorcycle passengers in the event of an accident. It includes sensors for detecting collision-critical driving situations, a processing unit for evaluating the sensor data, and a passenger protection device. The protective effect of the passenger protection device can be significantly improved if, as soon as a collision-critical driving situation is detected, the processing unit sends a signal to the passenger protection device before the collision occurs, activating the passenger protection device or preparing it for the impending collision. From DE 10 2010 062 787 A1, in particular the features of a safety system for a motorcycle with a first evaluation and control unit, which receives crash-relevant information from at least one sensor unit and evaluates it for crash detection, wherein the first evaluation and control unit activates a safety component when a crash is detected, are known.

[0007] DE 10 2012 205 123 A1 discloses a vehicle, in particular a motorcycle, comprising a sensor device arranged on the vehicle, a passive safety device integrated into a piece of clothing worn by a driver or passenger, and a communication device that enables wireless data transmission between the vehicle and the passive safety device. The presence of a state detectable by the sensor device is considered a prerequisite for triggering the passive safety device. The sensor device is a sensor device that detects whether a transmission gear is engaged, whereby the passive safety device is only triggered when a transmission gear is engaged.

[0008] From DE 10 2008 003 767 A1, it is known that, in a motorcycle, the airbag and airbag jacket worn on a passenger's body are synthetically controlled. A normal collision detection section causes the airbag and / or airbag jacket to be deployed according to the severity and direction of a collision, based on the output signals from G-sensors. When a collision prediction section predicts a collision based on other-vehicle information obtained through a vehicle-to-vehicle communication device and self-vehicle information input from a vehicle speed sensor and a GPS antenna, this causes a standby collision detection section to be activated.The standby collision detection section detects a collision mode in advance and sets a threshold value for detecting the output signals of the G sensors to a value different from a value used in the detection of the normal collision detection section, thereby enabling rapid detection of a collision.

[0009] DE 10 2010 063 441 A1 discloses a system for protecting motorcycle passengers in the event of an accident. It includes sensors for detecting situations in which the rider is at risk of falling, a processing unit for evaluating the sensor data, and a passenger protection device. The protective effect of the passenger protection device can be significantly improved if, as soon as such a critical situation is detected, the processing unit sends a signal to the passenger protection device before the fall, activating the passenger protection device or preparing it for the rider's impending impact. Disclosure of the invention

[0010] The inventive safety system for a motorcycle with the features of independent patent claim 1 and the inventive triggering method of a safety system for a motorcycle with the features of independent patent claim 10 advantageously evaluate presence signals from at least one external safety component and / or at least one internal safety component to detect the currently available safety components. A triggering concept is then selected depending on the detected currently available safety components. This means that all existing passive safety components can advantageously be incorporated into the selection of the triggering concept, so that the actually available safety components can be optimally coordinated with one another.Advantageously, instead of considering the internal and external safety components largely separately and optimizing them independently, as was previously the case, the internal and external safety components are incorporated into a common triggering concept. This advantageously creates a modular and / or adaptive passive safety system for motorized two-wheelers and / or three-wheelers and / or quads, which includes both internal safety components integrated into the motorcycle, such as sensors and / or airbag systems, and external safety components, which are integrated, for example, into the rider's clothing or can be detachably connected to the motorcycle.Depending on the availability of the individual safety components, the activation concept can be advantageously adapted to the current conditions and the protective effect for the driver can be optimized. This can, for example, prevent the driver from being injured by at least one safety component at the moment of activation or prevent two safety components from interfering with each other.

[0011] The safety system according to the invention for a motorcycle comprises a first evaluation and control unit, which receives information from at least one sensor unit and evaluates it for crash detection. When a crash is detected, the first evaluation and control unit activates at least one external safety component and / or at least one internal safety component from a group of several different external and / or internal safety components via a triggering concept. According to the invention, the evaluation and control unit receives presence signals from the several different external and / or internal safety components and evaluates the received signals to identify the currently available safety components.Depending on the detected currently available safety components from a group of several triggering concepts, the first evaluation and control unit selects the triggering concept, whereby all existing safety components are included in the selection of the triggering concept and the protective effect of the safety components is coordinated with one another.

[0012] Furthermore, embodiments of the present invention provide a triggering method for a safety system for a motorcycle, which evaluates crash-relevant information from at least one sensor unit for crash detection. Upon a detected crash, at least one external safety component and / or at least one internal safety component is activated via a triggering concept. According to the invention, presence signals from the at least one external safety component and / or the at least one internal safety component are evaluated to detect the currently available safety components, and the triggering concept is selected depending on the detected currently available safety components.

[0013] Advantageously, the available passive safety components can be automatically searched for during system startup and integrated into the safety system at runtime.

[0014] The functionality of the first evaluation and control unit for receiving and evaluating the evaluation signals and for selecting the corresponding triggering concept can, for example, be integrated into an evaluation and control unit of an internal passive or active safety component already present in the motorcycle, such as a control unit of an airbag system or a control unit of an anti-lock braking system (ABS). The acquisition and evaluation of crash-relevant information and the generation and output of the presence signals of the internal safety components and / or the external safety components can take place in additional evaluation and control units located in the area of ​​the passive safety components.All other evaluation and control units are subordinate to the first evaluation and control unit, so that the first evaluation and control unit acts as the "master unit" and the other evaluation and control units act as subordinate "slave units". The selection of the triggering concept and the activation of the safety components are carried out only by the first evaluation and control unit. Communication between the individual components can take place via a BUS system, such as a CAN bus. Direct connections for the exchange of information between the individual components are also conceivable. Advantageously, the evaluation and control units have access to a wealth of information about the motorcycle and / or the rider and / or the current driving situation. This information can be recorded and output by external and / or internal sensor units.Furthermore, data and information from other motorcycle systems, such as an engine control unit and / or the anti-lock braking system (ABS) and / or a manual input and output system via which the passenger can enter personal data such as age and / or weight, etc. can be recorded and evaluated. The scope of the overall information available is advantageously greater than the information available in the individual safety components. Therefore, the driving condition can be assessed more accurately and reliably in the first evaluation and control unit and the interaction of the safety components can be coordinated so that the overall passive safety strategy can be designed to optimally protect the passenger. Furthermore, data from existing sensor units can advantageously be used by several safety components, thereby achieving a synergy effect.Through clever placement of sensors and the availability of extensive information from various sensors for the evaluation of the driving condition, a better overall performance of the safety system can be achieved in comparison to a solution with distributed evaluation and control units for the respective passive safety systems, each of which only has a subset of the information.

[0015] The at least one sensor unit comprises, for example, pressure-sensitive sensors that detect an impact zone on the motorcycle and / or sensors that detect objects and / or obstacles and / or other crash-relevant vehicle environment data and make them available for evaluation. Such sensors can be based, for example, on video and / or radar and / or lidar and / or PMD and / or ultrasound technologies. The use of ABS sensors is also possible.

[0016] The measures and further developments listed in the dependent claims make it possible to achieve advantageous improvements to the safety system for a motorcycle specified in independent patent claim 1.

[0017] It is particularly advantageous that the first evaluation and control unit can select the triggering concept depending on the mode of operation of the currently available safety components, so that the currently available safety components are used in such a way that they complement each other advantageously and / or at least do not hinder each other.

[0018] In an advantageous embodiment of the safety system according to the invention, the evaluation and control unit can select the deployment concept depending on the detected crash situation, whereby only the currently available safety components that are required in the detected crash situation are activated. By taking the detected crash situation into account when selecting the deployment concept, the most comprehensive protection for the driver can be enabled in a variety of circumstances. Advantageously, the selection of the deployment concept can be optimized based on data from external and / or internal sensor units, and the protective effect of the safety components can be coordinated. For example, in the event of a frontal crash, the deployment characteristics of a front airbag can be optimized for interaction with a seat belt.

[0019] In a further advantageous embodiment of the safety system according to the invention, the triggering concept can specify an activation sequence and / or an activation time of the currently available safety components. Advantageously, a modular overall passive vehicle safety system can be created into which passive safety components can be flexibly integrated. For example, an airbag in an airbag jacket and / or an airbag in an airbag helmet can be activated at the optimal time by the evaluation and control unit. Furthermore, the currently available components can be triggered depending on the situation to ensure the best possible protection for the occupant.

[0020] In a further advantageous embodiment of the safety system according to the invention, the triggering concept can be stored as at least one characteristic curve in a memory unit. This at least one characteristic curve can depend on the existing combination of available safety components and / or the resulting triggering strategy. Advantageously, the interaction of the available safety components can be coordinated and optimized by the evaluation and control unit using the at least one characteristic curve.

[0021] In a further advantageous embodiment of the safety system according to the invention, the at least one external safety component can be designed as a detachably attached safety component to the motorcycle and / or as a first external safety component integrated into the rider's clothing and / or as a second external safety component integrated into the rider's helmet. This has the advantage that, in particular, the passive safety components that are not permanently installed in the vehicle but are integrated into the rider's clothing and / or are detachably connected to the motorcycle can be flexibly integrated into the safety concept and can thus contribute to improving the rider's safety. For example, the external safety component can be designed as an airbag jacket and / or as an airbag helmet with an integrated neck airbag.Furthermore, the passenger can advantageously expand and / or configure the safety system themselves, thereby advantageously deciding on the scope of protection. For example, an additional airbag system can be detachably attached to the tank and connected to the first evaluation and control unit via a corresponding interface.

[0022] In a further advantageous embodiment of the safety system according to the invention, the at least one internal safety component can be designed as a belt system and / or as an airbag system integrated into the motorcycle. By selecting the deployment concept, the airbag system can advantageously be deployed later or more gently in combination with a belt system to reduce the strain on the rider.

[0023] In a further advantageous embodiment of the safety system according to the invention, the first evaluation and control unit can have at least one interface for wireless and / or wired communication with the currently available safety components. This advantageously allows the use of many different transmission technologies, such as Bluetooth and / or radio and / or infrared, etc. The individual safety components and / or sensor units can exchange status information and important parameters with the first evaluation and control unit. Since the data can advantageously be acquired during runtime, the first evaluation and control unit can react flexibly to the failure of safety components, such as a dead battery in the airbag jacket. The at least one interface is preferably designed in a standardized manner.Such a standardized interface allows security components to be advantageously combined independently of the manufacturer, so that security components offered by different manufacturers can be easily integrated into the security system according to the invention via the standardized interface.

[0024] An embodiment of the invention is illustrated in the drawing and explained in more detail in the following description. In the drawing, identical reference numerals designate components or elements that perform identical or similar functions. Short description of the drawing Fig. 1 shows a schematic side view of a motorcycle with a safety system according to the invention. Fig. 2 shows a schematic block diagram of the safety system according to the invention for a motorcycle. Embodiments of the invention

[0025] The core of the invention is to provide a safety system for two- and / or three-wheeled vehicles which, in the event of an impending collision or collision and / or an unfavorable driving condition, provides the most advantageous combination of the currently available safety components and offers the best possible protection for the driver under the current conditions.

[0026] As from Fig. 1, a motorcycle 1 comprises a frame 4, a handlebar 6, at least one sensor unit 20, a fuel tank 8, a seat 2 and a safety system 10.

[0027] As from Fig. 1 and Fig. 2, the safety system 10 has a first evaluation and control unit 40, which in the illustrated embodiment has three interfaces 40.1, 40.2, 40.3, a computing unit 41, and a memory unit 42. The computing unit 41 processes various function blocks 46, 47, 48, 49, of which, for example, a first function block 46 represents a crash algorithm 46, a second function block 47 represents a communication module, a third function block 48 represents configuration management 48, and a fourth function block 49 represents further functionalities such as, for example, hardware drivers, crash recorders, ABS, etc. The first evaluation and control unit 40 receives crash-relevant information as sensor signals S from at least one sensor unit 20 via a first interface 40.1.The computing unit 41 evaluates these sensor signals S and, upon a detected crash, activates at least one external safety component 12a, 12b and / or at least one internal safety component 12c, 12d via a triggering concept. In the illustrated embodiment, the safety system 10 has four evaluation and control units 14a, 14b, 14c, 14d, with each evaluation and control unit 14a, 14b, 14c, 14d being assigned to a safety component 12a, 12b, 12c, 12d. Additional evaluation and control units (not shown) can also be provided. Thus, the individual sensor units 20 can each have their own evaluation and control unit for processing and / or conditioning the detected sensor variables and for outputting the sensor signals S. The communication between the individual evaluation and control units 14a, 14b, 14c, 14d or system components can be wireless and / or wired via a BUS system, preferably via a CAN bus.Direct connections for information exchange between the individual evaluation and control units 14a, 14b, 14c, 14d or system components are also conceivable. The at least one sensor unit 20 comprises, for example, pressure-sensitive sensors that determine an impact area on the motorcycle 1 and / or sensors that detect objects and / or obstacles and / or other crash-relevant vehicle environment data and make them available for evaluation. Such sensors can be based, for example, on video and / or radar and / or lidar and / or PMD and / or ultrasound technologies. The use of data and information from an ABS sensor system or a speed sensor system is also possible.

[0028] As from Fig. 1, the illustrated motorcycle 1 is designed as a motorcycle, but other motorcycles are also conceivable in which a passenger 30 should be additionally protected, such as a tricycle and / or a quad.

[0029] According to the invention, a first evaluation and control unit 40 receives presence signals Sa, Sb, Sc, Sd from the at least one external safety component 12a, 12b and / or the at least one internal safety component 12c, 12d and evaluates the received signals to identify the currently available safety components 12a, 12b, 12c, 12d, wherein the first evaluation and control unit 40 selects the triggering concept depending on the identified currently available safety components 12a, 12b, 12c, 12d. In the illustrated embodiment, the first evaluation and control unit 40 receives the signals Sa, Sb, Sc, Sd from the at least one external safety component 12a, 12b and / or the at least one internal safety component 12c, 12d via a second interface 40.2. In this way, the at least one external security component 12a, 12b and / or the at least one internal security component 12c, 12d.no longer considered separately and optimized independently of each other, but integrated into a common inventive security system.

[0030] The first evaluation and control unit 40 monitors the driving condition using sensor units 20 already present in the motorcycle 1 and detects a critical driving condition and / or an impending and / or ongoing collision. This allows existing sensor units 20 to be used by multiple safety components 12a, 12b, 12c, 12d. Through clever placement of the sensor units 20 and the availability of comprehensive information from the various sensor units 20 for evaluating the driving condition, improved overall performance of the safety system 10 according to the invention is achieved.

[0031] As from Fig. 1 and Fig. 2, the passenger 30 wears protective clothing having two external safety components 12a, 12b. A first external safety component 12a is designed as a so-called airbag jacket, and a second external safety component 12b is designed as an airbag helmet. The airbag jacket 12a comprises a jacket into which a first external airbag 12.2a, a second evaluation and control unit 14a, and a transmitter 12.1a are integrated. The airbag helmet 12b comprises a neck protector, which is designed as a second external airbag 12.1b, and a third evaluation and control unit 14b. Alternatively or additionally, a detachable safety component attached to the motorcycle 1 can be carried. This allows the driver 30 to expand and / or configure the safety system 10 according to the invention, and the driver 30 can decide on the scope of protection.

[0032] As from Fig.1 and 2, the motorcycle 1 in the illustrated embodiment has two internal safety components 12c, 12d, which are designed as a belt system 12c and as an airbag system 12d integrated into the motorcycle 1. The belt system 12c comprises a fourth evaluation and control unit 14c, a belt strap 12.1c, which is coupled to a belt buckle 12.2c and connects the driver 30 to the motorcycle 1. The airbag system 12d comprises a fifth evaluation and control unit 14d, a first internal airbag 12.1d designed as a front tank airbag, and a second internal airbag 12.2d designed as a rear tank airbag, which are each arranged on the fuel tank 8. The airbag system 12d functions as a support device for the driver 30, reducing further forward displacement in the event of a collision.In the illustrated embodiment, the fifth evaluation and control unit 14d assigned to the airbag system 12d assumes the functionality of the first evaluation and control unit 40. All other evaluation and control units 14a, 14b, 14c are subordinate to the first evaluation and control unit 14d, 40. The evaluation and control unit 14d, 40 assigned to the airbag system 12d selects the deployment concept depending on the mode of operation of the currently available safety components 12a, 12b, 12c, 12d and the detected crash situation. For example, an airbag system 12d in combination with a belt system 12c is deployed later or more gently to reduce the load on the driver 30. In this example, in the event of a frontal crash, the deployment characteristics of the integrated airbag system 12d are optimized for interaction with the belt system 12c and the first external airbag 12.2a of the airbag jacket 12a and the second external airbag 12.1b of the airbag helmet 12b are activated at the optimal time by the first evaluation and control unit 14d, 40. This has the advantage that, in particular, the external safety components 12a, 12b, which are not permanently installed in the motorcycle 1 but are integrated into the rider's protective clothing 30 or are detachably connected to the motorcycle 1, can be flexibly integrated into the safety system 10 and thus contribute to improving safety. Furthermore, in addition to the aforementioned passive internal safety components, other safety components can be integrated into the motorcycle 1, such as an anti-lock braking system.

[0033] The triggering concept selected by the first evaluation and control unit 40 specifies an activation sequence and / or an activation time of the currently available safety components 12a, 12b, 12c, 12d. For example, trigger signals ASa, ASb, ASc, ASd are output in a specific order to the currently available safety components 12a, 12b, 12c, 12d via a third interface 40.3. The triggering concept is preferably stored as at least one characteristic curve in a memory unit 42. Alternatively, the first evaluation and control unit 14d, 40 can create the triggering concept based on the received and evaluated sensor signals S and the presence signals Sa, Sb, Sc, Sd of the currently available safety components 12a, 12b, 12c, 12d. In the illustrated embodiment, the first evaluation and control unit 14d, 40 comprises three separate interfaces 40.1, 40.2, 40.3.Of course, the described functionalities of the three interfaces 40.1, 40.2, 40.3 can be combined into a common interface. The at least one interface 40.1, 40.2, 40.3 of the first evaluation and control unit 14d, 40 enables wireless and / or wired communication with the currently available safety components 12a, 12b, 12c, 12d. In the illustrated embodiment, the at least one interface 40.1, 40.2, 40.3 is designed as a standardized interface, so that safety components 12a, 12b, 12c, 12d and / or evaluation and control units 14a, 14b, 14c, 14d and / or sensor units 20 can be combined independently of the manufacturer.

[0034] The corresponding inventive triggering method of a safety system 10 for a motorcycle 1 preferably detects currently available safety components 12a, 12b, 12c, 12d upon system start-up by receiving presence signals Sa, Sb, Sc, Sd from at least one external safety component 12a, 12b and / or at least one internal safety component 12c, 12d and evaluating them to detect the currently available safety components 12a, 12b, 12c, 12d. A triggering concept is selected depending on the detected currently available safety components 12a, 12b, 12c, 12d. Upon a detected crash, the currently available safety components 12a, 12b, 12c, 12d are then activated via the selected triggering concept.

[0035] The described safety system according to the invention and the corresponding inventive triggering method of a safety system for a motorcycle enable a modular, adaptive passive safety system for motorized two-wheelers and / or three-wheelers and / or quads. The system comprises both safety components integrated into the motorcycle, such as sensors and / or airbags, and safety components integrated into the rider's clothing. Depending on the availability of the individual safety components, the passive safety concept of the overall system of the rider and vehicle is adapted to the current conditions, and the protective effect for the rider is optimized.

Claims

[1] Safety system for a motorcycle with a first evaluation and control unit (40) which receives crash-relevant information (S) from at least one sensor unit (20) and evaluates it for crash detection, wherein the first evaluation and control unit (40) activates at least one external safety component (12a, 12b) and / or at least one internal safety component (12c, 12d) from a group of several different external and / or internal safety components (12a, 12b, 12c, 12d) via a triggering concept in the event of a detected crash, wherein the first evaluation and control unit (40) receives presence signals (Sa, Sb, Sc, Sd) from the several different external and / or internal safety components (12a, 12b, 12c, 12d) and evaluates them to detect the currently available safety components (12a, 12b, 12c, 12d),wherein the evaluation and control unit (40) selects the triggering concept from a group of several different triggering concepts depending on the detected currently available safety components (12a, 12b, 12c, 12d), and wherein all existing safety components (12a, 12b, 12c, 12d) are included in the selection of the triggering concept and the protective effect of the safety components (12a, 12b, 12c, 12d) is coordinated with one another. [2] Security system according to claim 1, characterized by that the first evaluation and control unit (40) selects the triggering concept depending on the mode of operation of the currently available safety components (12a, 12b, 12c, 12d), wherein the currently available safety components (12a, 12b, 12c, 12d) are used in such a way that they complement one another or at least do not hinder one another. [3] Security system according to claim 1 or 2, characterized bythat the first evaluation and control unit (40) selects the triggering concept depending on the detected crash situation, whereby only the currently available safety components which are required in the detected crash situation are activated. [4] Security system according to one of claims 1 to 3, characterized by that the triggering concept specifies an activation sequence and / or an activation time of the currently available safety components (12a, 12b, 12c, 12d). [5] Security system according to one of claims 1 to 4, characterized by that the triggering concept is stored as at least one characteristic curve in a memory unit (42). [6] Security system according to one of claims 1 to 5, characterized bythat the at least one external safety component (12a, 12b) is designed as a safety component detachably attached to the motorcycle (1) and / or as a first external safety component (12a) integrated into the clothing of the rider (30) and / or as a second external safety component (12b) integrated into the helmet of the rider (30). [7] Security system according to one of claims 1 to 6, characterized by that the at least one internal safety component (12c, 12d) is designed as a belt system (12c) and / or as an airbag system (12d) integrated into the motorcycle. [8] Security system according to one of claims 1 to 7, characterized by that the first evaluation and control unit (40) has at least one interface (40.1, 40.2, 40.3) for wireless and / or wired communication with the currently available safety components (12a, 12b, 12c, 12d). [9] Security system according to claim 8, characterized by that at least one interface (40.1, 40.2, 40.3) is designed in a standardized manner. [10] Triggering method of a safety system for a motorcycle, wherein crash-relevant information from at least one sensor unit (20) is evaluated for crash detection, wherein in the event of a detected crash, at least one external safety component (12a, 12b) and / or at least one internal safety component (12c, 12d) from a group of several different external and / or internal safety components (12a, 12b, 12c, 12d) is activated via a triggering concept, wherein presence signals (Sa, Sb, Sc, Sd) from the several different external and / or internal safety components (12a, 12b, 12c, 12d) are evaluated to detect the currently available safety components (12a, 12b, 12c, 12d), wherein the triggering concept is dependent on the detected currently available safety components (12a, 12b, 12c, 12d) from a group of several different triggering concepts is selected,and wherein all existing safety components (12a, 12b, 12c, 12d) are included in the selection of the triggering concept and the protective effect of the safety components (12a, 12b, 12c, 12d) is coordinated with one another.,

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