Method for changing the forward displacement of a vehicle occupant during braking of the vehicle and control unit

Abstract

Method (800) for changing a forward displacement (104) of an occupant (106) of a vehicle (100) when the vehicle (100) brakes, wherein the method (800) comprises the following steps: Reading (810) a belt status signal (112) representing a status of a belt (108) for fastening the occupant (106), and an occupant position signal (212) representing a position and / or orientation of the occupant (106) in the vehicle (100) and / or a change in position and / or orientation; Processing (820) the belt status signal (112) and the occupant position signal (212) to determine the forward displacement (104); and generating (830) at least one control signal (120, 121, 138) to control a braking device (122) of the vehicle (100) and at least one restraint device (108, 132) to restrain the occupant (106) depending on the forward displacement (104) in order to change the forward displacement (104).

Description

State of the art

[0001] The invention relates to a device or a method according to the preamble of the independent claims. The present invention also relates to a computer program.

[0002] In previous collision avoidance methods, for example, braking deceleration can be determined taking into account vehicle speed and environmental information such as distance and relative speed. Individual occupant protection systems can then be activated based on the determined braking deceleration. Disclosure of the invention

[0003] Against this background, the approach presented here introduces a method for modifying the forward displacement of a vehicle occupant during braking, a control unit that uses this method, and finally a corresponding computer program according to the main claims. Advantageous further developments and improvements of the device specified in the independent claim are possible through the measures listed in the dependent claims.

[0004] A method for changing the forward displacement of a vehicle occupant during braking is presented, the method comprising the following steps: Reading a seatbelt status signal, representing the status of a seatbelt for securing the occupant, and an occupant position signal, representing the position and / or orientation of the occupant in the vehicle and / or a change in position and / or orientation;

[0005] Processing the seatbelt status signal and the occupant position signal to determine the forward displacement in the direction of travel of the vehicle; and

[0006] Generating at least one control signal to control a braking device of the vehicle and / or at least one restraint device to restrain the occupant depending on the forward displacement in order to change the forward displacement.

[0007] Forward displacement can be understood as the inertial forward lean of the occupant in the direction of travel during braking. The occupant can be the driver or a passenger. The seat belt can be, for example, a lap belt, a diagonal shoulder belt, a three-point belt, or a harness belt. The status of the seat belt can be characterized, for example, by the belt tension, the state of the buckle, the retractor, or the pretensioner. The occupant position signal can be, for example, a signal generated using a camera to capture the interior of the vehicle or a weight sensor integrated into the occupant's seat.A restraint device can be understood to mean, for example, an electric or pyrotechnic belt tensioner to tighten the belt, an airbag, or a seat adjustment device to adjust the seat.

[0008] The approach presented here is based on the understanding that a braking system or restraint device of a vehicle can be controlled, depending on an individual seatbelt status and a position or orientation of a vehicle occupant, in such a way that the forward movement of the vehicle occupant during braking is reduced to a minimum.

[0009] By using the seatbelt status and any dependent shifting or movement of the occupant to determine the required braking deceleration of the vehicle, the safety of the occupant in the event of an impending collision of the vehicle can also be increased.

[0010] In a corresponding procedure for determining a braking deceleration profile, in addition to considering the individual seatbelt status (which indicates, for example, whether the belt is fastened or a belt retractor is locked, or represents a currently applied tension force or a tension force already applied in the current wearing cycle), current seat settings such as backrest tilt, seat fore / aft adjustment, or seat cushion tilt, or information from environmental sensors such as the distance or relative speed of the vehicle to a relevant obstacle, can be used. This ensures a very precise and reliable determination of a braking profile, the use of which, in the event of an impending collision, can minimize the occupant's displacement and thus the consequences of the accident for the occupant.

[0011] According to one embodiment, in the processing step, a distance representing the forward displacement of the occupant to a steering wheel, a dashboard, and, additionally or alternatively, a backrest of the vehicle can be determined using the seatbelt status signal and, additionally or alternatively, the occupant position signal. In the generation step, the control signal can be generated as a function of this distance. This allows the forward displacement to be determined reliably and accurately with relatively little effort.

[0012] According to a further embodiment, a signal representing the belt tension can be read in during the input step. Additionally or alternatively, the belt status signal can represent the state of a belt buckle, a belt retractor, or a belt tensioner. This embodiment enables a precise determination of the belt status.

[0013] It is advantageous if, during the reading step, a signal generated by an interior detection device for monitoring the vehicle's interior and, additionally or alternatively, a seat occupancy detection device for detecting seat occupancy in the vehicle, is read as the occupant position signal. An interior detection device could be, for example, a camera for monitoring the interior. The seat occupancy detection device could, for example, be a weight sensor integrated into the seat. This enables a reliable and accurate determination of forward movement.

[0014] Furthermore, during the reading step, a signal can be read as the occupant position signal, representing the inclination of a backrest and / or seat cushion of a seat occupied by the occupant and / or the position of the seat in the longitudinal direction of the vehicle. This embodiment allows the forward displacement to be determined as a function of a seat setting.

[0015] According to a further embodiment, in the reading step, an environmental sensor signal, representing a signal generated by at least one environmental sensor of the vehicle, and, additionally or alternatively, a brake signal, representing a signal generated by the braking system, can be read. In the processing step, the environmental sensor signal or the brake signal can be processed to detect an impending collision of the vehicle. Correspondingly, in the generation step, the control signal can be generated depending on the result of processing the environmental sensor signal or the brake signal. This allows the restraint system or the braking system to be controlled depending on an impending collision of the vehicle.

[0016] Additionally, during the input step, occupant information representing the occupant's weight, height, gender, or age can be read in. In the generation step, the control signal can then be generated using this occupant information. This allows the forward displacement to be modified based on the occupant's weight, height, gender, or age.

[0017] It is also advantageous if the control signal is generated during the creation step in order to restrain the occupant using the restraint system, taking into account the distance the occupant has traveled during forward displacement. This allows, for example, the forward displacement of the occupant to be reduced to a minimum as quickly as possible in the event of a collision.

[0018] This process can be implemented, for example, in software or hardware, or in a hybrid form of software and hardware, such as in a control unit.

[0019] The approach presented here further creates a control unit that is configured to perform, control, or implement the steps of a variant of the method presented here in appropriate devices. This embodiment of the invention in the form of a control unit also allows the problem underlying the invention to be solved quickly and efficiently.

[0020] For this purpose, the control unit can have at least one processing unit for processing signals or data, at least one storage unit for storing signals or data, at least one interface to a sensor or actuator for reading sensor signals from the sensor or for outputting control signals to the actuator, and / or at least one communication interface for reading or outputting data embedded in a communication protocol. The processing unit can be, for example, a signal processor, a microcontroller, or the like, while the storage unit can be flash memory, an EPROM, or a magnetic storage device.The communication interface can be configured to read or output data wirelessly and / or via wired connections, whereby a communication interface that can read or output wired data can, for example, read this data electrically or optically from or output it into a corresponding data transmission line.

[0021] In this context, a control unit can be understood as an electrical device that processes sensor signals and outputs control and / or data signals accordingly. The control unit can have an interface, which can be implemented in hardware and / or software. In the case of a hardware-based interface, the interfaces can, for example, be part of a so-called system ASIC, which incorporates various functions of the control unit. However, it is also possible that the interfaces are separate integrated circuits or at least partially comprised of discrete components. In the case of a software-based interface, the interfaces can be software modules that are, for example, present on a microcontroller alongside other software modules.

[0022] In an advantageous embodiment, the control unit controls a driver assistance system of the vehicle. For this purpose, the control unit can, for example, access sensor signals such as ambient light, acceleration, or steering angle sensor signals. Control is effected via actuators such as brake or steering actuators, or an engine control unit.

[0023] Also advantageous is a computer program product or computer program with program code that can be stored on a machine-readable carrier or storage medium such as a semiconductor memory, a hard disk memory or an optical memory and is used to carry out, implement and / or control the steps of the method according to one of the embodiments described above, in particular if the program product or program is executed on a computer or device.

[0024] Exemplary embodiments of the invention are shown in the drawings and explained in more detail in the following description. It shows:

[0025] Fig. 1 a schematic representation of a vehicle with a control unit according to an exemplary embodiment;

[0026] Fig. 2 a schematic representation of a control unit according to an exemplary embodiment;

[0027] Fig. 3 a schematic representation of a control unit according to an exemplary embodiment;

[0028] Fig. 4 a schematic representation of a strategy for activating a braking profile using a control unit according to an exemplary embodiment;

[0029] Fig. 5 a schematic representation of a time course of a deceleration, a belt force and an occupant displacement when braking a vehicle by means of a control unit according to an embodiment;

[0030] Fig. 6 a schematic representation of a time course of a deceleration, a belt force and an occupant displacement when braking a vehicle by means of a control unit according to an exemplary embodiment;

[0031] Fig. 7 a schematic representation of the time course of a deceleration, a belt force and an occupant displacement during braking of a vehicle by means of a control unit according to an exemplary embodiment; and

[0032] Fig. 8 a flowchart of a procedure according to an exemplary embodiment.

[0033] In the following description of favorable embodiments of the present invention, the same or similar reference numerals are used for the elements shown in the various figures and acting similarly, without repeating these elements.

[0034] Fig. Figure 1 shows a schematic representation of a vehicle 100 with a control unit 102 according to one exemplary embodiment. The control unit 102 is trained to advance 104 an inmate 106 of the vehicle 100 , here a driver, when braking the vehicle 100 to change. For this purpose, the control unit receives 102 from a belt 108 , with which the inmate 106 to a seat 110 of the vehicle 100 is buckled up, a seatbelt status signal 112 , which is a status of the belt 108 represented. For example, the seatbelt status signal shows 112 according to Fig. 1 indicates that a seatbelt buckle of the belt 108 is in a closed state. The belt status signal 112 Furthermore, the tension of the belt can be increased. 108as well as the condition of a belt retractor, also called a belt winder, or of an electric or pyrotechnic belt tensioner of the belt 108 Represent. For capturing and transmitting the seatbelt status signal. 112 The belt indicates 108 according to Fig. 1 a seatbelt control device 114 up. The seatbelt control device 114 Depending on the embodiment, it can be designed to control the belt buckle, the belt retractor or the belt tensioner, for example to control the tension force or belt slack of the belt. 106 to change. The seatbelt buckle, retractor, or tensioner can be part of the seatbelt control system. 114 to be realized.

[0035] The vehicle 100 It also includes an indoor detection system. 116 , realized here as a camera trained to monitor the occupant 106 inside the vehicle 100 to capture and to identify the occupants 106representative detection signal 118 to the control unit 102 to transfer the control unit 102 is trained to use the detection signal 118 a position or location of the occupant 106 in the vehicle 100 or to determine a change in position or orientation over time. Furthermore, the control unit 102 trained to use the seatbelt status signal 112 and depending on the position or location of the occupant 106 the forward shift 104 to determine.

[0036] Depending on a value of the forward displacement determined here 104 The control unit generates 102 according to Fig. 1 a first control signal 120 and a second control signal 121 The first control signal serves this purpose. 120 to control a braking system 122 of the vehicle 100 and the second control signal 121to control a restraint device, here the one in the belt 108 integrated seatbelt tensioner. The braking system 122 is trained to use the first control signal 120 a braking force for braking the vehicle 100 to control. For example, the braking system controls 122 the braking force such that the forward displacement 104 when braking the vehicle 100 is reduced. 114 trained to use the second control signal 121 the tension of the belt 108 to control the forward displacement by means of the belt tensioner in such a way as to prevent it. 104 when braking the vehicle 100 is also reduced.

[0037] According to the in Fig. In the embodiment shown in 1, the control unit is 102 trained to facilitate the advancement 104 representing distance 124between the occupant 106 and a steering wheel 125 of the vehicle 100 using the detection signal 118 to determine. Accordingly, the control unit generates 102 the control signals 120 , 121 depending on the distance 124 .

[0038] The vehicle is optional 100 with a seat occupancy detection device 126 equipped, here with a seat cushion 128 Integrated weight sensor. The seat occupancy detection system. 126 is trained to ensure the seat is occupied 110 by the occupant 106 to recognize and an occupancy signal representing the occupancy 130 to the control unit 102 to transfer. The control unit is involved here. 102 trained to determine the position or location of the occupant 106 , in addition to or as an alternative to using the detection signal 118, using the occupancy signal 130 to determine.

[0039] According to another embodiment, the seat 110 via an optional seat adjustment device 132 Adjustable. The seat adjustment mechanism is... 132 designed to tilt a backrest 134 of the seat 110 , of the seat cushion 128 as well as a seating position of the seat 110 in the longitudinal direction of the vehicle 100 to change. Possible adjustment directions of the seat. 110 are marked with three arrows as examples. The seat adjustment mechanism 132 is furthermore designed to adjust the inclination of the backrest 134 , of the seat cushion 128 and to detect the seating position and an adjustment signal representing the tilt and the seating position 136 to the control unit 102 to transfer. The control unit is involved here. 102trained to determine the position or location of the occupant 106 using the adjustment signal 136 to determine.

[0040] The control unit is optional. 102 trained to act depending on the determined forward displacement 104 a third control signal 138 to generate and connect to the seat adjustment device 132 to transfer. The seat adjustment mechanism 132 is trained to use the third control signal 138 the inclination of the backrest 134 or the seat cushion 128 or to control the seating position. The seat adjustment mechanism also functions in this way. 132 as a means of containment to prevent forward displacement 104 the inmate 106 to change.

[0041] According to another embodiment, the braking device 122 trained to send a brake signal 140, which for example represents the braking force, to the control unit 102 to transfer. The vehicle includes... 100 an optional environmental sensor 142 , who is trained to manage the vehicle's environment 100 to capture and generate an environmental sensor signal representing the environment 144 to the control unit 102 to transfer the control unit 102 is trained to use the brake signal 140 and the environmental sensor signal 144 an imminent collision of the vehicle 100 with an obstacle 146 , here one of the vehicles 100 to identify the preceding vehicle and the control signals 120 , 121 , 138 depending on an evaluation of the two signals 140 , 144 to produce.

[0042] The vehicle's surroundings are monitored by at least one environmental perception system using radar, lidar, or video. An impending collision with an object in the environment can be detected by the control unit. 102 This can be detected using relevant environmental data from the environmental perception system. The control unit can be used for this purpose. 102 be trained to assess the possibility of avoiding a collision through steering or braking interventions.

[0043] The occupant's position is monitored, for example, using an interior sensing system. If the occupant is in a critical position, i.e., within the keep-out zone, this is detected by an algorithm in the control unit. 102 The information was detected and forwarded. The keep-out zone can be defined by the distance between the occupant and the steering wheel, where the distance can be, for example, less than 10 cm.

[0044] A braking deceleration curve of the vehicle 100can also be determined using personal information such as weight, height, gender and age, as described in more detail below.

[0045] If a braking deceleration initiated by the occupant is insufficient to prevent a collision, the control unit can be used to intervene. 102 Optimal brake support can be determined.

[0046] Fig. Figure 2 shows a schematic representation of a control unit. 102 according to one exemplary embodiment. Regarding the control unit 102 For example, is it a preceding one based on Fig. 1. Described control unit. The control unit 102 includes a reading unit 210 to read the seatbelt status signal 112 and an occupant position signal 212 , which represents the position or location of the occupant or the change in the position or location of the occupant. In the case of the occupant position signal 212For example, it is a signal that is based on the detection signal. 118 , of the occupancy signal 130 or the adjustment signal 136 through a connection with the reading unit 210 connected linking unit 214 generated and sent to the reading unit 210 was forwarded. The linking unit 214 can be used as a component of the reading unit 210 to be realized.

[0047] A processing unit 220 is trained to detect the seatbelt status signal 112 and the occupant position signal 212 from the reading unit 210 to receive, using the two signals 112 , 212 a forward shift value representing the forward shift 222 to determine and assign this to a production unit 230 to transfer. The generation unit 230 is trained to use the forward displacement value 222the control signals 120 , 121 , 138 to produce.

[0048] According to an optional embodiment, the reading unit 210 trained to additionally transmit the brake signal 140 and the environmental sensor signal 144 to read and send to the processing unit 220 to forward. The processing unit is... 220 trained to use the two signals 140 , 144 at least one collision parameter representing the imminent collision of the vehicle 232 , such as an impact time, impact location or impact speed, to determine and send this information to the generating unit 230 to transfer. The generation unit 230 is trained here to process the control signals 120 , 121 , 138 furthermore, taking into account the collision parameter 232 to produce.

[0049] The reading unit is optional. 210 trained to provide inmate information 234 , which, depending on the embodiment, represents a weight, size, gender or age of the occupant, to be read in and sent to the generation unit 230 to forward. The generating unit is... 230 trained to process the control signals 120 , 121 , 138 using the occupant information 234 to produce.

[0050] Fig. Figure 3 shows a schematic representation of a control unit. 102 according to an exemplary embodiment, such as a control unit, as described above based on the Fig. 1 and Fig. 2 is described. The control unit 102 is equipped with an environment sensing system that uses the environment sensor 142 includes an indoor sensing system that includes the indoor sensing device 116 includes the seat occupancy detection device 126, the seat adjustment mechanism 132 , such as an electric seat adjustment, an electric seatbelt tensioner 300 , a pyrotechnic seatbelt tensioner 302 , which can each be part of the belt, as well as a braking system that includes the braking device 122 includes, connected.

[0051] Fig. Figure 4 shows a schematic representation of a strategy for activating a braking profile using a control unit according to an exemplary embodiment, such as one described above. Fig. 1 to Fig. 3 described control unit. This is done in one step 410 Checked whether the occupant is wearing a seatbelt. This is evident in the step. 410 If the occupant is not wearing a seatbelt, then in one step 420 A first braking profile is activated to brake the vehicle. However, if this occurs in step... 410 , that the occupant is strapped in, then in one step 430Checked whether an electric seatbelt tensioner is available. This results from step 430 If no such seatbelt tensioner is available, then in one step 440 A corresponding second braking profile is activated. Otherwise, in one step 450 A corresponding third braking profile is activated. Responding to the activation of the third braking profile, the following occurs in one step: 460 The system checks whether the occupant is in the so-called keep-out zone. For example, the occupant is in the keep-out zone if the distance between the occupant and the steering wheel falls below a predefined threshold. This is determined in step [number of steps]. 460 , that the occupant is in the keep-out zone, then in one step 470 A corresponding fourth braking profile is activated. Otherwise, the third braking profile is activated. The step responds to the activation of the fourth braking profile. 460repeated at least once more to allow continuous monitoring of the keep-out zone.

[0052] Fig. Figure 5 shows a schematic representation of the time course of a delay. 500 , a belt force 502 and a transfer of inmates 504 when braking a vehicle by means of a control unit according to an exemplary embodiment, such as a control unit as previously described by reference to the Fig. 1 to Fig. Figure 4 describes the braking profile for a belted occupant without an electric belt tensioner. The individual curves are shown one below the other. The curves are divided into three temporally successive sections. 510 , 512 , 514 subdivided, with a first section 510 increased criticality, a second section 512 a high level of criticality and a third section 514It represents an ultra-high level of criticality. A fourth section 516 represents a collision of the vehicle.

[0053] In the first section 510 A non-critical braking jolt occurs, characterized by a steep increase in deceleration. 500 and the belt force 502 at the beginning of the first section 510 This manifests itself. The braking jolt can reduce belt slack. The braking jolt is in Fig. 5 marked with two arrows. Following the braking jolt, there is a slight deceleration, which maintains the occupant / seatbelt coupling, represented by a consistently low deceleration in the first section. 510 .

[0054] In the second section 512 Partial braking occurs. The deceleration increases abruptly. The belt tension shows a slight increase. Towards the end of the second section... 512A moderate forward shift occurs, recognizable by a slight increase in occupant displacement.

[0055] In the third section 514 The deceleration increases sharply again. The belt tension initially remains constant. Towards the end of the third section... 514 A pyrotechnic seatbelt pretensioner is pre-triggered, causing the belt tension to briefly increase sharply and remain at a significantly higher level than before the pretensioner is ignited. Upon ignition of the pyrotechnic pretensioner, the occupant's displacement drops sharply, for example to zero, and the occupant experiences a velocity v. precrash opposite crash direction.

[0056] The moderate forward displacement in the sections preceding the collision 500 , 512 , 514 can be used by a propelling restraint device to condition the occupant to a speed v precrashand a speed v crash destructively overlay.

[0057] Fig. Figure 6 shows a schematic representation of the time course of a delay. 500 , a belt force 502 and a transfer of inmates 504 when braking a vehicle using a control unit according to an exemplary embodiment. In contrast to Fig. 5 shows Fig. 6. A braking profile for a belted occupant with an available electric belt tensioner. In the first section, this occurs 510 A slight tensioning of the belt over the electric belt tensioner to lock it. This results in earlier coupling. In the second section 512 Partial braking occurs, focusing on collision avoidance or energy reduction. The timing and magnitude of the deceleration depend on the belt tension. In the third section... 514A full braking maneuver occurs at approximately 1 g. During this process, the pyrotechnic seatbelt pretensioner is pre-triggered to create a forward-acting system. The space behind the vehicle can then be used to build up speed without braking. After ignition of the pyrotechnic pretensioner, it can be coupled by another device (pyrotechnic, electrical, mechanical, and / or pneumatic). This forward-acting system thus reduces forward movement.

[0058] According to another embodiment, an active seat adjustment can be used to support a propulsive effect.

[0059] Fig. Figure 7 shows a schematic representation of the time course of a delay. 500 , a belt force 502 and a transfer of inmates 504 when braking a vehicle using a control unit according to an exemplary embodiment. In contrast to the Fig. 5 and Fig. 6 shows Fig. 7 a braking profile for an occupant who is in the keep-out zone, also called the KO zone.

[0060] This is done in the second section 512 The process involves retracting the occupant by reducing the deceleration to lessen the force acting on them and using the electric seatbelt pretensioner to remove them from the knock-out zone. An occupant is considered to be in the knock-out zone when, for example, the distance between the occupant and the steering wheel or dashboard is less than 10 cm. The knock-out zone is located in Fig. Figure 7 is schematically represented in a separate diagram as the distance a between a y-axis of the diagram and a dashed line. The y-axis represents a force F, and an x-axis a distance s, where:

[0061] As soon as it is detected that the occupant is in the knockout zone, the braking profile is activated. As soon as the occupant is outside the knockout zone, the braking profile is aborted and, for example, a higher-level braking profile is used. The advantage of this is... Fig. The braking profile shown in section 7 consists of the fact that the occupant can be moved out of the knockout zone by shifting their position.

[0062] Depending on the specific example, the determination based on the Fig. 5 to Fig. The braking profiles described in section 7 minimize the displacement of the occupant in the event of an impending collision, taking into account the current belt status (fitted, retractor blocked, current tension force, tension force already applied in the current wearing cycle), the use of forward displacement as a reversal path by pre-triggering the pyrotechnic belt tensioner, the current seat setting (backrest inclination, seat longitudinal adjustment, seat cushion inclination) and personal information such as weight, height, gender and age.

[0063] Fig. Figure 8 shows a flowchart of a process. 800 according to an exemplary embodiment. The method 800 can, for example, be in connection with a previous one based on the Fig. 1 to Fig. The control unit described in section 7 is operated or controlled. This is done in one step. 810The seatbelt status signal and the occupant position signal are read in one step. 820 The two signals are processed to determine the occupant's forward displacement. Finally, in one step... 830 The control signal is generated to control the vehicle's braking system or restraint system depending on the forward displacement, in order to change the forward displacement.

[0064] The steps 810 , 820 , 830 can be carried out continuously.

[0065] The procedure 800 For example, it is called up cyclically in the event of an imminent collision of the vehicle, continuously taking into account the activation of the electric seat belt tensioner or the electric seat adjustment.

[0066] Additionally, by igniting the pyrotechnic seatbelt tensioner before the collision, a proactive protection system is created that uses the forward displacement of the occupant caused by the vehicle deceleration as a path for repositioning.

[0067] By creating the reversal path in the braking profile through vehicle deceleration and eliminating the belt slack, the effectiveness of the system can be increased.

[0068] If an embodiment includes an “and / or” connection between a first feature and a second feature, this is to be read as meaning that the embodiment according to one embodiment has both the first feature and the second feature, and according to another embodiment either only the first feature or only the second feature.

Claims

[1] Procedure ( 800 ) to change a forward displacement ( 104 ) of an inmate ( 106 ) of a vehicle ( 100 ) when braking the vehicle ( 100 ), wherein the procedure ( 800 ) includes the following steps: Read ( 810 ) a seatbelt status signal ( 112 ), which has the status of a belt ( 108 ) to fasten the occupant's seatbelt ( 106 ) represents, and an occupant position signal ( 212 ), which is a position and / or location of the occupant ( 106 ) in the vehicle ( 100 ) and / or represents a change in position and / or location; Process ( 820 ) of the seatbelt status signal ( 112 ) and the occupant position signal ( 212 ), to advance ( 104 to determine; and Generate ( 830 ) at least one control signal ( 120 , 121 , 138 ) to control a braking system ( 122) of the vehicle ( 100 ) and / or at least one containment device ( 108 , 132 ) to restrain the occupant ( 106 ) depending on the forward displacement ( 104 ), to advance ( 104 ) to change. [2] Procedure ( 800 ) according to claim 1, wherein in the processing step ( 820 ) using the seatbelt status signal ( 112 ) and / or the occupant position signal ( 212 ) the forward shift ( 104 ) representing distance ( 124 ) of the occupant ( 106 ) to a steering wheel ( 125 ), a fitting and / or a backrest of the vehicle ( 100 ) is determined, whereby in the step of generating ( 830 ) the control signal ( 120 , 121 , 138 ) depending on the distance ( 124 ) is generated. [3] Procedure ( 800 ) according to one of the preceding claims, wherein in the reading step (810 ) a signal as the seatbelt status signal ( 112 ) is read in, indicating a tension force of the belt ( 108 ) and / or the condition of a seatbelt buckle and / or a seatbelt retractor and / or a seatbelt tensioner of the seatbelt ( 108 ) represents. [4] Procedure ( 800 ) according to one of the preceding claims, wherein in the reading step ( 810 ) a device detected by an indoor sensor ( 116 ) for capturing the interior of the vehicle ( 100 ) and / or a seat occupancy detection device ( 126 ) to detect seat occupancy in the vehicle ( 100 ) generated signal as the occupant position signal ( 212 ) is read in. [5] Procedure ( 800 ) according to one of the preceding claims, wherein in the reading step ( 810 ) a signal as the occupant position signal ( 212 ) is read in, indicating a tilt of a backrest ( 134) and / or a seat cushion ( 128 ) one of the occupants ( 106 ) occupied seat ( 110 ) and / or a seat position ( 110 ) in the longitudinal direction of the vehicle ( 100 ) represents. [6] Procedure ( 800 ) according to one of the preceding claims, wherein in the reading step ( 810 ) an environmental sensor signal ( 144 ), which is one of at least one environmental sensor ( 142 ) of the vehicle ( 100 ) generated signal represents, and / or a braking signal ( 140 ), which is a component of the braking system ( 122 ) generated signal is represented, read in, whereby in the processing step ( 820 ) the environmental sensor signal ( 144 ) and / or the brake signal ( 140 ) is processed to prevent an imminent collision of the vehicle ( 100 ) to determine, whereby in the step of generating ( 830 ) the control signal ( 120 , 121 , 138) depending on a result of the processing ( 820 ) of the environmental sensor signal ( 144 ) and / or the brake signal ( 140 ) is generated. [7] Procedure ( 800 ) according to one of the preceding claims, wherein in the reading step ( 810 ) an inmate information ( 234 ), which includes a weight and / or height and / or gender and / or age of the occupant ( 106 ) is represented, is read in, whereby in the creation step ( 830 ) the control signal ( 120 , 121 , 138 ) using the occupant information ( 234 ) is generated. [8] Procedure ( 800 ) according to one of the preceding claims, wherein in the step of generating ( 830 ) the control signal ( 120 , 121 , 138 ) is generated to protect the occupant ( 106 ) by means of the containment device ( 108 , 132 ) using one provided by the occupant (106 ) during the forward shift ( 104 ) to keep back the distance traveled. [9] Control unit ( 102 ) with units ( 210 , 214 , 220 , 230 ), who are trained to carry out the procedure ( 800 ) to execute and / or target in accordance with one of the preceding claims. [10] Computer program trained to perform the procedure ( 800 ) to execute and / or control according to any one of claims 1 to 8. [11] Machine-readable storage medium on which the computer program according to claim 10 is stored.

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