Procedures for the protection of occupants of a motor vehicle

Abstract

Method for the protection of at least one occupant (20) of a motor vehicle (1) in the event of an imminent collision with at least one collision object (2) comprising at least the following procedural steps: a) Recognizing that a collision with the at least one collision object (2) is imminent, b) Analyzing the at least one collision object (2) and determining whether a particularly sensitive upper area (5) of the motor vehicle (1) will be at least partially affected by the collision, characterized by the fact that the process includes the following process step: c) at least partially suppressing a trigger signal of a protective mechanism to allow the at least one occupant (20) to evade the collision if a corresponding imminent collision was detected in step b).

Description

[0001] The present invention relates to a method for protecting at least one occupant of a motor vehicle in the event of an impending collision with at least one collision object.

[0002] Modern motor vehicles are equipped with extensive sensors and monitoring systems designed to increase safety for vehicle occupants and other road users. With the development of autonomous vehicles that participate in road traffic without driver intervention, increasingly sophisticated systems for scanning the vehicle's surroundings have been and continue to be developed.

[0003] It is also known that such systems can be used to predict potential collisions as early as possible, to estimate their course and severity, and to trigger active vehicle safety systems, such as seatbelt pretensioners, seat adjustments, and / or airbags, in a timely manner during an accident. However, many known methods cannot adapt flexibly enough to a wide variety of accident situations. Therefore, despite safety measures, occupants regularly suffer severe injuries in certain accident scenarios.

[0004] Document WO 2004 / 076240 A1 discloses a device for detecting an obstacle underpass, which is arranged at the front of the vehicle.

[0005] From the document DE 10 2009 017 349 B3 a method for controlling an occupant restraint system taking into account sensor data from a roof sensor is known.

[0006] From the document DE 10 2011 010 739 A1, a protective device is known in which a seat cushion is moved into a protective position when an approach under the vehicle in the area of ​​the windshield is detected.

[0007] From the publication DE 10 2004 007 792 A1, a safety device is known in which a pressure sensor is arranged in the upper area of ​​the motor vehicle, by means of which a passing under an obstacle is detected.

[0008] From the document DE 103 33 167 A1, a device is known in which a sensor device is coupled to the engine hood in such a way that it performs a pivoting movement when the engine hood is deformed.

[0009] Based on this, claim 1 discloses a particularly advantageous method for protecting the occupants of a motor vehicle. The dependent claims specify particularly advantageous further developments of the method. The invention and its further developments are explained in detail below.

[0010] The specified process steps a) to c) are preferably carried out in the specified order.

[0011] In step a), it is preferably detected that a collision between the motor vehicle and a collision object is imminent. For this purpose, potential collision objects in the vicinity of the motor vehicle are preferably identified, whereby, if necessary, an expected (future) trajectory is assigned to each potential collision object (especially if it is a moving object). For this purpose, a current position, a current (relative or absolute) velocity, and / or a current (relative or absolute) direction of motion of the potential collision object are preferably determined. Relative velocity and relative direction of motion each refer to a velocity and a direction of motion relative to the motor vehicle itself. Absolute velocity and absolute direction of motion each refer to a direction of motion in the stationary reference frame in which the motor vehicle is also moving.Time derivatives of the motion (such as acceleration) can also be determined and taken into account. To determine the expected trajectory, it can be assumed, for example, that the potential collision object will continue moving at a constant speed in a constant direction. Such an assumption can be particularly useful because the described procedure can intervene during the driver's reaction time. Within a corresponding time span of, for example, one second, it can be assumed that the potential collision object will not change its speed and / or direction of motion, or will change only slightly. Alternatively, a possible change in the speed and / or direction of motion of the potential collision object can be considered.For example, a (spatial) area can be determined within which the actual trajectory is highly likely to lie. Furthermore, it can be assumed that the speed of the potential collision object changes from a known instantaneous value and will most likely lie within a certain range. It can be assumed that this range increases with greater distance from the current time. This means that a prediction of the speed becomes less accurate the further away the considered time is. A relative speed and a relative direction of motion of a collision object can also be determined from the absolute speed and absolute direction of motion of the collision object and the speed and direction of motion of the vehicle.

[0012] Furthermore, the expected (future) trajectory of the vehicle may be determined. This can be done using information obtained from the vehicle's sensors. This information may include, for example, previous speed profiles, current speed, previous direction of travel, current direction of travel, operating status (e.g., engine speed or current gear selection), and / or the vehicle's mass (including any payload), and / or the condition of the road surface (especially regarding slipperiness, wetness, adhesion, and / or gradient). The vehicle's sensors allow for a particularly accurate and reliable determination of its expected trajectory compared to the expected trajectory of a potential collision object.Additionally or alternatively, the vehicle's trajectory can be a previously planned trajectory that the vehicle system intended to follow. Such a planned trajectory regularly exists for vehicles operating in automated driving mode. It can also be assumed that the vehicle will continue moving in a constant direction at a constant speed, for example. Furthermore, a possible change in the vehicle's speed and / or direction of travel can be considered, just as it would be for a potential collision object.

[0013] Preferably, the expected trajectory of the vehicle is compared (at least implicitly) with the expected trajectories of all identified potential collision objects. At least partial overlap of the expected trajectory of the vehicle with the expected trajectory of a potential collision object indicates an impending collision. In case of uncertainty regarding a possible collision, a probability of a collision is also determined. If this probability exceeds a defined minimum value, it is preferably assumed that a collision is imminent.

[0014] In step b), the at least one collision object is preferably analyzed in such a way as to determine whether the particularly sensitive upper area of ​​the vehicle will be affected by the impending collision. The particularly sensitive upper area of ​​the vehicle often contains, for example, the heads of the vehicle occupants, which could be injured, for instance, if the windshield is dented.

[0015] To protect the particularly sensitive upper area of ​​the vehicle, step b) preferably involves analyzing the size of the collision object and / or the height at which its center of mass is located. It is also preferably analyzed whether the collision object has a protruding area under which the vehicle could fall during a collision, potentially causing particularly severe damage to a sensitive upper area of ​​the vehicle.

[0016] In the event that an impending collision is detected in step b) where damage to the particularly sensitive upper area of ​​the motor vehicle is to be expected, step c) is preferably carried out.

[0017] If step c) is performed, a trigger signal from a collision protection mechanism is at least partially suppressed to allow at least one occupant to evade the collision. A protective mechanism in this context is, in particular, a seatbelt pretensioner. However, it also includes any other mechanism that can be used to place an occupant in a suitable position for an accident or to reduce an occupant's freedom of movement in an accident situation. Another example of a protective mechanism is an airbag and / or an electromechanically adjustable seat, which can also be referred to as a crash-active seat.

[0018] The belt tensioning mechanism is preferably designed and configured to tighten, i.e., shorten, an occupant's (safety) belt in the event of a collision. The belt tensioning mechanism presses the occupant against the seat, thus bringing and maintaining them in an upright seating position that is generally optimal for a (normal) accident. Such a normal accident is usually a collision with another motor vehicle. The safety features of a motor vehicle are normally designed for such normal accidents. Accidents in which particularly sensitive areas of a motor vehicle are struck by a collision object occasionally differ from such normal collisions with another motor vehicle.

[0019] If necessary, in subsequent procedural steps d) and e) (after an occupant has had sufficient time to evade the collision), belt tensioning can be performed to retract belt loops (which can also be referred to as belt slack). Belt tensioning is usually carried out using belt tensioning mechanisms. Belt loops are areas of the belt where the belt is spaced away from the occupant's body (e.g., due to the occupant's clothing). In the event of a collision, belt loops can cause injuries to the occupant if the occupant initially moves freely and is then abruptly restrained by the belt. Such injuries can be avoided or at least reduced if the belt loops are retracted sufficiently quickly by the belt tensioning mechanism either before the collision or immediately afterward.Such seatbelt pretensioning mechanisms are typically used in accidents. A seatbelt pretensioning mechanism can, for example, include a pyrotechnic device designed to (suddenly) retract the seatbelt in the event of a collision. The mechanism can also be pneumatically, electromechanically, and / or mechanically driven (for example, with a pre-tensioned spring).

[0020] In principle, the seatbelt pretensioner can help to prevent or at least reduce injuries to occupants in vehicle collisions. However, there can also be accident situations in which the pretensioner actually increases the risk of injury to the occupants. This can be the case, in particular, in collisions that primarily affect the especially vulnerable upper area of ​​the vehicle, i.e., especially in those imminent collisions that are preferentially identified in step b). For example, if an occupant is sitting hunched forward in their seat, the pretensioner can force them into an upright position, which is particularly vulnerable in this type of collision.For example, if a collision object breaks through the windshield, the occupant is better protected in the forward-leaning position, especially if, in this position, the occupant's head is outside the particularly sensitive upper area of ​​the vehicle.

[0021] The described method can help to reduce the described risk of injury from the seatbelt pretensioning mechanism. This can be achieved by at least partially suppressing the activation of the seatbelt pretensioning mechanism, as described in step c), when a corresponding imminent collision is detected. A corresponding imminent collision is understood to be one that will affect the particularly sensitive upper area of ​​the vehicle, i.e., in particular, one that is preferably detected in step b).

[0022] In the event of a collision, the occupant can, for example, lean forward to assume a protective position. This can particularly benefit from a natural human protective reflex. Such evasive maneuvers can be facilitated, as described in step c), by preventing the seatbelt pretensioner from engaging or by reducing its activation. If the seatbelt is not tightened or is tightened less (compared to a normal tightening), the occupant can remain in the protective position they have already assumed. For example, if the occupant is leaning forward and keeping their head below the windshield, step c) prevents the seatbelt pretensioner from moving the occupant into a more vulnerable position. It may also be necessary to assess whether the occupant is already in a good protective position and to what extent tightening the seatbelt would move them out of this position.If there is no risk of the occupant being removed from a good protective position, the seatbelt tightening can also be carried out as usual.

[0023] The belt tensioning mechanism is preferably triggered electronically, i.e., for example, by a trigger signal that can be output by a control unit. The intervention according to step c), i.e., the at least partial suppression of the belt tensioning mechanism's triggering, preferably takes place in the control unit by suppressing or modifying the trigger signal for the belt tensioning mechanism there. A modified trigger signal can, in particular, be a signal for reduced triggering of the belt tensioning mechanism. Reduced triggering of the belt tensioning mechanism can, for example, consist of the belt being tightened with only 50% of the force otherwise applied.

[0024] In addition to at least partially suppressing the seatbelt tensioning mechanism, the deployment of an airbag and / or another restraint system is also preferably at least partially suppressed. This applies particularly to airbags in the front of the vehicle, which can restrain occupants in the front seats, for example, in a rear-end collision. This prevents an occupant from being able to move into a protective position due to the suppressed seatbelt tension, only to then be forced back into a more upright and / or less favorable seating position by the airbag, or even being struck by the airbag in a position where the occupant could be very easily injured.

[0025] Preferably, the described method intervenes only for occupants in particularly vulnerable areas of the vehicle. For example, if only the left side of the vehicle is affected by a collision (with a defined minimum probability), the belt tensioning of the driver's (who sits on the left) seatbelt is preferably suppressed, while the front passenger's seatbelt is preferably tightened. In particular, it is preferred that the penetration depth of the collision is taken into account. This means that, for example, in the case of an impending collision with only a low impact speed, the described method does not intervene for the occupants of the rear seats, and therefore no belt tensioning is suppressed.

[0026] In a preferred embodiment of the method, in step a) at least the area around the motor vehicle is monitored for possible collision objects by means of an environment sensor of the motor vehicle.

[0027] The area surrounding the vehicle is preferably monitored at least for the duration of the vehicle's operation. The environmental sensor preferably comprises at least one external camera and / or an infrared sensor. The environmental sensor preferably monitors an area within a radius of 200 m, but at least 30 m, around the vehicle. Preferably, at least an angular section of at least 90°, but at least 40°, located in front of the vehicle in the direction of travel is monitored within this radius. The environmental sensor is preferably connected to the vehicle's control unit. Based on signals from the environmental sensor, the control unit can preferably use software to determine whether potential collision objects are located in the (monitored) area surrounding the vehicle.

[0028] In a further preferred embodiment of the method, the impending collision detected in step b) corresponds to an underpass situation in which at least a section of the motor vehicle passes under the collision object.

[0029] The underride situation could, for example, be an accident in which the hood of the vehicle is pulled under a protruding part of the collision object. This protruding part could be, in particular, an attachment on a truck that extends beyond the truck's rear axle. The protruding area could also be, for example, a beam extending from a vehicle's loading platform. Preferably, however, the described method is also sensitive to stationary collision objects with a corresponding protruding area, such as a rock or wall ledge, or a fallen tree.

[0030] If the vehicle does not brake, or only brakes slightly, when passing under the collision object in this way, the vehicle's windshield can strike the protruding part of the collision object at high speed. Particularly in such collisions, the activation of the seatbelt pretensioning mechanism can be detrimental and is therefore preferably at least partially suppressed according to step c).

[0031] In another preferred embodiment of the method, the particularly sensitive upper area of ​​the motor vehicle is an area above the hood of the motor vehicle.

[0032] In particular, the especially vulnerable area of ​​the vehicle preferably includes at least the windshield and A-pillars (i.e., the vehicle's body structures that support the roof in the area of ​​the windshield). An impact of a part of a collision object on the windshield and / or the A-pillars can cause significant damage to the particularly vulnerable upper area of ​​the vehicle. The upper area of ​​the vehicle is particularly vulnerable, among other reasons, because this area has particularly short crumple zones, and therefore deformations can occur especially easily in the upper area, potentially injuring the occupants. The upper area of ​​the vehicle is also particularly vulnerable because collision objects can penetrate the vehicle particularly easily in this area.

[0033] In a further preferred embodiment, the method determines at which points, for example, left, right, or on both sides, the collision with the particularly sensitive area will occur. Additionally or alternatively, it can be determined how far the penetration into the particularly sensitive area can extend. The seats that are at risk of penetration into the particularly sensitive area can be particularly well protected using the present method, whereas the present method is not performed for seats that are not at risk of penetration. In this case, in particular, the seat belt tension is not suppressed. Thus, particularly vulnerable areas of the vehicle are especially well protected by the present method, while areas that are not at risk are protected by existing protective mechanisms. Adaptation to individual seats and occupants is not required.Seating positions in the vehicle are therefore advantageous.

[0034] In another preferred embodiment of the method, the imminent collision detected in step b) is a collision with an animal whose center of gravity is located above the hood of the motor vehicle.

[0035] Especially in a collision with a large animal, vehicle occupants can be injured. This is particularly likely if the animal's legs are so long that its torso (especially before the collision) is at the level of the vehicle's windshield. This can be the case, for example, with a moose, a horse, or a cow. In such a situation, the animal (and especially its torso) can strike the windshield with almost no force. This can severely deform, dent, or even tear off the windshield and other areas above the hood, potentially causing serious injury to the occupants if they are even partially in that area.

[0036] In a motor vehicle with a (essentially) horizontally oriented hood, the animal's torso can move almost unimpeded across the hood and strike the windshield. Therefore, in such a vehicle, the particularly sensitive upper area preferably includes at least the area above the hood, especially the interior of the vehicle above the hood. This is also the case with hoods that are not horizontally oriented or are (essentially) vertically oriented, and with very short hoods, where the animal's torso is, for example, directly at the level of the windshield and strikes it immediately without having to travel any distance across the hood of the vehicle.

[0037] In another preferred embodiment of the method, the imminent collision detected in step b) is a collision with a truck.

[0038] A collision (especially a rear-end collision) with a truck can pose a particularly high risk of injury to the occupants of a motor vehicle. In such a collision, the front of the vehicle, particularly the hood, can become wedged under the truck's loading platform. Especially if the truck's loading edge (i.e., the rear edge of the loading platform) is particularly high and / or positioned far from the truck's rear axle, the windshield of the motor vehicle can, for example, strike the loading edge of the truck with almost no braking force in a rear-end collision. This can cause particularly severe damage to the especially vulnerable upper part of the motor vehicle and result in particularly serious injuries to the occupants.

[0039] In another preferred embodiment of the method, in step c) a belt tensioning that has already taken place is reversed if a corresponding imminent collision has been detected in step b).

[0040] Situations may arise where, for example, a seatbelt pretensioner is triggered before it is recognized that the particularly sensitive upper area of ​​the vehicle will be affected by the impending collision. If a seatbelt has already been pretensioned, this can prevent the occupant from moving into a protective position on their own. In this embodiment of the method, evasive action by the occupant can still be enabled even if the seatbelt has already been pretensioned. For this purpose, the seatbelt pretensioner is preferably designed as a reversible pretensioner, in which the pretensioning can be reversed, in particular by an electronic signal.

[0041] In another preferred embodiment of the method, in step c) a belt that has already been engaged is released if a corresponding imminent collision has been detected in step b).

[0042] To minimize restrictions on an occupant's freedom of movement, a seatbelt can be length-adjustable. The belt's length can adapt to the occupant's seating position. For example, a spring can be used to wind and unwind a portion of the belt from a spool to adjust its length. In the event of sudden movements by the occupant, the belt preferably locks into place. This means that the belt can no longer be extended. In the event of a collision (which could be the cause of the sudden movement), this suppresses the occupant's movement. Thus, the belt can protect the occupant from impact injuries. When it is stated here that the belt cannot be extended further, this means that forces below a predetermined maximum force level cannot cause the belt to extend. This is a safety feature that may be...It is still possible that the belt will extend again under greater forces. The maximum force exerted on the occupant by the belt is therefore limited, for example, to prevent injuries caused by the belt. If necessary, this maximum force level can also be modified (e.g., increased) within the framework of the procedure described here if belt tensioning has been suppressed. Preferably, this maximum force level is adjusted to changes in the occupants' positions within the vehicle.

[0043] In collisions involving the particularly sensitive upper area of ​​the vehicle, such a locking mechanism can increase the risk of injury to an occupant because the occupant cannot move into a protective position by swerving. Therefore, in this embodiment, the locking mechanism of the seatbelt is preferably released. This can be achieved, for example, by releasing a locking device using pyrotechnics or by activating a magnet.

[0044] In a further preferred embodiment of the method, the locking action is at least partially and / or temporarily prevented if a corresponding imminent collision has been detected in step b).

[0045] In this embodiment, the described adverse consequences of the seatbelt engaging can also be avoided in cases where the belt has not yet engaged. It is preferred that the engagement is completely prevented, so that in the event of a collision, the belt never engages. Alternatively, it is preferred that the engagement is at least delayed. This allows the occupant to first move into a protective position. Before the collision occurs, the occupant can be secured in this protective position by the belt engaging. This prevents or at least reduces impact injuries.

[0046] The locking mechanism can also be partially prevented, or the locking point can be shifted. For example, in the event of a collision, the occupant can be allowed to extend the belt by a predetermined length (preferably from 10 cm to 40 cm) before it locks into place. This allows the occupant to position themselves in a protective position, where the locking of the belt further protects them from impact injuries.

[0047] The belt can be extended, for example, by electromechanically raising the buckle, as is possible with a belt buckle extender function. Additionally or alternatively, the belt can be extended by lowering the D-ring on the B-pillar, which can serve as a deflection point for the belt. In a particularly advantageous embodiment, the belt force limiter can be adapted so that the occupant can pull a small amount of belt out of the belt outlet with minimal effort, even if the belt is locked.

[0048] In a further preferred embodiment of the method, the following steps take place after step c): d) Waiting a time interval until at least one occupant has been able to move into a protective position, and e) Generating a trigger signal for at least a reduced triggering of a protective mechanism.

[0049] If the protective mechanism is a seatbelt pretensioner, the reduced deployment could, for example, mean a reduced tension on the belt to retract the belt loops. If the protective mechanism is an airbag, the reduced deployment could, for example, mean the airbag inflates at a reduced pressure.

[0050] In this embodiment, the triggering of the seatbelt tensioning mechanism (or the corresponding trigger signal) is preferably initially completely suppressed in step c). This allows the occupant to move into the protective position as effectively as possible. In step d), a time interval is waited until at least one occupant has been able to move into a protective position. The time interval waited according to step d) (during which the seatbelt is not tensioned) is preferably dimensioned such that the seatbelt tensioning mechanism triggers according to step e) immediately before the vehicle decelerates due to the collision. In step e), a trigger signal is generated for reduced tensioning of the seatbelt in order to retract the belt loops.

[0051] Seatbelt loops are the sections of the seatbelt where the belt is spaced away from the occupant's body (e.g., due to the occupant's clothing). In the event of a collision, these loops can cause injuries to the occupant if they initially move freely and are then abruptly restrained by the belt, or if the deceleration occurs over a short distance where the occupant remains connected to the vehicle. Such injuries can be avoided or at least reduced if the seatbelt loops are retracted sufficiently quickly by the belt tensioning mechanism before, during, or immediately after the collision.

[0052] In step e), the belt tensioning mechanism is preferably triggered (or a corresponding trigger signal is issued by the control unit) such that the belt loops are retracted, but the occupant is not placed in an upright and therefore potentially dangerous sitting position. Preferably, the belt is tightened in step e) with a force of 30% to 70%, particularly in the range of 40% to 60% of the force otherwise used (i.e., in particular, the maximum possible force that can be applied by the belt tensioning mechanism).

[0053] This embodiment allows the occupant to move into the protective position. Furthermore, in this protective position, the occupant can be protected from injuries caused by impact with the belt or by a shortened deceleration distance by tightening the belt.

[0054] In another preferred embodiment of the method, a belt is released when a corresponding imminent collision has been detected in step b).

[0055] In this embodiment, the occupant can position themselves in the most protective position possible. However, this completely eliminates the protection offered by the seatbelt. This can be advantageous if the negative effects of the seatbelt clearly outweigh the positive effects of the protective position. For example, this might be the case in an imminent collision where the vehicle is almost certain to be driven under the object at high speed. In such a case, it can be beneficial to forgo the seatbelt entirely. Preferably, the seatbelt is only released in such an imminent collision where there is a minimum probability that the particularly sensitive upper area of ​​the vehicle will be affected and where the expected severity of injury, determined, for example, based on the impact speed, exceeds a minimum value.

[0056] In another preferred embodiment of the method, a belt is extended when a corresponding imminent collision has been detected in step b).

[0057] In this embodiment, the belt is preferably lengthened in such a way that the occupant can position themselves particularly well in a protective position. Lengthening the belt can be described as the opposite of belt tensioning. For example, the belt can be lengthened by moving a bracket and / or a pulley of the belt. The belt buckle can also be moved accordingly. In particular, the belt lengthening can be achieved pyrotechnically or electromechanically.

[0058] This document also describes an airbag trigger circuit designed to carry out the described procedure, as well as a corresponding computer program and a machine-readable storage medium on which this computer program is stored.

[0059] Further details of the invention and an exemplary embodiment, to which the invention is not limited, are explained in more detail with reference to the drawings. They show: Fig. 1: A schematic cross-sectional view of a motor vehicle and an animal as the collision object, Fig. 2: A schematic cross-sectional view of a motor vehicle and a truck as collision objects, Fig. 3: a schematic representation of the expected trajectories of the motor vehicle and the collision object, and Fig. 4: a flowchart of the described procedure.

[0060] Fig. Figure 1 is a schematic representation of a motor vehicle 1 and a collision object 2. The motor vehicle 1 contains occupants 20, of whom only one driver 3 is shown as an example. In particular, the head 4 of the driver 3 is visible. The head 4 of the driver 3 is located in a particularly sensitive upper area 5 of the motor vehicle 1. A dashed line indicates how far downwards this particularly sensitive upper area 5 extends. In a collision between the motor vehicle 1 and the collision object 2, the particularly sensitive upper area 5 of the motor vehicle 1 can be severely damaged. This can be the case, in particular, because the collision object 2 is an animal 8, which, due to its correspondingly long legs 10, has a center of mass 11 above the hood 7 of the motor vehicle 1.In the event of a collision, the torso 9 of the animal 8 can move over the hood 7 of the vehicle 1 and (in particular, almost without braking) strike the windshield 6 of the vehicle 1. To minimize damage, especially to the particularly sensitive upper area 5 of the vehicle 1, and to provide optimal protection for the occupants 20, the described procedure is carried out for the vehicle 1. For this purpose, the vehicle 1 has an environmental sensor 13, which includes an external camera 14. This allows the collision object 2 to be detected and analyzed. The driver 3 is secured with a seat belt 12. The seat belt 12 can be tightened by a belt tensioning mechanism 18 in the event of a collision. The collision between the vehicle 1 and the animal 8 corresponds to an underride situation in which the hood 7 of the vehicle 1 passes underneath the animal 8.The activation of the belt tensioning mechanism 18 is preferably at least partially suppressed. This can prevent or at least reduce injuries to the occupants 20.

[0061] Fig. Figure 2 shows the motor vehicle 1. Fig. 1. The collision object 2 is, in contrast to Fig. Figure 1 shows a (partially shown) truck 15. The truck 15 has a loading platform 21 with a loading edge 22. If the motor vehicle 1 gets under the loading platform 21, the windshield 6 of the motor vehicle 1 strikes the loading edge 22 before the motor vehicle hits a rear wheel 23 of the truck (which is part of a rear axle not shown). Thus, the windshield 6 can strike the loading edge 22 almost without delay. This can lead to significant damage to the particularly sensitive upper area 5 of the motor vehicle. The collision between the motor vehicle 1 and the truck 15 corresponds to an underride situation in which the hood 7 of the motor vehicle 1 gets under the truck 15. In this situation, the activation of the seatbelt pretensioning mechanism 18 is preferably at least partially suppressed.

[0062] Fig. Figure 3 shows a schematic representation of an expected trajectory 16 of a motor vehicle 1 and an expected trajectory 17 of a collision object 2. The motor vehicle from [location 1] is used as an example. Fig. Reference is made to a vehicle 1, which collides with an animal 8 as the collision object 2. The vehicle 1 and the animal 8 are each shown in two positions. Solid lines indicate where the vehicle 1 and the animal 8 are located at an initial time. The initial time is the time at which the animal 8 is detected. Dotted lines indicate where the vehicle 1 and the animal 8 are located at the time of the collision. Furthermore, a section of the environment 19 of the vehicle 1 is shown. This section of the environment 19 is monitored for potential collision objects, which detects that a collision with the animal 8 as the collision object 2 is imminent. The animal 8 is then preferentially analyzed so that it can be determined whether the animal 1 is located in the vehicle 1. Fig. The particularly sensitive upper area 5 of the motor vehicle 1 shown in Figure 1 will be at least partially affected by the collision. If this is the case, the activation of the belt tensioning mechanism 18 will be at least partially suppressed.

[0063] Fig. Figure 4 shows a flowchart of the described procedure. The process steps a) to e) are shown, with steps a) to c) being executed repeatedly in a loop (preferably throughout the entire operation of the vehicle). If a trigger signal is suppressed in step c), then process steps d) and e) are initiated, if applicable.

Claims

[1] Method for the protection of at least one occupant (20) of a motor vehicle (1) in the event of an imminent collision with at least one collision object (2) comprising at least the following procedural steps: a) Recognizing that a collision with the at least one collision object (2) is imminent, b) Analyzing the at least one collision object (2) and determining whether a particularly sensitive upper area (5) of the motor vehicle (1) will be at least partially affected by the collision, characterized by that the procedure includes the following procedural step: c) at least partially suppressing a trigger signal of a protective mechanism to allow the at least one occupant (20) to evade the collision if a corresponding imminent collision was detected in step b). [2] Method according to claim 1, wherein the protective mechanism is a belt tensioning mechanism (18) for tensioning a belt (12). [3] Method according to claim 1 or 2, wherein in step a) at least by means of an environment sensor (13) of the motor vehicle (1) the environment (19) of the motor vehicle (1) is monitored for possible collision objects (2). [4] Method according to one of the preceding claims, wherein the imminent collision detected in step b) corresponds to an underpass situation in which at least one section of the motor vehicle (1) passes under the collision object (2). [5] Method according to one of the preceding claims, wherein the particularly sensitive upper area (5) of the motor vehicle (1) is an area above a hood (7) of the motor vehicle (1). [6] Method according to claim 5, wherein the imminent collision detected in step b) is a collision with an animal (8) whose center of mass (11) is located above the hood (7) of the motor vehicle (1). [7] Method according to any one of claims 1 to 6, wherein the imminent collision detected in step b) is a collision with a truck (15). [8] Method according to one of the preceding claims, wherein in step c) an already triggered protective mechanism is at least partially reversed if in step b) a corresponding imminent collision has been detected. [9] Method according to one of the preceding claims, wherein in step c) a previously engaged locking of a protective mechanism is reversed if in step b) a corresponding imminent collision has been detected. [10] A method according to any one of the preceding claims, wherein after step c) the following steps take place: d) Waiting a time interval until at least one occupant (20) could move into a protective position, and e) Generating a trigger signal for at least a partially reduced triggering of a protective mechanism. [11] Trigger circuit for triggering an airbag, which is configured to implement the method according to one of the preceding claims in order to suppress the triggering of a trigger signal of a protective mechanism. [12] Computer program which is configured to perform all steps of the method according to any one of claims 1 to 10. [13] Machine-readable storage medium on which the computer program according to claim 12 is stored.

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