Method and device for protecting a vehicle occupant in the event of a vehicle collision

Abstract

Method (1000) for protecting an occupant of a vehicle (100) in the event of a collision of the vehicle (100), wherein the method (1000) comprises the following steps: Determining (1002) a rotational movement (304) of the vehicle (100) that is expected to occur during the collision using at least one environmental sensor signal (116); characterized in that the method comprises the following steps: Determining (1004) a head movement (302) that is expected to be made by the head of the occupant during the collision using the at least one environmental sensor signal (116);and providing (1006) a control signal (118) to influence vehicle dynamics of the vehicle (100) and / or to laterally displace an actuator of the vehicle (100) using a rotation signal representing the rotation (304) of the vehicle (100) and a head signal representing the head movement (302) of the head, in order to effect an actual movement (604) of the head adapted to the rotation (302) of the vehicle (100).

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 a frontal collision with a small degree of overlap, the vehicle is set into a rotational motion. Upon impact, the driver maintains the vehicle's original speed and, similar to a freely moving mass, moves towards the steering wheel. This relative movement of the driver occurs because the vehicle initially decelerates more strongly than the driver. However, due to the vehicle's rotation, the steering wheel, and consequently the airbag, moves laterally away from the driver, following the vehicle's original motion. While a so-called curtain airbag can theoretically also be struck or grazed by the driver, its protective effect is significantly less than that of a traditional steering wheel airbag. The problem described above also exists for the front passenger, but larger airbags are often used in this case, increasing the likelihood of the airbag's protective effect. Disclosure of the invention

[0003] Against this background, the approach presented here introduces a method for protecting a vehicle occupant in the event of a vehicle collision, a device employing this method, and 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] The vehicle's driving dynamics are influenced to optimally align the occupant with the vehicle's airbag before an impending collision with another vehicle. This ensures that the occupant's head impacts the airbag even if the vehicle rotates during the collision, thus maximizing the airbag's protective effect.

[0005] A method for protecting a vehicle occupant in the event of a vehicle collision is described, the method comprising the following steps: Determining the expected rotational movement of the vehicle during the collision using at least one environmental sensor signal; and Determining a head movement likely to be made by the vehicle or by the occupant's head, for example relative to the vehicle, during the collision, using at least one environmental sensor signal; and Providing a control signal to influence vehicle dynamics and / or to laterally displace an actuator using a rotation signal representing the vehicle's rotation and a head signal representing the head's movement, in order to effect an actual head movement adapted to the vehicle's rotation. In particular, the lateral displacement of the actuator allows for adjustment of the occupant's lateral position.

[0006] A vehicle can be a vehicle for transporting people, for example, a highly automated vehicle. An occupant of a vehicle can be the driver or a front passenger. Furthermore, an occupant can be a passenger in the back seat. For example, if the passenger is not wearing a seatbelt, the vehicle might attempt to cause the passenger to swing forward and hit the driver's or front passenger's seat instead of falling between the seats. A collision can be a head-on collision between two vehicles in road traffic. A rotational movement of the vehicle can be a movement of the vehicle around its vertical axis.An environmental sensor signal can represent information about the volume, vehicle class, mass, and stiffness of the other vehicle involved in the collision, as well as its speed and direction of impact, which can be influenced by intervention in the vehicle's steering and / or braking systems. Thus, an attempt is made to determine the momentum from mass and speed. Since weight cannot be measured directly, it is possible to estimate it based on volume or vehicle class. For example, data from image processing can be used, given that cars, SUVs, and trucks are known to differ in average weight. A head movement could represent a movement of the vehicle occupant around a rotational axis or, for example, a lateral movement. A control signal can represent information about the vehicle's dynamics.Vehicle dynamics can refer to a force acting on the vehicle, such as speed, acceleration, time, and / or distance. The control signal can be provided to an interface with at least one vehicle component that can influence the vehicle's dynamics. Such a component could be, for example, a drive system, a braking system, or a steering system.

[0007] Advantageously, the movement of the head, for example a lateral movement of the head, can be adjusted not only by a steering / braking intervention, but also by the actuators available for side collisions in the event of a frontal accident to influence the trajectory of the head.

[0008] Actuators can move the occupant towards the center of the vehicle, particularly in the event of a side impact, thereby creating more space between the vehicle interior and the occupant. This can be achieved, for example, by deploying an airbag integrated into the seat to transmit a forward impulse to the occupant towards the vehicle interior. The movement can also be initiated electrically, pneumatically, and / or pyrotechnically. It is also possible for the side airbag to transmit a forward impulse to the occupant towards the vehicle interior. These actuators are typically used to protect the occupant in a side collision, especially when the impact is to the side of the occupant. These actuators can be referred to as side impact actuators.

[0009] These side impact actuators can therefore cause a lateral movement of the occupant, specifically their head. This can be used to ensure the head falls more precisely onto the airbag, particularly in frontal collisions with minimal overlap on the side of the occupant equipped with a side impact actuator, and especially if the actuators are activated or triggered before contact with the other vehicle. Thus, existing actuators that push the occupant inwards into the vehicle during side impacts can be used for a different purpose.

[0010] The simplest way to model the lateral movement of the occupant, or more precisely, the occupant's head, is as a parallel displacement. According to one embodiment, if the head were to fall past the airbag, it would then strike the airbag. Depending on the activation point, the head's starting point for the initial rotational movement (relative to the vehicle) is either parallel to the vehicle's or it performs a lateral movement superimposed on the rotational movement. The activation point can vary depending on the accident scenario and the expected rotation. Preferably, it occurs before contact between the vehicles involved in the accident (or between the vehicle and an object, e.g., a tree).

[0011] For example, an actuator used for this purpose could be integrated into a seat to induce a lateral impulse. The control signal can then be provided to an interface for such an actuator to adjust the occupant's lateral position. This allows the occupant to deliberately impact soft surfaces, which is advantageous, for example, for unbuckled passengers sitting in the back seat.

[0012] By inducing a lateral head movement of the occupant, pendulum motion and lateral head impact can be avoided or reduced.

[0013] The head movement can be described as a movement relative to the interior of the vehicle. If the head is simplified and modeled as a freely moving mass, then the head, for example, continues its linear movement (if the vehicle was previously traveling straight ahead), while the vehicle rotates due to the accident.

[0014] The procedure can include a step of determining the timing of the lateral impact depending on the accident parameters. This is advantageous because the vehicle does not always rotate at the same speed.

[0015] Thus, the procedure can cover the activation of the side protection actuators and the consideration of unbelted occupants in the rear seat. For this purpose, the control signal can be provided in the provisioning step to adapt the head movement of at least one occupant to the vehicle's rotational movement.

[0016] According to one embodiment, it is possible to influence the movement of the head by means of a lateral offset of an actuator, which is preferably used in side collisions, so that the occupant's head hits the airbag, particularly in the case of partial overlaps occurring on the driver's side.

[0017] According to one embodiment, in at least one step of the determination process, an impact impulse can be determined using the environmental sensor signal, whereby the rotational movement and / or the head movement during the collision can be determined using the impact impulse. Knowing the impact impulse allows the vehicle's behavior during the collision to be determined.

[0018] According to one embodiment, the control signal can be configured during the deployment step to influence the vehicle dynamics, thereby inducing a phase shift between an oscillation of the vehicle's motion and an oscillation of the actual head movement. This time delay allows the actual head movement to be aligned with the vehicle's motion and controlled in a targeted manner during periodic oscillations. The phase shift can be described as a property, meaning it can be exploited. The phase shift can be fixed. By varying the amplitude of the oscillation, the timing can be adjusted so that the correct movement occurs immediately after contact, based on the amplitude and phase shift. The phase shift is related to parameters of the occupant and the interior (seatbelt), as it represents the inertia of the masses.The phase shift can be viewed – in a highly simplified way – as similar to a dead time. Vehicle dynamics primarily influence the amplitude of the movement, so that the head movement is appropriately controlled by taking the phase shift into account. Since inertia is not solely a dead time, the phase shift can also be influenced.

[0019] According to one embodiment, the control signal can be configured during the deployment step to cause a lateral movement of the vehicle. This lateral movement can influence the occupant's head movement in such a way that the occupant's head impacts the airbag unit upon collision.

[0020] According to one embodiment, the control signal can be configured during the deployment step to laterally move the occupant by means of an actuator in the form of a side impact actuator. The occupant can be moved in such a way that they collide with the airbag. For example, the control signal is suitable for activating the side impact actuator. Activating the side impact actuator can cause the occupant to be pushed laterally, thereby influencing the occupant's head movement so that their head strikes the airbag unit upon impact. Specifically, the side impact actuator on the side where the collision occurs is activated.

[0021] According to one embodiment, the control signal can be generated during the deployment step to initiate an evasive maneuver by the vehicle to avoid a collision. The evasive maneuver can be executed in such a way that the occupant's head movement is dynamically matched to the vehicle's movement. This is particularly advantageous in the case of an unsuccessful evasive maneuver, which could lead to a collision with minimal overlap, as the occupant's head would then strike the airbag unit.

[0022] According to one embodiment, the control signal can be configured during the deployment step to influence the vehicle dynamics in order to effect the actual head movement, preventing a collision of the occupant with an interior element, e.g., the B-pillar, of the vehicle and / or another occupant. This allows for an optimization of the overall well-being of all vehicle occupants.

[0023] Advantageously, it is also possible to prioritize a specific position, e.g., the driver, an unbelted occupant, or an occupant on the side with intrusion.

[0024] This process can be implemented, for example, in software or hardware, or in a hybrid form of software and hardware, for example in a control unit.

[0025] The approach presented here further creates a device designed to perform, control, and implement the steps of a variant of the method presented here in appropriate facilities. This embodiment of the invention in the form of a device also allows the problem underlying the invention to be solved quickly and efficiently.

[0026] For this purpose, the device may 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 data or 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 may, for example, be a signal processor, a microcontroller, or the like, and the storage unit may be flash memory, EEPROM, 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.

[0027] In this context, a device can be understood as an electrical device that processes sensor signals and outputs control and / or data signals accordingly. The device may 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 device. However, it is also possible that the interfaces are separate integrated circuits or consist at least partially of discrete components. In the case of a software-based interface, the interfaces can be software modules, which, for example, are located on a microcontroller alongside other software modules.

[0028] 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.

[0029] Examples of the approach presented here are shown in the drawings and explained in more detail in the following description. It shows: Fig. 1 a schematic representation of a vehicle with a device for protecting a vehicle occupant according to an exemplary embodiment, Fig. 2 a schematic representation of a vehicle and an opposing party during an accident scenario according to an exemplary embodiment; Fig. 3 a schematic representation of a head movement of an occupant of a vehicle according to an exemplary embodiment; Fig. 4 a schematic representation of a head movement of an occupant of a vehicle according to an exemplary embodiment; Fig. Figure 5 shows a schematic representation of a head movement of an occupant of a vehicle according to an exemplary embodiment; Fig. 6 a schematic representation of the time sequence of a vehicle movement and a head movement of an occupant during an accident scenario according to an exemplary embodiment; Fig. 7 a schematic representation of the time sequence of a vehicle movement and a head movement of an occupant during an accident scenario according to an exemplary embodiment; Fig. 8 a schematic representation of the time sequence of a vehicle movement and a head movement of an occupant during an accident scenario according to an exemplary embodiment; Fig. 9 a schematic representation of a head movement of an occupant of a vehicle according to an exemplary embodiment; Fig. 10 a flowchart of an embodiment of a method for protecting an occupant of a vehicle in the event of a collision of the vehicle according to an embodiment; and Fig. 11 a schematic representation of a device for protecting an occupant of a vehicle in the event of a collision of the vehicle according to an exemplary embodiment.

[0030] 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.

[0031] Fig. Figure 1 shows a schematic representation of a vehicle 100 with a device 102 to protect an occupant of a vehicle 100 according to one exemplary embodiment. The vehicle 100 includes a device 102 To protect a vehicle occupant in the event of a vehicle collision, a steering device 104 to steer the vehicle 100 , at least one environmental sensor 106 for environmental sensing of the vehicle 100 and, according to one embodiment, four braking devices 108 , 110 , 112 , 114 .

[0032] The environmental sensor is designed to receive an environmental sensor signal. 116 to the device 102 to provide the environmental sensor signal. 116 This represents, for example, information about the mass and stiffness of the other vehicle involved in the collision, its speed, and the direction of impact. Since stiffness cannot (yet) be measured or communicated via car-to-x, assumptions can be made. That is, with the current state of the art, the environmental sensor signal does not represent stiffness – rather, stiffness is determined using a model, i.e., it is either explicitly or implicitly assumed to be constant or chosen depending on the vehicle type. The device 102 to protect the vehicle's occupant 100 in a collision of the vehicle 100 is designed to use the environmental sensor signal 116 a control signal 118 to the steering system 104as well as additionally or alternatively to at least one of the braking devices 108 , 110 , 112 , 114 of the vehicle 100 to provide the control signal 118 is suitable for controlling the dynamics of the vehicle 100 by interfering with the steering system 104 and / or the braking systems 108 , 110 , 112 , 114 of the vehicle 100 to influence in a targeted manner.

[0033] According to one embodiment, the control signal 118 designed to influence the driving dynamics in such a way that a phase shift between an oscillation of the vehicle's motion and an oscillation of the occupant's actual head movement is utilized or compensated for by intervening in the driving dynamics. Additionally or alternatively, the control signal 118 trained to prevent lateral movement of the vehicle 100 to effect the control signal118 According to one embodiment, it is designed to both prevent an evasive maneuver by the vehicle. 100 To avoid a collision, the vehicle dynamics must also be influenced in such a way as to cause the actual movement of the head that prevents the occupant from colliding with an element in the interior or, for example, a side window of the vehicle. 100 prevented.

[0034] Fig. Figure 2 shows a schematic representation of a vehicle 100 as well as an opposing party in the accident 200 during an accident scenario according to an exemplary embodiment. The vehicle 100 includes an airbag system 202 , an inmate 204 , whose head 204 This is represented as a contact point. 206 , a vehicle center of gravity 208 as well as a direction arrow 210 . In the depiction of the vehicle 100For example, it could be the vehicle in Fig. 1. Act.

[0035] In Fig. Figure 2 depicts an accident scenario that results in the occupant 204 , the occupant being 204 according to one embodiment, in order to protect the driver of the vehicle 100 It concerns the airbag system 202 missed. In the left part of the image, both the vehicle and the car are visible. 100 as well as the other driver involved in the accident 200 The image depicts identical vehicles with the same mass, traveling towards each other at the same speed. The right side of the image shows the point of collision. 100 , 200 Both vehicles are shown. 100 , 200 They try to avoid each other, resulting in a small degree of overlap between the vehicles. 100 , 200 at the collision. The point of contact 206 both vehicles 100 , 200is at the height of the vehicles' headlights 100 , 200 to locate. These reference points are used to illustrate the problems of the further course of the accident.

[0036] More and more vehicles 100 They are equipped with environmental sensors. These are used to predict a collision and position the driver optimally accordingly. Seating systems are already known that can position the driver and / or passengers of a vehicle accordingly. 100In the event of a side collision, the driver is pushed towards the center of the vehicle. By pushing the driver laterally before the collision, a few centimeters are created between the vehicle door and the driver, providing more space for, for example, a pole in the event of a side impact. Shifting the driver towards the center can be achieved in various ways, such as pneumatically and / or pyrotechnically by inflating a cushion in the seat (this can be reversible or irreversible), or electromechanically by an actuator in the seat or by actually moving the seat assembly laterally. In some vehicle models, a so-called curtain airbag is deployed to prevent a vehicle occupant's head from penetrating the side window, especially in the event of a rollover. The curtain airbag can... 204The steering wheel airbag can laterally deflect the impact on the vehicle occupant and almost completely close the gap between the airbag and the window; however, the restraint effect is not ideal and is inferior to that achieved with a steering wheel airbag deployment. A swiveling seat unit, which can be both longitudinally moved and rotated, can also be used to optimize occupant protection.

[0037] Fig. Figure 3 shows a schematic representation of an occupant's head movement. 204 of a vehicle according to an exemplary embodiment. The illustration includes the occupant. 204 of the vehicle, whereby only the head of the occupant 204 The airbag system is shown. 202 , the contact point 206 , the vehicle's center of gravity 208 , a direction arrow 210 as well as a rotational movement 304 of the vehicle. During the Fig. The illustration shown in 3 could, for example, be the one in Fig. The accident scenario shown is described in point 2. At the depicted contact point... 206 It could, for example, be the point where the two vehicles from Fig. 2 collided.

[0038] At the moment of collision, a force exchange takes place. To simplify the scenario, it is assumed that the vehicles do not deform during the collision. A further simplification for a better understanding of the situation is that the vehicle and its counterpart are traveling at the same speed and have the same weight, so that the point of contact is... 206 The vehicles are not moving. The contact point 206 The vehicle can be considered to belong to the vehicle. The contact point 206 is with the vehicle and also with the vehicle's center of gravity 208 and the airbag system 202 connected. Through the inertia of the occupant's movement 204 It can be simplified so that the occupant204 is not connected to the vehicle. Upon collision of the vehicles, the contact point moves. 206 Absolutely not. However, the vehicle's center of gravity is affected. 208 a forward movement.

[0039] Because the contact point 206 and the vehicle's center of gravity 208 Since they are firmly connected to the vehicle, forward movement of the vehicle is only possible through a lateral rotational movement. 304 take place, whereby one considers the connecting line between the contact point 206 the vehicles and the vehicle center of gravity 208 It can be imagined merely as a kind of rod to illustrate the connection. The vehicle performs a rotary motion. 304 through, which also includes the airbag system 202 participates. The inmate's head 204 , which is assumed to be free-flying, continues the original movement of the vehicle and drifts close to the airbag device.202 over, since the airbag system 202 moves away to the right in a counterclockwise direction with the entire vehicle. The movement of the occupant 204 relative to the airbag system 202 , for example from the perspective of a camera inside the vehicle, therefore occurs in the direction of travel and on the left side of the airbag system. 202 over.

[0040] Fig. Figure 4 shows a schematic representation of a head movement 302 an inmate 204 of a vehicle according to an exemplary embodiment. The illustration includes the occupant. 204 of the vehicle, whereby only the head of the occupant 204 The airbag system is shown. 202 , the contact point 206 , the vehicle's center of gravity 208 , a head movement 302 of the occupant as well as a rotational movement 304 of the vehicle. During the Fig. As shown in illustration 4, it could, for example, be the one in Fig. The accident scenario shown is described in point 2. At the depicted contact point... 206 It could, for example, be the point where the two vehicles from Fig. 2 collided.

[0041] The diagram shows the movement "in world coordinates", meaning both the vehicle and the occupant. 204 move. The occupant 204 Due to inertia, the vehicle retains its original movement.

[0042] Fig. Figure 5 shows a schematic representation of a head movement 302 an inmate 204 of a vehicle according to an exemplary embodiment. The illustration includes the occupant. 204 of the vehicle, whereby only the head of the occupant 204 The airbag system is shown. 202 , the contact point 206 , the vehicle's center of gravity 208 , a head movement 302 of the occupant as well as a rotational movement 304of the vehicle. During the Fig. The illustration shown in point 5 could, for example, be the one in Fig. The accident scenario shown is described in point 2. At the depicted contact point... 206 It could, for example, be the point where the two vehicles from Fig. 2 collided.

[0043] If you choose the vehicle as a reference, i.e., represent the relative movement inside the vehicle, you can see how the occupant's head moves. 204 at the airbag system 202 passed by. This deficiency is to be remedied by the present procedure for the protection of the occupant. 204 of the vehicle in the event of a collision of the vehicle, whereby a head movement 302 the inmate 204 by intervening in the vehicle's driving dynamics to actually move the occupant's head 204 to influence the head so that the airbag system 202hits and / or those that occur when the head slides against the airbag system 202 induced head movement 302 of the head by a central impact of the head on the airbag system 202 is reduced.

[0044] Fig. Figure 6 shows a schematic representation of the time sequence of a vehicle movement. 602 and a head movement 604 of an occupant during an accident scenario according to an exemplary embodiment. The vehicle movement 602 is represented as a strand, the head movement 604 The occupant's movement is represented as a separate strand. Both movement strands 602 , 604 These symbols represent the timeline of an accident scenario before and during the moment of collision between the vehicle and the other vehicle. The timeline progresses from bottom to top. A lightning bolt symbolizes the moment of collision. 606of both vehicles, the curved arrow indicates the rotational movement 304 of the vehicle after the collision.

[0045] If one considers the two strands of movement 602 , 604 , so one can see that the occupant's head controls the movement 602 the vehicle continues to rotate, even if the vehicle has already begun a rotational movement due to an accident 304 performed the head movement 604 This can be represented using a multi-body system with different springs and dampers. This method of representation can be used, for example, to estimate the forward movement of the occupant during emergency braking. The occupant thus performs a similar head movement. 604 how the vehicle movement 602 out, but with a time delay and usually less abruptly.

[0046] Fig. Figure 7 shows a schematic representation of the time sequence of a vehicle movement. 602 and a head movement604 of an occupant during an accident scenario according to an exemplary embodiment. The vehicle movement 602 is represented as a strand, the head movement 604 The occupant's movement is represented as a single strand. Both movement strands 602 , 604 The graphs symbolize the timeline of an accident scenario before and during the moment of collision between the vehicle and the other vehicle. Time progresses from bottom to top. The lightning bolt symbolizes the moment of collision. 604 of both vehicles, the curved arrow indicates the rotational movement 304 of the vehicle after the collision.

[0047] In the Fig. 7 will result in a phase shift 702 , i.e., a delay in vehicle movement 602 and the head movement 604of the occupant, shown. Here, the device for protecting the vehicle occupant in the event of a vehicle collision provides a control signal designed to influence the vehicle dynamics, thereby causing a phase shift. 702 between a vibration of a vehicle movement 602 and an oscillation of the actual head movement 604 The vehicle dynamics can be influenced by intervening in the vehicle's steering and / or by braking individual wheels. Phase shift, amplitude, and trigger point can be adjusted relative to each other by intervening in the vehicle dynamics using the control signal.

[0048] This time delay allows a similar movement to occur during periodic oscillations of the vehicle, for example when driving a slalom course. 604 of the head, such as that of the vehicle, whereby the movement604 However, the vehicle's movement is phase-shifted, as shown in the left-hand illustration. If a collision suddenly occurs during the vehicle's periodic oscillation, the occupant's head, depending on the precise moment of the collision, can move with the vehicle's abrupt change of direction and strike the airbag system. This is due to the phase shift. 702 does the occupant's head begin to move immediately before the moment of collision? 606 in a direction resulting from the accident, and even further away from the original direction of travel. After the collision, the vehicle moves due to the rotational movement. 304 in the direction of the head, thus enabling a uniform movement of the vehicle and the head. This uniform movement allows the occupant's head to engage the airbag system. Knowledge of the phase shift 702It can therefore be used to deliberately influence the timing of events in an accident, in order to ideally control the occupant's head. If the phase shift... 702 , here without a damping effect in the movement, is taken into account, can be achieved through the movement 602 the vehicle's future head movement 604 the occupant's movements can be influenced. Therefore, predicting and influencing the occupant dynamics during the accident process is possible even before the vehicle makes contact with the other vehicle and thus also before the likely loss of control of the vehicle.

[0049] Even in cases of severely limited space and / or a desired full overlap between the vehicle and the other vehicle during the collision, a pendulum movement of the vehicle can be performed to put the occupant's head into the optimal position upon impact and still achieve a positive accident constellation.

[0050] Fig. Figure 8 shows a schematic representation of the time sequence of a vehicle movement. 602 and a head movement 604 of an occupant during an accident scenario according to an exemplary embodiment. The vehicle movement 602 is represented as a strand, the head movement 604 The occupant's movement is represented as a single strand. Both movement strands 602 , 604 These symbols represent the timeline of an accident scenario before and during the moment of collision between the vehicle and the other vehicle. The timeline progresses from bottom to top. The lightning bolt marks the moment of collision. 606 of both vehicles, the curved arrow indicates the rotational movement 304 of the vehicle after the collision.

[0051] A pendulum-like movement before the vehicle collides with the other vehicle is not absolutely necessary, as the Fig. Figure 8 shows that at the moment of collision, the occupant's head makes a similar movement. 304 how the vehicle passes through. This allows for head movement. 604 The occupant's position can be influenced even without the vehicle oscillating. For this purpose, an environmental sensor first detects a collision between the vehicle and the other vehicle. Using the environmental sensor, the impact time, impact position, degree of overlap, and / or relative movement of the two vehicles are determined. An environmental sensor signal can be derived from the mass of the other vehicle and, optionally, its stiffness. Using this environmental sensor signal, an impact impulse is calculated, and the rotational movement is then determined based on this impact impulse. 304The vehicle's momentum and / or the head movement of the occupant during the collision are determined. Alternatively, instead of momentum, the relative velocity can be used for simplicity, thus disregarding mass. This saves computational resources and eliminates the need for mass estimation. A velocity vector, i.e., magnitude and direction, can be used as a simplification. In particular, the impact momentum can determine the magnitude of the deceleration and the magnitude and direction of the rotational motion. 304 of the vehicle.

[0052] The vehicle is undergoing a strong lateral movement before the accident. 602 through, so that at the beginning of the accident the head was affected by this vehicle movement 602 traces and, taking into account the parameters mentioned above, can land on the airbag system.

[0053] Fig. Figure 9 shows a schematic representation of a head movement 302 an inmate 204 of a vehicle according to an exemplary embodiment. The illustration includes the occupant. 204 of the vehicle, whereby only the head of the occupant 204 The airbag system is shown. 202 , the contact point 206 , the vehicle's center of gravity 208 , a head movement 302 of the occupant as well as a rotational movement 304 of the vehicle. During the Fig. The illustration shown in 9 could, for example, be the one in Fig. The accident scenario shown is described in point 2. At the depicted contact point... 206 It could, for example, be the point where the two vehicles from Fig. 2 collided

[0054] The in Fig. Figure 9 illustrates the successful execution of the procedure to protect the occupant. 204of the vehicle in a collision of the vehicle by an intervention in the vehicle dynamics of the vehicle, as in the Fig. 7 and Fig. As shown in section 8, the movement of the occupant is controlled by a pre-control of the vehicle's movement. 204 controlled in such a way that during the collision of the two vehicles, the occupant's head 204 the position of the airbag system 202 follows and thus safely on the airbag system 202 encounters.

[0055] In addition to the in Fig. 7 and Fig. 8 illustrated embodiments of the method for protecting the occupant 204 In addition to the vehicle's performance in a collision, there are further embodiments which will be presented below:

[0056] Especially in confined spaces, as is typically the case on a road, a purely sharp swerving maneuver in one direction may not be optimal, as there is a risk of leaving the road. Therefore, in one embodiment, for example, an evasive maneuver is initially performed sharply, resulting in a large lateral movement of the vehicle, and later softened, leading to a small lateral movement for better vehicle control. The objective here is to protect the occupant's head. 204to have shifted into the correct dynamic state at the moment of collision. This process is generally the opposite of normal behavior, as slight movement is hardly detected in the event of a collision being falsely identified and a close pass. While the early, strong reaction places a high demand on the false-positive rate, this can be considered sufficiently high, especially with automated vehicles. The reaction doesn't need to occur particularly early, but it should happen at the right time so that the occupant's reaction is appropriate. 204 The system is optimally adapted to the vehicle's behavior at the time of the collision. In the standard configuration of the procedure, driver positioning is optimized because, compared to the passenger, the driver typically has a smaller airbag for protection, thus requiring a high degree of accuracy.

[0057] In another embodiment, the positioning takes place on an unbelted occupant. 204 of the vehicle, since this is in addition to the airbag system. 202 It has no other restraint system. The optimization here is specifically aimed at the unbelted occupant, for example, the one sitting in the middle of the rear seat. The goal is to prevent the occupant from being thrown forward from the rear between the seats onto the dashboard or through the windshield in an accident. Instead, the system attempts to adjust the occupant's movement so that the occupant, and especially their head, impacts the front seats and is thus decelerated relatively gently. The driver already has minimal protection from the seatbelt, while the unbelted occupant... 204 completely reliant on the protective effect of the airbag system 202must exit. Optimization can also take place if no airbag system is installed. 202 is present, for example on a rear seat of the vehicle, by the vehicle movement taking place in such a way that the unbelted occupant 204 upon impact with the seating arrangement in front of him, whereby the seating arrangement usually also yields and displaces the occupant. 204 This can protect against slipping through by preventing the unbuckled occupant. 204 between the driver and the passenger of the vehicle is avoided.

[0058] In another embodiment, a driving trajectory is chosen such that the occupant's head 204 not with the trim or other things inside the vehicle, nor with other occupants 204 , collides. This allows for optimization of driver positioning for the overall well-being of all occupants. 204The airbag system's protective effect is not solely driver-focused. In moderate to severe accidents, its protective effect is essential. Therefore, in another embodiment, a minor collision within the vehicle's interior can be tolerated to avoid the protective effect of the airbag system. 202 to make use of it.

[0059] In another embodiment, the vehicle movement is optimized so that the occupant 204 , which is closest to the point of contact between the two vehicles, and through the airbag system 202 It can be protected, is especially protected. Through the airbag system. 202 will the forward displacement of the occupant's head 204 compared to its drifting past the airbag system 202 This reduces the risk, which is particularly advantageous in accidents involving intrusion into the vehicle's interior. The estimated severity of the accident can, for example, be used to initiate this design.

[0060] Assuming that the pendulum motion of the vehicle differs between tall and short people, the size of the occupants can 204 This can be determined, for example, by measurement using an interior camera, direct input via app, or an assumption based on the seat setting, thereby controlling the occupant's head position. 204 This can be adjusted, which can then lead, for example, to a different phase shift and / or stronger or weaker damping of the movement. Besides the size of the occupant. 204 Other parameters can also play a role, such as the weight, figure, or proportions of the occupant. 204 .

[0061] In another embodiment, the movement of the occupant is 204The vehicle's movements are analyzed during driving, and individual parameters such as time delay and damping of the movement are estimated. Through individual assignment, for example across an ignition cycle, it is possible to create a model of the occupant. 204 to optimize individual settings and provide an optimal response in the unlikely event of an accident. This can be used in addition to or as an alternative to the options listed in the previous paragraph (interior camera, seat adjustment, etc.) or for plausibility checks.

[0062] In another embodiment, elements of a seating device, which can also be referred to as side protection actuators, are used to control the movement and positioning of the occupant. 204to influence the vehicle's behavior additionally or alternatively. For example, the actuator can be used independently of any steering input. Thus, for instance, a crash-active seat system can protect the occupants from a side collision. 204 further propel the occupant into the vehicle's interior, even in a frontal collision. The impact to the side can also create a shift relative to the seating position, which is advantageous in an accident scenario, specifically regarding the occupant's alignment and positioning. 204 relative to the airbag. The occupant's body 204 The seating arrangement can be temporarily displaced, which affects the vehicle's potential pendulum motion and damping characteristics. This displacement can be triggered, for example, electromechanically, pneumatically, or pyrotechnically.

[0063] In another embodiment, the seating position of the occupant is 204 This is taken into account in the case of a swivel seat, and, for example, in the case of a full-surface collision, the accident is influenced in such a way that the occupant is not affected by the airbag system. 202 This is optimal. The driver's position can also be influenced by rotating the seats.

[0064] Fig. Figure 10 shows a flowchart of an exemplary embodiment of a process. 1000 for the protection of a vehicle occupant in a vehicle collision according to an exemplary embodiment. The method 1000 can, for example, be done using the methods based on Fig. The device described in 1 is designed to protect an occupant of a vehicle in the event of a collision of the vehicle.

[0065] The procedure includes one step 1002, in which a rotational movement of the vehicle likely to occur during the collision is determined using at least one environmental sensor signal. Furthermore, in one step 1004 A head movement likely to affect the driver's head during the collision is determined using at least one environmental sensor signal. Finally, in one step 1006 A control signal is provided to influence the vehicle dynamics using the rotational movement of the vehicle and the head movement, in order to cause an actual movement of the head that is adapted to the rotational movement of the vehicle.

[0066] Fig. Figure 11 shows a schematic representation of a device 104 for the protection of a vehicle occupant in a collision of the vehicle according to an exemplary embodiment. This can be an exemplary embodiment based on Fig. The device described in section 1 is a case in point. 104 is designed according to an exemplary embodiment to perform the steps of the process based on Fig. to implement the procedures described in the 10.

[0067] The device 104 includes a first determination device 1102 , a second determining facility 1104 and a provisioning facility 1106 .

[0068] The first determining facility 1102 is trained to process the environmental sensor signal 116 to read in and use the environmental sensor signal 116 to determine the rotational movement of the vehicle likely to occur during the collision. The first determining device 1102 is designed to generate a rotary motion signal representing the rotational movement of the vehicle 1112 to provide.

[0069] The second destination facility 1104 is trained to process the environmental sensor signal116 to read in and use the environmental sensor signal 116 to determine the head movement likely to act on the driver's head during the collision, particularly relative to the vehicle. The second determining device 1104 is designed to produce a head signal representing the head movement 1114 to provide.

[0070] The provisioning facility 1106 is trained to use the rotary motion signal 1112 and the head signal 1114 the control signal 118 to determine and provide. The provisioning facility can do this. 1106 be trained to use the rotary motion signal 1112 and the head signal 1114The goal is to determine at least one parameter that can influence the vehicle dynamics and / or the occupant's lateral movement in such a way that the actual movement of the occupant's head is adapted to the vehicle's rotational movement. In the latter case, the occupant's movement can be achieved, for example, by means of a crash-active seat or side protection actuators. According to one embodiment, the parameter is incorporated into the determination of the control signal. 118 one or is driven by the control signal 118 represents. For example, such a parameter can represent a steering intervention or a braking intervention and / or include the activation of a side protection actuator.

[0071] 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] Method (1000) for protecting an occupant of a vehicle (100) in the event of a collision of the vehicle (100), wherein the method (1000) comprises the following steps: Determine (1002) a rotational movement (304) of the vehicle (100) that is likely to occur during the collision using at least one environmental sensor signal (116); and Determine (1004) a head movement (302) likely to be made by the occupant's head during the collision using at least one environmental sensor signal (116); and Providing (1006) a control signal (118) to influence vehicle dynamics of the vehicle (100) and / or to laterally displace an actuator of the vehicle (100) using a rotation signal (304) representing the rotation of the vehicle (100) and a head signal (302) representing the head movement, to effect an actual movement (604) of the head adapted to the rotation (302) of the vehicle (100). [2] Method (1000) according to claim 1, wherein in at least one step of determining (1002, 1004) an impact impulse is determined using the environment sensor signal (116), wherein the rotational movement (304) and / or the head movement (302) during the collision can be determined using the impact impulse. [3] Method (1000) according to one of the preceding claims, wherein in the provisioning step (1006) the control signal (118) is formed to influence the vehicle dynamics in order to trigger a phase shift (702) between an oscillation of the vehicle motion (602) and an oscillation of the actual head motion (604). [4] Method (1000) according to one of the preceding claims, wherein in the provisioning step (1006) the control signal (118) is formed to effect a lateral movement (604) of the vehicle (100). [5] Method (1000) according to one of the preceding claims, wherein in the step of providing (1006) the control signal (118) is formed to move the occupant laterally by means of the actuator in the form of a side protection actuator so that he hits the airbag. [6] Method (1000) according to one of the preceding claims, wherein in the step of providing (1006) the control signal (118) is formed to control an evasive maneuver of the vehicle (100) to avoid the collision. [7] Method (1000) according to one of the preceding claims, wherein in the step of providing (1006) the control signal (118) is formed to influence the vehicle dynamics in order to effect the actual movement (604) of the head which prevents a collision of the occupant (204) with the interior of the vehicle (100) or with another occupant. [8] Method (1000) according to one of the preceding claims, wherein in the step of providing (1006) the control signal (118) is formed to cause the actual movement (604) of the head of the driver, an unbelted occupant, or an occupant located on one side of the vehicle (100) with intrusion. [9] Device (104) which is configured to perform and / or control the steps of the method (1000) according to any of the preceding claims in corresponding units. [10] Computer program configured to execute and / or control the method (1000) according to any of the preceding claims. [11] Machine-readable storage medium on which the computer program according to claim 10 is stored.

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