Vehicle equipped with a restraint system

Abstract

Vehicle with a restraint device (1) for securing a person (3) located on a lying surface (2) of the vehicle, wherein the restraint device (1) has at least one upper body airbag (5) implemented in an upper body section (4) of the lying surface (2) and a flexible, planar cover element (6) which, in a deployment position (7) of the cover element (6), covers a part of the body surface of the person (3), and the restraint device (1) has a pelvic airbag (9) arranged in a thigh and / or pelvic section (8) of the lying surface (2), over which a lying surface (10) of the lying surface (2) is partially projecting outwards in a deployment state (11) of the pelvic airbag (9), and furthermore, at least one upper body airbag (5) is provided in each of the two longitudinal side areas (12) of the lying surface (2), characterized in thatthat at least one of the upper body airbags (5) has at least one main chamber (14) and at least one secondary chamber (15), wherein the main chamber (14) and secondary chamber (15) are connected via at least one overflow opening (16) in a fluid-permeable manner and each secondary chamber (15) is arranged on a main chamber (14) such that, in the deployment state (13) of the upper body airbag (5), it is shaped to face the lying surface (10).

Description

[0001] The invention relates to a vehicle with a restraint device for securing a person lying on a reclining platform of the vehicle, wherein the restraint device comprises at least one upper body airbag located in an upper body section of the reclining platform and a flexible, planar cover element which, in a deployment position of the cover element, covers part of the person's body surface. The restraint device includes a pelvic airbag arranged in a thigh and / or pelvic section of the reclining platform, over which a lying surface of the reclining platform is partially projecting outwards in a deployment state of the pelvic airbag.

[0002] Traditionally, various active and passive safety systems in motor vehicles ensure the safety of the vehicle's occupants to the greatest extent possible. These safety systems include, for example, seat belts, which may be equipped with active pretensioners, and airbags, which protect occupants from the front and, if necessary, from the sides. While these safety systems have generally proven effective, they are typically designed for occupants in a seated position. However, the pursuit of ever-increasing occupant comfort, and especially the development of autonomous vehicles, necessitates the development of adapted safety systems.

[0003] Especially in autonomous vehicles, which at least optionally drive themselves, each occupant can spend the journey in any way they choose, e.g., reading, using visual media, or even resting or sleeping. Therefore, for increased comfort, it makes sense for occupants to be able to travel in a reclining position, in which they can, for example, sleep comfortably. While the safety systems described above are effective for an upright seat, they are ineffective or only partially effective for occupants in a reclining position. This is particularly true for extendable seat belts, which can only be used within a specific angle range relative to their attachment point on the side of the vehicle. This makes it nearly impossible to achieve effective restraint for an occupant in a reclining position.

[0004] However, solutions to this problem are already known from the state of the art.

[0005] WO 2006 / 103 069 A1 specifies a blanket for aircraft with an integrated restraint function. The blanket includes at least one fastening element that attaches it to a seat and serves to restrain a passenger covered by the blanket, particularly one sleeping in a lying position, by distributing force over a surface area during sudden turbulence or abrupt flight maneuvers. The blanket is connected, in particular at the shoulder and foot ends, to a webbing strap, the ends of which can be connected via a locking tongue to a retractor mechanism with a locking function located on the seat side. The retractor mechanism includes, for example, a centrifugal clutch that prevents the strap from unwinding in the event of an unexpected flight maneuver, thus safely restraining the passenger.

[0006] Similarly, US Patent 5,727,814 A describes a safety blanket for restraining an occupant who is asleep and lying down in the rear seat of a motor vehicle. The safety blanket is anchored to the vehicle body using methods known from conventional restraint systems, such as straps with belt tongues.

[0007] In addition to such solutions, which essentially only comprise a safety blanket, combinations with other safety systems are also known from the state of the art.

[0008] In this regard, for example, DE 10 2019 115 254 A1 describes an inflatable safety blanket, which also serves to protect a motor vehicle occupant, including those lying down. This safety blanket has an airbag positioned between a first blanket layer and a second blanket layer connected to the first. The airbag also has several independently inflatable chambers, which are thus fluid-tight. These chambers cover different areas of the occupant, such as the legs, pelvis, and upper body, and maintain different pressures when inflated. Furthermore, the inflatable safety blanket with its chambers can be individually manufactured for the occupant based on biometric data.This biometric data can include, among other things, the occupant's weight, height, torso height, and / or leg length. This biometric data can be provided when purchasing the vehicle, allowing the safety blanket to be individually tailored to the occupant. Other possible methods for capturing the biometric data include using a camera sensor and subsequently analyzing the images to obtain the necessary information. Furthermore, the safety blanket may include a main section and a head protection section to protect the occupant's head. In this case, the head protection section, when not inflated, is concealed within the upper section of the first and second blanket layers, facing the occupant's head, and only extends over the occupant's head when the airbag deploys.The head protection section can be designed either via a head protection chamber of the airbag, which can be inflated independently of the rest of the airbag, i.e., independently of the main section. Alternatively, the head protection section can be designed via an independent head protection airbag, which can be inflated independently of the main airbag, instead of via a chamber of the airbag.

[0009] However, all the aforementioned solutions share the common characteristic of achieving increased safety for occupants in a lying position only at the expense of comfort. For example, one design stipulates that during longitudinal transport, the occupant must always be very extensively covered by the safety blankets, including the upper body and especially the arms. This proves quite uncomfortable, even for a sleeping occupant, and particularly for an occupant who wishes to perform other activities. Furthermore, these solutions only protect occupants transported longitudinally from slipping through the friction between the safety blanket and the occupant, which represents an insufficient level of safety.

[0010] DE 10 2020 204 852 A1 also discloses a protective arrangement for a person lying on a seat or reclining device, in which several gas bags are arranged in different areas of the seat or reclining device and, in the event of a crash, form a protective space enclosing the person. Specifically disclosed are pairs of gas bags arranged laterally to the side of the reclining device, which, when inflated, create a tunnel-like space around the thorax, pelvis, and legs; a gas bag assembly arranged under the seat and optionally in the backrest to lift the leg and pelvic area; and a flat restraint device in the form of a cover element or belt system placed over the person, which additionally supports the person lying down against the reclining device and the gas bags.

[0011] Against this background, the invention is based on the objective of designing a vehicle with a restraint system of the type mentioned above in such a way that the safety of a person lying down in the vehicle is improved while providing increased comfort.

[0012] This problem is solved with a vehicle according to the features of claim 1. The dependent claims relate to particularly advantageous further developments of the invention.

[0013] According to the invention, a vehicle, preferably a land vehicle, and particularly preferably a passenger car, is provided, wherein the vehicle comprises a restraint device for securing a person located, in particular in a lying or strongly inclined position, on a reclining platform of the vehicle. The restraint device includes at least one upper body airbag integrated into an upper body section of the reclining platform.

[0014] The upper body section in which the upper body airbag is located is therefore the section of the reclining device in which the upper body of the person lying on the device is essentially positioned. This section can be predetermined, for example, based on the dimensions of the 5th percentile woman and / or the 95th percentile man. It is also conceivable that the reclining device is individually adapted to the user so that their upper body is located within this section. Generally, the upper body section comprises approximately the head-end third of the reclining device.

[0015] Furthermore, the lying device comprises a flexible, in particular flexible and / or tensile-rigid, planar cover element which, in a use position of the cover element, covers at least, but preferably exclusively, a portion of the person's body surface. According to the invention, the restraint device also has a pelvic airbag arranged in a thigh and / or pelvic section of the lying device. In a deployment state of the pelvic airbag, the lying surface of the lying device is shaped—at least partially—in the thigh and / or pelvic section, projecting outwards, in particular at least temporarily, in the direction opposite to the interior of the lying device. The shaping thus occurs in the direction of the cover element in its use position. In the deployment state, the pelvic airbag is preferably in a state of maximum deployment.

[0016] The thigh and / or pelvic section in which the pelvic airbag is located is, accordingly, the section of the reclining device that essentially contains a transition zone between the thigh and pelvis of the person lying on the device. This section can be predefined based on the dimensions of the 5th percentile woman and / or the 95th percentile man. Alternatively, the reclining device can be individually adapted to the user so that the transition zone between the thigh and pelvis is located within that person's thigh and / or pelvic section. Generally, the thigh and / or pelvic section comprises approximately the middle third of the reclining device.

[0017] Furthermore, the pelvic airbag is preferably positioned in the center of the lying device and / or is either arranged below the lying surface, which is covered with fabric, for example, or forms part of the lying surface.

[0018] The pelvic airbag is particularly advantageous in the early stages of an accident, as it pivots the person's thighs upwards to cause the knees to buckle. This occurs when the person, especially in a frontal collision, shifts relative to the stretcher towards the point of impact, often in the direction of travel or forwards. This reduces the stress on the legs and, above all, the knees, minimizing the risk of injury. Furthermore, the restraining effect of the stretcher's surface is enhanced due to the angled position of the person's legs. In a later stage of the accident, the pelvic airbag also acts as a wedge or ramp under the pelvis of the person shifting on the stretcher, thus moving the person into the stretcher's surface.The effect of the pelvic airbag as a ramp, the resulting and also the increased form fit between person and deck element due to the angled legs, and / or the force exerted by the deck element on the person further increase the restraint of the person by means of the deck element in this phase of the accident.

[0019] This significantly improves the safety of the person lying down on the vehicle's reclining platform, while also increasing comfort.

[0020] According to the invention, at least one upper body airbag is provided in each of the two longitudinal side sections of the reclining device, corresponding to the upper body section. The upper body airbags are positioned in the same longitudinal position within the upper body section of the reclining device. The design of the upper body airbags offers the fundamental advantage that the upper body, including, for example, the person's arms, can remain uncovered by the cover element, which extends, for example, only from the base of the lower legs to the person's pelvis. This increases the person's comfort on the reclining device, as their mobility is largely preserved.Furthermore, positioning the airbags on the side of the sleeping platform, particularly compared to positioning them on or within a vehicle structure facing the sleeping platform (e.g., located above the sleeping platform), offers the advantage of providing the person with significantly more freedom of movement and ensuring short deployment times for the upper body airbags to fully inflate. Conversely, if the airbags were positioned on or within a vehicle structure facing the sleeping platform, a small distance to the structure would be necessary to ensure a small volume and thus a short deployment time, or to accept a longer deployment time, which would, however, minimize the person's safety.

[0021] According to the invention, the upper body airbags further comprise at least one main chamber and at least one secondary chamber, wherein the main chamber and the secondary chamber are connected via at least one overflow opening to allow fluid to pass through. In a further embodiment, particularly based on this, each secondary chamber is arranged on a main chamber such that, in the deployment state of the upper body airbag, it faces the lying surface. The secondary chamber preferably has a smaller volume than the main chamber and, in the deployment state, extends essentially over the entire width of the main chamber oriented longitudinally to the lying surface. Thus, the secondary chamber has a more elongated shape. By designing the upper body airbags with the two chambers, i.e., main and secondary chambers, a largely homogeneous encirclement of the person's upper body is achieved, resulting in high normal forces acting on the upper body.Restraint in the upper body area is achieved primarily through frictional forces, i.e., the friction between the upper body airbags and the person, as well as between the person and the lying surface.

[0022] Furthermore, upper body airbags can also be designed in such a way that, when deployed, they also provide head restraint, particularly via the main and / or secondary chamber. However, it would also be conceivable to have an additional chamber, for example a head chamber, attached to the main and / or secondary chamber for this purpose.

[0023] It is further advantageous if the upper body airbags, located in the two longitudinal side sections of the reclining device, are, at least temporarily, deployed from the side sections and extend at least partially across the lying surface of the upper body section, with the upper body airbags abutting each other at least partially. In the deployed state, the upper body airbags are preferably in a state of maximum deployment. This design efficiently contributes to ensuring that, in the event of an accident, the person is pressed or held in the direction of the reclining device over a large area, perpendicular to the lying surface, and in particular vertically. In the longitudinal direction of the reclining device, an additional objective can be to clamp the person's upper body using the two upper body airbags.

[0024] An embodiment of the invention is also advantageous if, in the deployment state, at least one of the upper body airbags is supported, at least partially, by at least one vehicle structure located in or facing the interior of the vehicle, particularly transversely to the longitudinal direction of the reclining device, which forms a support for the upper body airbag. By supporting the upper body airbags, the forces exerted on the person by the upper body airbags, especially normal forces, can be advantageously increased, thus also increasing the restraint forces and / or the restraint effect. The vehicle structures forming a support on a side of the upper body airbags facing the exterior of the vehicle can, for example, be doors and / or pillars, such as the A- and / or B-pillar, of the vehicle, e.g., a passenger car, or their trim panels.On an inner side of the upper body airbags, the vehicle structures include, for example, a center console or possible partitions to increase the privacy of the people in the vehicle.

[0025] A further advantageous embodiment of the invention lies in the fact that the cover element is connected to the lying device at at least two attachment points in at least one longitudinal side region, but preferably in both longitudinal side regions, via at least one connecting element at each attachment point. Further developing this embodiment, it is provided that at least one connecting element of the two attachment points located in or adjacent to the thigh and / or pelvic section is designed, at least in part, as a force limiter.Designing connecting elements as force limiters offers the advantage that, in an accident, it limits the force acting on the person via the cover element, particularly in the longitudinal direction of the lying surface, as they shift towards the point of impact, as well as the force acting on the person's knees through the cover element perpendicular to the longitudinal direction of the lying surface. A connecting element installed at a first connection point on each side can, for example, function not only as a force limiter but also as a tensioner for the cover element, while a connecting element installed at a second connection point on each side is designed solely as a force limiter. In a preferred embodiment with three connection points on each side, the connecting element at the third connection point would be designed simply as a fixed connector.In addition to these connecting elements, further connecting elements, designed as coupling elements, can be provided at each connection point in at least one longitudinal side area, but preferably in both longitudinal side areas, via which the cover element can be attached to and / or detached from the lying device, particularly by the person. It is conceivable that the coupling elements are designed as a buckle and / or a strap tongue.

[0026] It is also advantageous if the upper body section of the lying surface includes a zone with variable stiffness and / or hardness. On the one hand, this minimizes or even prevents the person's upper body from sinking into the lying surface, particularly in the event of an accident, and on the other hand, it allows for the creation of an additional force, if necessary, on the person's upper body. This results in a better fit of the upper body airbags and / or the cover element against the person.

[0027] Furthermore, it is advantageous if the zone of variable stiffness and / or hardness is designed using a stiffening device and / or a material with variable stiffness and / or hardness. If the stiffening device is designed as a stiffening airbag, this represents a structurally advantageous, simple design of the stiffening device, which is also consistent with the arrangement of other airbags such as the upper body airbags and the pelvic airbag, thus realizing a holistic concept. This enables, for example, uniform control and a simplified supply chain.

[0028] In a further, highly advantageous embodiment of the invention, the reclining device is movably arranged on a base frame, in particular a chassis and / or body, of the vehicle, especially a passenger car. For this purpose, the reclining device can be mounted in at least one guide, for example a linear guide such as a guide rail, which is arranged on the base frame. In this way, the mobility can be achieved in a structurally advantageous and simple manner. It is equally advantageous, both in the above sense and in general, if the reclining device and the base frame are coupled to or connected to each other via at least one energy absorption element, for example a damping element and / or deformation element.The combination of a movable stretcher and additional coupling via the energy absorption element advantageously prevents the vehicle accelerations and decelerations that occur, particularly in an accident, from acting entirely on the person on the stretcher. In the case of a frontal collision, the stretcher, along with the person, moves within its guide, due to inertia, preferably in the direction of impact, often in the direction of travel or forwards. During this movement, energy is dissipated or converted via the energy absorption element, reducing the momentum and / or force acting on the stretcher and thus on the person.

[0029] Furthermore, it is advantageous if a footrest, particularly one designed separately from the lying surface and movable relative to it, is arranged at one end of the lying surface. For this purpose, the footrest can be mounted in at least one guide, for example, a linear guide such as a guide rail, which is arranged on the lying surface. The footrest design significantly increases the safety of the person against slipping off the lying surface. Further developing this design, and also more generally, it is advantageous if the lying surface and footrest are coupled or connected to each other via at least one energy-absorbing element, for example, a damping element and / or deformation element.In this context, the combination of a movable footrest and its connection to the lying surface via the energy absorption element offers particular advantages. In a frontal collision, the person lying on the lying surface is shifted towards the point of impact, often in the direction of travel or forwards, due to inertia relative to the lying surface. This shift exerts a force on the footrest, causing it to move, especially within its guide. The energy absorption element dissipates or converts this energy during the shift, thus minimizing the risk of injury to the person. Furthermore, the footrest can be designed with padding on the side facing the lying surface and / or the person to prevent a sudden increase in force upon initial contact of the person's feet with the footrest.

[0030] In principle, it is also conceivable within the scope of the invention that the upper body airbags, the pelvic airbag, the zone, in particular the stiffening device designed as a stiffening airbag, e.g. with regard to pressure and / or volume, the energy absorption elements and / or the connecting elements, e.g. the force limiter and / or tensioner of the restraint blanket, are parameterized or are person-specific for different persons located on the lying device.

[0031] The invention allows for numerous embodiments. To further illustrate its basic principle, some of these are shown in the drawing and described below. This shows in Fig. 1 a restraint system with unactivated airbags; Fig. 2 a restraint system with deployed airbags; Fig. 3 a head view of a restraint device with upper body airbags in the deployment state; Fig. 4 A head view of a restraint device with upper body airbags supported against vehicle structures in the deployment state; Fig. 5a, Fig. 5b a restraint device with additional stiffening device.

[0032] The Fig. 1 and Fig. Figure 2 shows a further development of the restraint device 1 according to the invention for arrangement in a vehicle not shown in detail. The restraint device 1 serves to secure the person 3 lying on the reclining platform 2. For this purpose, the restraint device 1 has two upper body airbags 5 installed in the upper body section 4 of the reclining platform 2 and a pelvic airbag 9 arranged in a thigh and / or pelvic section 8 of the reclining platform 2. Specifically, one of the upper body airbags 5 is arranged in each of the two longitudinal side sections 12 of the reclining platform 2, and the pelvic airbag 9 is arranged centrally in the reclining platform 2.

[0033] Furthermore, the restraint device 1 features the flexible, pliable, and planar cover element 6, which is designed here as a restraint blanket. In the Fig. 1 and Fig. In the usage position 7 of the cover element 6 shown in section 2, the cover element 6 only covers part of the body surface of person 3 in order to enable person 3 to lie as comfortably as possible on the lying device 2.

[0034] In its operating position 7, the cover element 6 is also connected to the lying device 2 at three connection points 19.1, 19.2, 19.3 on each of its longitudinal side sections 12. The connection of the cover element 6 to the lying device 2 is specifically achieved via a single connecting element 20.1, 20.2, 20.3 at each connection point 19.1, 19.2, 19.3. The two connecting elements 20.1, 20.2, which are located in or adjacent to the thigh and / or pelvic section 8 at connection points 19.1, 19.2 and essentially enclose the pelvic area of ​​person 2, are at least partially designed as force limiters 21. Specifically, the first connecting element 20.1, located at the first attachment point 19.1 between the upper body airbag 5 and the pelvic airbag 9, is designed as a force limiter 21 and as a tensioner 29.The connecting element 20.2, located at the second connection point 19.2 between the pelvic airbag 9 and the foot end 30 of the lying device 2, is designed solely as a force limiter 21. In addition to the two connecting elements 20.1 and 20.2, a third connecting element 20.3 is also arranged at the connection point 19.3 located at the foot end 30 of the lying device 2. This third connecting element is designed as a fixed connector 31, in particular a closed hook or rivet.

[0035] The restraint device 1 further comprises the footrest 26, which is arranged at the end, here at the foot end 30, of the lying device 2 and is mounted so as to be displaceable relative to the lying device 2 via the guide 33. The lying device 2 and the footrest 26 are also coupled to each other via the energy absorption element 27, in this case a damping element. Furthermore, the footrest 26 has the padding 32 on its side facing the foot end 30 and / or the person 3.

[0036] The reclining device 2 itself is movable via the guide 34 on the base frame 24 of the vehicle not shown in detail, wherein the reclining device 2 and the base frame 24 are coupled to each other via the energy absorption element 25, which is also a damping element.

[0037] In the Fig. In the accident scenario described in section 2, the movable arrangement of the lying device 2 on the base frame 24, as well as the design of the energy absorption element 25 between the lying device 2 and the base frame 24, ensures that the vehicle accelerations and decelerations do not fully affect the person 3 lying on the lying device 2. For this purpose, the lying device 2, along with the person 3, moves relative to the base frame 24 in the direction of travel due to inertia in the guide 34 during a frontal impact, for example. This movement is in the Fig. 2 indicated by arrows P. During the movement, energy is dissipated or converted via the energy absorption element 25, and the momentum and / or force acting on the lying device 2 and thus on person 3 is reduced. Furthermore, due to inertia, person 3 is also displaced relative to the lying device 2. This displacement is also shown in the Fig. 2 is indicated by an arrow P. During the repositioning, person 3 exerts a force on the footrest 26, which in turn repositions itself within its guide 33. The energy absorption element 27 dissipates or converts energy during the repositioning, thus minimizing the risk of injury to person 3. The padding 32 also prevents a sudden increase in force upon initial contact of person 3's feet with the footrest 26.

[0038] In the accident scenario, the upper body airbags 5 and the pelvic airbag 9 are triggered simultaneously with or even before the onset of movement or displacement of the lying device 2 and person 3. At the same time, the cover element 6 is tightened via the first connecting element 20.1, which, as already explained, functions not only as a force limiter 21 but also as a tensioner 29. This tightening and the resulting large-area force distribution across the cover element 6 primarily push the person's pelvis towards the lying surface 10 of the lying device 2. The pelvic airbag 9 then secures the lying surface 10 of the lying device 2 in the manner described above. Fig. 2 shown trigger state 11 of the pelvic airbag 9, compared to the one in the Fig. 1 depicted rest state 28 of the pelvic airbag 9, at least partially projecting outwards and / or shaped in a raised form.

[0039] The pelvic airbag 9 serves, particularly in the early stages of an accident, to pivot the thighs of person 3 upwards, causing the knees to buckle when person 3 is moved relative to the lying surface 2 towards the footrest 26. This reduces the load on the legs and especially the knees of person 3, while also increasing the restraining effect of the cover element 6 due to the angled position of person 3's legs. A force limiter 21, designed as a second connecting element 20.2, acts to limit the force, thereby minimizing the risk of injury to person 3. In later stages of an accident, the pelvic airbag 9 also forms a wedge or ramp under the pelvis of person 3 as they move on the lying surface 2, thus moving person 3 into the cover element 6.The increased positive fit between person 3 and the cover element 6, resulting from the action of the pelvic airbag 9 as a ramp and also from the effect of the angled legs, and / or the force exerted by the cover element 6 on person 3, significantly increase the restraint of person 3 by the cover element 6 during this phase of the accident. In addition, the force limitation of the first connecting element 20.1, which is also designed as a force limiter 21, further minimizes the risk of injury to person 3.

[0040] The upper body airbags 5, which were also deployed and are located in the two longitudinal side areas 12 of the lying device 2, extend into their respective areas. Fig. 2 as well as the Fig. 3 and Fig. Figure 4 shows the deployment state 13, which extends from the side areas 12, section by section across the lying surface 10 of the upper body section 4, as shown again in a head-view view. The upper body airbags 5 each have a main chamber 14 and a secondary chamber 15, the main chamber 14 and the secondary chamber 15 being fluid-permeable via several, specifically three, overflow openings 16. Each secondary chamber 15 is also arranged on the main chamber 14 such that, in the deployment state 13 of the upper body airbag 5, it faces the lying surface 10. The secondary chambers 15 have a smaller volume than the main chambers 14 and extend almost across the entire width of the main chambers 14 oriented longitudinally in the lying position 2, thus having a more elongated shape.

[0041] The upper body airbags 5 are further designed via the secondary chambers 15 in such a way that they also take over the restraint of the head of person 3, as is particularly evident in the Fig. 2 explains.

[0042] The Fig. 3 and Fig. Figure 4 further illustrates in detail that the design of the upper body airbags 5 with the main chamber 14 and the secondary chamber 15 achieves a homogeneous encirclement of the upper body of person 3, whereby the upper body airbags 5 and the secondary chambers 15 are at least partially adjacent to each other and thus exert high normal forces F on the upper body of person 3.

[0043] The normal forces F on person 3 can be further increased by deploying the upper body airbags 5, as shown in the Fig. Figure 4 shows that, in the deployment state 13, the upper body airbags 5 are supported sectionally on at least one vehicle structure 18, which forms an abutment for the upper body airbag 5 and is located in the interior 17 of the vehicle and / or faces the interior 17 of the vehicle. In this embodiment, the vehicle structure 18 forming the abutment on the side of the upper body airbags 5 facing the outside of the vehicle is the door 35. On the inner side of the upper body airbags 5, the vehicle structure 18 comprises the center console 36.

[0044] The Fig. 5a and Fig.Figure 5b further shows a different embodiment of the restraint device 1, which, in addition to the cover element 6, the upper body airbags 5, and the pelvic airbag 9, also includes zone 22 with variable stiffness and / or hardness, formed in the upper body section 4 within the lying device 2. Zone 22 is formed by the stiffening device 23, which is itself a stiffening airbag. This minimizes the immersion of the upper body of person 3 into the lying device 2 and, at the same time, generates an additional normal force F on the upper body of person 3 from the rear. This results in improved contact between the upper body airbags 5 and the cover element 6 with person 3. Reference symbol list 1 restraint device 2 reclining facilities 3 Person 4 Upper body section 5 upper body airbags 6 Cover element 7. Operating position 8. Thigh and / or pelvic section 9 pelvic airbag 10 sleeping area 11. Trigger state 12-page area 13 Trigger state 14 Main Chamber 15 Side chamber 16 Overflow opening 17 Interior 18 Vehicle structure 19.1 Connection point 19.2 Connection point 19.3 Connection point 20.1 Connecting element 20.2 Connecting element 20.3 Connecting element 21 force limiters Zone 22 23 Stiffening device 24 Base frame 25 Energy absorption element 26 Footrest 27 Energy absorption element 28. Resting state 29 Penalty 30 foot-side end 31 fixed connectors 32 cushions 33 Leadership 34 Leadership 35 Door 36 Center console F Normal force P arrow

Claims

[1] Vehicle with a restraint device (1) for securing a person (3) located on a reclining platform (2) of the vehicle, wherein the restraint device (1) comprises at least one upper body airbag (5) installed in an upper body section (4) of the reclining platform (2) and a flexible, planar cover element (6) which, in a deployment position (7) of the cover element (6), covers part of the body surface of the person (3), and the restraint device (1) comprises a pelvic airbag (9) arranged in a thigh and / or pelvic section (8) of the reclining platform (2), over which a lying surface (10) of the reclining platform (2) is partially projecting outwards in a deployment state (11) of the pelvic airbag (9), and in addition, at least one upper body airbag (5) is provided in each of the two longitudinal side areas (12) of the reclining platform (2), characterized by, that at least one of the upper body airbags (5) has at least one main chamber (14) and at least one secondary chamber (15), wherein the main chamber (14) and secondary chamber (15) are connected via at least one overflow opening (16) in a fluid-permeable manner and each secondary chamber (15) is arranged on a main chamber (14) such that in the activation state (13) of the upper body airbag (5) it is shaped to face the lying surface (10). [2] Vehicle according to claim 1, characterized by , that upper body airbags (5) installed in the two longitudinal side areas (12) of the lying device (2) extend, in their activation state (13), from the side areas (12), at least sectionally across the lying surface (10) of the upper body section (4), wherein the upper body airbags (5) are at least sectionally adjacent to each other. [3] Vehicle according to claim 1 or 2, characterized by, that at least one of the upper body airbags (5) in the deployment state (13) is supported at least partially on at least one vehicle structure (18) which forms a support for the upper body airbag (5) and is located in the interior (17) of the vehicle and / or faces the interior (17) of the vehicle. [4] Vehicle according to at least one of the preceding claims, characterized by , that the cover element (6) is connected to the lying device (2) in at least one longitudinal side area (12) of the lying device (2) at at least two connection points (19.1, 19.2, 19.3) via at least one connecting element (20.1, 20.2, 20.3) per connection point (19.1, 19.2, 19.3), wherein one of the connecting elements (20.1, 20.2, 20.3) of the connection points (19.1, 19.2, 19.3) located in or adjacent to the thigh and / or pelvic section (8) is designed at least partially as a force limiter (21). [5] Vehicle according to at least one of the preceding claims, characterized by , that in the upper body section (4) within the lying device (2) a zone (22) with variable stiffness and / or hardness is formed. [6] Vehicle according to claim 5, characterized by , that the zone (22) of variable stiffness and / or hardness is formed by a stiffening device (23) and / or a material with variable stiffness and / or hardness. [7] vehicle according to at least one of the preceding claims, characterized by , that the lying device (2) is movably arranged on a base frame (24) of the vehicle, wherein the lying device (2) and the base frame (24) are also coupled to each other via at least one energy absorption element (25). [8] Vehicle according to at least one of the preceding claims, characterized by, that a footrest (26) which can be moved relative to the lying device (2) is arranged at the end of the lying device (2), wherein the lying device (2) and the footrest (26) are also coupled to each other via at least one energy absorption element (27).

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