DE102004003718A1 - Method and device for triggering an occupant protection system - Google Patents

Abstract

The invention relates to a method for triggering an occupant protection system of a vehicle, in particular a passenger vehicle, in which at least one accident-relevant sensor signal generated by at least one sensor is used as a working signal or converted into a working signal and the working signal is compared with a threshold value and upon reaching and / or exceeding the threshold, the occupant protection system is triggered. In this case, the threshold value is changed as a function of at least one highly dynamic, obstacle-specific and / or crash course-dependent feature and / or the work signal is weighted as a function of the at least one highly dynamic, obstacle-specific and / or crash course-dependent feature. According to the invention, the threshold value is additionally changed as a function of at least one low-dynamic, vehicle-specific feature and / or at least one static, vehicle-specific feature and / or the work signal is weighted as a function of the at least one low-dynamic, vehicle-specific feature and / or the at least one static, vehicle-specific feature. DOLLAR A Furthermore, the invention relates to a control device (50) for triggering an occupant protection system of a vehicle in the event of an accident, in particular for carrying out the method according to the invention.

Description

The The invention relates to a method for triggering an occupant protection system a vehicle, in particular a passenger vehicle, in the case an accident. Furthermore, the invention relates to a control device to trigger an occupant protection system of a vehicle in the event of an accident.

Motor vehicles such as passenger cars, buses, trucks and the like are increasingly being used today Variety of occupant protection systems equipped. While some Protective systems, such as shock absorbing vehicle frame designs, permanently available stand, other occupant protection systems only in an accident triggered or activated.

To the triggerable Occupant protection systems count For example, belt tensioners, airbags or rollover protection systems. At a Accident of the vehicle, for example a collision (crash) with another vehicle or a different obstacle or a rollover of the vehicle, the occupant protection system by a trigger signal, generated by one or more sensors or by a trigger control unit was triggered and unfolds only when triggered State its protective effect for the occupants of the vehicle.

From central to a vehicle occupants reliable protective Mode of action of the occupant protection system is the triggering moment of the occupant protection system. This is not just a fundamental triggering of the Protective device at a time to understand, but triggering the Protection device as possible optimal time at which the protection system has its maximum protective effect unfolded. One millisecond accurate trigger or activation time of the protection system is for this crucial.

Around the triggering or Activation time for to optimize such occupant protection systems were in tripping units implemented triggering algorithms developed in such a way that for the determination the triggering time the accident or crash course and also the obstacle to be considered. In case of accident or crash course, for example, in front, Lateral, oblique or rear-end crash or in a high-speed or low-speed crash or a roll over of the vehicle over the vehicle longitudinal axis or the vehicle lateral axis. When there are obstacles between an opponent car or a motorcycle as moving Obstacles or stationary obstacles, such as a Tree, differences.

Usually be this for Each type of vehicle a variety of crash tests and theoretical Simulations performed and from this a set of parameters adapted to this type of vehicle which then implements the triggering algorithm implemented in the trip unit is given. The implementation The crash tests and the theoretical simulations are done on Basis of a reference vehicle, which should be included as representative, averaged state of the vehicle type.

Around then the different accident scenarios in the triggering algorithms to be able to depict and one for generate each accident scenario individual trigger time, becomes common in the tripping algorithms known in the art a variable triggering threshold used. For this purpose, a trigger threshold value is at the time of the accident the triggering threshold determined. A sensor signal, for example an acceleration signal an acceleration sensor, with the respectively determined trigger threshold compared and when exceeded the trigger threshold value then becomes a trigger signal to trigger generated by the occupant protection system. Alternatively or in addition to a variation of the tripping threshold can also a working signal corresponding to the respective accident course varied or weighted. The working signal, for example obtained by integration of the sensor signal.

Such an accident-specific adaptation of the tripping thresholds is for example from the EP 0 458796 B2 known. Here, the threshold value is changed as a function of one or more state variables of the vehicle derived from the crash process.

Also from the DE 38 16 588 A1 a device for triggering an occupant protection device is known. Here, the signals from at least two acceleration sensors, the sensitivity axes of which are aligned differently, are evaluated via an evaluation circuit and fed to a triggering circuit, by means of which a trigger signal for triggering the occupant protection device is then generated. In order to be able to take account of different accident situations and to be able to adapt the threshold values used in the evaluation circuit accident-specifically, evaluation circuits with different threshold values are additionally provided here. The evaluation circuits are connected via data lines with the evaluation circuit.

Furthermore, in the DE 198 17 334 C1 proposed to adjust the triggering threshold for triggering occupant protection devices in addition to the signal of a pre-crash sensor, by means of which the change of a relative speed and / or a relative distance of objects within a predetermined proximity of the vehicle environment is measured to use an impact sensor and reduce the tripping threshold accordingly only in the case of a pre-crash signal and an impact signal.

however could despite all known in the art measures to optimize the triggering time of occupant protection systems not optimal in all driving situations Results regarding the triggering time the occupant protection systems are achieved.

Of the Invention is therefore the object of a method for triggering a Occupant protection system of a vehicle to provide that in comparison to methods known from the prior art, a time optimized triggering of Occupant protection system allows. In particular, the method is intended for a variety of accident situations a trigger the occupant protection system at a maximum possible triggering time enable. Furthermore, it is an object of the invention to provide an improved control device for Trigger an occupant protection system of a vehicle available put.

These The object is achieved by the Process according to Claim 1, the control device according to claim 13 and the occupant protection and triggering system according to claim 17 solved. Further advantageous embodiments of the invention can be found in the dependent claims.

Around for one Variety of accident situations triggering an occupant protection system to one each as possible optimal triggering time to ensure, provides the method according to the invention, that short at least one accident-relevant sensor signal before or at the time of the accident is generated by at least one sensor. This sensor signal is subsequently used either directly as a working signal or converted into a working signal. Usually, the sensor signal here at least analog-digital converted to digital afterwards be further processed. In a further method step, the working signal is subjected to a threshold value compared and when reaching and / or exceeding the threshold the occupant protection system is triggered. To consider accident-specific Factors influencing the threshold value in a correction step dependent on of at least one highly dynamic, obstacle-specific feature and / or highly dynamic, crash course dependent feature changed and / or the working signal in dependence the at least one highly dynamic, obstacle-specific feature and / or the at least one highly dynamic, crash course-dependent feature weighted. According to the invention sees the method further provides that the Threshold in addition dependence of at least one low dynamic, vehicle specific feature and / or at least one static, vehicle-specific feature changed is and / or the working signal in dependence of the at least one low-dynamic, vehicle-specific feature and / or at least a static, vehicle-specific feature is weighted.

The Method is particularly suitable for controlling the tripping process and for generating a trigger signal for a or more occupant protection systems arranged in a passenger vehicle, for example a belt tensioner and / or for one or more airbags and / or for a rollover protection system and / or for one Kneepad and / or for an active headrest and / or for a belt force limiter and / or for an anti-submarining seat and the same.

The inventive method is based on the knowledge that not only obstacle-specific and / or crash course-dependent features, which represent highly dynamic characteristics, essential for the accident process and thus determine the optimal triggering time, but in addition also low-dynamic, vehicle-specific characteristics and / or static, vehicle-specific characteristics in determining the threshold value and / or of the working signal are.

'Highly dynamic' means that the feature is determinable only at the time of the accident. Point of time of the accident covers the period of the actual accident or crash as well as the accident development period. Thus, for example, the obstacle involved in the accident already a period before determine the actual accident and in determining the threshold or the weighting of the working signal.

By contrast, 'low dynamic' means that this Feature also independent given by the accident and is determinable. A low-dynamic characteristic thus does not arise only at the time of the concrete accident or the accident initiation. However, it affects the accident process.

A 'static vehicle specific feature' is one such feature that is vehicle specific over a longer period of time, for example an entire journey, permanent and immutable, but only to the specific vehicle and not the vehicle type is assigned. A static vehicle-specific feature is thus not taken into account in the test vehicle-specific parameters for changing the threshold values and / or the weighting of the operating signals.

By the individual consideration according to the invention one or more low-dynamic and static characteristics to change the Threshold values and / or the weighting of the operating signals can be the triggering time of occupant protection systems for a variety of accident situations compared to those from the Clearly improve the state of the art known methods. This ultimately leads to a much improved protection of the occupants in case of Accident.

Preferably be a highly dynamic, crash course dependent features a frontal crash or a side crash or an oblique crash or a rear-end crash or combinations thereof and / or a high-speed crash or a low-speed crash and / or rolling over the vehicle longitudinal axis or a roll over of the vehicle over distinguished the vehicle transverse axis.

When highly dynamic, obstacle-specific features are preferred distinguished obstacles from stationary obstacles. Under The moving obstacles is also useful between an enemy car or an opposing motorcycle. Under The still obstacles is additionally expedient between a tree or a wall. Preferably, here Furthermore, a degree of coverage of the obstacle.

The Determination of the highly dynamic, crash-course-dependent characteristics as well as the highly dynamic, obstacle-specific features is preferably based on at least one sensor signal. Preferably, the determination takes place the highly dynamic, crash course-dependent features and the highly dynamic, obstacle-specific Features based on the at least one for working signal formation used accident-relevant sensor signal.

Usually is the accident-relevant sensor signal at least one acceleration signal at least one acceleration sensor and / or a pre-crash signal of a Distance sensor and / or a crash signal of a crash sensor. Preferably become the acceleration signals of two acceleration sensors used with differently oriented sensitivity axes.

In a preferred embodiment this is at least one considered in the method according to the invention low-dynamic, vehicle-specific feature and / or static, vehicle-specific feature a current vehicle weight and / or a current vehicle center of gravity and / or a feature for determination the current vehicle weight and / or a feature for determination of the current vehicle center of gravity. It was recognized that in particular the current vehicle weight as well as the current vehicle center of gravity significantly determine the course of the accident. Already small deviations between the current vehicle weight and that for parameter determination used reference weight can to significant deviations of the real vehicle behavior in comparison lead to the behavior of a reference vehicle, with those for the modification of the Used thresholds and / or the weighting of the working signals Parameter usually for the reference vehicle are determined.

It turned out that himself the method according to the invention in particular for triggering an occupant protection system in a vehicle rollover triggered such as a rollover protection system or one or more airbags triggered in a rollover, suitable. This is due to that yourself especially the vehicle behavior in rollover very much in dependence of the actual Vehicle weight changed. For example, with a full tank, the entire center of gravity shifts down, which clearly indicates the tendency to overturn the vehicle is reduced. So there are driving situations at a near empty tank to a rollover lead the vehicle would However, the vehicle does not overturn in a full tank. Especially in a rollover protection system let yourself thus with the help of the method according to the invention by the consideration the current vehicle weight and / or the current vehicle center of gravity the triggering time significantly improve, resulting in an increased and improved protection of the rollover protection system in case of an accident.

Appropriately considered as a low-dynamic, vehicle-specific feature for changing the threshold value and / or the weighting of the working signal, a tank contents of the vehicle, the tank contents either directly into the calculation of the threshold value and / or the weight of the working signal flows or initially from this, the current vehicle weight and / or the current vehicle center of gravity is determined and only then the calculation of the thresholds value and / or the weighting of the working signal takes place.

Further is used as a low-dynamic vehicle-specific feature change the threshold value and / or the weighting of the working signal appropriately Occupied occupancy state of the passenger compartment, wherein the occupancy state of the passenger compartment interior either directly into the calculation of the threshold value and / or the weighting of the working signal or first from this, the current vehicle weight and / or the current vehicle center of gravity is determined and only then the calculation of the threshold value and / or the weighting of the working signal takes place.

Farther is used as a low-dynamic vehicle-specific feature change the threshold value and / or the weighting of the working signal appropriately Charging state of the vehicle trunk taken into account, the loading state of the vehicle luggage compartment, either directly in the calculation of the Threshold value and / or the weighting of the working signal flows or first from this, the current vehicle weight and / or the current vehicle center of gravity is determined and only then the calculation of the threshold value and / or the weighting of the working signal takes place.

Preferably is used to determine the at least one low-dynamic, vehicle-specific Feature at least one measured value and / or at least one state parameter via a networked communication supplied to the inventive method. The Networked communication includes at least one other vehicle control system and / or another vehicle sensor.

alternative this will be at least a low-dynamic, vehicle-specific feature preferably over a networked communication from at least one other vehicle control system and / or read another vehicle sensor. In particular passenger vehicles nowadays often already have sufficiently networked ECU architectures who achieved such through networked communication information exchange in a simple way.

So For example, the tank contents of the vehicle may be from a fuel gauge signal the fuel gauge and networked communication inventive method to be provided. The occupancy state of the passenger compartment interior can by a seat occupancy recognition or alternatively by a Buckle condition detection or alternatively by an axle load sensor, the for controlling the vehicle damping or the light width regulation, determined and by networked Communication of the method according to the invention to be provided.

Advantageous is the determination of at least one low-dynamic, vehicle-specific Feature cyclically during an operation of the vehicle made. Will now during the Operation of the vehicle generates an accident-relevant sensor signal, This is the current low-dynamic, vehicle-specific at this time Characteristic of change the threshold value and / or the weighting of the labor value already and is therefore not to be determined at this time.

Of Further becomes a change the threshold and / or the weighting of the working signal expedient one Engine variant of the vehicle type as a static, vehicle-specific feature considered.

Advantageous this becomes at least a static, vehicle-specific feature specified in an initialization step of the method the method or determined here. This is preferably done at a start of the vehicle.

The consideration static, vehicle-specific feature according to the inventive method thus differs significantly from those of the prior art known procedures for considering vehicle type specific Characteristics. Vehicle type specific features are usually in the crash tests and simulations determined implicitly and are therefore not individually changeable. It turned out, however out that particular Deviations of the respective vehicle from that for parameter determination used reference vehicle are for Deviations of the real tripping behavior of occupant protection systems to a desired, optimal triggering behavior. By the inventive consideration static, vehicle-specific features, preferably by means of an initialization of the calculation method, can be the inventive method in a simple way to customize the particular vehicle. this leads to to a significantly improved tripping behavior of the driven Occupant protection systems.

In a further aspect, the invention provides a control device for triggering an occupant protection system of a vehicle in the event of an accident of the vehicle. The tripping control device according to the invention comprises at least one input channel for receiving at least one accident-relevant sensor signal, a conversion means for converting the accident-relevant sensor signal into a working signal, a memory for storing a predetermined threshold value, a calculation means for changing the threshold value as a function of at least one highly dynamic, obstacle-specific feature and / or at least one highly dynamic, crash course-dependent feature and / or for weighting the working signal in dependence on the at least one highly dynamic, obstacle-specific feature and / or the at least one highly dynamic, crash course dependent feature, a calculation means for comparing the working signal with the threshold, and at least one output channel for outputting a control signal for triggering the occupant protection system as soon as the working signal reaches the threshold value reaches and / or exceeds. According to the invention, the control device further comprises a calculation means for changing the threshold value as a function of at least one low-dynamic, vehicle-specific feature and / or at least one static, vehicle-specific feature and / or for weighting the work signal as a function of the at least one low-dynamic, vehicle-specific feature and / or at least a static, vehicle-specific feature.

The Control device according to the invention is particularly suitable for carrying out the method according to the invention.

Of the Input channel for receiving the at least one accident-relevant Control signal can also be used as a communication link, for example as Data line to be executed for communication with another controller. Likewise, the at least one output channel for outputting a Control signal to be executed as a communication connection to another controller.

Advantageous can the trigger control device also as a subsystem of a networked communication structure for Communication of a variety of control devices and / or sensors and / or actuators accomplished be.

Appropriately includes the control device according to the invention Furthermore, at least one input channel for receiving at least one measured value signal and / or a state value signal for determining the current vehicle state, in particular the vehicle weight.

Advantageous The control device further comprises at least one interface for integration into a networked communication structure.

In In another aspect, the invention provides occupant protection and passenger protection release system to disposal, the at least one sensor for generating an accident-relevant Sensor signal, further an active occupant protection system, in the event of an accident is, as well as a control device according to the invention to trigger of the occupant protection system.

Farther The occupant protection and trigger system expediently comprises at least another sensor for measuring the current vehicle weight, preferably a fuel gauge sensor and / or a seat occupancy sensor and / or a spring-damping sensor.

Advantageous is the sensor for generating an accident-relevant sensor signal at least one acceleration sensor and / or a pre-crash sensor and / or an impact sensor. In most cases it will a combination of multiple sensors to be preferred to get out of this reliable to be able to determine whether an accident of the vehicle starts or is given.

The In the following, the invention will be related to exemplary embodiments closer with the drawings explained. Show it:

1 the structure of an inventively designed occupant protection and release system in a schematic representation; and

2 in a flowchart an embodiment of the inventive method for triggering an occupant protection system of a vehicle.

In the figures are only for the understanding the invention essential elements and components shown.

Same or equivalent components are largely denoted by the same reference numerals Mistake.

1 schematically shows the structure of an inventively designed occupant protection and release system 1 ,

This in 1 illustrated occupant protection and triggering system 1 is in a passenger vehicle 10 arranged. The occupant protection and trigger system 1 includes at least one in the vehicle 10 arranged occupant protection system, here an airbag 20 which is integrated in the steering wheel. The occupant protection system may also include a plurality of airbags and / or one or more belt tensioners and / or a rollover protection system. The occupant protection system should in case of an accident too exactly at the time it unfolds its maximum protective effect for the occupants.

Furthermore, this includes in 1 illustrated occupant protection and triggering system 1 a plurality of sensors arranged in the vehicle for generating at least one accident-relevant sensor signal, namely two acceleration sensors 30a and 30b with differently oriented sensitivity axes as well as additionally several impact sensors 30c , which are arranged distributed at the front of the vehicle. (In 1 is just a crash sensor 30c Such an arrangement and use of sensors for generating an accident-relevant sensor signal is for example from DE 198 17 334 C1 known. The sensors 30a . 30b . 30c are via data lines with an inventively designed control device 50 for triggering the occupant protection system, here the airbag 20 , connected. Is the vehicle 10 Now, for example, involved in a rear-end collision, so are both of the acceleration sensors 30a and 30b as well as from the impact sensors 30c Accident-relevant signals generated and sent to the control device 50 Posted.

The control device shown here 50 includes in addition to input channels for receiving the signals of the sensors 30a . 30b . 30c a conversion means for converting the sensor signals into a working signal. The conversion means can be, for example, an analog-to-digital converter with a downstream evaluation circuit for evaluating whether it is an accident-relevant signal. Furthermore, a control device predetermined threshold value is stored in a memory element of the control device. Usually, the threshold value is not given as a single value, but in the form of a parameter set determined by tests and simulations, and by means of the sensor signal values enables a threshold value calculation.

The trigger control device 50 further comprises a calculation means for changing the threshold value as a function of at least one highly dynamic, obstacle-specific feature and / or at least one highly dynamic, crash course-dependent feature. The highly dynamic obstacle-specific and / or crash course-dependent features are described in FIG 1 illustrated embodiment of the signals of the acceleration sensors 30a and 30b as well as the impact sensors 30c won. As a crash course dependent features is distinguished by evaluation of the sensor signals here, whether it is the accident is a front or side or oblique or rear crash and whether it is a high-speed or a low-speed crash.

According to the invention, the trip control device comprises 50 Furthermore, a calculation means for changing the threshold in dependence on at least one low-dynamic, vehicle-specific feature and / or at least one static, vehicle-specific feature. For detecting and determining the low - dynamic, vehicle - specific characteristics to be considered in the threshold value calculation, 1 four more input channels of the trip control device 50 each via data lines, each with a seat detection sensor 40a . 40b connected, by means of which the number of vehicle occupants is determined. (In 1 are only two seat detection sensors 40a and 40b shown). Another input channel is a tank sensor sensor 40c connected to determine the tank level. These low-dynamic, vehicle-specific features are cyclically during operation of the vehicle, for example, in a time interval of 5 minutes, from the control device 50 queried and determined from this the current vehicle weight and the current vehicle center of gravity. The current vehicle weight determined in this way and the current vehicle center of gravity in turn are taken into account in the determination of the threshold value which is carried out as soon as an accident-relevant sensor signal has been generated. Since the threshold value is usually determined accident-specifically immediately before or at the time of the accident, a change or adaptation of the threshold value due to the low-dynamic, vehicle-specific features and / or static, vehicle-specific characteristics expediently takes place together with the change or adaptation of the threshold value as a function of at least one highly dynamic, obstacle-specific feature and / or the at least one highly dynamic, crash course-dependent feature. This change or adaptation of the threshold value preferably takes place implicitly by calculating the threshold value on the basis of a suitable parameter set, wherein the at least one low-dynamic, vehicle-specific feature and the at least one highly dynamic, obstacle-specific feature and / or the at least one highly dynamic, crash course-dependent feature represent input variables and additionally expedient that at least one static, vehicle-specific feature is specified in an initialization step.

Furthermore, the trigger control device comprises 50 a calculating means for comparing the working signal with the threshold value, and an output channel for outputting a control signal for triggering the airbag 20 as soon as the working signal reaches and / or exceeds the threshold. The output channel is in turn via a data line with the airbag 20 connected.

In many applications is no separate determination of the low-dynamic, vehicle-specific Characteristics and / or static, vehicle-specific characteristics be necessary, as these are already from another control unit of the vehicle have been identified or otherwise already available and have been networked vehicle communication can be queried. So For example, the vehicle weight may be taken directly from the measured values be determined by axle load sensors. The necessary axle load sensors are already available in many vehicles today, around on the basis of this determined vehicle weight to regulate the headlight range automatically and / or the suspension damping to regulate automatically.

In 2 is shown in a flowchart an embodiment of the inventive method for triggering an occupant protection system of a passenger vehicle.

As accident-relevant signals are here in process step 110 the signals of two acceleration sensors arranged in the vehicle as well as a plurality of impact sensors arranged in the vehicle (in FIG 2 only one impact sensor is shown) measured and in process step 130 converted into at least one working signal. Alternatively, the sensor signals can also be used directly as working signals.

Parallel to this, the signals of the acceleration sensors as well as the impact sensors as a highly dynamic, obstacle-specific and / or highly dynamic, crash course-dependent features in addition to a threshold value determination 140 fed. The determination of a threshold value in process step 140 takes place on the basis of a parameter set defined empirically and / or by simulations and taking into account the respective highly dynamic, obstacle-specific and / or highly dynamic, crash course-dependent features.

The Determination of the threshold value depending on the respective highly dynamic, Obstacle-specific and / or highly dynamic, crash course-dependent features is used to the threshold obstacle-specific and / or crash course dependent change or adapt. Alternatively or additionally, the working signal could also dependent on at least one highly dynamic, obstacle-specific and / or crash course-dependent feature be weighted.

In addition, the threshold value is in process step 140 According to the invention, as a function of at least one low-dynamic, vehicle-specific feature and / or at least one static, vehicle-specific feature changed. Alternatively, the threshold value and / or the working signal could also be weighted as a function of the at least one low-dynamic, vehicle-specific feature and / or the at least one static, vehicle-specific feature. In the in 2 illustrated embodiment is in process step 120 as a low-dynamic, vehicle-specific feature determines the current vehicle weight via a measurement of the occupancy of the seats and the tank level. Alternatively, the vehicle weight can also be determined via axle load sensors.

In order to determine the threshold in process step 140 each starting from a current value of the low dynamic, vehicle-specific feature, the determination of the low-dynamic, vehicle-specific feature during vehicle operation is cyclically repeated at a distance of 3 minutes.

The in process step 130 determined working signal is in process step 150 with the in process step 140 determined threshold. When the working signal reaches and / or exceeds the respective current threshold value, a signal for triggering the occupant protection system is generated.

at the method according to the invention to trigger an occupant protection system of a vehicle thus not only highly dynamic, accident-specific influencing factors in the determination the triggering time of the occupant protection system but also low-dynamic influencing factors considered. Since these low-dynamic influencing factors, and here in particular the current vehicle weight, the behavior of the vehicle in case of a Often considerably influence accidents, is by means of the method according to the invention the triggering time the occupant protection system significantly optimized and the protective effect for the occupants considerably increased.

1

occupant protection and triggering system

10

vehicle

20

air bag

30a, 30b, 30c

sensors for measuring highly dynamic, accident-relevant parameters

40a, 40b, 40c

sensors for measuring low dynamic quantities

50

control to trigger an occupant protection system

110-160

steps of the method according to the invention

Claims (19)

A method for triggering an occupant protection system of a vehicle, in particular a passenger vehicle, in which at least one accident-relevant sensor signal generated by at least one sensor is used as a working signal or converted into a working signal, and the working signal is compared with a threshold value, and at Achieving and / or exceeding the threshold, the occupant protection system is triggered, the threshold is changed depending on at least one highly dynamic, obstacle-specific feature and / or at least one highly dynamic, crash course dependent feature and / or the working signal in response to at least one highly dynamic, obstacle-specific feature and / or at least one highly dynamic, crash course dependent feature is weighted, characterized in that the threshold additionally in dependence on at least one low-dynamic, vehicle-specific Merkma l and / or at least one static, vehicle-specific feature is changed and / or the work signal is weighted depending on the at least one low-dynamic, vehicle-specific feature and / or the at least one static, vehicle-specific feature. Method according to claim 1, characterized in that that this at least one low-dynamic, vehicle-specific feature that current vehicle weight or that is at least a low-dynamic, vehicle-specific feature and / or the at least one static, vehicle-specific feature a feature for determining the current Vehicle weight is. Method according to one of the preceding claims, characterized characterized in that at least one low-dynamic, vehicle-specific feature of current vehicle center of gravity or that is at least a low-dynamic, vehicle-specific feature and / or the at least one static, vehicle-specific feature a feature for determining the current Vehicle emphasis is. Method according to one of the preceding claims, characterized characterized in that at least one low-dynamic, vehicle-specific feature Tank contents is. Method according to one of the preceding claims, characterized characterized in that at least one low-dynamic, vehicle-specific feature Occupancy state of the passenger compartment interior is. Method according to one of the preceding claims, characterized characterized in that at least one low-dynamic, vehicle-specific feature Loading state of the vehicle trunk is. Method according to one of the preceding claims, characterized characterized in that at least one static, vehicle-specific feature an engine variant of the vehicle type. Method according to one of the preceding claims, characterized characterized in that at least one low-dynamic, vehicle-specific feature cyclically while an operation of the vehicle is determined. Method according to one of the preceding claims, characterized characterized in that at least one static, vehicle-specific feature in one Initialization step of the method, preferably at startup of the vehicle, predetermined or determined. Method according to one of the preceding claims, characterized characterized in that Determination of at least one low-dynamic, vehicle-specific Feature at least one measured value and / or at least one state parameter via a networked communication, which is at least another vehicle control system and / or another vehicle sensor, is supplied or the at least one low-dynamic, vehicle-specific feature over a networked communication from at least one other vehicle control system and / or another vehicle sensor is read out. Method according to one of the preceding claims, characterized characterized in that as accident-relevant sensor signal at least one acceleration signal and / or a pre-crash signal and / or a crash signal becomes. Method according to one of the preceding claims, characterized characterized in that Occupant protection system a belt tensioner and / or an airbag and / or a rollover system and / or a knee pad and / or an active headrest and / or a belt force limiter and / or an anti-submarining seat. Control device ( 50 ) for triggering an occupant protection system of a vehicle, in particular for carrying out the method according to one of the preceding claims, comprising an input channel for receiving at least one accident-relevant sensor signal, conversion means for converting the accident-relevant sensor signal into a working signal, a calculation means for changing a threshold value as a function of at least one highly dynamic, obstacle-specific feature and / or at least one highly dynamic, crash course-dependent feature and / or weighting of the work signal as a function of the at least one highly dynamic, obstacle-specific feature and / or the at least one highly dynamic, crash course-dependent feature, a calculation means for comparing the Operating signal with the threshold, and an output channel for outputting a control signal for triggering the occupant protection system when the working signal reaches the threshold and / or over characterized in that the control device further comprises a calculating means for changing the threshold value as a function of at least one low-dynamic, vehicle-specific feature and / or at least one static, vehicle-specific feature and / or weighting of the working signal as a function of the at least one low-dynamic, vehicle-specific feature and / or the at least one static, vehicle-specific feature. Control device ( 50 ) according to claim 13, characterized in that it further comprises a memory for storing a predetermined threshold value or a parameter set for determining a threshold value. Control device ( 50 ) according to one of claims 13 or 14, characterized in that it further comprises at least one input channel for receiving at least one measured value signal and / or one state value signal for determining the current vehicle weight. Control device ( 50 ) according to one of claims 13 to 15, characterized in that the control device further comprises at least one interface for integration in a networked communication structure. Occupant protection and triggering system ( 1 ) comprising at least one sensor ( 30a . 30b . 30c ) for generating an accident-relevant sensor signal, an occupant protection system ( 20 ), which is triggered in an accident, and a control device ( 50 ) according to one of claims 13 to 16 for triggering the occupant protection system ( 20 ). Occupant protection and triggering system ( 1 ) according to claim 17, characterized in that it further comprises at least one further sensor ( 40a . 40b . 40c ) for measuring a vehicle weight-relevant measured value, preferably a fuel gauge sensor and / or a seat occupancy sensor and / or a spring-damping sensor. Occupant protection and triggering system ( 1 ) according to one of claims 17 or 18, characterized in that the sensor for generating an accident-relevant sensor signal is at least one acceleration sensor and / or a pre-crash sensor and / or an impact sensor.