DE19821134B4 - Safety device for catapulting the crew of a motorized two-wheeled vehicle before colliding with an obstacle - Google Patents

Abstract

Safety device for catapulting the crew of a motorized two-wheeled vehicle with
Distance sensor (15) mounted in the headlight area, which continuously scan the front of the two-wheeled vehicle for objects measuring objects and determining their relative speed to the bicycle;
An acceleration sensor (9) for detecting the impact deceleration moments of the two-wheeled vehicle,
A speed sensor (7) for detecting the speed of the two-wheeled vehicle,
Seat occupancy sensors (4, 5) for detecting the weight of the person sitting on the respective vehicle seat (21, 22) of the two-wheeled vehicle,
A tilt angle sensor (8) for detecting the slope or inclination of the roadway,
- under the vehicle seat (21, 22) arranged gas generators (16; 27),
- A gas generator arranged in front of the driver (6) and
- One with the sensors (4, 5, 8, 9, 15) and the gas generators (6, 16) connected to the central control unit (3), which in accordance with the of the sensors (4, 5, 8, 9, 15) supplied Sensor signals the gas generators (6, 16, 27) in such a way ...

Description

The The invention relates to a safety device for way catapults the crew of a motorized two-wheeled vehicle according to claim 1.

The Crews of (motorized) two-wheeled vehicles have collisions Unfortunately, with multi-lane motor vehicles the disadvantage that they are not also in the interior of a car with a body with crumple zones sit by means of active / passive security systems like airbag; Belt tensioners, etc. a protection against bodily injury in a Grant accident could.

at such accidents also useful the most sophisticated fall technique nothing, since these persons mostly against the body of the collided vehicles thrown or thrown become.

From the DE 38 014 62 C1 a safety device on motorcycles is known, which raises the impact of a motorcycle on an obstacle by an airbag a vehicle seat with a motorcyclist, so that it is flung with reduced risk of injury on the obstacle. Specifically, an impact sensor is provided, which is signal-connected via a line with a control unit. Depending on this, a gas generator is ignited by the control unit via a supply line, so that the space is filled with gas at high pressure via an access opening. Furthermore, the vertically movable, resilient mounting of the wheels on the motorcycle frame is advantageously used by an arranged between the wheel and frame piston-cylinder unit is filled in a collision with gas under pressure. This raises the frame and thus the vehicle seat with the motorcyclist in the vertical direction. The safety device known therefrom is therefore based on the idea of starting the accident-related trajectory of the motorcyclist with an enlarged angle and from a higher starting position.

Furthermore, from the DE 36 37 165 A1 a method and a device for preventing collisions, in particular for motor vehicles, known in road traffic, in which a system integrated in the motor vehicle is provided which registers dangerous situations, in particular the risk of collision, independently of the driver and triggers countermeasures. In detail, situation, vehicle and environmental parameters are detected with the aid of suitable sensor systems, the parameters are evaluated in an evaluation unit and adapted to the determined degree of danger of the situation, alarm levels are triggered and suitable countermeasures are initiated. In this case, the device has an arithmetic unit which is in communication with the central evaluation unit and has means for warning drivers and follow-up traffic as well as means (ABS) for the gradual initiation of a braking operation and occasionally also means for activating additional safety devices such as airbags, extending the bumper, tightening the seat belts etc. is in functional communication via control lines of the motor vehicle. Furthermore, at least two infrared (IR) directional emitters as transmitting units and at least two IR echo signal receivers as receiving units and as additional sensors at least two, image lenses having, high-sensitivity black and white semiconductor cameras provided in stereoscopic view at the front of the monitored motor vehicle which are connected via signal lines with a Bildauswert- or image processing computer. Finally, a device for automatic tracking of the sensors in the vehicle steering direction of the motor vehicle is provided.

A piezoelectric acceleration sensor for detecting the impact deceleration moments and passing the information to a control unit for triggering actuators, for example, to auzulösen the inflation of an airbag is known from DE 195 25 147 A1 known.

Furthermore, from the DE 195 19 130 A1 a safety system for motor vehicles is known in which seat occupancy sensors are provided, among other things, by means of which the weight of the person sitting on the respective vehicle seat person is determined by a weight measurement and used as a parameter in the calculation of the optimal response signal.

A purely mechanical seat lift, which raises the driver of a motorcycle in a frontal impact a few inches, is from the citation DE 40 13 807 A1 known. For this purpose, a front obliquely upwardly extending guide rail and an approximately horizontally extending rear guide rail are provided. In the guide rails run guide rollers and a support lever raises the seat during their displacement.

A collecting and deflecting device for motorcyclists in the form of a tank airbag is from the DE 85 08 646 U1 known.

A body protection device in which different cavities of a protective suit are filled by motorcyclists by means of compressed gas storage, is from the DE 90 16 306 U1 and an inflatable motorcycle suit is out of the DE 36 16 890 A1 known.

The invention has for its object to provide such a safety device available, compared to the known safety To catapult the crew of a motorized two-wheeled vehicle, with the help of the driver or the passenger of the two-wheeled vehicle is catapulted before colliding with another object of his two-wheeled vehicle on a defined path over the object and thus preserved from serious injury, is improved.

• – im Frontscheinwerferbereich angebrachte Distanzsensoren, welche fortlaufend das Frontfeld des Zweiradfahrzeugs nach Objekten abtasten, die Objekte ausmessen und ihre Relativgeschwindigkeit zum Zweirad ermitteln,
• – einem Beschleunigungssensor zur Erfassung der Aufprallverzögerungsmomente des Zweiradfahrzeugs,
• – einem Geschwindigkeitssensor zur Erfassung der Geschwindigkeit des Zweiradfahrzeugs,
• – Sitzbelegungssensoren zur Erfassung des Gewichts der auf dem jeweiligen Fahrzeugsitz des Zweiradfahrzeugs sitzenden Person,
• – einem Neigungswinkelsensor zur Erfassung der Steigung oder Neigung der Fahrbahn,
• – unter dem Fahrzeugsitz angeordnete Gasgeneratoren,
• – einem vor dem Fahrer angeordneten Gasgenerator und
• – eine mit den Sensoren und den Gasgeneratoren verbundene zentrale Steuereinheit, welche nach Maßgabe der von den Sensoren zugeführten Sensorsignale die Gasgeneratoren derart steuert, dass die Besatzung vor deren Zusammenstoß mit einem Hindernis aus einer definierten Sitzposition wegkatapultiert wird,

nach Patentanspruch 1 gelöst.This object is achieved with a safety device for Wegkatapultieren the crew of a motorized two-wheeled vehicle with

• Distance sensors mounted in the headlight area, which continuously scan the front field of the two-wheeled vehicle for objects which measure objects and determine their relative speed to the bicycle,
• An acceleration sensor for detecting the impact deceleration torques of the two-wheeled vehicle,
• A speed sensor for detecting the speed of the two-wheeled vehicle,
• Seat occupancy sensors for detecting the weight of the person sitting on the respective vehicle seat of the two-wheeled vehicle,
• A tilt angle sensor for detecting the slope or inclination of the road,
• Under the vehicle seat arranged gas generators,
• A gas generator arranged in front of the driver and
• A central control unit connected to the sensors and the gas generators, which controls the gas generators in accordance with the sensor signals supplied by the sensors in such a way that the crew is catapulted away from a defined seating position before colliding with an obstacle;

solved according to claim 1.

The Safety device according to the invention has the advantage that the crew of a motorized two-wheeled vehicle even with different accident situations on a defined path over the Object is catapulted away. As a rule, only this collides relevant two-wheeled vehicle itself with the respective object.

In Further development of the invention are, according to claim 2, the under the vehicle seat arranged by the central control unit configured in pairs controllable gas generators as a lifting cylinder.

Preferably filled, according to claim 3, the front of the driver arranged on the fuel tank gas generator a pneumatic pillow.

In Training the invention bears, according to claim 4, the crew a waist belt, which over a From a locking bolt pin acted latching lock in one Lock latch is anchored to the vehicle seat, it is a piezoelectric sensor for detecting the movement of the arranged under the vehicle seat Gas generators provided and delayed by a downstream timer the locking bolt pin is actuated by a puller.

These Development of the invention has the advantage that the respective Person with the hip belt alone - and without the lift seat - behind the "overflown" object lands.

In Embodiment of the invention, according to claim 5, the crew's boots have a sole cavity closed by a check valve on which over a pressure hose with gas of a gas generator can be filled.

These Embodiment of the invention has the advantage that in the following Placing the camber partially cushioned and thereby the person in front serious injuries. As a result of a demolition (ball) clutch travels the filling hose each automatically at the back of the boot sole connection so that the phase of the driver / passenger phase through a retention not impaired becomes.

Finally, according to claim 6, the vehicle seat on a spring clip, which in a locking element of the chassis is latched and between the two sides under the vehicle seat arranged gas generators and the vehicle seat are damping elements arranged.

Further Advantages and details can be found in the following description a preferred embodiment of the invention with reference to the drawing. In the Drawing shows:

It shows:

1 a circuit diagram of the safety device according to the invention,

2a to 2d schematic representation of different accident situations,

3a to 3d in detail an embodiment for a combination of driver / passenger Hubsitzeinheiten and boots and a hip belt and this in different phases and

4 the block diagram of a central control unit according to the invention.

• (1/2) = Akkumulator mit dem am positiven Pol angeschlossenen Zündstartschalter, welcher bei Fahrtstellung die erforderlichen Betriebsströme zur zentralisierten, elektronischen Steuereinheit (3), sowie zu den Schaltelementen: (4/5/13 u. 14) separat durchschaltet.
• (3) = zentralisierte, elektronische Steuereinheit, welche im Fahrbetrieb alle diversen, analogen Sensor – Eingangssignale in einer Signalaufbereitungsschaltung derart wandelt, sodass sie von zwei nachgeschalteten Mikrocomputereinheiten weiterverarbeitet werden können.

In the 1 is the circuit diagram of the safety device according to the invention, shown, which is described below with reference to the reference numerals and explained.

• ( 1 / 2 ) = Accumulator with the ignition switch connected to the positive pole, which when driving the required operating currents to the centralized, electronic control unit ( 3 ), as well as to the switching elements: ( 4 / 5 / 13 u. 14 ) switches through separately.
• ( 3 ) = centralized, electronic control unit, which converts all diverse, analogue sensor input signals in a signal conditioning circuit in such a way during driving, so that they can be further processed by two downstream microcomputer units.

There then under real-time conditions arithmetic operations and shortcuts performed according to predetermined algorithms and then the necessary Control signals for the actuators determined.

The Program is running here in different grids, or in a non-time critical background program from. It must around 45 million arithmetic operations per second (mips = mega instruction per second) become.

• (4) = Sitzbelastungs-Sensoreinheit, welche die auf die separate Fahrer-Hubsitzeinheit einwirkenden Gewichtskräfte, welche zumeist zwischen 60 kg und 90 kg liegen, erfasst und hierbei kontinuierlich der zentralen Steuereinheit (3) mittels hierzu proportionaler Messspannungsimpulse zuleitet.
• (5) = Sitzbelastungs-Sensoreinheit, welche die auf der separaten Beifahrer-Hubsitzeinheit einwirkenden Gewichtskräfte, die hier in der Regel zwischen 60–90 kg (sofern diese Person nicht mit potentiellen Belastungsgütern mittel Rucksack etc. zusätzlich beschwert ist) liegen, erfasst und hierbei gleichfalls kontinuierlich zur zentralen Steuereinheit (3) proportionale Messspannungsimpulse zuleitet.
• (6) = in den Kraftstoffbehälter integrierter Stickstoffgasgenerator, welcher bei Funktionsauslösung von der zentralen Steuereinheit (3) simultan zu den 4er-, 6er-, 10er Fahrer/Beifahrersitz-Hubzylinder-Stickstoffgasgeneratoreneinheiten (16) zündet und hierbei ein pneumatisches Kissen (so genanntes Oberkörper-Prellkissen) pneumatisch und fahrbetrieblich bedingt (definiert nach vom geneigtem Fahrer-Oberkörper) innerhalb von ca. 20–50 ms füllt. In Abhängigkeit von den Parameter der Fahrgeschwindigkeit, der Fahrstrecken-Inklination, der Höhe/Länge des vom Fahrer und ggf. auch vom Beifahrer zu "überfliegenden" jeweiligen Objekt sowie dem präzisen Gewicht des Fahrers und ggf. auch des an dessen Rücken angelehnten Beifahrers dem Fahrer-Oberkörper wird ein spezifischer Expansions-Prellschub erteilt, sodass der Fahrer und gegebenenfalls auch der an seinem Rücken angelehnte Beifahrer, im Oberkörperbereich einen zu den Hubsitzeinheiten entsprechenden vertikalen Expansionsschub erhalten, welcher hierbei Verletzungen der Fahrer/Beifahrer-Wirbelsäulen vermeidet. Hierbei wird das pulverisierte Expansionsmedium für dieses pneumatisches Kissen im Fahrbetrieb kontinuierlich mittels eines hierfür konzipierten, mechatronisch gestützten Regelkreises (13/14) in das Gasgeneratorgehäuse dieses Prellkissens – welches hier lediglich zusammengefaltet im Querschnitt dargestellt ist – in der Befüllungsmenge reguliert, sodass zu jedem Zeitpunkt bei einem potentiellen Crash die fahrdynamische, präzise Dosis des Stickstoffgasvolumens in diesem pneumatisches Kissen expandiert.
• (7) = Radnabendrehzahlsensor, welcher im Fahrbetrieb permanent die Zahnflanken einer Radnabe induktiv abtastet und diese sinusförmigen Messsignale hierbei simultan der zentrale Steuereinheit (3) zuleitet, welche hieraus die Fahrgeschwindigkeitwerte ableitet und über kennfeldgestützte Rechenprogramme mit einrechnet. Bei vorhandenem elektronischem Tachometer, könnte diese Messsignale auch an einer Tachometerschnittstelle abgegriffen werden.
• (8) = am Chassis installierter elektronischer Neigungswinkelmesser, welcher kontinuierlich im Fahrbetrieb die Fahrbahnneigungswerte (parallel zur Fahrzeuglängsachse) ermittelt und diese Winkelwerte mittels Messspannungsimpulse hierbei zur zentrale Steuereinheit (3) zuleitet, welche dieselben im kennfeldgestützten Rechenprogramme mit einrechnet.
• (9) = piezoelektronischer Beschleunigungssensor, welcher kontinuierlich im Fahrbetrieb alle fahrzeuglängsaxialen Crash – Aufprallkräftte, erfasst, indem dessen frei schwingende Masse – die hier mit "S" gekennzeichnet ist – bei frontalem Aufprall (siehe Weißpfeil-Markierung) auf dem Quarzkristall eine verhältnisgleiche Kraft ausübt, wodurch ein proportionaler Messspannungsimpuls der nachgeschalteten Z-Diode (Zenerdiode) (10) zugeführt wird.
• (10) = Zener-Diode, deren Durchbruchspannungsscheitelwert auf dem, einer Unfall-Aufprallbeschleunigung äquivalenten Steuerspannungsimpuls des vorgeschalteten Beschleunigungssensors (9) abgestimmt ist. In diesem Falle wird dieser Steuerspannungsimpuls auch zur zentralen Steuereinheit (3) übertragen, welche eine Aufprall-Stoßbeschleunigung erfasst und in die kennfeldgestützten Rechenprogramme mit einrechnet.
• (11) = Stickstoffgasgenerator, welche von der zentralen Steuereinheit (3) simultan zu den Stickstoffgasgeneratoreinheiten "16/6" elektronisch gezündet wird. Mittels Druckleitungsschläuche werden binnen 20–50 ms Stickstoffschubgase in die Sohlenhohlräume – analog 3 – der linkseitigen Fahrer/Beifahrer-Motorrad-Stiefel eingeleitet. Die hierdurch mit einem Elastizitätsmodul pneumatisch vertikal expandierten Motorradstiefel-Sohlen gewährleisten nach dem Objekt-"Überflugmodus" dem mit den Füßen wieder aufsetzenden Fahrer/Beifahrer, dass dieser sich nichts verstaucht oder bricht.
• (12) = Stickstoffgasgenerator der "11" entsprechend Druck in die Vertikalhohlräume der rechtsseitigen Fahrer/Beifahrer-Motorradstiefel, deren Stickstoffgas-Druckleitschläuche hier gleichfalls mittels einer Druckleitungsverzweigung gekennzeichnet sind, einleitet.
• (13) = mechatronisch gestützter Regelkreis, dessen Elemente sich aus einer – gemäß der dargestellten Schaltsymbolik – von der zentralen Steuereinheit (3) selektiv ansteuerbaren pneumatischen Pumpenmotoreinheit (für pulverisierte Stoffe – z. B. in Form einer hierfür geeigneten Peripheralpumpe) mit steuerbaren Verdrängungsvolumen sowie einem Entleerungsbehälter, sowie einem dazu zwischengeschalteten und elektronischen Durchflussmessereinheit mit Differenzdruckverfahren zusammensetzen.

The relevant functions and data are stored in the system memory.

• ( 4 ) = Seat load sensor unit, which detects the force acting on the separate driver hub unit weight forces, which are usually between 60 kg and 90 kg, and thereby continuously the central control unit ( 3 ) by means of proportional measuring voltage pulses.
• ( 5 ) = Seat load sensor unit, which are the force acting on the separate front passenger hub unit weight forces here usually between 60-90 kg (if this person is not burdened with potential load items by backpack, etc. additionally complained), and here also continuously to the central control unit ( 3 ) supplies proportional measuring voltage pulses.
• ( 6 ) = in the fuel tank integrated nitrogen gas generator, which at function triggering of the central control unit ( 3 ) simultaneously to the 4, 6, 10 driver / passenger seat lift cylinder nitrogen gas generator units ( 16 ) ignites and in this case a pneumatic cushion (so-called upper body bounce cushion) pneumatic and driving conditions (defined by the inclined driver's upper body) within about 20-50 ms fills. Depending on the parameters of the driving speed, the route inclination, the height / length of the respective object to be "overrun" by the driver and possibly also the front passenger and the precise weight of the driver and possibly also of the front-seat passenger leaning against the driver Upper body is given a specific expansion rebound thrust, so that the driver and possibly also the ajar on his back, obtained in the upper body region corresponding to the Hubsitzeinheiten vertical expansion thrust, which avoids injury to the driver / passenger spine. In this case, the pulverized expansion medium for this pneumatic cushion while driving continuously by means of a designed for this, mechatronically-based control loop ( 13 / 14 ) in the gas generator housing of this bouncing cushion - which is shown here only folded up in cross section - regulated in the amount of filling, so that at any time in a potential crash, the dynamic driving, precise dose of nitrogen gas volume expands in this pneumatic cushion.
• ( 7 ) = Radnabendrehzahlsensor which inductive constantly scans the tooth flanks of a wheel hub while driving and this sinusoidal measurement signals in this case simultaneously the central control unit ( 3 ), which derives therefrom the driving speed values and calculates using map-based computer programs. If an electronic tachometer is available, these measuring signals could also be tapped at a tachometer interface.
• ( 8th ) = installed on the chassis electronic tilt angle, which continuously determines the road inclination values (parallel to the vehicle longitudinal axis) while driving and this angle values by means of measuring voltage pulses to the central control unit ( 3 ), which calculates the same in the map-based computer programs.
• ( 9 ) = piezoelectronic acceleration sensor, which detects continuously while driving all vehicle axial crash impact forces, by its free oscillating mass - which is marked here with "S" - in frontal impact (see white arrow mark) on the quartz crystal exerts a proportional force, whereby a proportional measuring voltage pulse of the downstream zener diode (zener diode) ( 10 ) is supplied.
• ( 10 Zener diode whose breakdown voltage peak value is equal to the control voltage pulse of the upstream acceleration sensor (FIG. 2), which corresponds to an accident impact acceleration (FIG. 9 ) is tuned. In this case, this control voltage pulse is also the central control unit ( 3 ), which detects an impact-shock acceleration and included in the map-based computer programs.
• ( 11 ) = Nitrogen gas generator, which from the central control unit ( 3 ) simultaneously with the nitrogen gas generator units " 16 / 6 By means of pressure line hoses, nitrogen thrust gases are injected into the sole cavities within 20-50 ms - analogously 3 - initiated the left-side driver / passenger motorcycle boots. The hereby with egg The elasticity module pneumatically vertically expanded motorcycle boot soles ensure after the object "overflight mode" the rider / passenger putting his feet back on, that he does not sprain or break anything.
• ( 12 ) = Nitrogen gas generator of " 11 "according to pressure in the vertical cavities of the right-hand driver / passenger motorcycle boots, the nitrogen gas pressure hoses are also characterized here by means of a pressure line branch introduces.
• ( 13 ) = mechatronically supported control loop, whose elements consist of a - according to the illustrated switching symbolism - of the central control unit ( 3 ) selectively controllable pneumatic pump motor unit (for pulverized substances - eg., In the form of a peripheral pump suitable for this purpose) with controllable displacement volume and a drain tank, and an interposed and electronic flow meter unit with differential pressure method together.

• (14) = mechatronisch gestützter Regelkreis, dessen Schaltelemente zu "13" analog konzipiert sind und welche das exponierte Stickstoffgasmedium unter kontinuierlicher Durchflussmengenerfassung (mittels der elektronischen Durchflussmesseinheit) zurückfördern, indem es die entsprechende Menge aus dem rückwärtigen Vorratsbehälter – wie hier dargestellt – in das Leitungssystem zu "6" leitet.
• (15) = parallel zur Fahrzeug-Längsachse einjustierte Ultraschall-Abstandsensoren, welche im Fahrbetrieb permanent – analog der Darstellung – das horizontale bis nahezu vertikale Frontfeld des Kraftrades mit einer maximalen Messdistanz von 1000 cm/394 in. – zu den Sensor-Öffnungswinkelbereichen nach potentiellen Hindernissen wie z. B. Front-, Heckpartie-Konturen von Kraftfahrzeugen, bzw. nach ähnlichen Objekten (bzw. -fragmenten) abtasten und hiernach alle derart erfassten Distanzwerte zu diesen Objekten jeweils selektiv an die zentrale Steuereinheit (3) mittels Meßspanungsimpulse übertragen.

These switching elements regulate (via control voltage impulses) the parameters of all of the above-mentioned driving dynamics and crash parameters (such as driving speed, impact acceleration, positive / negative driving distance inclination values driver / passenger seat load values) and correspondingly via " 14 "In the nitrogen gas generator introduced pulverized and exposed there nitrogen gas medium out of the same again and forward it with continuous flow rate detection (via the electronic flow measuring unit) in the connected discharge tank.

• ( 14 ) = mechatronically supported control loop whose switching elements are to " 13 "are designed analogously and which promote the exposed nitrogen gas medium under continuous flow rate measurement (by means of the electronic flow measuring unit) by the appropriate amount from the rear reservoir - as shown here - in the line system to" 6 "directs.
• ( 15 ) parallel to the vehicle longitudinal axis einjustierte ultrasonic distance sensors, which in driving permanently - analogous to the presentation - the horizontal to almost vertical front of the motorcycle with a maximum measuring distance of 1000 cm / 394 in. - to the sensor opening angle ranges for potential obstacles such z. B. front, rear end contours of motor vehicles, or similar objects (or fragments) scan and thereafter all such detected distance values to these objects each selectively to the central control unit ( 3 ) transmitted by Meßspanungsimpulse.

This gives the central control unit ( 3 ) continuously the exact data about the maximum height - as well as backward contour of the respective object - including the respective distance to it.

The Number of these distance sensors can vary according to their opening angle ranges. It is important, however, that of them the front field area to the degree is scanned continuously, thus potentially projecting object fragments such as B. marked with red flag / hazard warning lights goods (poles / boards etc.) of a preceding multi-lane motor vehicles are detected.

These ultrasonic distance sensors have analog outputs in this regard and therefore provide the central control unit ( 3 ) each a signal which is proportional to the object fragments.

The distance signals then approximately form the contour of the respectively approaching motor vehicle / object in the centralized, electronic control unit, which then, taking into account all the driving dynamics parameters and the driver / passenger weight values, the number of respective reciprocating pistons to be ignited electronically - nitrogen gas generators " 16 "calculated so that the driver / passenger fly ballistically over this colliding vehicle / object in the path corresponding to the moment of impact, as well as to the height / length, etc. of this object.

• (16) = vertikal unter den Fahrer-, Beifahrer-Hubsitzeinheiten zu beiden Seiten arretierte/einjustierte Hubkolben-Stickstoffgeneratoreinheiten, welche nach elektronischer Zündung von der zentralen Steuereinheit (3) in jeweiligen 4er- (also die vier äußersten Generatoren), in jeweiligen 6er- (also die jeweils vier äußersten und die links-, rechtsseitigmittleren Gasgeneratoren; wobei hier sind lediglich die linksseitigen Stickstoff-Gasgeneratoren dargestellt sind) und in jeweiligen 10er-Gruppierungen die jeweilige Fahrer-, Beifahrer-Hubsitzeinheit entsprechend proportional zum pneumatischen Stickstoffgas-Befüllungsmodus des pneumatischen Kissens "6" gesteuert wird.

Here, the measured value acquisition / evaluation and function triggering takes place in the millisecond range so that no collisions can occur between the respective collision object and the respective two-wheeler crew.

• ( 16 ) = vertical among the driver, front passenger hub units on both sides locked / adjusted reciprocating nitrogen generator units, which after electronic ignition from the central control unit ( 3 ) in respective 4 (ie the four outermost generators), in respective 6 (ie, the four outermost and the left, rechtsseitigmittleren gas generators, where only the left-side nitrogen gas generators are shown) and in respective 10-groupings the respective driver, passenger lift seat unit proportional to the pneumatic nitrogen gas filling mode of the pneumatic cushion 6 "is controlled.

In gas expansion in the respective gas generators are (since they are designed as cylinders, see also the two right side character fields in 3 ) each with the same from generator cylinder to generator cylinder exposed nitrogen gas generating medium gas-tight, vertically slidably mounted, so-called. Saddle reciprocating vertically within milliseconds shifted to the in-cylinder, elastic end stops.

Here are the elastic seated on the shock buffer end pieces separate seat saddle and of course the / the Kradfahrer (apart from caused by contact mass moment of inertia) with accelerates.

Control unit ( 3 ), the nitrogen gas generator lifting cylinder units arranged underneath are not electronically ignited in the event of a crash-relevant function release.

In the 2 are different accident situations of "A-D" shown, which now to the reference numerals of 1 based, be described.

2a

The motorcyclist collides here with a road boundary pole. However, here are the switching elements " 16 u. 6 " from " 3 "not ignited, so stay in hibernation.

There are two reasons for this:
Since this object of collision consists of thin-walled plastic and thus according to the physical fact: "Where one body is can not be another!"; here absorbs almost all the impact energy, reaches the in-wheel impact energy - via " 9 Sensitive detected - this is not enough to thereby generate the matched to a real accident shock acceleration breakdown voltage peak (piezoelectric), which " 3 "does not get any" customer "from this incident.

On the other hand, even if this collision energy is an electronic signal to " 3 would imply that only the lowest horizontal distance measuring ultrasonic sensor would 15 "Analogous to the representation, an acoustic signal reflecting from this, so that in the overlying area of the front field, at 1000 cm / 394 in., No further object fragments can be detected." 3 "even in this case no electronic ignition pulses in the required number to" 16 "and at the same time" 6 . 11 and 12 "because, due to this small object height, it would be nonsensical in terms of control technology to additionally accelerate the vertical-ballistic movement of the driver who is already falling over this object in the longitudinal axis of the vehicle. 3 "by internal tap of the specific maps of the electronic control unit" 3 "decided in the millisecond range.

2 B

Of the Motorcyclist collides here at a speed of 75 km / h / 47 m / ph with a him at a driving speed of 95 km / h / 59 m / ph oncoming car.

The resulting impact acceleration is 47 m / s / 52 yd / sec. - is so quite high.

This shock acceleration energy is generated in the signal flow chain " 9 - 10 "converted into a proportional measurement voltage pulse and to" 3 " transfer.

The central control unit ( 3 ) calculated with the - via " 4 "- recorded / assigned driver's weight, the number / grouping of electronically fired seat lift nitrogen gas generators" 16 "under the driver's seat unit, which is assumed here with six (ie in each left, right side groups of three - analogous to the second front square framed Steering symbol with the inscription:" 16 (v) "in 4 ).

Since the motorcyclist drove on a horizontal route, before he collided in such a way and also no one of " 6 "indirect - parallel to mode" 16 "- vertical with wegzkatapultierender passenger passenger on the passenger hub unit was, or" 5 "loaded and the driver's weight value via" 4 "was determined as average controlled" 3 "in advance via" 13 / 14 "only 50% of the pulverized / exposed nitrogen gas medium in" 6 This will now be simultaneously " 16 "so the rider accelerates ballistically so that he is catapulted in a trajectory over this collision vehicle (ie catapulting behind it with sufficient vertical distance to the vehicle roofing).""If he flies to a following vehicle, this could (provided that a responsive driver is steered and this was moved at a sufficient safety distance behind the collision car) if necessary, this evade even in the flight, and perhaps already in the unwinding driver (which he anyway has a higher chance of surviving than when he bouncing directly against the collision vehicle).

If he had just driven onto this vehicle at the same driving speed (which at standstill would correspond to "only" an impact speed of 21 m / s / 19 yd / sec) " 3 "(because of via" 15 "low altitude recorded this car only - analogous to the third of all square framed, tax-relevant metering symbol with the title:" 16 (v) in 4 ) on the left and right under the driver's lift seat unit 2 groupings of these ten seat lift nitrogen gas generators available for this mode. Because of this much lower impact speed, the driver body does not need to be given such an initial vertical trajectory, and again, it must be ensured that it actually lands behind that particular vehicle (not resulting from a too steep initial flight phase at that relatively low one) Driving impact speed - lands on the roof / tailgate of the same).

2c

Of the Motorcyclist is driving at a travel speed of 90 km / h / 56 m. p. H. and a route gradient of 35 ° due potential inattention on a holding pickup truck with Box construction on.

The resulting impact acceleration is 25 m / s / 27 yd / sec. - in the active area.

This shock acceleration energy is generated in the signal flow chain " 9 - 10 "converted into a proportional thereto Meßspannungsimpuls and turn to" 3 In turn, this electronic control unit calculates the relevant number / grouping of the seat lift nitrogen gas generators to be fired electronically, taking into account the driver seat load parameter " 16 ", which here requires the full force - that is, ten - (in each of the left-wing, right-sided groups of five - analogous to the first square-framed modulation symbol with the inscription:" 16 (v) "in 4 under driver's lift seat unit).

This is required as the driver on this - via " 8th "sensitively detected strong downslope collided with an object, which receives a reflected echo of the transmitted sound waves at just before the impact even the top ultrasonic distance sensor and therefore makes a steep angle of the initial phase of the driver-Objektüberflugbahn necessary.

This extreme road gradient, together with the relatively high driving speed, means that " 3 "in advance - via 13 / 14 - Map-based 100% filling of the nitrogen gas generator of " 6 controls, since this even at relatively low collision objects a front, pneumatic Oberkörperprellung (on which therefore act more weight forces) required.

According to this - via " 3 "Catapulted controlled way, now" flies "this risen but not bounced motorcyclist this relatively high and backwards relatively steep walled vehicle / collision object and then lands with a corresponding impact on the road, where he the kinetic energy on the one hand via the - via" 11 / 12 "degraded in this mode pneumatically padded motorcycle boots (soles) and on the other hand in practiced rolling off.

2d

Of the Motorcyclist and his passenger drive at a driving speed from 120 km / h / 75 m. p. H. and a route of 15 ° turn due to carelessness on one with 60 km / h / 37 m. p. H. driving ahead Flatbed pickup truck on.

The Impact acceleration resulting from this effect is 16.7 m / s / 18 yd / sec. - is so relatively low.

The shock acceleration energy is in the signal flow chain " 9 - 10 "converted in turn to a proportional thereto Meßspannungsimpuls and the central electronic control unit ( 3 ) transfer.

This electronic control unit ( 3 ) calculates the relevant number / grouping of the electronically respectively to be ignited driver, passenger-seat lift nitrogen gas generators with mathematical inclusion of the separate driver, passenger seat load parameters " 16 ", which also here with full pressure - in each case ten - requires (thus in each left, right side 5 groupings - analogous to the 1st and 4th vo totals square control switch symbol with the respective designations:" 16 (V) "/" 16 (h) "in 4 under the driver, front passenger hub units).

These full driver, passenger lift seat catapult force is therefore necessary since these persons are not in front of the transporter which is still moving while driving, but have to land behind him on the roadway, otherwise they will be from rolled over could become!

These ignition all ten seat lift nitrogen generators and pneumatic cushion takes place, moreover at every - via of the lowest ultrasonic distance sensor - determined by driving in the same direction moved front vehicle.

Of the Driving of these vehicles is characterized by the duration of the from this sensor emitted and received again acoustic Signals are map-based determined by the centralized electronic control unit.

The rear vehicle, object height, which in this case is even detected by the horizontally adjusted, upwardly adjoining sensor even from the driver's cab and the driving distance inclination are in this case no control technology relevant influencing parameters. As soon as this driving-related circumstance of a vehicle driving ahead in the measuring distance range of 1000 cm / 394 in. 15 "capture and via" 3 "Mi can be calculated by means of control technology via " 3 "map-supported by the same electronic control unit accordingly" 13 / 14 "100% nitrogen gas generator filling" 6 "Controlled with the appropriate powdered nitrogen gas medium.

In crash-relevant function triggering, the passenger is thus removed from the back of the car. 6 "with the largest pneumatic pressure parameter on the frontal upper body area bounced driver and both Hubsitzeinheiten - on which these two persons and (analog 3 ) are still belted in the first two "flight phases" by means of a hip belt are vertically accelerated with utmost energy.

There by this impact and the bouncing anyway, the speed difference between this pickup truck and the motorcycle crew already was reduced and between this very steep "start, Landeflugbahn" of both persons due to the respective high acceleration values, a relatively large time This vehicle has passed (even if it brakes sharply Meanwhile, far enough away from the "landing places" of both persons.

There both persons can now use the kinetic energy on the one hand via the " 11 / 12 " - analogous 3 - Remove pneumatic padded motorcycle boots (soles) and on the other hand by unrolling.

In the 3a to 3d are in detail an embodiment for a combination of driver / passenger Hubsitzeinheiten and boots and a hip belt according to the invention and these shown in different phases of the movement sequence.

3a

Here right is the blast stroke phase of one of these driver / passenger lift seat units seen from the front.

The contacted vertically with their external rubber buffer end pieces Rubber buffers of the seat frame adjacent reciprocating the ten respective nitrogen gas generators were ignited - in 4, 6 or 10 groups - in the Milliseconds range up to the elastic cylinder internal piston rod end stop vertically accelerated.

As a result this vertical shock acceleration the respectively controlled ignition grouping (4, 6, 10) now separates this Hubsitzeinheit with the first still driver belted on it, passenger in direction of arrow of these delayed by the end stop Hubkolben Pufferendstücken and granted together with upper body bouncing (pneumatic Pillow) fly over the respective crash object.

left character field 3a

• (21) = Schaumgummi-Sitzpolsterung, in welcher auch die jeweiligen Sitzbelegungssensoren (4, 5) (siehe 1) integriert sind.
• (22) = mittels Segmente in Vertikalrichtung versteifter Sitzrahmen.
• (23) = zwei symmetrisch zueinander und am Sitzrahmen arretierte Federspangen mit spezifischer Federkonstante, welche im Fahrbetrieb mit dem zangenförmigen Teil im Einrastelement (24) des Chassis rastet, sodass eine Entrastung lediglich mittels pneumatischen Druck eines darunter gezündeten Gasgeneratorserfolgen kann.
• (24) = zur Federspange (23) korrespondierendes Einrastelement.
• (25) = zwischen Gasgenerator (27) und dem Fahrzeugsitz (21, 22) angeordnete Dämpfungselemente in Form von scheibenförmigen Gummipuffern
• (26) = chassisstatisches Segment des Zweirad-Fahrgestells, auf welchem das Einrast-Basiselement (4) mit zureichender Zugfestigkeit arretiert ist
• (27) = beiderseits zur Fahrzeuglängsachse symmetrisch angeordnete Gasgeneratoren, bevorzugt fünffach angeordnet und als Hubzylinder ausgestaltet.

Here, a driver / passenger Hubsitzeinheit is shown in the idle state seen from the front, whose detailed explanation now follows on the basis of the following reference numerals.

• ( 21 ) = Foam seat padding, in which also the respective seat occupancy sensors ( 4 . 5 ) (please refer 1 ) are integrated.
• ( 22 ) = by means of segments in the vertical direction stiffened seat frame.
• ( 23 ) = two symmetrical to each other and the seat frame locked spring clips with specific spring constant, which in driving with the pincer-shaped part in the latching element ( 24 ) of the chassis, so that unlocking can only be achieved by means of pneumatic pressure of an ignited gas generator.
• ( 24 ) = to the spring clip ( 23 ) corresponding latching element.
• ( 25 ) = between gas generator ( 27 ) and the vehicle seat ( 21 . 22 ) arranged damping elements in the form of disc-shaped rubber buffers
• ( 26 ) = chassis-static segment of the two-wheeled chassis, on which the latching base element ( 4 ) is locked with sufficient tensile strength
• ( 27 ) = on both sides of the vehicle longitudinal axis symmetrically arranged gas generators, preferably arranged five times and designed as a lifting cylinder.

3c

Here is the parallel to the seat lift nitrogen generators and the Upper body bounce pillow running vertical movement of the driver, passenger motorcycle boots Shown schematically on the basis of three functional phases, which now explained become.

Right functional phase:

Here has the vertical movement coinciding with the driver, passenger seat lift as well as the pneumatic cushion just started.

In this regard, (" 16 - 6 - 11 / 12 ") (please refer 1 ) ignited simultaneously, since then 5 milliseconds have passed. The nitrogen gas medium explosively expanding in the nitrogen generators is at this moment just in the right-, left-side boot sole-filling tubes, each of which can be connected to the passenger's boot automatically each automatically closed pressure-tight when not in use, flexible pressure line branch.

Middle function phase:

It another 25 milliseconds have passed; the driver / passenger has just by means of his vertically accelerated Hubsitzeinheit his original seating level by about 30 cm / 12 in. at the defined thrust-start angle.

in this connection already got so much pneumatic expansion medium in the predestined for it Boot sole expansion cavity, so that its vertical expansion already externally signed, but by far not yet finally completed.

Left functional phase:

To now 75 milliseconds since the simultaneous ignition of all Nitrogen gas generator units the driver / passenger is already in the initial flight phase, which marks the arrow line here.

All Boot sole expansion cavities became already 15 milliseconds before the controlled filling completion for the Prevention of injuries during subsequent road contact fills.

Here at will be flexible, in length and flow capacity and pressure resistance thereto adjusted filling pressure hose in the long run pulled and tore out of the demolition (ball) clutch.

The previously introduced pressure value now secures an internally installed paragraph check valve to the atmosphere down.

3b

• (31) = Die untere Bezugslinie weist auf die äußere, die obere hingegen auf die innere Stiefelsohlen, welche beide zu dem mittleren, pneumatisch und in vertikaler Richtung befüllbaren Sohlenhohlraum abgedichtet sind, damit bei der pneumatischen Druckbeaufschlagung – welche hier durch die Pfeillinien gekennzeichnet ist – dieser Gasdruck weder in den Fußraum noch extern entweichen kann.
• (32) = bei Befüllung ausfaltbare, flexible Wand des Sohlenhohlraums.
• (33) = Druckleitungskanal, durch welchem das verdichtete Gas von der flexiblen Druckleitung (37) in den vertikalen Sohlenhohlraum geleitet wird.
• (34) = federdruckbeaufschlagtes Rückschlagventil, mittels welchem nach Druckschlauchabriss – wie im oberen mittleren Zeichenfeld beschrieben – der eingeleitete pneumatische Innertdruck aufrechterhalten wird.
• (35) = Kugelriegel-Rast, mittels welchem einerseits der Druckschlauchanschluss (36) vor Fahrtantritt rückwärtig in den Druckleitungskanal (33) einrastet u. andererseits beim Auslängen des Druckschlauch (37) – wie anhand des oberen mittleren Zeichenfeldes beschrieben – verzögerungsfrei ausgerastet wird.
• (36) = Druckschlauchanschluss, weicher mittig einen Kanal und eine äußere Rastnut aufweist und einen gasdichten Anschluss ermöglicht.
• (37) = flexibler Druckschlauch mit entsprechender Druckbeständigkeit und Länge, welcher mit seinem anderen freien Ende an der jeweiligen Gasgenerator ("11/12") (siehe 1) abrissfest befestigt ist und zwischen Gasgenerator und Stiefel auf einer mit einer Rückholfeder beaufschlagten Spule aufgewickelt ist, von der er beim wegkatapultieren des Fahrers Beifahrers verzögerungsfrei abrollt und bei Abriss vom Absatzanschluss wieder selbsttätig dort – mittels Rückholfeder – wieder auf die jeweilige Spule aufgerollt wird.

Here is shown in detail the driver, passenger motorcycle boots in the side view, the detailed explanation is now based on the following reference numerals.

• ( 31 ) = The lower reference line points to the outer, the upper, however, on the inner boot soles, which are both sealed to the middle, pneumatically and vertically fillable sole cavity, so that in the pneumatic pressurization - which is here indicated by the arrow lines - this gas pressure neither in the footwell nor can escape externally.
• ( 32 ) = when unfoldable, flexible wall of the sole cavity.
• ( 33 ) = Pressure duct, through which the compressed gas from the flexible pressure line ( 37 ) is directed into the vertical sole cavity.
• ( 34 ) = spring-loaded non-return valve, by means of which after Druckschlauchabriss - as described in the upper middle drawing field - the introduced pneumatic internal pressure is maintained.
• ( 35 ) = Ball latch latch, by means of which on the one hand the pressure hose connection ( 36 ) before driving back into the pressure conduit ( 33 ) engages u. on the other hand when lengthening the pressure hose ( 37 ) - as described by the upper middle character field - is disengaged without delay.
• ( 36 ) = Pressure hose connection, which has a channel and an outer detent groove in the center and allows a gastight connection.
• ( 37 ) = flexible pressure hose with appropriate pressure resistance and length, which with its other free end to the respective gas generator (" 11 / 12 ") (please refer 1 ) is secured tear-off and wound between the gas generator and boots on a loaded with a return coil coil, from which it unwinds when Wegkatapultieren the driver passenger and when demolished from the sales connection again automatically there - by means of return spring - is rolled back onto the respective coil.

3d

• (41) = Fahrer-, Beifahrer-Hüftgurt mit einrastbarer Gurtschnalle, welche rechts daneben mit "42" gekennzeichnet ist und zweifach, vorn und hinten, positioniert ist und welche sich auf den Umfang der Person individuell einstellen lässt, und in einem am Hubsitz verankerten Rastschloss "43" eingerastet werden, womit die Person fest mit dem Hubsitz verbunden, d. h. an diesem angegurtet ist.
• (42) = Rastschloss, in welchem ein Sperrriegel des Hubsitzes jeweils vorn u. hinten verankerbar ist, welcher wiederum von einem elektromagnetischen Zugsteller (44) entrastbar ist.
• (43) = Die obere Bezugslinie weist auf den Sperrriegelzapfen von (44), die untere hingegen auf eine am Sitzrahmen verankerte Schlossfalle mittels welcher – gemäß der Darstellung der Sperrriegelzapfen (43) – das Rastschloss "42" – und somit auch Fahrer-, Beifahrer-Hüftgurt "41" in den Funktionsphasen 1/2 arretieren.
• (44) = elektromagnetischer Zugsteller, jeweils vorn und hinten in den Funktionsphasen 1/2 die Elemente (42/41) verankern.
• (45) = Fahrer/Beifahrersitz.
• (46) = elektronisches Zeitglied, welches nach einem Steuerspannungsimpuls, wie er lediglich bei einer Vertikalschubbeschleunigung von "16" (siehe 1) erzeugt werden kann, von dem piezoelektrischem Sensor "7" erfasst und nach ca. 50 ms in der dargestellten Funktionsphase "3" die beiden nachgeschalteten elektromagnetischen Zugsteller (44) dahingehend elektrisch – an ihren Steuerwicklungen – beaufschlagt, dass diese dabei Rastschloss (42) – und damit auch den Fahrer-, Beifahrer-Hüftgurt (1) vom Hubsitz entriegeln, womit der noch in der Anfangsflugphase befindliche Fahrer/Beifahrer der Hubsitzeinheit entledigt wird und mit dem Hüftgurt (41) allein weiterfliegt.
• (47) = piezoelektrischer Sensor, welcher derart elektronisch zum nachgeschalteten Zeitglied "46" abgeglichen ist, dass erst die hohen Beschleunigungswerte, wie sie von einem Gasgenerator erzeugt werden können (nicht aber von einer Fahrbahnunebenheit), das Zeitschaltglied (46) aktivieren.

Here is the driver / passenger hip belt seat anchor in block diagram, as well as in the three working phases " 1 - 2 - 3 "whose explanation is now - starting with the block diagram - here followed.

• ( 41 ) = Driver, passenger hip belt with snap buckle, which right next to it with " 42 "is marked and is two times, front and rear, positioned and which can be adjusted to the extent of the person individually, and in an anchored at the seat lift latch" 43 "are engaged, whereby the person firmly connected to the Hubsitz, that is strapped to this.
• ( 42 ) = Locking lock, in which a locking bolt of the lifting seat in each case in front u. can be anchored at the rear, which in turn is controlled by an electromagnetic puller ( 44 ) is unlocked.
• ( 43 ) = The upper reference line points to the locking bolt pin of ( 44 ), the lower, however, on an anchored to the seat frame latch by means of which - according to the representation of the locking bolt pin ( 43 ) - the latch lock " 42 "- and thus also driver, passenger hip belt" 41 "in the working phases 1 / 2 lock.
• ( 44 ) = electromagnetic puller, in each case in front and behind in the functional phases 1 / 2 the Elements ( 42 / 41 ).
• ( 45 ) = Driver / passenger seat.
• ( 46 ) = electronic timer, which after a control voltage pulse, as he only at a vertical thrust acceleration of " 16 " (please refer 1 ) can be generated by the piezoelectric sensor " 7 "captured and after about 50 ms in the Darge put function phase " 3 "the two downstream electromagnetic pullers ( 44 ) to the effect electrically - at their control windings - charged that this while locking lock ( 42 ) - and thus the driver, passenger hip belt ( 1 ) unlock from the lift seat, whereby the still in the initial flight phase located driver / passenger of the Hubsitzeinheit is getting rid of and with the hip belt ( 41 ) continues on its own.
• ( 47 ) = piezoelectric sensor, which so electronically to the downstream timer " 46 "is calibrated, that only the high acceleration values, as can be generated by a gas generator (but not by a road surface unevenness), the timer ( 46 ).

The functional phases " 1 - 2 "show the first 50 milliseconds after ignition.

4

• (SvH 1) = Signalverarbeitungshybrid 1
• (SvH 2) = Signalverarbeitungshybrid 2 (PID) = PID-Regler
• (D/A) = Digitat/Analogwandler
• (US) = Umgebungsdruck Sensor
• (Sv) = Stromversorgungsschaltmodul
• (SL) = Sicherheitslogik
• (MC 1) = Microcomputer 1
• (MC 2) = Microcomputer 2
• (Es-IC 1) = Endstufen IC 1
• (Es-IC 2) = Endstufen IC 2
• (Sg S) = seismische Sensorsignal-Auswertungslogik

In the 4 the block diagram of a central control unit according to the invention is shown, the explanation of which - starting with the inserted into the block diagram abbreviations - followed by.

• (SvH 1) = signal processing hybrid 1
• (SvH 2) = signal processing hybrid 2 (PID) = PID controller
• (D / A) = digital / analog converter
• (US) = ambient pressure sensor
• (Sv) = power supply switching module
• (SL) = safety logic
• (MC 1) = Microcomputer 1
• (MC 2) = Microcomputer 2
• (Es-IC 1) = power amplifiers IC 1
• (Es-IC 2) = power amplifiers IC 2
• (Sg S) = seismic sensor signal evaluation logic

The central electronic control unit converts while driving all (here left in the block diagram symbols respectively 1 numbered) - analog sensor - input signals in a specially designed signal conditioning circuit in such a way that they can be further processed by the two discretely connected microcomputer units "MC 1 / MC 2".

There are then performed under real-time arithmetic operations and operations according to predetermined algorithms and then determines the required control signals for the actuators / actuators, which here on the right side (corresponding to the input signal switching symbols of 1 numbered) are shown.

The Program is running here in various computer programs, or in a non-time critical background program from. It must around 45 million arithmetic operations per second (mips = mega instructions per second) become. The system memory contains all relevant data and data Functions saved.

The heart this digital control unit is the core of the computer; it consists of one or more microprocessors, in this case there are two (MC 1 / MC 2), which through a row are complemented by peripheral devices such as RAM, EE-PROM, EPROM, DAC. Special input and output circuits connect the computer core with the various sensors and actuators and protect it from interference the electrically rough environment of the driven motorized Two-wheeled vehicle.

Out establish the program runtime and memory space is the software of the control unit in assembly language written. It has a size of 60 kbytes.

To be flexible for changes (such as the route distance / object distance via " 15 "- 1 - detected), the software is modular and structured hierarchically over several levels.

One effective EMC protection against radiation this as a central control unit designated electronic control unit is suitable for this purpose Filter capacitors on all terminals of the connector allows.

Claims (6)

Safety device for catapulting the crew of a motorized two-wheeled vehicle with distance sensors mounted in the headlight area ( 15 ) which continuously scan the front panel of the two-wheeled vehicle for objects that measure objects and determine their relative speed to the bicycle, an accelerometer ( 9 ) for detecting the impact deceleration moments of the two-wheeled vehicle, - a speed sensor ( 7 ) for detecting the speed of the two-wheeled vehicle, - seat occupancy sensors ( 4 . 5 ) for detecting the weight of the vehicle seat ( 21 . 22 ) of the two-wheeled vehicle person, - a tilt angle sensor ( 8th ) for detecting the slope or inclination of the roadway, - under the vehicle seat ( 21 . 22 ) arranged gas generators ( 16 ; 27 ), - a gas generator arranged in front of the driver ( 6 ) and - one with the sensors ( 4 . 5 . 8th . 9 . 15 ) and the gas generators ( 6 . 16 ) central control unit ( 3 ), which are in accordance with that of the sensors ( 4 . 5 . 8th . 9 . 15 ) supplied sensor signals the Gas generators ( 6 . 16 ; 27 ) controls such that the crew before a collision with an obstacle from a defined seating position is catapulted away. Safety device according to claim 1, characterized in that the under the vehicle seat ( 21 . 22 ), by the central control unit ( 3 ) in pairs controllable gas generators ( 16 ; 27 )) are designed as a lifting cylinder. Safety device according to claim 1, characterized in that the gas generator arranged in front of the driver on the fuel tank ( 6 ) filled a pneumatic cushion. Safety device according to claim 1, characterized in that the crew wear a hip belt ( 41 ), which via one of a locking bolt pin ( 43 ) acted latching lock ( 42 ) in a latch on the vehicle seat ( 45 ) is anchored that a piezoelectric sensor ( 47 ) for detecting the movement of under the vehicle seat ( 21 . 22 ) arranged gas generators ( 16 ; 27 ) and that delayed by a downstream timer ( 46 ) the locking bolt pin ( 43 ) from a tractor ( 44 ) is pressed. Safety device according to claim 1, characterized in that the boots of the crew via a check valve ( 34 ) closed sole cavity ( 32 ), which via a pressure hose ( 37 ) with gas of a gas generator ( 11 . 12 ) is fillable. Safety device according to claim 1, characterized in that the vehicle seat ( 21 . 22 ) a spring clip ( 23 ), which in a locking element ( 24 ) of the chassis ( 26 ) is latched and that between the two sides under the vehicle seat ( 21 . 22 ) arranged gas generators ( 16 ; 27 ) and the vehicle seat ( 21 . 22 ) Damping elements ( 25 ) are arranged.