Abstract: Sensors are mounted within a seat structure for measuring seat occupant weight. The sensors can be mounted in any one of various sensor configurations. So that common hardware can be used for each different sensor configuration, a virtual matrix is created and output from the sensors is mapped into the virtual matrix. The virtual matrix includes virtual cell locations that do not have a corresponding sensor output; i.e., there are fewer physical cells (sensors) than virtual cell locations in the virtual matrix. A weight output signal from each sensor is mapped into the corresponding position in the virtual matrix and the remaining virtual cell locations have values assigned to them based on data supplied by the surrounding physical cells. Seat occupant weight is determined based on output from the virtual matrix and the occupant is placed into one of the various occupant classifications. Deployment force of a restraint system is controlled based on the classification of the seat occupant.

Abstract: A safety system ignition device (1) having an igniter housing (3), an open housing (9), and an ignition element (2) with a; least two contact lugs (7 and 9) that are positioned in the open housing (9). Disposed from and into the ignition housing are at least two connecting leads (4 and 5) that arc connected to conductors (10) that also arc connected to contact lugs (7 and 8). The open housing is positioned in the igniter housing.

Abstract: A method for the restraint of a vehicle occupant with the aid of a vehicle restraint system. The method includes measuring a belt force transferred from a safety belt to the vehicle occupant in the event of an accident and a slackening of the safety belt is controlled.

Abstract: A method for deployment of a restraint system is proposed, the acceleration in the direction of driving being increased as a function of the acceleration at right angles to the direction of driving and/or at a given angle relative to the direction of driving. This ensures that in particular crashes between 40 and 65 km/h can be detected more easily.

Abstract: A first reference-value is preset, the first reference value being a minimum value of a physical quantity detected by a car compartment sensor within a range where destruction of a sensor 2a or a sensor 3a disposed in the crushable area could occur as a result of the shocks applied in the crushable area. The sensor output detected by the sensor 2a or the sensor 3a is invalidated, when a physical quantity of the-sensor output detected by the car compartment sensor 6a in the safety area as a result of the shocks applied in the crushable area exceeds the first reference value, so that the erroneous determination according to the sensor 2a or the sensor 3a is avoided. A highly reliable determination as to whether a collision necessitates activation of an air bag device results.

Abstract: The invention provides a safety module, which includes a trigger sensor for activating a safety system in the event of an accident operated cooperative engagement with a protective device to prevent improper triggering which comprises a damper mass (7) in or on a housing (1) enclosing the trigger sensor (10) and if the safety module is configured as a belt tensioner, the housing (1) may further include a winding device (4) that is pyrotechnically activated by the trigger sensor (10) in the event of an accident.

Abstract: A sensor system for initiating deployment of an occupant protection apparatus in a motor vehicle, such as an airbag, to protect an occupant of the vehicle in a crash. The system includes a sensor mounted to the vehicle for sensing accelerations of the vehicle and producing an analog signal representative thereof; an electronic converter for receiving the analog signal from the sensor and for converting the analog signal into a digital signal, and a processor which receives the digital signal. The processor includes a pattern recognition system and produces a deployment signal when the pattern recognition system determines that the digital signal contains a pattern characteristic of a vehicle crash requiring occupant protection. A deployment initiation mechanism is coupled to the processor and, responsive to the deployment signal, initiates deployment of the occupant protection apparatus.

Abstract: A vehicular sensor system of the present invention includes a plurality of bumper sensors mounted to a front bumper of a vehicle in a spaced relationship in a widthwise direction thereof, and a controller for controlling operations of two actuators for lifting up a trailing end of a hood responsive to output signals from the bumper sensors. The controller converts accelerations, detected by the respective bumper sensors, into deformation speeds, with the deformation speeds, associated with the sensors which are adjacent to one another, being added. When an added deformation speed exceeds a predetermined threshold level, the controller controls the actuators to be initiated.

Abstract: A seat restraint tension sensing assembly for a seat restraint system in a vehicle includes a latch plate for connection to belt webbing of the seat restraint system. The seat restraint tension sensing assembly also includes a buckle assembly for receiving the latch plate. The seat restraint tension sensing assembly includes at least one magnet mounted to the latch plate and at least one Hall effect sensor associated with either one of the latch plate and the buckle assembly and cooperable with the at least one magnet. The seat restraint tension sensing assembly further includes a movable actuator mounted to the latch plate and cooperable with the belt webbing to move the at least one magnet relative to the at least one Hall effect sensor to change an output of the at least one Hall effect sensor to indicate a tension level in the seat restraint system.

Abstract: A device and a method are proposed for controlling firing circuits for an element of restraint, individual transistors of the output stages being controlled by bit combinations, and impermissible bit combinations lead to an error message to a processor. In addition, a firing current is measured, in order to estimate a firing energy from it, so that efficient energy management can be carried out. Furthermore, determination of the firing current makes it possible to update a crash protocol as to whether the firing circuit was activated or not. When a voltage of the energy reserve is exceeded, it is further proposed to switch over to pulse operation for operating the output stages. Thereby a greater resistance to short-circuits and a higher efficiency are achieved.

Abstract: A method and a device are for evaluating sensor signals from a seat mat in a vehicle seat, the signals functioning to characterize the sensors in the seat mat as active and inactive. In this manner, a linear evaluation method is performed to make possible a weight classification of passengers situated on the vehicle seat. For this purpose, a seat profile is generated using the active and inactive sensors.

Abstract: A method of adjusting air bag deployment in a vehicle having a seat adjustable along a seat track and an adjustable pedal includes sensing the adjusted position of the seat along the seat track and sensing the adjusted position of the adjustable pedal. Air bag deployment is then adjusted based upon the sensed positions of the seat and pedal. Preferably, the air bag is deployable at low output and high output, and the adjusting step includes sending a signal operative to enable or disable the high output of air bag deployment.

Abstract: A collision discriminating apparatus for vehicles having a collision detection device mounted on a part of the vehicle to detect the deformed amount of a collided portion deformed by collision of a collision object against the vehicle, and a collision object presuming device for presuming what object collided against the vehicle on the basis of the deformed amount of the collided portion detected, and the vehicle speed when the vehicle collided.

Abstract: A child seat (CRS) laid on a seat cushion of a front passenger seat is provided with a pair of left and right fixture attachments, which are spaced apart from each other by a predetermined distance in the direction of the width of the child seat. The fixture attachments extend rearwards from the child seat. Each of these fixture attachments is provided with a lock bar, which can be detachably coupled to a fixture bar hanging across rear portions of left and right seat cushion frames. Furthermore, there is provided a child seat detector that detects whether or not the child seat has been mounted based on movements of the lock bars resulting from coupling of the fixture attachments to the fixture bar.

Abstract: A side impact collision sensing system 10 for use on a vehicle 12. System 10 includes several door mounted impact sensors 18-24 and a sensor 26 which is disposed in relative close proximity to the center of the vehicle's passenger compartment 52. System 10 determines whether a side impact collision has occurred or is occurring and selectively activates one or more restraint assemblies 28-34 if such a determination is made. System 10 reduces the likelihood of a false and/or unnecessary activation of restraint assemblies 28-34 by using sensors 18-24 and sensor 26 in a distributed algorithm to detect side impact collisions.

Abstract: An improved weight-based occupant characterization method reliably distinguishes between a child or small adult and a tightly cinched child seat based on a variance in the sensed occupant weight and a variance in the vehicle acceleration. The weight variance and acceleration variance are used to determine a relative or normalized variance that compensates for the effects of operating the vehicle on a rough road surface. The occupant is characterized as a child seat if the normalized variance is below a first threshold for a predetermined interval, and as a child or small adult if the normalized variation exceeds a second threshold for a predetermined interval.

Abstract: The present invention is directed to controlling a vehicle multistage actuatable occupant restraining system (14, 18). A crash sensor (32, 36) senses crash acceleration and provides a crash acceleration signal (110, 160) indicative thereof. Crash velocity and crash displacement are determined (118, 168) in response to the crash acceleration signal. A first stage (90, 94) of the multistage actuatable occupant restraining system is actuated when the determined crash velocity as a function of crash displacement exceeds a low threshold (130, 132, 180, 182). A transverse accelerometer (34) senses transverse crash acceleration. The transverse acceleration as a function of the crash displacement is compared (226, 278) against a transverse threshold (268). The value of the low threshold (130, 180) is switched to a different value (132, 182) when the transverse acceleration exceeds the transverse threshold.

Abstract: The invention relates to a method and a device for triggering at least on firing element (6, 7, 8) for restraining means in a motor vehicle. In said method and device a firing command (3) is transmitted from a control unit (2) to a firing device (5) for the firing elements. The firing command (3) is subsequently repeatedly n-fold, whereby n is at least equal to 1. The n+1 transmitted firing commands are evaluated in the firing device and once the last of the n+1 firing commands has been transmitted, the firing elements are triggered.

Abstract: An apparatus (22) for controlling an actuatable side restraining device (24, 26) of a vehicle (20) includes crash sensors (28, 50, 52) sensing a vehicle crash condition and providing associated crash sensor signals (60, 62, 42) indicative thereof. An actuator controller (70) enables actuation of the actuatable side restraining device (24, 26) in response to enhanced discrimination and safing determinations.

Abstract: A method of performing passive countermeasures for an automotive vehicle (12) having a vehicle sensor complex (18) generating a vehicle sensor complex signal is provided. The method of performing passive countermeasures includes performing an accelerometer initiated passive countermeasure method and performing a sensor fusion initiated passive countermeasure method. An object is detected with a sensor fusion (14) and an object parameter signal is generated. The object parameter signal is compared with an object parameter threshold level. The sensor fusion initiated passive countermeasure method is terminated when the object parameter signal is greater than the object parameter threshold level.

Abstract: A method is indicated according to which the triggering of a restraining device or devices in a vehicle can be adjusted to specific characteristics of the vehicle involved in the impending crash in such a way as to furnish optimum protection for the vehicle occupants. To this end, before a crash between two vehicles, each vehicle transmits data concerning its own vehicle-specific characteristics that can affect the course of the crash, and each vehicle receives the vehicle-specific data transmitted by the other vehicle and derives from them control data for triggering its restraining device or devices.

Abstract: A system and method for communicating between a single electronic controller and multiple sensor devices in a vehicle supplemental restraint system includes a unique communication protocol. A series of pulses, each having a chosen duration, are communicated between the sensor device and the controller. The combined sequence and duration of each pulse provides a unique piece of information to the controller regarding the condition sensed by each sensor device, respectively. By controlling the sequence and duration of pulses, each sensor device is able to provide unique information to the controller, which responsively controls the supplemental restraint device as needed.

Abstract: Vehicular rear seat area monitoring system including at least one wave-receiving sensor arranged behind the front seat to receive waves from a space above the rear seat and a processor coupled to the sensor(s) for controlling another system in the vehicle based on the waves received by the sensor(s). The sensors may be of several different types. For example, an optical sensor can be provided which receives images including the space above the rear seat, a CCD array, a CMOS array and an optical camera including a lens can be used, and a radar sensor is also a possibility. If one of the sensors is a radar sensor, then the processor may be designed or trained to analyze motion of objects in the rear seat based on the waves received by the radar sensor and control the system based on any motion of the objects.

Abstract: If deceleration in excess of a predetermined value is detected (step 104 in FIG. 2), a speed integral value &Dgr;V as time integration of the deceleration is calculated (step 110 in FIG. 2). A segment length of a characteristic curve of the speed integral value &Dgr;V in a predetermined range is calculated (steps 112, 114 in FIG. 2) . If it is decided that the segment length is smaller than a predetermined value l2 (step 116 in FIG. 2), the crash is decided as the low speed crash, etc. other than a soft crash. An air bag is inflated if the speed integral value &Dgr;V exceeds a predetermined threshold value VTH, whereas the speed integral value &Dgr;V is incremented by a predetermined value &agr; (step 118 in FIG. 2) if it is decided that the segment length exceeds l2 (step 116 in FIG. 2). Then, if it is decided that the speed integral value &Dgr;V exceeds the threshold value VTH (step 112 in FIG. 2), inflation of the air bag is executed to detect generation of the soft crash.

Abstract: A method of adjusting air bag deployment in a vehicle having a seat adjustable along a seat track and an adjustable pedal includes sensing the adjusted position of the seat along the seat track and sensing the adjusted position of the adjustable pedal. Air bag deployment is then adjusted based upon the sensed positions of the seat and pedal. Preferably, the air bag is deployable at low output and high output, and the adjusting step includes sending a signal operative to enable or disable the high output of air bag deployment.

Abstract: In a system for detecting imminent or occurring rollovers in a vehicle having at least one rollover sensor for detecting a vehicle rollover and for emitting a corresponding signal, at least one rotational wheel speed sensor is provided which emits a signal corresponding to the respective rotational wheel speed to a control unit which is indirectly or directly connected with the at least one rollover sensor. The control unit is constructed such that a triggering signal can be generated for a safety system on the basis of the rollover signal, taking into account the at least one rotational wheel speed signal.

Abstract: A method is used to largely suppress the offset of a rotation rate sensor in that a given rotation rate is only subjected to integration if it exceeds a lower rotation rate threshold and lies below an upper rotation rate threshold. The thresholds are predefined as a function of an offset of the rotation rate sensor in question, and integration of the rotation rate is aborted after a predefined reset time and restarted.

Abstract: A method and a device for deploying a restraint system, which avoids false deployments at the least possible expense by using an acceleration sensor arrangement that includes two sensitivity axes oriented in different directions. An acceleration measured with respect to one of the two sensitivity axes is used for a plausibility check of a deployment decision, which is determined from an acceleration measured with respect to the other sensitivity axis. A trigger signal is only generated if a deployment decision signal and a plausibility signal are present at the inputs of an AND logic circuit at the same time.

Abstract: A collision severity determining system for determining severity of a collision of a vehicle includes a first deceleration detector disposed in a central portion of a vehicle body for detecting a vehicle deceleration in a longitudinal direction of the vehicle, and a second deceleration detector disposed in a front portion of the vehicle for detecting a deceleration in the longitudinal direction. A controller of the system calculates a velocity change amount of the vehicle by integrating the vehicle deceleration with respect to time, and determines severity of the vehicle collision by comparing the vehicle deceleration with a threshold value corresponding to the same velocity change amount.

Abstract: A discrimination is made between a soft crashing in which a relatively low acceleration signal continues for a long period of time and a low-speed head-on crashing so that an air bag can be started at an appropriate timing. An occupant protecting apparatus for that purpose is made up of: a first comparator for comparing an output signal of an acceleration sensor which detects an impact at the time of crashing of a vehicle and a first threshold value; a second comparator for comparing an integrated value of an integrator which integrates an output of the first comparator within a predetermined section and a second threshold value while making a shift by a unit time within a predetermined section; and a starting device for controlling the starting of the air bag based on an output signal of the second comparator.

Abstract: A vehicle air bag system is provided with an air bag that inflates and unfolds to cover the entire front surface of a front pillar 3. When it is judged based on the detection operation of a collision detection device 10 that there is a risk of colliding with a pedestrian, a hood pop-up device 11 is actuated and the rear end part of the engine hood 1 moves up, widening the gap between the rear end part and the front windshield 2. Simultaneously, the air bag module 15 is actuated and the air bag 18 expands out from the gap. The air bag inflates and unfolds so as to cover the entire front surface of the front pillar 3 from the base to the upper end thereof.

Abstract: A power closure sensor system is disclosed. The system includes a data processing device, a closer motor in communication with the data processing device and controlling the movement of a closable member, and a proximity sensor, configured to sense the location of an object. The proximity sensor is in communication with the data processing device. The proximity sensor is configured to communicate the location of the object with or without the object contacting either the closable member or the frame. The system also includes a position sensor configured to sense the position of the closable member. The position sensor is in communication with the data processing device. Further, the system includes a logic program running on the data processing device and the logic program is configured to generate an estimate of the location of the object relative to the closable member.

Abstract: A clear distinction between deployment and nondeployment situations is made by subjecting the measured acceleration of a vehicle to low-pass filtration, forming a deployment threshold as a function of the filtered acceleration signal, analyzing an acceleration signal, as soon as it is measured, in a first time segment to determine characteristic features indicating a crash event in which the restraint device should not be deployed and reducing the cut-off frequency of the low-pass filter for a predetermined time segment if a nondeployment situation of this type is detected.

Abstract: The implementation of dual-stage inflators in some production vehicles is quickly becoming a common reality. A dual-stage inflator has two firing squibs that can fire independently, simultaneously or in a delayed mode. This tailorability provides the ability to fire a low level, high level or staged delay level depending on the impact velocity or other means. For each restraint condition, the inflator output threshold speeds are identified. A biomechanical gray zone, for each injury assessment reference value, is defined based on occupant performance. The upper and lower bound of each biomechanical gray zone is associated with a type of occupant, inflator output, belt restraint and injury parameter.

Abstract: System and method for controlling operation of a vehicle or a component thereof based on recognition of a individual including a processor embodying a pattern recognition algorithm trained to identify whether a person is the individual by analyzing data derived from optical images and an optical receiving unit for receiving images including the person and deriving data from the images. The optical receiving unit provides the data to the algorithm to obtain an indication from the algorithm whether the person is the individual. A security system enables operation of the vehicle when the algorithm provides an indication that the person is an individual authorized to operate the vehicle and prevents operation of the vehicle when the algorithm does not provide an indication that the person is an individual authorized to operate the vehicle. A component adjustment system adjusts the component based on the recognition of the individual.

Abstract: In a process for capacitive object detection in a vehicle seat, capacitors arranged in the backrest and in the seat surface are influenced by an object. The capacitors are acted upon by alternating voltage and their capacitance is determined individually. From the value of each of the two capacitances, an evaluation of the object is derived by means of a value table. When the two evaluations correspond to one another (concerning the type of an object), an occupant protection system assigned to the seat is correspondingly activated or deactivated.

Abstract: A crash detection system comprises two sensors with complementary performance characteristics, a controller evaluates the signals from both sensors to determine whether an airbag should be activated, when an airbag should be activated and whether multiple stages of the airbag should be activated. The first sensor preferably comprises a ball-in-tube sensor and the second sensor preferably comprises an electronic sensing module comprising an accelerometer and a CPU. The CPU receives signals from the accelerometer and the ball-in-tube sensor. The controller activates the airbag only if both sensors generate fire signals. The controller generates an airbag activation signal based upon crash type and the sum of the times required from the beginning of the crash for both sensors to generate fire signals.

Abstract: A method and an arrangement are described for controlling activation of occupant restraining devices in a motor vehicle in which actual data relating to vehicle motion are detected and applied to an activation algorithm to generate activation signals as required for the activation of at least one of the restraining devices.

Abstract: A four-point seat belt restraint system having a lap belt movable between a comfort position wherein the portions of the belt extending over the outsides of the occupant's thighs are generally vertical, and a crash restraint position wherein the same portions extend at an angle downward and to the rear. Belt guides disposed adjacent opposite sides of the seat engage the lap belt as it extends from the anchor points toward the seat cushion. During normal vehicle operations, the belt guide is located in a comfort position that causes the portion of the lap belt passing over and around the outsides of the occupant's thighs to have a relatively vertical orientation. In the event of an actual or impending crash or other rapid vehicle deceleration, a restraints control module commands an actuation mechanism to move the belt guides rearward with respect to the comfort position, allowing the lap belt to extend in a substantially straight line to the rear-located anchor point.

Abstract: A vehicle impact protection system comprises an airbag deployable at a seating region of a vehicle dependent upon size of an individual exposed to the airbag and/or distance of the individual from the airbag. The system includes a sensor for sensing size and/or distance information for a person sitting in front of the airbag, and a controller which receives the information and controls deployment of the airbag accordingly. The system includes a sensor for sensing size information of the person sitting in the seating region and a controller which receives the information from the sensor and which enables the airbag to deploy to only one of the levels of deployment depending upon the information sensed by the sensor.

Abstract: A seated-state detection sensor is disposed in a seat portion of a seat cushion of a passenger seat. The seated-state detection sensor is divided into three parts, that is, a first seated-state detection sensor, a second seated-state detection sensor and a third seated-state detection sensor, which are arranged in this order from the rear side of the vehicle. The first seated-state detection sensor and the second seated-state detection sensor are designed to determine whether or not there is a passenger seated. The second seated-state detection sensor and the third seated-state detection sensor are designed to detect forward displacement of the passenger.

Abstract: A crash control system for vehicles employs pre-crash surrogate signals to predict a potential crash. The predictive signals may be generated by activation of the vehicle's anti-lock brakes, or by a sensor that detects rate of brake pedal travel indicating panic braking or by advanced radar systems. The pre-crash signals may be used to ready various safety systems on the vehicle, such as chassis and suspension systems, dynamic body systems, interior occupant protection systems and other systems that function to improve vehicle's crash worthiness or assist in improving vehicle stability or control. The pre-crash signals may also be used to modify the normal trigger points of safety systems to improve the timing of their response.

Abstract: A passenger detection system for detecting seating status of a passenger on a seat of a vehicle in which structure of electrodes placed on the seat is improved, is proposed. A plurality of electrodes are placed apart on the upper side of the seat, and a weak alternating electric field is generated between a transmission electrode, selected from the electrodes plurality of and reception electrodes other than the transmission electrode, and displacement currents passing in the reception plurality of electrodes, caused by the weak alternating electric field are detected. The seating status of the passenger on the seat is determined by analyzing the detected displacement currents. An electrode structure is preliminarily formed by fixing the electrodes apart on an electrical insulating base material, and the electrode structure is placed between a cushion material and a covering material of the seat. Preferably, the electrode structure is fixed to one or more components of the seat.

Abstract: A bidirectional data transmission system uses two wire lines in which bidirectional communications can be achieved by a simple control circuit. The system includes a first unit, a second unit, and two wire lines for connecting the first unit and the second unit to bidirectionally communicate data between the first unit and the second unit. A data transmission from the first unit to the second unit is conducted by varying voltage between the two wire lines, and a data transmission from the second unit to the first unit is conducted by varying current flowing through the two wire lines.

Abstract: An occupant protection control system has two occupant protection control devices, in particular a front airbag control device and a side airbag control device. One occupant protection control device contains in addition to a non-volatile memory a further memory, in which the sensor data of the other occupant protection control system, emitted by the other occupant protection control device and monitored for the sensing of a possible accident, are continuously recorded. When an accident is sensed, the data are re-stored from the further memory into the non-volatile memory, in which the accident-relevant data sensed by the other occupant protection control device are also permanently stored.

Abstract: The present invention relates to electrical contactors used in electric motors comprising batteries. The present invention relates more specifically to an electrical contactor (1) for a battery, consisting of a hollow body (2) defining an upstream part (11) in which a pyrotechnic initiation device (3) is located and a downstream part in which a piston (4) is housed. Since the downstream part has three conducting studs (5, 6, 7), the main characteristic of the contactor (1) according to the invention is that it makes it possible, when the piston (4) moves due to the effect of the combustion gases, to pass instantaneously from a position corresponding to the electrical connection of the first two studs (5, 6) to a position corresponding to the electrical connection of the second stud (6) to the third stud (7).

Abstract: An apparatus (10) for controlling actuation of at least one actuatable protection device (18, 20, 22, 24) includes a controller (26) having a first sensor input effective to receive a first sensor signal (64, 66, 70) having a value indicative of a first condition of an occupant of the vehicle seat (14, 16). The apparatus (10) also includes a second sensor input effective to receive a second sensor signal (82, 84, 86, 88, 94) having a value indicative of a second condition of the occupant of the vehicle seat (14, 16). The controller (26) is operative to determine a default value for the value of the first sensor signal (64, 66, 70) upon determining that the value of the first sensor signal is either outside an expected range of values or is absent. The controller (26) is operative to provide a control signal (136, 174, 176) to control actuation of at least one actuatable protection device (18, 20, 22, 24).

Abstract: Occupant protection system for protecting one or more occupants of a vehicle including a deployable occupant protection device arranged on at least one of the seats, a deployment determining unit which generates a signal indicative of whether deployment of the occupant protection device is desired, and an electrical bus extending into the seat and electrically coupling the occupant protection device and the deployment determining unit. The signal from the deployment determining unit is sent over the bus to the occupant protection device to enable deployment thereof. The occupant protection device may include an airbag module having an airbag and be arranged at a rear of the seat to be deployable rearward for protecting an occupant situated behind the seat. The deployment determining unit preferably includes a crash sensor coupled to the bus for sensing a crash event and providing a signal indicative thereof.

Abstract: An activation control apparatus of an occupant safety system is an apparatus for controlling activation of airbag system 36 mounted on a vehicle in the event of the vehicle colliding with an obstacle, which has front sensors 30A, 30B mounted in the vicinity of a colliding part of the vehicle, a floor sensor 32 mounted behind the front sensors in the vehicle, and an output control 42 for controlling an output of inflators 36A, 36B on the occasion of activation of the airbag system, based on values detected by the front sensors and floor sensor.

Abstract: In the restraint system, in which coupled to a bus line are a central control unit and a plurality of data processing units that are provided to trigger restraint devices, a plurality of data channels that are clearly separable from each other are to be transmittable. In this context, data of high priority and high time-related urgency are transmitted with a high signal level and a high bit rate, data of lower priority and lower time-related urgency are transmitted with a low signal level and a low bit rate, data of high priority and lower time-related urgency are transmitted with a high signal level and a low bit rate, and data of a lower priority and high time-related urgency are transmitted with a low signal level and a high bit rate.