CA2425617C - Device for registering seat-belt usages and service-life/wear of restraint systems - Google Patents

Abstract

A device associated with a method for preventing manipulation establishes a chain of tamperproof evidence for the non-use of seat belts and time periods thereof during a journey and in a crash or multi-crash and saves all the relevant and accident data in a blackbox and/or storage medium of the transport system. In addition, indicators verify the non-use of seat belts.
Consequently, the car-aeroplane manufacturer or the airline is spared lawsuits, compensatory damages and/or medical -expenses.
In order to determine the service-life and worn parts of restraint-systems the device registers the numbers of seat-belt usages, real belt protractions and blockings. In excess of any predetermined service-life a warning light flashes and/or appears on a multi-info display to replace the worn parts of restraint-systems and/or an appropriate spoken message is issued. Courts can thus determine who is responsible for the failure of the restraint system/s in the accident.

Description

2,425,617; Docket No; PD6B

DEVICE FOR REGISTERING SEAT-BELT USAGES AND
SERVICE-LIFE/WEAR OF RESTRAINT SYSTEMS
BACKGROUND OF THE INVENTION

1. Field of the Invention:
It is an object of the present invention to provide for a transport system, equipped with restraint systems, = a device for monitoring and recording the users and non-users of seat belt during a journey and in the event of a real-world accident, increasing the seat-belt use rate (rate of the use of seat-belts) and determining the service-life and wear of each restraint system and a method for protecting the chain of evidence and data from manipulation.
2. Description of the Related Art:
It is known in the prior art to provide a device ref to US 4,702,492 for a motor vehicle to deliver evidence of manipulation, or use and/ or non-use of the seat belts in an accident, devices ref. to US
4,667,336, US 5,119,407 and US 6,204,757 for a motor vehicle to detect the seat belt usages and a device ref. to DE-U 296 13 291 for an aeroplane to detect the seat-belt usages.

In order to formulate in single terminology a generalized definition for the proper term Is presented:
Definition: Proper Term:

'transport system" motor vehicle (car, school-bus, bus, truck), train (commuter train) or aeroplane "time-dependent differentiation yaw-speed õA" about the zs-axis, pitch-speed õAõ" about the xs-of rotatory angle õAX', Ay" and axis and roll-speed Ay" about the ys-axis of the point of gravity "S"
,A= of transport system (Fig. 2) or yaw-acceleration õAz", roll-acceleration Ay" and Pitch-acceleration "accelerometer" sensor 52, 52a or control device 55 "belt-protraction markers" colours, codes, metal strips or patterns, "accident" an event in which an accident almost occurs, an arbitrary collision, a real-world accident, a multi-crash, a multi-turbulence or an in-2,425,617; Docket No: PD6B -2-flight turbulence (incident, vibrations) 'identification markers' different colours or different widths or different patterns "belt user" passenger (baby, child or adult) using a seat belt "first belt user" driver, captain or one of the passengers, acting as the first belt user, buckles up in a journey.

'storage medium" storage disc 92a, storage medium 92 or RAM 80,1 of a micro processor 'voice" sound or spoken message Passengers must buckle up when travelling with a motor vehicle, with the exception of school-busses and busses, or during a turbulence-related flight of an aeroplane. It is well known to provide two-point or lap seat belts for mid-portions of the rear seats of vehicles as well as for aeroplane seats.
The protective effect of this lap seat belt is far less than that of a three-point seat belt in accidents.
Unfortunately, three-point seat belt insufficiently restrains the unsymmetrically belted passenger in accidents.
Moreover, by the definition of "submarining" the restrained passenger submarines (slips downward) under his seat belt thus negating the protective effect of the seat belt.
Traffic experts could refer it to the passenger of having unbelted.
Ref. to DE-U 296.13 291 a belt assembly is provided with a sensor which registers the latch plate inserted therein and the home position of seat backrest is registered by another sensor. In order to manipulate it 600 passengers of an AIRBUS A380, standing in front of their respective seats, insert their latch plates into the corresponding belt assemblies, move their corresponding seat backrests to the home position and, for example, go to dancing In the disco hall despite captain's urgent request "take your seat and buckle up'.

US 4,702,492 (DE -A 35 13 339) teaches a buckle assembly, equipped with a device, which verifies manipulation (tampering), use and non-use of the seat belts in an accident. It comprises a low-pass filter, a belt switch, wired to a fuse and a measuring cell (pull switch), wined to another fuse. In an accident the cell, measuring the belt force, resulting from the mass inertia force of the restrained passenger, permits the current to flow to the fuse and blow it when exceeding a predetermined mass inertia force, serving as a threshold value. In an accident the sensor emits an electrical signal via the low-pass filter to the cell- and belt switch entrance, thus resulting in one of four cases, which depends 2,425,617; Docket No. PD6B -3-on the state of both fuses in order to determine a manipulation or use or non-use of the seat belt. The use of seat belt is verified when the fuse of the cell Is melted while the fuse of the belt switch remains intact. In the following cases no evidence is found because in accidents the fuse of the cell remains intact due to - less mass inertia force of a child, a woman or a 70 kg heavy man, when the cell is adapted to a 150 kg heavy, obese man, or - crash speeds, when far lower than a crash-speed of, for example 120 km/h set for the cell.
Ref. to the German Newspaper Frankfurter Allgemeine Zeitung of 10/07/2001 Ford Corp. recalled 1.4 million motor-vehicles, built in 2001, due to defective plug-in connection of latch plates to conventional buckle assemblies. Parts of conventional buckle assembly and shock-proof device and additional parts such as the measuring cell, series of connection and fuses are not fit Into the conventional housing. To accommodate all those parts a bigger housing has to be designed.
The following drawbacks surface therefrom:
- New buckle assemblies must undergo extensive, long-term, expensive tests to ensure they are shock-proof in accidents.
- Buckle assemblies, designed with all those features, are increasingly prone to failure associated with costly recall actions and repair. In particular, US-Courts won't accept such evidence because it isn't always reliable.
-- The sensor of a nineteen-month old, Ã140,000 expensive MB SL 55 AMG, when hitting the rear section of a car at 50 to 80 km/h, failed to bigger the front airbags [U26080421. What is the use of installing the device when the fuses of all the users and non-users of seat belt remain intact?
Which car corp. dares to risk damages of millions of dollars per victim, loss of image and sales in USA and large expenditures to develop new buckle assemblies and install the unreliable devices in motor vehicles, where the outcome is unsure and the device is unreliable?
The inventors soon realized that manipulation and/or user-errors render the evidence useless.
Manipulation and/or user-errors, resulting from Inserting the latch plate 9 into the buckle assembly 9.1, are referred to In four or eight cases, listed in Table 1 or 2 of US
4,702,492. In case of 600 passengers of an AIRBUS A380, 2,400 or 4,800 cases must be monitored. The time-consuming check is expensive.

Both US 5,119,407 and US 4,667,336 teach a detection of seat-belt usage and an odometer therefor. The car owner with a large number of seat-belt usages should be rewarded with an incentive to pay less for the car insurance premium. A current line is arranged along each belt portion of the 2,425,617; Docket No: P06B -4-latch plate and buckle assembly. When plug-in connected, current, flowing therethrough, actuates the counter. Unfortunately, manipulation can easily be done by plug-in connection in innumerable times.
In response to large forward motion of a belted, heavy passenger both belt portions elongate, thus tearing both current lines apart.
Ref. to US 6,204,757 B1 a device comprises 1. belt switches 9.5, 9.5a for registering seat-belt usages, 2. a Hall sensor 30 for registering the vehicle speed, 3. a GPS-unit receiver 50 for registering the position of the vehicle and 4. a program 80.3 to process the seat-belt usages, speed and position in data, to store them in a storage medium 80.1, 92a and to retrieve them.
In contrary to the inventors of US 4,702,492 the inventors do not address how to detect the proof of use and non-use of seat belts when manipulated by swindlers In very short time [A9].
Passengers, having no intention to buckle up, take their seats after having inserted the latch plates into the respective buckle assemblies. Due to lack of a control device ref. to Claim 5 or 6 for yielding a is second proof of use and non-use of seat belts, courts are unable to return unambiguous verdicts.
New data of use and non-use of seat belts are not recorded when the storage medium is full.
What is the benefit of having the first proof of use and non-use of seat belts when the seat belts, for example of Johnson [A12], are torn apart in accidents? See explanation in Chaps. A and G3. This makes clear how important it is to determine the service-life of all seat belts and issue a warning to replace worn parts.
Obviously, court-incontestable (tamperproof) evidence of the users of seat belts is missing in the following cases in the event of accidents:
- When the steering wheel and steering column are totally deformed by the head of driver, thrown forward, the traffic experts presume that the driver had not used the seat belt in the accident, A
microscopic investigation confirms the blocking traces on the surfaces of belt portion 1.4, which was jammed (blocked) by the locking mechanism 14 during a forceful protraction of belt portions 1.2, 1.3 by the belt tightener 190 in the front collision. However, such investigation results are questionable because these traces could be caused by soft clampings of both clamping shoes before the collision took place.

2,425,617; Docket No: PD6B -5-- When traces, resulting from the friction of the belt portion on the surface of a plastic material 9.11a of latch plate 9, are not detected, traffic experts are used to make verdicts that passengers were unbelted.
- By great energy during a turbulence-related flight the unbelted passengers as well as the majority of passengers, belted by life-threatening lap belts, are severely/fatally injured. After the rescue and medical treatment no one of the flight personnel can remember anymore who had been unbelted.
The airline has no choice but to pay all the medical expenses of all injured passengers, some of them ignored the request to buckle up, and the fines, set by US-Courts. The unbelted passengers were not recorded during the flight.
Upon the restraint of the passenger the belt portion, deflected by the D-ring, is retracted or protracted by the belt retractor having a locking mechanism, which is activated in excess of the respective threshold values in order to intercept the upper part of his body, thrown forward, thus - softly (gently) clamping the belt portion in response to low deceleration when driving slowly or blocking the belt portion in response to high deceleration in an accident or when driving fast.
In the bench test belt retractors must pass 100,000 belt protractions and locking mechanisms 20,000 blockings under the periodical load of 300 N. In the 50 % offset crash tests of various European vehicles at 55 km/h belt forces are measured from 3,000 to 9,130 N while airbags are optimally deployed. In response to fast, hectic driving a great number of blockings under large belt forces is expected. The seat belt and the pair of clamping shoes (clamping rolls) of the locking mechanism show strong wear, which substantially impairs the protective function, thus enlarging the forward motion of the upper part of body in the front collision during which the head is crushed by the properly inflating airbag and/or deforms the steering wheel or the A-post section. The head is massively/severely injured [U170301]. When both surfaces of the belt webbing are wom, the friction coefficients, to block the belt webbing by the damping shoes, significantly decrease, for example from 0.8 to 0.1. Due to lack of blocking restraint systems are incapable of restraining passengers in accidents. In the event of a rollover they, being easily freed from the respective restraints, are thrown against members of the vehicle or aeroplane. No Administrations determine the service-life and wear of restraint systems, hence, car-, aeroplane manufacturers or airlines are responsible for the failure thereof.

A known control device, disclosed in DE -A 43 40 719, senses the yaw-speed of motor vehicle and attempts to control the vehicular direction by asymmetrical braking, if the motor vehicle is out of control due to the driver or cross wind.

2,425,617; Docket No: PD6B -6-There are no laws (regulations) to specify the service-life and wear of the parts of restraint systems as well as the replacement of their parts, worn due to rage-driving and emergency stops or to great forces in real-world accidents!

SUMMARY OF THE INVENTION

Accordingly, the principle object of the present invention is to provide for a transport system - a device for monitoring and recording the users and non-users of seat belt and the service-life as well as wear of restraint systems, generating a chain of evidence of use and non-use of seat belts, data and accident data and increasing the seat-belt use rate as well as - a method for protecting the evidence, the chain thereof and the data from manipulation.

A second object of the present Invention resides in a method to exploit existing parts, which are already put into use In motor vehicles or aeroplanes, for further application in order to save Research-and Development work, lower manufacturing costs and increase the reliability of the device.

1s It has already occurred many times that airbags were not deployed in front-and side collisions or airbags were falsely deployed when cars travelled over bumpy roads. In general, airbags are not deployed in a rollover accident or In the event of rear collision, except Volvo S80, which is equipped with a sensor to sense a rear collision in order to operate the WHIPS devices for driver and co-driver.
Unfortunately, the false deployment of both front airbags of Volvo S80 in the flat-barrier crash test at 5 mph, conducted by IIHS (Insurance Institute for Highway Safety) in USA, raises the question of the reliability of sensors, Moreover, the recalls of, in particular, premium cars and premium sport cars with over 150,000 Ã price tag, confirm the unreliability of sensors, electronics and/or software. Defective plug connection, defective software and/or defective electronics were the reasons for the non- or false deployment of airbags. For sure, any sensor-dependent device delivers no evidence in rear collisions or rollover accidents due to lack of sensors or In accidents due to the above-mentioned defects. In contrast the device 30 is capable of determining the service-life and wear of the parts of the restraint systems, injuries caused by worn parts thereof, the time periods when the seat belts were fastened and unfastened, long before and during the accident, even in the worst case, when the sensors fail, where the accident data "C6 of the belt users remain void.
219 out of 48,458 brand new Gennan premium cars Mercedes [A3], well-known for the high quality, broke down due to over-charging of the batteries, defective electronics, defective software etc.
Sources of error, breakdown and/or superposition of amplitudes and frequencies result from the 2,425,617; Docket No: PD6B -7-increase of electrical components in a new car and new specifications for the software, for example, to deactivate the co-driver airbag and to prevent overheating of the motors that lock or unlock the doors, caused by continual .use of the central-locking. This can cause the device 30, provided with the program 80.3 and electrical components, to fall too.
Car corps., proud of the anti-theft measures, proclaimed that hours were needed to manipulate the anti-theft devices, classified as "secure". The experts among the car thieves spent just ten minutes to overcome the program of the anti-theft devices of the German Top-premium cars.
It is expected that an expert can manipulate any device either before or after the accident in order to possess the first proof of the seat belt usages for a court and to ensure large US-compensatory damages in an accident.
Thus, the device 30 in cooperation with impact-identity elements ref. to the patent document CA
2,339,917 meets the strict requirement for a chain of legally reliable, tamper-proof evidence In order o to enable the court to pass an unambiguous verdict;
o to save the car- or aeroplane manufacturer or the airline from compensatory damages and medical expenses due to the non-use of seat belts and/or of errors of software and design;
o to confirm the use of the seat belts despite a software error, due to which a co-driver airbag fatally injured a baby lying on the baby-cot, restrained by the co-driver seat belt, although all the co-driver airbags of VW Golf IV were deactivated in a VW-authorized garage.
According to the VW s investigation the software itself reset the mode from "deactivated into "activated", thus verifying the software error; and o to resolve all the shortcomings of the Prior Art and to check manipulation, user-errors and the above-mentioned defects. If the proof, generated by the device 30 and the impact-identity elements, is contradictory, the suspicion of manipulation, defective sensors, defective software and/or defective electronics are aroused. The check is far easier, faster, cheaper and more accurate than the operation of checking up to 4,800 cases by means of the above-mentioned device ref_ to US 4,702,492.
Doubtless, the following reasons justify the efforts to achieve a chain of irrefutable evidence:
o A US-Court sentenced Daimler Chrysler to pay the highest damages of $259 million to the parents of a child, who, presumably unbelted, was ejected out of the tailgate of a minivan. Due to the high rate of non-use of seat belts on roads and flights, car-, aeroplane manufacturers and airlines are increasingly exposed to lawsuits. Definitely, the manufacturer or the airline has to present to US-Courts irrefutable evidence in compliance with reversal of the burden of proof.

2,425,617; Docket No; PD6B -8-o Airlines and car owners are responsible for the operating condition of the restraint systems. The car- or aeroplane manufacturer Is not responsible for injuries linked to the restraint systems' worn parts, which appear on the screen and whose data are stored in the blackbox.
o The device records the onset of the seat-belt usage, the onset of the accident or several accidents or in an in flight turbulence, the relevant accident data, such as temperature, and the condition of the restraint systems as well as protects the chain of evidence and data from manipulation.

INDUSTRIAL APPLICABILITY

It is apparent that the invention provides for the courts, police, agencies, car-, aeroplane manufacturers and airlines a chain of tamperproof evidence including the following features:
A) Both the mass of the' belt user and braking deceleration are responsible for the forward-, sideward and/or rotatory motions when forcefully braking. The service-life of seat belts is shortened by frequent violent braking because each seat belt, specified to withstand alternate force 300 N. is loaded by force of over 1,300 N, resulting from the weight of obese belt user of over 130 kg [OBESITY in USA] and deceleration of 1 g. When this often occurs, as in taxis, the seat belt slips out of both damping shoes 14.1, failing to block the worn belt webbing due to the low friction. In accidents for example [U1703011 the head of the belt user is thrown against the steering wheel, dashboard, windshield, A-post section and/or into another occupant or Is crushed by the front airbag with striking force up to 20,000 N.
Due to alternate yaw moment in a minor accident in Wiesbaden, the capital of the county Hessen, a slim 34 year old female lawyer, driver of a BMW Z3 is severely injured and later dies in the hospital [U021202].
Accordingly, these examples completely justify the protest action of three obese American women [OBESITY in USA], representing 51 million obese Americans and 29 million obese Chinese children, against car companies and the wish of millions of belt users worldwide that the survival chance be enhanced. This wish Is realized when 1, the number of blockings is monitored by a belt-blocking sensor 14,5 and 2. the number of belt protractions is monitored by a belt-protraction sensor 14.4, 3. the service-life threshold values of blockings and belt-protractions are determined, preferably, in tests and 2,425,617; Docket No' PD6B -9-4. the program 80.3 checks whether one or more of the service-life threshold values of blockings and belt-protractions are exceeded.
See countermeasures in Chap. G3.
B) When the device, equipped with a single warning light or warning lights, serving to monitor the functioning of the device, and with fuses, nobody realizes that the fuses serve as indicators for the use or non-use of seat belts. If the fuses are hidden, they need not be sealed.
C) In the offset front-, side- or rear collision, which ends up, finally in a rollover, it has happened that a passenger, having freed himself from the restraint, is ejected out of the vehicle, whose doors are detached, while rolling over. This phenomenon is substantiated in the research work of the inventor, investigating various vehicles of different car manufacturers in accidents. Because sensors are incapable of precisely sensing the deceleration in the event of rollover, side- or rear collision, it can occur, that the belt tightener (pretensioner) 190 doesn't retract the belt portions 1.2, 1.3 and/or the locking mechanism 14 of belt retractor 13 (Fig. 2) doesn't block (forcefully tighten) the belt portion 1.4. Hence, no blocking traces thereon are found despite having used the seat belt. The problem case can be resolved by the following data (Fig. 1) * the data "C2" (datum ref. to Claim 1), acting as the chain of evidence of use and non-use of seat belts, accomplished during the journey prior to the accident, * the datum "C1", documenting the date, the onset of a journey and the travelling speed, and * the data "C7", revealing the names of the users and non-users of the seat belt in reference to the data "C2".
C) The device registers the onset of accident as well as time periods of multi-crashes or multi-turbulence-related vibrations.
D) The accident data, warning lights and fuses are several pieces of evidence to marshal arguments for the users and the non-users of seat belt in any accident. The device registers the number of seat-belt usages, real belt protractions and blockings. In excess of the predetermined service-life the warning light flashes and/or earnest requests on the multi-info (multi-information) display (screen) warn to replace the worn seat belts, belt retractors and/or locking mechanisms.
E) By typing in the names or initials of all passengers the device registers their seat occupancies in the aeroplane, vehicle or train, This feature enables to immediately identify the passengers despite being beyond recognition resulting from severetfatal injuries or bums in the accident and to immediately notify the respective family members.

2,425,617; Docket No; PD6B -10-F) An undermentioned feature takes over the task the cabin attendants, bus-, car drivers, train conductors and police to control the non-users of seat belt, thereby avoiding severeffatel injuries and increasing the seat-belt use rate.

BRIEF DESCRIPTION OF THE DRAWINGS

A number of embodiments, other advantages and features of the present invention will be described In the accompanying drawings with reference to the xyz global coordinate system:
Fig. I illustrates a block diagram of a first embodiment of a device, equipped with a screen, micro computer (microprocessor), sensors, a control device and PC (computer).
Fig. 2 is a perspective view of the screen, the microprocessor, a seat, equipped with a restraint system ref. to CA 2,313,780 (US 09/554,463, US 10/690,741, EP 1 037 773 B1, DE
197 49 780 C2), comprising a multi-point seat belt, belt tightener, belt retractor, locking mechanism, latch plates and buckle assemblies, arranged in a backrest and seat cushion.
Fig. 3 is a perspective view of a conventional three-point seat belt equipped with a belt tightener.
Fig. 4 illustrates a block diagram (flow chart) of a second embodiment of a device further comprising restraint systems of a motor vehicle.
Fig. 5 illustrates a block diagram of a third embodiment of a device further comprising cost-saving restraint systems of a motor vehicle.

DESCRIPTION OF THE PREFERRED EMBODIMENTS

Each device is suited to monitor and record the users and non-users of seat belt of a transport system, is equipped with two-point seat belts If (not drawn), three-point seat belts 1e and/or multi-point seat belts I (Figs. 2 and 3).
The one- or two-piece multi-point seat belt I differs from the three-point seat belt le by restraining the upper part of body of the passenger In an X-shaped configuration of shoulder belt portions 1.1, 1.2 and by plug-in connecting the latch plate 11 of lap belt 1.3 to one of the buckle assemblies 8, 8a to 8d to restrain both thighs in order to prevent submarining. The safest, but most expensive restraint system is provided with the belt tightener 190 as well as the locking mechanism 14 of belt retractor 13.
The mode of the operation of each device is independent of whether the unreliable airbag is deployed 3o or not in an accident. In order to fire gas pellets of the airbag by means of the ignition apparatus (generator) 53 in an accident the current (current intensity, amperage) in the accelerometer current line (conductor) 71 must be very high (strong), This property is exploited to bum (blow, destroy, melt 2,425,617; Docket No: PD613 -11-through) the warning light 62 of the belt-switch current line 75 and the fuse 61 thereof, which is dimensioned far weaker than the fuse 51 of the ignition apparatus. Usually, currents, for sensors of belt tightener 190 and/or locking mechanisms, are dimensioned far lower than of that firing current. As long as they are capable of burning, they can be put into use too, thereby making the fuse 51 superfluous.
Conventional sensor of airbag can properly operate in longitudinal direction within a range of deviation angle of 200 in the event of a front collision. It becomes unreliable in operation when the deviation angle becomes larger. So there is a need to invent a microprocessor-operating device 30. Whether the coming 3-D sensor Is more reliable than the present, must be proven in practice.

Unfortunately, the 3-D sensor is not designed to measure the yaw-, pitch- and roll-speed or the yaw-, pitch- and roll-acceleration. There is a need for a control device 55 to register accidents or turbulence-related vibrations by sensing the time-dependent differentiation of rotatory angle "V, "Ay and 'AZ" about the xs, ys- and zs-axis of the point of gravity "S" of the transport system in excess of the respective threshold values. Such well-known control devices, one of them above-mentioned, already installed In the motor vehicles, prevent them in the most extent from rolling over.
In order to facilitate a device to record multi-crashes during a journey or multi-turbulence-related vibrations during a flight, a reusable control device 55 and 3-D sensor 52 (Fig. 1), such as the reusable sensor disclosed in US 5,237,134 (DE -A 41 43 032), are required.
After registering each device 52, 55 is able to return from the operative position to the resting position, serving as home position.
Nowadays, the screen (multi-info display), displaying time, broadcasting station, date, exterior temperature, travelling speed, gasoline consumption, check-control and the likes, the microprocessor to process multi-info display, motor management and the control device are standard parts of vehicles as well as aeroplanes. The screen of navigator Is also suitable for any device 30, 30d. .
Manufacturing costs are slightly increased upon further use of the existing microprocessor, by both storage media of which such as RAM 80.1 and ROM 80.2 (not shown) are enlarged and whose software is extended.
When switched on, a current-control switch (ignition switch of motor vehicle) 50, connected to the main current line 70 of battery 56, the warning light 62 lights up to request to "buckle up now", which is switched off either by Inserting the latch plate 9 into buckle assembly 9.1, thus activating the belt switch 9.5, or by a dwell time (time-delay) relay (not shown) In excess of a dwell time. The device is able to record the users and non-users of seat belt in accidents.

2,425,617; Docket No; PD6B -12-Moreover, the warning lights such as LEDs, the fuses and the microprocessor must be designed for a very long service-life, preferably, longer than that of vehkles or aeroplanes, or must be replaced in time in order to maintain the service.

Pilots of an AIRBUS A380 are busy with monitoring and controlling a large number of warning lights and screens- They would get irritated by many flashing warning lights 62 to monitor 600 passengers, particularly, at the take-off or landing. On the other hand the warning lights help - the traffic expert examine whether the passengers had been belted or unbelted in the event of the turbulence-related vibrations, the accident or at the start; and - the pilots monitor the passengers in response to the instruction to buckle up now.
A device, provided with the following features, is highly recommended:
- The above-mentioned problems are resolved by a master belt switch 60, provided for the power-supplying current line 76. When the current-control switch 50 is switched on and the belt switch 60 is switched * onto the position "m" the current flows to the belt switches 9.5, 9.5a or * off to the position "n" the current flow is interrupted thereto.
- The feature with the fuses 61, 61a, protecting the warning lights from being burnt by the current when too strong in operation, enables to control the functioning of the device as well as to monitor the use and non-use of seat belts.
- Automatically, the warning lights 62, 62a of the non-users of seat belt flash on the screen 88 or a warning, for example "passengers seating on the seat No. S(eat)200, S300, S350... buckle up" or 'Mr. Y. Yao. Mr. K. Loss, Mrs. A. Lu... buckle up", appears on the screen 88 and on the screens 88a (not drawn) of the cabins of A380 or train compartments. Furthermore, the warning is automatically announced via the loud speakers 78 (not drawn) and/or an acoustic warning such as bells, gong etc. automatically sounds. The loud speakers, already installed in the transport system, can be put into further use. This feature accomplishes for the pilots, bus-, car drivers, train conductors and police the task of controlling the non-users of seat belt and contributes to the increase of the seat-belt use rate.

2,425,617; Docket No: PDBB -13-In the first embodiment a microprocessor-operating device 30, serving as control unit, with regard to the block diagram, shown in Fig. 1, comprises - the microprocessor (micro computer) 80, equipped with RAM 80.1 to store data, an I/O
(input/Output) interface, ROM 80.2 (not shown) and a program 80.3 to transform signals into data and to evaluate it;
- the screen 88, 88a, on which the data appear in row and/or column upon request by activating the operating knob 89;
- the disk drive 91, printer 93 and/or PC 90;
- a wom-part warning light 69, an acoustic and/or vocal means to request the replacement of the worn parts of restraint systems.
Depending on the type of transport system the device 30 is equipped with a control device 55, which is already installed in an aeroplane, or sensor/s 52, which is/are already installed in a motor vehicle.
The belt-protraction- and belt-blocking sensors 14.4, 14.5 are supplied with current via the belt-retractor current line 77. In excess of a threshold value a signal flows.
In operation by switching on the current-control switch 50 the device 30 generates the following data "Cl " to "C7" during the journey, flight or in the event of the accident:
01. The row in column "C1" on the screen shows the date and the onset of a journey or a flight upon switching on the current-control switch 50, whereby the current flows through a signal- or impulse transmitter 41 of the power-supplying current line 76, emitting to the start-time signal line 81 an electrical start-time signal (impulse) 41.1, which is transformed by the program to set the date and the onset thereof at "20.10" o'clock (8.10 pm). In order to avoid the registration of different data "C1" of, for example, all the 600 belt users of A380 for a single journey, only the datum Cl' õof the first belt user (see the above-mentioned definition) is recorded.
G2. The rows in column "C2" and "C3" on the screen show the time periods of belting at "20.15"
o'clock (8.15 pm), of unbelting by "- (void)" and of belting on again at "20.30" o'clock and the number of seat-belt usages about "1003" and "1004". By inserting the latch plate 9 into buckle assembly 9.1 the belt switch 9.5 interrupts the current flow to the fuse 61 and reroutes to the belt switch transmitter 42. The current is transformed by the program into an electrical belt-use signal 42.1, which, flowing in the belt-use signal lines 82, 83, sets the onset of seat-belt usage and increases a number of the seat-belt usages. The seat belt itself has a first service-life threshold value.

2,425,617; Docket No. PD6B -14-G3. The row in column "C4" on the screen shows the number of real belt protractions. To register the belt protraction sensor 14.4 relays the real belt-protraction number 44.1 of the belt retractor 13 In the belt-protraction line 84 to the program 80.3 which increases the number of the real belt protractions accordingly. See Claim 1. The service-life of the belt retractor 13 is shortened by the frequency of retractions and protractions. So a second service-life threshold value of real belt protractions can be determined by the frequency of retractions and protractions in tests. To register the real belt protraction each belt-length Is provided with a pair of belt-protraction markers (colours, metal strips, codes or patterns).
The equation 1=1r2=dm=2phll/gjr2=rdr=phfr4/2g.
is valid for rotatory mass of a cylinder along the longitudinal axis. Let the driver be as tall as the co-driver and both be Idealized by cylinders, the ratio of both rotatory masses is (rl/r2)4. When the circumference of the obese co-driver is twofold that of the driver her yaw moment is 16-fold his. As a result, the collar bone of the obese co-driver is broken and her seat backrest is displaced by 50 mm although her energy was already absorbed to a great extent by the 11 litre side airbag and the interior casings, while the driver suffers only bruises and his seat remains intact. This could also be the explanation for the fissure of Johnson's seat belt by the latch plate and great remaining energy, due to which he is thrown against the passenger-side door. See [OBESITY] and [A12].
In order to avoid both severe/fatal injuries, resulting from the fissure or plastic deformation of seat belts, and compensatory damages the following features are invented:
The shoulder belt portion 1.2 is extended over the upper part of body of the belt user where a plurality of predetermined belt-lengths is arranged to the belt portion 1.4 in order to enable the belt-2s protraction sensor 14.4 to register the real belt protraction by counting the number of predetermined belt-lengths. The number of predetermined belt-lengths, which is the real belt protraction, for an obese belt user differs from that for a skinny or slim one.
Nevertheless, the problem of great force, causing severe/fatal injuries, remains unsolved. It is wholly absorbed below the injury-related threshold values of all belt users by a plurality of energy absorbers ref. to GA 2,314,345 and/or CA 2,399,917. Costs are saved upon further use of seat belts because the belt webbings remain Intact (not plastically deformed) thanks to low strain coefficients. See strain coefficients in dependence on belt forces in Fig. 6 of CA 2,447,580.

2,425,617; Docket No, P06B -15-G4. The row In column 'C5" on the screen shows the number of blockings of the belt portions 1.4, achieved by both clamping shoes 14.1 of the locking mechanism (not shown) by means of the belt-blocking sensor 14.5 In excess of a predetermined deceleration, serving as a third service-life threshold value. The electrical belt-blocking signal 45.1, emitted by the sensor to the belt blocking signal line 85, is transformed by the program to increase a number of the blockings.
G5. The row in column "C6" on the screen shows a registration of the time of multi-collision (multi-crash), multi-turbulence-related vibration, a crash or a single turbulence by means of the sensor 52 and/or control device 55 in excess of a predetermined deceleration and/or a predetermined rotatory speed. An electrical time-collision signal 46.1, flowing in the time-collision signal line 86, is I0 transformed by the program to register the time of collision or turbulence-related vibration as accident data "C6" in the column "C6' while the accident data "C2" and "C6" of the non-users of seat belt remain void. The program converts the data "C2" to "C5" along with the datum "CI" of the first belt user into an accident-data set 'Cl' to 'C6". Having accomplished the registration the sensing mass 52.1 (not shown) automatically returns from the operative position to the resting position. After each registration the sensor 52 or control device 55 is ready for the next registration and conversion of data.
A new registration of accident data "C6", which is the next, occurs in repeated excess of the predetermined deceleration and/or rotatory speed. After securing the transport system, involved in the accident, into custody or after the landing of the aeroplane the record, serving as evidence, is saved for courts, police and airlines, respectively.
If necessary, the fuses 61, 61a, warning lights 62, 62a and/or the accident data, stored in the blackbox 34 of aeroplane, serve as additional evidence.
G6. The rows in column "C7" show the names and seats of the passengers, accessible to the flight personnel and helpful for identifying the passengers, particularly in an accident or in case, that the aeroplane is hijacked and catches fire. On check-in and handing out boarding cards the names of the passengers are typed, in reference to the seats, Into the PC 90 at a terminal of airport. The data are made accessible for the microprocessor via the terminal-data line 87.
In case that direct data lines to aeroplanes are not available In terminals, the data are, at first, stored in the second storage medium 92, later on, read in by means of the disk drive 91 and, finally, stored in the microprocessor via the PC-data line 87a. The disk drive can be a part of the microprocessor 80.
In the event of accident the program converts the data "C2" to "C5" and "C7"
along with the datum ,Cl" of the first belt user into an accident-data set 'Cl" to "C7".

2,425,617; Docket No: PD6B -16-G7. The accident data "C2" and "C6", which are void, in row in column "C2n"
and "C6n" on the screen and in the first storage medium 80.1, 92a verify the non-use of seat belt resulting in the severe/fatal injury of "Mr Y. Yao", seating on the seat No. "S200".
The device 30 enables motor vehicle owners, train-operators, airlines and police to check the service-life of restraint systems and to take precaution before an accident occurs.
If the current intensity is too strong for the microprocessor, a signal transmitter 46, dotted-line drawn, is installed therebetween.
It is known, that supplemental accident data such as the exterior temperature, travelling-, impact speed, impact acceleration, yaw-, pitch- and roll-speed, yaw-, roll- and pitch-acceleration etc. are always stored in the blackbox 34. These supplemental accident data can be recorded together with the onset of the accident as the accident data "C6". In any accident, in particular in multi-turbulence -related vibrations, the program 80.3 always processes the signal 46.1 to register the accident data in column "C60. A backup process is solely initiated by the signal 46.1. As a result, the program 80.3 protects the accident-data set "Cl" to "C6" or "C1" to "C7", stored in the RAM
80.1 or in the storage disc 92a (not shown), from being overwritten or deleted and/or - automatically stores them in the storage disc of blackbox 34 via the data line 87b and/or in the storage disc 92 via the data line 87a..
In excess of at least one of threshold values of seat-belt usages, real belt protractions and/or blockings - the worn-part warning light 69, if necessary, equipped with acoustic tone (sound) and/or vocal message "replace the respective parts of restraint systems", lights up, and/or the message "replace... " appears on the screen 88 and - the program converts the data "C2" to "C5" along with the datum "Cl* of the first belt user into a worn-part data set "Ci" to "C5".
Instead of worn-part warning light 69 an additional worn-part warning light 62x (not shown) can be utilized. If this feature is classified as very important for passenger protection, the program of the microprocessor in association with the motor-management has to restrict further journey, for example, to set 100 km for the journey to reach a near-by garage.
When the sensor is taken out the device or fails in an accident, the data listed in the columns "Cl" to "C5" and "C7", generated by the device 30 during the journey, can be presented as the chain of evidence of use and non-use of seat belts to a court.

2,425,617; Docket No., PD6B -17-When restarting and activating the operating knob 89 the data set "Cl" to "C5"
and "C7" from the first up to the second last journey appear on the screen 88, 88a with an inquiry ! "YES" or "NO" "to delete the data set "Cl' to "C5" and "C7" of the journey number "n" on 01/20/2003 (mmlddlyyyy)?

where "n' = "1" to "m", and are deleted when confirming the inquiry with 'YES"
while the program automatically protects the data set 'Cl" to "C5' and "C7" of the users and non-users of seat belt the last journey from being erased, thus enabling to further count the seat-belt usages, real belt protractions and blockings in an oncoming journey. This feature protects all relevant data sets "Cl" to "C5" and "C7" from an unintentional deletion.
In order to ensure a great amount of data sets 'Cl" to "C5" or 'C1" to "C5"
and "C7", a great amount of data sets "Cl" to "C5" of the worn seat belts 1, le and a great amount of accident-data sets "C1" to "C6" or "Cl" to "C7 from the first to the latest or "1"- to "n' journey, where "n" = "1" to 'm", and to store in the RAM 80.1 or in the storage disc 92a the microcomputer must be equipped with a large storage capacity. When the storage space is full, the program 80.3 automatically protects the data set "Cl' to "C5" and "C7" of the last journey number "n" = "n" and automatically erases - the data "Cl" to "C5" and "C7" from the first journey and successive journeys until the storage space is large enough to store data of an oncoming journey and at least one accident-data set in the RAM or in the storage disc or - the data sets "Cl" to "C5" and "C7" of all the remaining journeys.
Of course, a storage disc with capacity of gigabyte can solve this problem.
But at some time the storage space is full as well.

Despite all above-mentioned precautions an attempt at tempering therewith is still possible, when the passenger, having, by purpose, inserted the latch plate 9 into buckle assembly 9.1, takes a stroll along the aisle of an aeroplane despite the instruction of the pilot to buckle up now. Such manipulation can be avoided by arranging at least one weight-sensing sensor 31, 32 to the seat cushion 3.1 and/or backrest 3.2 (Figs. 2 and 3) to sense the weight of the belt user. Under the load the electrical signal of weight-sensing sensor 31, 32 switches over lock switch 33, 33a (Fig. 4), thus making the current flow during the journey or flight. This feature, which comes to a single operation in an accident, is too expensive for an aeroplane or a train because of the large number of seats.

2,425,617; Docket No: PD6B -18-In case, that the program 80.3 is defect, the warning lights and/or fuses of any motor vehicle, serving as indicators in an accident can be exploited as proofs for the use or non-use of the seat belts.
In the second and third embodiment a microprocessor-operating, sensor-dependent device 30a, 30b, 30d (Figs. 4 and 5) comprises - warning lights 62, 62a (LEDs abbreviation of Light Emitting Diodes, lamps, bulbs and the likes) serving as control indicators for "buckle up now";
- fuses 61, 61a to protect warning lights from being burnt by the current when too strong;
- belt switches 9.5, 9.5a, located in the buckle assemblies 9.1, 9.1a and enabling to monitor the use or non-use of seat belts;
- sensors 52, 52a and/or control device 55, all of which have the function of emitting (releasing) current in an accident;
- sensors 14.4, 14.5 of locking mechanism 14 and/or - microprocessor 80 having program, which records the data "onset of joumey/fiight, time of accidents/turbulence-related vibrations, use of seat belts, service-life and wear of restraint systems etc.", stores in a large first storage medium (storage disc) 92a (not shown) or RAM 80.1 (not shown) and updates;
- output equipment such as printer 93 and screen 88, at which certain data appear upon activating an operating knob 89;
- read- and/or write-equipment such as printer 93, disk drive (streamer) 91 with second storage medium 92 (magnetic belt, floppy disc or Zip disc, CD R-W, CD-ROM, DVD-ROM
etc.) and/or - PC (computer, laptop, notebook) 90 and/or blackbox 34 of aeroplane.
Upon the plug-in connection of the latch plate 9, 9a with buckle assembly 9.1, 9.1a the belt switch 9.5, 9.5a, serving as monitoring switch (-relay) to supply current to warning light flashing 'buckle up now"
and as signal transmitter, interrupts the current in the belt-switch current line 75, 75a and reroutes to a belt-switch transmitter 42.
Each device is defined by a number of control units 30.11 to 30.1a or 30.11 to 30.1a, where the index "a' denotes the number of passengers (seats), for which the transport system is designed (Figs. 4, 5).
In the device 30a, shown in Fig. 4, the accelerometer current line 71, 71a is connected to belt switch current line 75, 75a via an exit current line 72, 72a; 73, 73a.
In excess of a deceleration at the level of the threshold value in an accident the sensors 52, 52a or generators 53 emit strong currents, which overload and bum the warning lights 62, 62a and/or fuses 61, 61a of the restrained passengers.

2,425,617; Docket No, PD6B -.19-Contrarily, the warning lights and/or fuses (not shown) of the unrestrained passengers remain unaffected (intact).

To cut costs the device 30b, shown in Fig. 5, is provided with only a single sensor 52, preferably a 3-D sensor, having a single accelerometer current line 71, connected to belt-switch current lines 75, 75a via exit current lines 72, 72a; 73, 73a, In excess of a deceleration at the level of the threshold value in accidents the sensor 52 or generator 53 emits strong current, which overload and bum the warning lights 62, 62a and/or fuses 61, 61a of the restrained passengers.
Contrarily, the warning lights and/or fuses of the unrestrained passengers remain unaffected.
However, the cheapest device 30c is defined by the device 30, a single sensor 52 and fuses 61, 61a.
In order to prevent manipulation, the indicators, serving as evidence of in seat-belt usages an accident, such as burnt warning lights 62, 62a, burnt fuses 61, 61a and/or accident data, stored in the microprocessor 80, must be protected from unauthorized persons. Beyond doubt, any blackbox 34 of aeroplane is suited therefor.

Although the present invention has been described and illustrated in detail, it is clearly understood that the terminology used is intended to describe rather than limit. Many more objects, embodiments, features and variations of the present invention are possible in light of the above-mentioned teachings.
Therefore, within the spirit and scope of the appended claims, the present invention may be practised otherwise than as specifically described and illustrated.

2,425,617; Docket No, PD6B -20-REFERENCES

[Al] Court-verdicts levied on Ford and Daimler Chrysler to pay compensatory damages of $173.9 million and $259 million to the respective bereaved.
[A2] Error reports stored in the ABS- and airbag-systems [A3] 219 out of 48,458 brand new MB Es have broken. The blackout of the electronics caused the Immediate failure of engines of MB C320, AUDI A6 Avant, VW Golf IV etc.
[A4] Death due to the error of the sensor.
[A5] Recall due to unreliability and false deployment of airbags.
[A6] Recall of 204,000 BMW 3s in USA and 280,000 BMW 3s in Germany due to false deployment of side airbags, such as 265 in USA.
[A7, A7A] The co-driver airbag crushed a baby, whose baby-cot lay on the co-driver seat, to death due to errors of the software although all the co-driver airbags were deactivated.
[A8] False deployment of both front airbags of Volvo S80 in a 5 mph crash test.
[A9] Theft of top-premium cars MB S, BMW X5, AUDI A8 etc. by overcoming the ant-theft devices.
According to Senior Police Officer Becker the experts among the car thieves spent just ten minutes to set the Command Code of the and-theft device to zero.
[A10] Defective plug connection was the cause for the non-deployment of the driver-airbag while the co-driver airbag was deployed.
[All] Recall of 5,400 Porsche Carreras and 911 Turbos, 150,000 MBs, 235,000 Volvos, 6,370 Saabs etc. due to unreliability of airbags.
[A12] Source: Findlaw; Source FindLaw for Legal Professional; Johnson versus Ford Motor Co, The Supreme Court of the State of Oklahoma; Case No: 95873; Decided: 0410212002;
Mandated Issued: 04/2612002,.
113 During the accident, Johnson's seat belt webbing tore apart at the latch plate and he landed against the passenger-side door., Johnson sustained a broken pelvis, broken left arm, broken bone In his spine, ruptured bladder and a severe head injury with bruising and hemorrhaging in the brain. As a result of the brain injury, Johnson has permanent physical impairment and a reduction In his mental functioning.
A jury rendered a verdict against Ford to pay Johnson's parents five millions of dollars. The cause for the fissure of his seat belt remains unknown. See Chaps. A and G3.
[U170301] On the wet interstate B426 with speed limit of 70 km/h a 12.5 year old BMW 520 crashed into a Fiat. Due to worn belt webbing the belted, obese co-driver was thrown against the 2,425,617; Docket No, PD6B -21-windshield and dashboard and was killed. As a result of the impact her hair stuck on the windshield and venting grids, as documented by two photos taken by the police.
Similarly, due to worn belt webbings the belted driver suffered severe head injury, resulting from smashing it into the A-post section, and leg fracture and the other passengers head injuries.
[U211002] A child, seating on a child seat, was properly restrained. However, he was freed therefrom and ejected out of the Toyota Yaris. Because the front and side airbags of the female driver were deployed and no airbags were provided for rear-seated passengers the device according to Claim 1 would deliver the accident-datum "C2" as evidence of seat-belt usage.
[U0212021 On a wet road in Wiesbaden a slim 34 year old female lawyer lost control over her two year old BMW Z3. An old Honda Civic with two students crashed into the BMW's co-driver side. Due to great yaw moment the BMW Z3 rotated along the vertical axis by 90 , then by -315 . She suffered neck fracture, spat blood in her car and died at the hospital.
[U281202] Due to the rollover of the AUDI A6 about the lateral axis the front airbags were not deployed but the co-driver side airbag. Beyond doubt, the high surface pressure on the seat is backrest and the hole in the seat belt portion are proofs for having used the seat belt. In the "front crash" into the fence and trees the device according to Claim 1 would deliver the data "C2" and "C4" as evidence of seat belt usage.
[U2608042] The sensor of a nineteen-month old, Ã140,000 expensive MB SL 55 AMG, when crushing into the rear section of another car at a speed between 50 and 80 km/h, failed to trigger all the airbags. This example show how useful the accident-data "C2" are. They serve as evidence of seat-belt usages enabling courts to pronounce an unambiguous verdict on the use and non-use of seat belts.
[OBESITY] On the wet interstate B275 with speed limit of 80 km/h an AUDI A3, rotating along the vertical axis about 300 , crashed into a Ford Fiesta. The collar of the belted, over 100 kg heavy co-driver is fractured although her energy was already absorbed to a great extent by the 11 litre side airbag, the deformation of the interior casings and the lateral displacement of the seat, the top edge of whose backrest was displaced by 5 cm. By contrast, the slim driver suffered only bruises on the chest. Correctly, his side airbag did not inflate.
(OBESITY in USA] Three obese female US citizens carried boards showing STOP
SIZE
DISCRIMINATION" to protest against discrimination by car companies and demand the installation of extended seat belts. In some US states passengers must buckle up by law. In accidents conventional extended seat belts fail to protect obese people. See Chap. 03,

Claims (40)

1 A device (30, 30d), provided for a transport system equipped with restraint systems, for registering seat belt usages and service-life and wear of seat belts (1,1e,1f), comprising a) belt-switch current lines (75, 75a), belt-retractor current lines (77), at least one accelerometer current line (71, 71a) and a power-supplying current line (76), all of which are supplied with a current when switching on a current-control switch (50), wired to a main current line (70) wired to a battery (56);
b) at least one accelerometer (52, 52a, 55), which, wired to the accelerometer current line (71, 71a), is a sensor (52, 52a) or a control device (55), where the accelerometer is activated from a resting position to an operative position in excess of an accelerometer threshold value in an accident;
c) belt switches (9.5, 9.5a), serving to monitor seat belt usages and located in buckle assemblies (9.1, 9.1a) of the seat belts (1, 1e, 1f), along which latch plates (9, 9a) are moveable;
d) a microprocessor (80), provided with a program (80.3) and a first storage medium (80.1, 92a), which is initialized before installation;
e) belt-switch transmitters (42), wired to first belt use signal lines (62);
f) belt-protraction sensors (14.4) of belt retractors (13), wired to belt-retractor current lines (77), wired to the power-supplying current line (76), and g) a belt portion (1.4) of the seat belt (1, 1e, 1f, to which a plurality of predetermined belt--lengths, each having a distance defined by a pair of belt-protraction markers, is arranged;
wherein during a journey belt users plug-in connect the latch plates (9, 9a) to the respective buckle assemblies (9.1, 9.1a), thus switching on the belt switches (9.5, 9.5a) through each of which the current flows to the belt-switch transmitter (42) and activates it to emit in the first belt--use signal tine (82) an electrical belt-use signal (42.1), triggering the program (80.3) h1) to register a start of the seat-belt usage;
h2) to record it as a datum "C2" and h3) to store it in the first storage medium (80.1, 92a);

where the belt protraction sensor (14.4) of any belt user, registering the number of predetermined belt-lengths in reference to his body circumference, relays it as a real belt-protraction number (44.1) in a belt-protraction line (84) to the program (80.3), which h4) increases a number of real belt protractions out of the respective belt retractor (13) by the real belt-protraction number (44.1);
h5) records the number of real belt protractions as a datum "C4";
h6) stores it in the first storage medium (80.1, 92a) and h7) checks whether a second service-life threshold value of real belt protractions, stored in the first storage medium (80.1, 92a) and read in by the program (80.3), is exceeded or not.

2. The device according to claim 1, wherein the belt protraction markers are colours or metal strips or patterns.

3. The device according to claim 1 or 2, wherein the program (80.3) clears the data "C2" when the belt users release their latch plates from the respective buckle assemblies during the journey.

4. The device according to claim 3, wherein in excess of the accelerometer threshold value in the accident the program (80.3) converts the data "C2" into accident data "C2" and stores in the first storage medium (80.1, 92a).

5. The device (30, 30a to 30d) according to one of claims 1 to 4, further comprising a) warning lights (62, 62a), which, provided for seats (3), controlling the belt switches (9.5, 9.5a) of the belt users, flashing to request them to buckle up and serving as indicators, are connected to the belt-switch current lines (75, 75a) when the belt switches (9.5, 9.5a) are on, but to the accelerometer current line (71, 71a) via exit current lines (72, 72a; 73, 73a) when the belt switches (9.5a) are off, or b) fuses (61, 61a), provided for seats (3), serving as indicators and connected to the belt-switch current lines (75, 75a) when the belt switches (9.5,9.5a) are on, but to the accelerometer current line (71, 71a) via exit current lines (72, 72a; 73, 73a) when the belt switches (9.5, 9.5a) are off, wherein in excess of the accelerometer threshold value in the accident the accelerometer (52, 32a, 55) releases the current, flowing from the accelerometer current line (71, 71a) via the exit current lines (72, 72a; 73, 73a) to the belt-switch current lines (75, 75a) and melting the indicators (61, 61a or 62, 62a).

6. The device (30, 30a to 30d) according to one of claims 1 to 4, further comprising a) warning lights (62, 62a), which, provided for seats (3), controlling the belt switches (9.5, 9.5a) of the belt users, flashing to request them to buckle up and serving as indicators, are connected to the belt-switch current lines (75, 75a) when the belt switches (9.5, 9.5a) are on, but to the accelerometer current line (71, 71a) via exit current lines (72, 72a; 73, 73a) when the belt switches (9.5a) are off, and b) fuses (61, 61a), provided for the seats (3), protecting the warning lights from being burnt by the current when too strong in an operation, serving as indicators and connected to the belt switch current lines (75, 75a) when the belt switches (9.5, 9.5a) are on, but to the accelerometer current line (71, 71a) via the exit current lines (72, 72a; 73, 73a) when the belt switches (9.5, 9.5a) are off, wherein in excess of the accelerometer threshold value in the accident the accelerometer (52, 52a, 55) releases the current, flowing from the accelerometer current line (71, 71a) via the exit current lines (72, 72a; 73, 73a) to the belt-switch current lines (75, 75a) and melting the indicators (61, 61a, 62, 62a).

7. The device according to claim 5 or 6, wherein the warning lights (62, 62a), serving to monitor a functioning of the device, flash when the seat belts are not used.

8. The device according to claim 5 or 6, wherein the indicators are sealed or secured in an indicator blackbox (34a) of the transport system.

9. The device according to claim 5 or 6, wherein the indicators are sealed and secured in an indicator blackbox (34a) of the transport system.

10. The device according to one of claims 1 to 7, where the device is provided with a master belt switch (60), connecting a first section of the power-supplying current line (76) to a second section thereof, to which all the belt-switch current lines (75, 75a) are wired, where a) the current flows to all belt switches (9.5, 9.5a), when switching the master belt switch (60) on, or b) the current does not flow thereto, when switching it off.

11. The device according to one of claims 1 to 7, 10, where the device is provided with a) a signal transmitter (41), wired to the second section of the power-supplying current line (76);
b) where the current of the power-supplying current line (76) activates the signal transmitter (41) to emit in a start-time signal line (81) an electrical start-time signal (41.1), triggering the program (80.3), which sets a date and an onset of the journey, records them as a datum 'C1" of a first belt user among the belt users and stores them in the first storage medium (80.1, 92a).

12. The device according to claim 11, where the device is provided with a) second belt-use signal lines (83), wired to the belt-switch transmitters (42);
b) where a threshold value of the seat -belt usages serves as a first service-life threshold value;
c) where, when the seat belt (1,1e,1f) is used, the current activates the respective belt-switch transmitter (42) to emit in the corresponding second belt use signal line (83) an electrical belt-use signal (42.1), transformed by the program (80.3) to increase a number of the seat-belt usages, to record it as a datum "C3' and to store it in the first storage medium (80.1, 92a).

13. The device according to claim 12, where the device is provided with a) belt-blocking sensors (14.5) of locking mechanisms (14) of the belt retractors (13), wired to the belt-retractor current lines (77);
b) where in excess of a predetermined deceleration of the transport system, serving as a third service-life threshold value, the respective belt blocking sensor (14.5) emits in a belt-blocking signal line (85) an electrical belt-blocking signal (45.1), triggering the program (80.3) to increase a number of blockings, achieved by a pair of clamping shoes (14.1) of the corresponding locking mechanism (14), to record it as one of data "C5" and to store it in the first storage medium (80.1, 92a).

14. The device according to claim 13, wherein a) the device (30, 30d) is provided with at least one screen (88, 88a) and b) where in excess at least one of the service-life threshold values of the seat-belt usages, real belt protractions and blockings a warning to replace the worn parts of the respective seat belts b1) appears on the screen (88, 88a) or b2) ensues from flashing of a worn-part warning light (69, 62x) or b3) ensues from a voice, which is a sound or spoken message.

15. The device according to claim 13, wherein a) the device (30, 30d) is provided with at least one screen (88, 88a) and b) where in excess at least one of the service-life threshold values of the seat-belt usages, real belt protractions and blockings a warning to replace the worn parts of the respective seat belts b1) appears on the screen (88, 88a) and b2) ensues from flashing of a worn-part warning light (69, 62x) and b3) ensues from a voice, which is a sound or spoken message.

16. The device according to one of claims 13 to 15, where the data "C2" to "C5" along with the datum "C1" of the first belt user are stored as a worn-part data set "C1" to "C5" in the first storage medium (80.1, 92a).

17. The device according to claim 16, where in excess of the accelerometer threshold value the accelerometer emits in time-collision signal lines (86), wired to the accelerometer current line (71, 71a), an electrical time-collision signal (46.1), triggering the program (80.3) a) to record an onset of the accident, an exterior temperature, a travelling speed and a time-dependent curve of an impact speed, impact acceleration, a yaw-, pitch- and roll-speed, yaw-, roll- and pitch-acceleration over a duration of the accident as accident data ,,C6" and them along with the datum 'C1" of the first belt user and the data "C2" to "C5" of all the belt users as accident data 'C10 to "C6" and to store them as an accident-date set "C1" to "C6" of all the belt users in the first storage medium (80.1, 92a) or b) to record the data "C2" to "C6" of non-users of seat belt along with the datum "C1" of the first belt user as accident data "C1" to "C6", where all the data "C2" and "C6" are void, and to store them as an accident-data set "C1" to 'C6" of all the non-users thereof in the first storage medium (80.1, 92a).

18. The device according to claim 17, where many accidents, multi-crashes or multi--turbulence-related vibrations are detected by a reusable accelerometer having a sensing mass;
a) which automatically returns from the operative position in a first accident to the resting position, during which the program (80.3) accomplishes a data-saving operation in which the accident-data sets "C1" to "C6" of all the belt users or all the non-users of seat belt are recorded and stored in the first storage medium (80.1, 92a) and b) the sensing mass is ready for registering a net accident, where the program (80.3) is ready for accomplishing a next data-saving operation.

19. The device according to claim 16, where in excess of the accelerometer threshold value the accelerometer emits in time-collision signal lines (86), wired to the accelerometer current line (71, 71a), an electrical time-collision signal (46.1), triggering the program (80.3) a) to record an onset of the accident, an exterior temperature, a travelling speed and a time-dependent curve of an impact speed, impact acceleration, a yaw-, pitch- and roll-speed, yaw-, roll- and pitch-acceleration over a duration of the accident as accident data "C6" and them along with the datum "C1" of the first belt user and the data "C2" to "C5" of all the belt users as accident data "C1" to "C6" and to store them as an accident-data set "C1" to "C6" of all the belt users in the first storage medium (80.1, 92a) and b) to record the data "C2" to "C6" of non-users of seat belt along with the datum "C1" of the first belt user as accident data "C1" to "C6", where all the data "C2" and "C6" are void, and to store them as an accident-data set "C1" to "C6" of all the non-users thereof in the first storage medium (80.1, 92a).

20. The device according to claim 19, where many accidents, multi-crashes or multi-turbulence-related vibrations are detected by a reusable accelerometer having a sensing mass;
a) which automatically returns from the operative position in a first accident to the resting position, during which the program (80.3) accomplishes a data-saving operation in which the accident-data sets "C1" to "C6" of all the belt users and all the non-users of seat belt are recorded and stored in the first storage medium (80.1, 92a) and b) the sensing mass is ready for registering a next accident, where the program (80.3) is ready for accomplishing a next data-saving operation.

21. The device according to claim 18 or 20, where upon activating an operating knob (89) a data set "C1" to "C5" of the belt user or the non-user of seat belt, the accident-data set "C1" to "C6"
and the worn-part data set "C1" to "C5" appear on the screen (88, 88a).

22. The device according to one of claims 17 to 21, where a great amount of the data sets "C1' to "C5" from the first to the last journey, a great amount of the worn-part data sets "C1" to "C5"
and a great amount of the accident-data sets "C1" to "C6" from the first to the last accident are stored in the first storage medium, a storage space of which, when full, is cleared by the program (80.3), which automatically protects the data set "C1" to "C5" of the last journey and automatically erases the data sets from the first and successive journeys until it is large enough for an oncoming journey to store at least one data set, at least one worn-part data set and at least one accident-data set.

23. The device according to one of claims 17 to 21, where a great amount of the data sets "C1" to "C5" from the first to the last journey, a great amount of the worn-part data sets "C1" to "C5"
and a great amount of the accident-data sets "C1" to "C6" from the first to the last accident are stored in the first storage medium, a storage space of which, when full, is cleared by the program (80.3), which automatically protects the data set "C1" to "C5" of the last journey and automatically erases the data sets "C1' to "C5" of all the remaining journeys.

24. The device according to one of claims 17 to 21, where upon activating an operating knob (89) after restarting the data set "C1" to "C5" from the first up to the second last journey with an inquiry "YES" or "NO" "to delete that data set on 01/20/2003?"

"YES' or 'NO" to delete the data set "C1" to "C5" of the journey number "n" on (mm/dd/yyyy)?

where "n" = "1" to "m", appear on the screen (88, 88a) and are deleted when confirming the inquiry with "YES" while the program automatically protects the data set "C1"
to "C5" of the last journey from being erased.

25. A method for protecting data from manipulation according to any one of the device claims 17 to 24, where the accident-data sets "C1" to "C6" and the worn-part data sets "C1"
to "C5" are stored and secured in a data-set blackbox (34) of the transport system.

26. A method for protecting data from manipulation according to any one of the device claims 17 to 24, where the accident-data sets "C1" to "C6", the worn-part data sets "C1" to "C5" and the data sets "C1" to "C5" of the last and second last journeys are stored a) in a data-set blackbox (34) of the transport system and secured therein or b) in the first storage medium (80.1, 92a) and protected from being overwritten and manipulated.

27. A method for protecting data from manipulation according to any one of the device claims 17 to 24, where the accident-data sets "C1" to "C6", the worn-part data sets "C1" to "C5" and the data sets "C1" to "C5" of the last and second last journeys are stored a) in a data-set blackbox (34) of the transport system and secured therein and b) in the first storage medium (80.1, 92a) and protected from being overwritten and manipulated.

28. The device according to claim 16, where names of passengers in reference to the seats (3), typed in a PC (90), serve as data "C7", which are stored a) in the first storage medium (80.1, 92a) via terminal-data line (87) of a terminal or b) temporarily in a second storage medium (92), from which the data "C1" are read upon need via disk drive (91) and stored finally in the first storage medium (80.1, 92a) via PC-data line (87a) of the PC.

29. The device according to claim 28, where in excess of the accelerometer threshold value the accelerometer emits in time-collision signal lines (86), wired to the accelerometer current line (71, 71a), an electrical time-collision signal (46.1), triggering the program (80.3) a) to record an onset of the accident, an exterior temperature, a travelling speed and a time-dependent curve of an impact speed, impact acceleration, a yaw-, pitch- and roll-speed, yaw-, roll- and pitch-acceleration over a duration of the accident as accident data C6" and them along with the datum "C1" of the first belt user and the data "C2" to "C5" and "C1" of all the belt users as accident data "C1" to "C7", and to store them as an accident-data set "C1' to "C7" of all the belt users in the first storage medium (80.1, 92a) or b) to record the data "C2" to "C7" of non-users of seat belt along with the datum ,,C1" of the first belt user as accident data "C1" to "C7", where all the data "C2" and "C6" are void, and to store them as an accident-date set "C1" to "C7" of all the non-users thereof in the first storage medium (B0.1, 92a).

30. The device according to claim 29, where many accidents, multi-crashes or multi-turbulence-related vibrations are detected by a reusable accelerometer having a sensing mass, a) which automatically returns from the operative position in a first accident to the resting position, after the program (80.3) accomplishes a data-saving operation in which the accident-data sets "C1" to "C7" of all the belt users or all the non-users of seat belt are recorded and stored in the first storage medium (80.1, 92a) and b) the sensing mass is ready for registering a next accident, where the program (80.3) is ready for accomplishing a next data-saving operation.

31. The device according to claim 28, where in excess of the accelerometer threshold value the accelerometer emits in time-collision signal lines (86), wired to the accelerometer current line (71, 71a), an electrical time-collision signal (46.1), triggering the program (80.3) a) to record an onset of the accident, an exterior temperature, a travelling speed and a time-dependent curve of an impact speed, impact acceleration, a yaw-, pitch- and roll-speed, yaw-, roll- and pitch-acceleration over a duration of the accident as accident data ''C6" and them along with the datum ''C1" of the first belt user and the data "C2" to "C5" and "C7" of all the belt users as accident data "C1' to "C7", and to store them as an accident-data set "C1" to "C7" of all the belt users in the first storage medium (80.1, 92a) and b) to record the data "C2" to "C7" of non-users of seat belt along with the datum "C1" of the first belt user as accident data "C1" to "C7", where all the data "C2" and "C6" are void, and to store them as an accident-data set "C1" to "C7" of all the non-users thereof in the first storage medium (80.1, 92a).

32. The device according to claim 31, where many accidents, multi-crashes or multi-turbulence-related vibrations are detected by a reusable accelerometer having a sensing mass, a) which automatically returns from the operative position in a first accident to the resting position, after the program (80.3) accomplishes a data-saving operation in which the accident-data sets "C1" to "C7" of all the belt users and all the non-users of seat belt are recorded and stored in the first storage medium (80.1, 92a) and b) the sensing mass is ready for registering a next accident, where the program (80.3) is ready for accomplishing a next data-saving operation.

33. The device according to one of claims 29 to 32, where upon activating an operating knob (89) a data set "C1" to "C5" and "C7" of the belt user or the non-user of seat belt, the accident-data set "C1' to "C7" and the worn-part data set "C1" to "C5" appear on the screen (88, 88a).

34. The device according to one of claims 29 to 33, where a great amount of the data sets "C1" to "C5" and "C7" from the first to the last journey, a great amount of the worn-part data sets "C1"
to "C5" and a great amount of the accident-data sets "C1" to "C7" from the first to the last accident are stored in the first storage medium, a storage space of which, when full, is cleared by the program (80.3), which automatically protects the data set "C1' to "C5"
and "C1" of the last journey and automatically erases the data sets from the first and successive journeys until it is large enough for an oncoming journey to store at least one data set, at least one worn-pad data set and at least one accident-data set.

35. The device according to one of claims 29 to 33, where a great amount of the data sets "C1" to "C5" and "C7" from the first to the last journey, a great amount of the worn-part data sets "C1"
to "C5" and a great amount of the accident-data sets "C1" to "C7" from the first to the last accident are stored in the first storage medium, a storage space of which, when full, is cleared by the program (80.3), which automatically protects the data set "C1" to "C5"
and "C7" of the last journey and automatically erases the data sets "C1" to "C5" and "C7" of all the remaining journeys.

36. The device according to one of claims 29 to 33, where upon activating an operating knob (89) after restarting the data set "C1" to "C5" and "C7" from the first up to the second last journey with an inquiry "YES" or "NO" "to delete that data set on 01/2012003?"

~ "YES" or "NO" to delete the data set "C1" to "C5" and "C7" of the journey number "n" on 01/20/2003 (mm/dd/yyyy)? *, where "n" ="1" to "m", appear on the screen (88, 88a) and are deleted when confirming the inquiry with "YES" while program automatically protects the data set "C1" to "C5" and "C7" of the last journey from being erased.

37. A method for protecting data from manipulation according to any one of the device claims 29 to 36, where the accident-data sets "C1" to "C7" and the worn-part data sets 'C1"
to "C5" are stored and secured in a data-set blackbox (34) of the transport system.

38. A method for protecting data from manipulation according to any one of the device claims 29 to 36, where the accident-data sets "C1" to "C7", the worn-part data sets "C1" to "C5" and the data sets "C1" to "C5" and "C7" of the last and second last journeys are stored a) in a data-set blackbox (34) of the transport system and secured therein or b) in the first storage medium (80.1, 92a) and protected from being overwritten and manipulated.

39. A method for protecting data from manipulation according to any one of the device claims 29 to 36, where the accident-data sets "C1" to "C7", the worn-part data sets "C1" to "C5" and the data sets "C1" to "C5" and "C7" of the last and second last journeys are stored a) in a data-set blackbox (34) of the transport system and secured therein and b) in the first storage medium (80,1, 92a) and protected from being overwritten and manipulated.

40. The device according to one of claims 1 to 24, 28 to 36, where to the seat (3) at least one weight-sensing sensor (31, 32) is arranged, which, when sensing a weight of the belt user seating on that seat, emits an electrical weight-signal to a lock switch (33, 33a) allowing the current to flow to the respective indicators via the exit current lines (72, 72a; 73, 73a) in the accident.