DE19846788B4 - Bimedial remotely controlled stop-stop control system for civilian commercial vehicles - Google Patents

Abstract

A remote controllable stop-stop control system for civilian motor vehicles, said remote-controlled stop-stop control system being divided into wirelessly and wirelessly communicating electronic or electromechanical components by means of which the respective civilian motor vehicle is controlled via a radio-communicatively controlled system by a police-based system-specific deceleration or stopping control intervention by police officers Police stop control is stopped automatically, the occupants of the civilian motor vehicle in addition to the provisional stay in the civilian motor vehicle technologically forced that in-vehicle central control of this remote controlled stop-stop control system functions a map-based centralized microcomputer control unit (5), which all relevant input signals of all electronic Components of this remote-controlled stop-stop control system recorded, processed in map-based computer programs et and via output driver control power amplifier modules to electronic or electromechanical actuators of this remote controlled stop-stop control system amplified transmits, and that in one driving operation, the centralized microcomputer control unit (5) via a specific electrohydraulic speed control (7) continuously detects the manually controlled by a driver driving levels and via electrohydraulic switching valves in automatic transmissions, the speed steps are regulated down to the "N" or neutral operating position, which is controlled instantaneously without delay.

Description

The invention relates to a remotely controllable stop-stop control system for civil motor vehicles, by means of which these civil vehicles can be stopped fully automated on the one hand in front of cross-carriage rail vehicles and on the other hand in the case of a driver's flight can also be stopped automatically by the police officers, the occupant or in addition to remaining in the respective Escape vehicle be required until the arrival of police officers.

From the closest prior art, the DE 197 36 915 A1 It is known to the applicant that civil motor vehicles can be decelerated or stopped in a radio-communicatively defined manner via light-signal traffic control devices as well as by disabled, road-crossing-authorized passersby, whereby a minimum distance control is also car-communicatively functional.

Furthermore, a predestined for motor vehicle pursuit cruises torpedo carousel kinematic system is known, by means of which the pursuers vehicle of the police the emergency vehicle in the inductive mode, the electrical system hyperbelastet and thus functional slated. But here, as well as in similar systems, for this mode, the company car must first record the pursuit of the escape vehicle, which he also endangers the health -a life - other road users.

Furthermore, from the DE 43 35 682 A1 a method for influencing the speed of a motor vehicle (motor vehicle) and an arrangement for carrying out the method known. It is at each traffic sign, which is to influence the speed of a car, a short-range transmitter, z. B. an IR transmitter attached, which emits a signal encoded according to the speed. This is received by the car and its maximum possible maximum speed set to the appropriate value, so that a maximum permissible speed is forcibly not exceeded. The motor vehicle contains a control and / or regulating unit made up of several modules, which contains a central unit (black box) with several inputs and outputs. The central unit essentially combines the input signals, which are explained in more detail below, and derives therefrom output signals for controlling the driver's vehicle and possibly additionally for a following motor vehicle (sequence vehicle). The inputs of the central unit are connected to the outputs of various sensors. The outputs of the central unit are connected to actuators and / or control elements.

Approaches now such a equipped car, z. B. at a speed of 80 km / h, for example, a place entrance sign, the transmitter attached thereto z. As an encoded signal, which is the maximum allowable speed, z. B. 50 km / h corresponds. This signal (encoded radiation) is received by the receiver of the vehicle and forwarded as a desired signal to the central unit (black box), where it is compared with an actual signal of the speedometer sensor (speed sensor). If the actual signal is greater (here corresponding to 30 km / h) than the desired signal, then the central unit initiates a braking maneuver of the vehicle via the connected actuators, preferably via gas limiter and / or brake actuation, preferably with one braking that is not hazardous to traffic, until the vehicle has reached a specified target speed (in this case 50 km / h), which is at the same time the maximum permissible speed in a location. The control and / or regulating unit S also causes this maximum speed only falls below, z. B. by traffic-related braking maneuvers of the driver, but can not be exceeded. Furthermore, it is possible to attach such codable transmitter to a movable traffic sign, z. As a (breakdown) warning triangle or a so-called police cell. The latter associated transmitter could be coded by the police according to the required target speed, e.g. on the speed "zero" in a traffic control or in a traffic accident.

Furthermore, from the DD 2 68 435 A1 a system is known in which the speed of the motor vehicle can be throttled before railroad crossings. The method described there of the automatic delay of objects, in particular of motor vehicles at critical traffic junctions, has to initiate the automatic speed delay at determined distance points to intersections or level crossings on the right side and perpendicular to the direction of travel in the road surface introduced magnets. In or on the motor vehicle there are coils which induce electrical voltages when crossing critical zones at excessive speed and initiate automatic speed delays via switching relays.

Finally, out of the WO 98/011 747 A1 a bus equipped with a telecommunications connection device, in particular a telephone device known, which not only serves telecommunications purposes, but can communicate with peripheral devices of the bus. For this is the a speech and hearing capsule having telephone device is not directly connected via a telecommunications network (transmission line or radio) with other potential partners but there is a control device interposed, which with the peripheral units and vehicle-specific devices, such as satellite positioning GPS (Global Positioning System) or vehicle diagnostic devices ( Engine condition, ..., doors and / or windows closed yes / no, ...), works together. In this case, the connection can not be established until the authorization has been determined by means of an authentication unit. In the theft of a vehicle having the above-described connection device, the location coordinate of the vehicle can now be determined by GPS on telephone call and subsequent identification. After determining the coordinates or even before then can be interrupted by the control device, either the fuel supply or the ignition; Also, the vehicle can be locked automatically until the arrival of the police.

The invention is therefore based on the object to design a radio-communicative, remotely controllable stop-stop control system, by means of which civilian vehicles are stopped in front of lane crossing rail vehicles or remote driver controlled, fully automated lifelike, the respective communicative transmitting stations can be stationary and in the case of a driver's escape the pursuit recording is unnecessary, and in this case the or the occupants in the escaping civilian motor vehicle until the arrival of police officers are arrested.

This object is achieved by a remotely controllable stop-stop control system for civil motor vehicles according to claim 1, wherein this remotely controllable stop-stop control system in wireless and wirelessly communicating electronic or electro-mechanical components, by means of which the respective civilian vehicle in the event of a driver escape by means of a system-specific Abbrems- or Stop police officer interception via a radio-controlled police stop control automatically, the occupants of the civilian motor vehicle in addition to the provisional stay in civilian motor vehicle technologically forced to act inside the vehicle as the central control element of this remote-controlled stop-stop control system, a map-based centralized microcomputer control unit, which detected all relevant input signals of all electronic components of this remotely controlled stop-stop control system t, processed in map-based computer programs and transmitted via output driver control modules to electronic or electromechanical actuators amplified this stop control system, and in a driving operation, the centralized microcomputer control unit via a specific electrohydraulic speed control continuously detects the manually controlled by a driver driving levels and via Electrohydraulic switching valves in automatic transmissions the escalator controlled down to the "N" or idle switch position, which is controlled directly without delay.

Furthermore, this object is achieved by a remotely controllable stop-stop control system for civil motor vehicles according to claim 2, wherein the remotely controllable stop-stop control system is divided into wire and wirelessly communicating electronic or electro-mechanical components, by means of which the respective civilian motor vehicle by means of a braking or stopping control before railroad crossing rail vehicles timely automated is stopped, that in-vehicle as the central control element of the remotely controllable stop-stop control system functions a map-based centralized microcomputer control unit that detects all relevant inputs of all electronic components of this remote controlled stop-stop control system, processed in map-based computer programs and via output driver control power modules to electronic or electromechanical Actuators this remote controlled stop-stop control system amplified transmits that in a driving operation, the centralized microcomputer control unit via a specific telemetry laser module continuously determines the distance values to a respective preceding vehicle, since this telemetry laser module is installed on the vehicle and has a telemetric longitudinal range of 250 m that the centralized microcomputer Control unit in front of a lane crossing vehicle with present preceding vehicle by means of a front distance detection via ABS hydraulic unit solenoid valve wheel brake pressure control units via an here acting as an intermediate control ABS control unit, a throttle actuator and by means of an electro-hydraulic speed control, continuously respective minimum distance values to the respective preceding vehicle Actuatorisch einsteuert and the civilian vehicle progressively delayed, or with a front or rear distance of Im to the preceding vehicle vol loudspeaking stops, after which drive-relevant drive and Verzögerungsaktuaktoren again manually controllable by the driver, or are no longer superimposed by the centralized microcomputer control unit by means of defined control signals that in this deceleration or stopping control as well as inpresentem preceding vehicle this centralized microcomputer Control unit here still the present tire and / or road friction values control-parametric with in the map-based logarithms as a relevant factor calculatory involves.

Advantageous embodiments of the invention are characterized in the subclaims.

This remotely controllable stop-stop control system is divided into various wire or wireless, defined communicating, electronic or electromechanical switching components, by means of which on the one hand stopped the respective civilian vehicle in front of road crossing-running rail vehicles fully automated and on the other hand in the case of an initiated driver's escape of the police officers fully automatically insisted stopped can be technologically locked in the latter mode specification of the occupant or the occupant of the escape vehicle even more on their driver and passenger seats, by means of various electromagnetic locking latch functions.

• 1 Zivilkraftfahrzeug -intern/-extern spezifisch vernetzte Schaltkonfiguration aller systemspezifischen elektromechanischen/elektronischen Schaltkomponenten,
• 2 modulinternes/-externes elektronisches Kommunikationsschema der für diesen Modus als Zivilkraftfahrzeug - interne Mikrocomputer-Steuereinheit konzipierten elektronischen Schaltsteuergerätes - im Blockschaltbild,
• 3 modusrelevante Zivilkraftfahrzeug -Distanzsteuerung bei passierbarem, fahrbahnkreuzenden Schienenweg, mittels der in 2 jeweils angeführten, numerischen Bezugszeichen,
• 4 systemspezifisch, ferngesteuert-insistierter Anhaltemodus der hierbei kontinuierlich distanzgesteuert verkehrenden Zivilkraftfahrzeug, vor einem fahrbahnkreuzenden Schienenfahrzeug, unter Bezugnahme der hierbei Zivilkraftfahrzeug -intern/-extern funktionseskalativ animierten Schaltelemente mittels der in 1 jeweils angeführten, numerischen Bezugszeichen,
• 5 systemspezifisch, ferngesteuert-insistierter Anhaltemodus eines Fluchtfahrzeuges von einem mobilen Polizeifahrzeug aus, - in der Zivilkraftfahrzeug -internen/-externen Kommunikationsaufbauphase -, unter Bezugnahme der hierbei Zivilkraftfahrzeug -intern/- extern funktionseskalativ animierten System-Schaltelemente, mittels der in 1 jeweils angeführten, numerischen Bezugszeichen,
• 6 systemspezifisch, ferngesteuert-insistierter Anhaltemodus eines Fluchtfahrzeuges von einem bereits rückwärtig gehaltenen Polizeifahrzeug aus, - in der modusspezifischen Abschlussphase -, unter Bezugnahme der hierbei Zivilkraftfahrzeug -intern/-extern funktionseskalativ animierten-System- Schaltelemente, mittels der in 1 jeweils angeführten, numerischen Bezugszeichen.

The detailed explanation of the structure and function of the illustrated invention will be made with reference to the drawings. It shows:

• 1 Civilian motor vehicle -internally / externally specifically networked switching configuration of all system-specific electromechanical / electronic switching components,
• 2 module-internal / -external electronic communication scheme of the electronic switching control unit designed for this mode as a civilian motor vehicle - internal microcomputer control unit - in block diagram,
• 3 Mode relevant civilian vehicle distance control with passable, road crossing railway track, by means of in 2 respectively given numerical reference numerals,
• 4 system-specific, remotely controlled-persistence mode of the here continuously distanzgesteuert circulating civilian motor vehicle, in front of a lane crossing railway vehicle, with reference to this civil-powered vehicle -internally / externally funktionseskalativ animated switching elements by means of in 1 respectively given numerical reference numerals,
• 5 system-specific, remotely-activated arrest mode of an escape vehicle from a mobile police vehicle, - in the civilian car-internal / external communication set-up phase, with reference to this civil-powered vehicle -internally / externally functional-calender animated system-switching elements, by means of in 1 respectively given numerical reference numerals,
• 6 system-specific, remotely-activated arrest mode of an escape vehicle from a police vehicle already held backwards, in the mode-specific completion phase, with reference to the hereby civil-powered vehicle-internally / externally animated-systematically animated-system switching elements, by means of in 1 respectively given, numerical reference numerals.

Fig. 1

In the 1 is the civil motor vehicles-internally / externally specifically networked switching configuration of all system-specific electromechanical or electronic switching components shown, the detailed explanation is now attached to each other with reference to the respective reference numerals "1-45" here.

"1" = ignition switch, by means of which u. a. the lump sum required for this system operating current - when driving - the centralized, systemically relevant microcomputer control unit "5", from the primary power storage - the vehicle battery - is switched through.

"2" = ABS control unit, hereinafter referred to electronic control switching device, the system specific, switching element with implied ABS wheel brake system, which in conventional driving all initiated by the driver control commands / control processes while the centralized microcomputer control unit "5", continuously fed by means of defined measuring voltage pulses and receives in front of the same with system-specific stop control function triggering all control-specific map-based processed signal configurations, processed and in ABS control function (delay delay) via the electro-hydraulically interposed ABS hydraulic unit "3" to the four wheel brake selectively selects, in this case by the driver (yet) controlled Control commands-for this system-specific functional period of time-are actuarially superimposed.

"3" = ABS hydraulic unit, which is the electrohydraulic control element between the upstream as an intermediate control element ABS control unit and the hydroaktuatorisch downstream, four Radbremszylindern forms and in this regard the system controlled by the ABS control system control current signals each wheel deceleration individually proportional hydrodynamic bivalent / hydrostatic on or off.

"4" = tooth flank induction sensor, hereinafter referred to as inductive speed sensor, which inductively scans a tooth flank of the Radantriebsstranges so independent of the wheel speed sensors to detect the proportional driving speed values and transmit the centralized microcomputer control unit "5" by means of proportional analog AC voltage signals.

"5" = centralized microcomputer control unit, which - analogously to the illustrated elementary switching configuration - receives all system-relevant input signals modulated by respective individually elementary specific calibrated measuring voltage pulses, evaluated in map-based defined, algorithmic computer program sequences and processed via specific output stage output driver, the various actuators for the duration the system-specific functional mode defined by means of individually modulated control voltage signals.

"6" = throttle actuator, hereinafter referred throttle valve unit (s), which both manually by the driver via electronic pedal encoder as well as systemically relevant Abbrems- or stop mode, a minimum distance control from the central microcomputer control unit "5" by potentiometric specifically defined control voltage signals controls, in the latter case, the manually controlled by the driver manipulated variable parameters are completely superimposed for this control intervention period.

The manually or automatically controlled throttle angle values are hereby permanently transmitted to this central control element by means of a throttle valve potentiometer acting on the control axis of this control element via proportional measurement voltage signals.

"7" = electrohydraulic speed control, hereinafter referred to speed control, here in conception of an electronically controlled automatic transmission, its solenoid valves / Modulierdrucksteller or mechanical gearboxes by means of electromagnetic Schaltklauen-Schubstellereinheiten both manually by the driver, as well as system-relevant Abbrems or stop control, minimum safety distance control are controlled by the centralized microcomputer control unit "5", by means of specific drive level selectively defined control voltage signals, in the latter case, the manual by the driver - before or during this control intervention period, control technology completely latentized or superimposed.

"8" = on the vehicle bend parallel to the vehicle longitudinal axis forward telemetry laser module, hereinafter called laser module with a longitudinal range of 250 m, which transmits the reflected distance values to the respective preceding civilian vehicle while driving continuously the centralized microcomputer control unit "5" via measuring voltage signals.

"9" = defined at 90 degrees to the vehicle longitudinal axis, or in the direction of travel relevant roadside in a defined ground distance of about 1.20m horizontally eingefeiltes infrared directional beam receiver unit, hereinafter called infrared directional beam receiver module, which at an in Direction of the railway crossing rail vehicle from a 151m in front of this rail at the edge of the lane in the direction of communication eingebeilt-installed, carrier wave congruent-modulated infrared beam transmitter module "35" receives a specific modulated control signal pulse and this control signal immediately - according to this diagram - the centralized microcomputer control unit " 5 "transmitted via an AC voltage pulse, after which this central control organ the system-specific fully automatic civilian vehicle deceleration mode to the via reflection light signal marking marked stop point 2.5 m in front of this lane crossing rails weg -via the purpose of communicating delay switching elements "2/3/4/6 and 7" - map-based einsteuert.

"10" = specifically to a maximum range of 7.5 m / electronically balanced reflection light barrier module, its optoelectronic-reactive-communicating switching elements (photodiode / phototransistor upon receipt of the emitted from the relevant infrared directional beam transmitter module unit control signal, via the transmissive downstream control chain of the switching elements: "9/5" are continuously functionally optimized and thereby optoelectronically scan the installed in a horizontal plane of reflection within the berzüleitleitplanke 25 mirror reflectors defined while driving, each of these reflected Modulated light pulses via the phototransistor be transmitted in respect of control voltage signals of the centralized microcomputer control unit "5".

As these guardrail-integrated mirror reflectors "39" are installed horizontally in the direction of the relevant level crossing in a specifically progressively decimated distance and their horizontal diameters decay to this rail plus progressive ratio, this central control unit determines by means of calculatory inclusion of the parameters: driving speed (sensor speed). Switching element "4") and the present roadway tire friction coefficients (via the communicating sensor switching elements "11/12") and of course the map-based stored average vehicle weight value fully automatically einzustuernden driving dynamic braking deceleration values and corrects the same - if necessary via this reflection light barrier module - received reflection light signal - To be received reflection light signal whose twenty-five times diversity and progressive-decimated distancing or diametrization thus as specifically civilian-vehicle-delay-communicative vanes function map-based for this fully automated brake-deceleration mode.

Since this central control organ counts these optoelectronic signals in this case microprocessor-internal and their number is also microprocessor-internal-Kennfeldkommunikativ - stored, it evaluates this with respect to distance / wegelängendeimulated optoelectronic transmission signals map-based as a communicative delay path length Leitbezugsparameter from, they on detection of the 24th reflection light signal the civilian motor vehicle in this mode - the manual driving / delay dynamic control values and control variables of the driver completely superimposed - has already delayed to 5 km / h, and with reflective absorption of the 25th reflection light signal, with respect to the 2.5 m in front of the crossing rail track plank installed mirror reflector the vehicle definitely stops until the infrared beam-receiving unit "45" - after passing the train - the central control unit "5" the specifically modulated onward control signal t ransmittiert.

This functional sequence is hereby controlled system-specifically in this traffic-controlled level crossing in both traffic directions.

"11" = operating elementary stage circuit of the windshield wiper drive whose switching control positions, or in the presence of automated rain sensor wiper control, the potentiometer control currents of the wiper motor driving permanent-the central control unit as digital input variables are taught, after which the same detects the intensity of the rain / snow precipitation and accordingly, map-based longitudinally expanded minimum distance values are calculated for the preceding traffic and, if necessary, activated in the presence of a laser-telemetry-determined preceding vehicle via the communicating delay actuators "2/3/6 and 7".

"12" = electronic temperature sensor in the design of an NTC thermistor sensor, which continuously determines the external air temperature values while driving and transmits via thermally proportioned resistance values of the communicating centralized microcomputer control unit.

From these thermal parameters, this centralized microcomputer control unit "5" calculates the present tire / road friction coefficients under calculatory inclusion of the wiper operation shift position ("11") and derives the minimum distances to be controlled with respect to the potentially forward vehicle in front in case of need also via the communicating delay actuators "2/3/6 and 7" exactly einsteuert.

Thus, to mention just a few examples of this secondary, sensorimetric logarithm of "5", the lane is dry with latent wiper operation and external temperature values above freezing and without ice covering.

When wiper operation in the first wiper speed at external temperature values above the freezing point in this regard, the road is indeed wet, but there is no aquaplaning in this respect.

However, if the selected travel speed (detected via induction sensor "4") is rel. high and that there is a potentiated wiper stage connected, a proportionately enormously decimated tire / road friction contact is derived and, accordingly, in the mode of automated distance control - which forms part of this system - proportionally expanded minimum distances from the centralized microcomputer control unit "5" be controlled.

If the wiper mode remains latent but external temperature values below freezing are detected, the centralized microcomputer control unit "5" controls the minimum clearances as well as the brake deceleration control functions map-based for potential slippery stain degradation if needed.

At defined wiper operation and also external temperature values below the freezing point derives this centralized microcomputer control unit "5" relative snow cover on the relevant road surface and controls in case of need under logarithmic inclusion of the current vehicle speed, the minimum distances, and the system-relevant braking delay control functions map-based on the related static friction values between tire and roadway. In all of these cases, of course, the average vehicle weight is also taken into account, these are so recorded / calculated static friction parameters for map-based calculation of progressive-fully automated, communicatively controlled civilian vehicle braking deceleration of railroad crossing rail vehicles, as well as the insinuated escape vehicle stop mode within this centralized Microcomputer control unit "5" calculated based on maps and analog actuated to the minimum distance control, actuator.

&Quot; 13/16/19/22 " = electro-magnetic latch-bolt thruster, hereinafter referred to as electromagnetically-kinematizable latch-bolt thrust units so specifically installed in all potential seat belt locks, so as to simultaneously at a control power pulse from the centralized microcomputer control unit " 5 ". the potentially anchored safety belt detent loops, manually inseparably lock in these belt buckles, whereby the respective reference person (s) to remain on the relevant seat - in the case of a driver escape - is technologically forced or will.

This mode is used by the centralized microcomputer control unit "5" upon receipt of a driver-out-beam IR-spectral carrier wave control signal pulse to the rear-view antenna-targeted, in-vehicle, IR directional beam receiver unit ("44" - "45"). ), immediately activated and remains in effect until the / the police officer (s) by means of the IR directional beam transmitter unit "44" a 2nd IR carrier wave control signal pulse in the other, Kfz, IR directional beam receiving module "9" - when arrested emit the persons. However, after this control pulse, the throttle actuator "6", which is completely regulated in the idling speed range by the centralized microcomputer control unit "5", is still superimposed by this specific deactivation signal for about 1 minute, so that the occupant (s) at the moment of this 2 IR communicative belt release control signal, can not or may not re-seize the driver.

"14/17/20/23" - Electromagnetically kinematizable push-bar actuators, which are installed specifically in all door locks of the passenger compartment, so that they at a control voltage pulse from the centralized micro-computer control unit "5", simultaneously the respectively related lock bolt with the entitled Keilzapfen, insoluble kinematize in the static door closure position, whereby the respective persons plus still to remain in the passenger compartment are technologically forced. These switching elements are flat-rate controlled by the centralized microcomputer control unit "5" simultaneously to the switching elements "13/16/19/22" in lock / unlock position.

"15/18/21/24" = electro-magnetic detent-bar thruster, hereinafter referred to as electromagnetically-kinematizable detent-bar thrust units, which are installed specifically to all potentially kinematic side windows in the driver / passenger doors so that they are centralized at a control voltage pulse Microcomputer control unit "5", their Stellzapfenvorderseitigen Arretierungsverzahnungsriegel in the running in a vertical plane vertical locking teeth of the statically connected side windows respectively endstatisch kinematisiert, so they lock these glazing elements in their respective positions so vehemently so that the same hereinafter neither mechanically nor electromechanically can be cinematically verticalized by the respective inmates. These switching elements of the aforementioned type are flat-rate controlled by the centralized microcomputer control unit "5" simultaneously to the switching elements "13/14/16/17/19/20/22/23" in locking or unlocking.

"25" = specially designed ultrasonic echosound sensor module, which is connected to the reflection light barrier sensor module 210 ' Level congruent reference point of the chassis / body structure so vertically perpendicular-communicative to the road surface - is locked so that it meticulously accurately determines the vertical roadway distance of this optoelectronic module while driving and transmits the centralized microcomputer control unit "5" via proportional measurement voltage pulses.

"26" = electronic tilt angle combination, which permanently imparts the goniometric differential angle values - as they are implicitly determined by the pitching, tilting and yawing trainings in the spring-wheel-elasticized body area - to the centralized microcomputer control unit "5" - and in this respect from the exact vehicle Longitudinal / vertical axis differ, transmitted via specific potentiometrically metered measurement voltage pulses.

"27/28" = stepping motor controller units, which are controlled by the centralized microcomputer control unit in such a way by means of metered control voltage pulses, so that they vertically and about the vehicle longitudinal axis kinematizable reflection light barrier module "10" - in accordance with the of the sensor elements " 25/26 "transmitted, load-specific, dynamic vehicle body angles, continuously in its optoelectronic radiation axis - level matching with the optical reflection axis of the 25 level-symmetrically adjusted mirror reflectors" 39 "of the level crossing guardrails" 40 ", on-electric readjustment / readjustment, with which this civilian-vehicle internal / externally, opto-electronic communication is granted on a continuous technological basis in case of need.

"29" = lockable switching bridge, by means of which the officials of the responsible for the respective system-specific level crossing railway / transmission center 1 minute before the passage of a train the operating / modulation current to the radio-communicative control module "30", manually or automatically switch through.

"30" = infrared directional beam transmitter unit, hereinafter referred to as broadcast transmitter module, which is frequency-compatible with the two direction of travel-specific (round) radio receiver modules "32" of the respective rule-specific level crossing is modulated and function animation - their carrier waves here analogous to Represent radially escalating circular segments - the same transmit a specific frequency modulated control signal.

"31" = latchable switching bridge, by means of which the latent applied operating / modulation current to the control signal radio receiver unit "32" via the authorized personnel can be switched manually / remotely controlled, so this system - on the part of civilian vehicle -external railroad crossing communication -Control functions - flat-rate function-animated, - otherwise flat-rate functionalized.

"32" = direction of travel radio receiver module, hereinafter referred to as the radio receiver module, which in radio communication with the railway broadcasting center - own radio transmitter module "30" a demodulated - and adequately amplified control pulse current to a downstream electromagnetic Schubtaststeller "33" derived.

"33" = electromagnetic switching key actuator, hereinafter referred to as electromagnetic Schubtaststeller, which acted upon functional control impulses via "32" positioned in the communicative Kinemationsebene pushbutton of the latching bridge "34" to the effect mechanically, so that this latched by him switchable switching bridge in the 2nd bridging switching position ,

"34" = snap-action key switch, subsequently called latching change-over switch, which in the 1st bridging switch position (top bridging contact / oblique rocker switch - as shown here analogously) the operating current to the predestined for Blendenverschlusskinemation contact the shutter stepper motor unit "37" via the limit switch " 36 - a "through and in the 2nd bridging contact switching position (lowest bridging contact / horizontal rocker); which is controlled in the aforementioned Funktionseskalation the switching elements "32/33"; the operating current to the predestined for Aperture Kinemation contact the same stepping motor unit via the Endabschalters "37 - b" - analogous to the diaphragm Aperture kinemation phase -, and the resistance-specific adjusted operating / modulating current to the infrared directional beam transmitter unit "35" connected in parallel.

"35" = infra-red directional beam transmitter unit, hereafter referred to as infrared carrier wave directional beam transmitter unit, which is installed so specifically 151.5 m in front of each system-specific level crossing, in each case in both directions of travel, so that the IR control pulse which can thus be emitted in each case Signal to an opening angle of 10 degrees -15 degrees exactly 90 degrees - can be radiated to the traffic direction. The predestined receivers for this purpose are the civil-powered vehicle-internal IR-directional steel receiver units "9" whose directional antennas - like here and in 3 / 4 shown analogously - are precisely set in a congruent communication height of 120 cm with the directional transmitting antenna of this IR carrier wave control module, so when activating the same via the system-specific upstream switching elements "29-34" invariably all passing system-specific motor vehicles this tax-relevant IR carrier wave pulse absorb and accordingly delay the civilian motor vehicle as described under "9" progressively to the defined stop point in front of this lane crossing railway.

"36 - a" = final cut-off point of the shutter phase kinematization predetermined phase of the shutter stepping motor unit "37" which is contact-contacted in the complete shutter kinematic phase by a control cam specifically positioned at the respective square-hole slot shutter. In the opposite direction Blendenkinemation this jumper, with analogous distancing this shutter control cam back again elastically bridged, whereby the control of this direction of rotation downstream connection phase of the shutter-stepping motor unit "37" is again realizable.

"36 - b" = limit switch for the shutter opening direction of rotation of the shutter stepper motor unit "37", which - analogous to the illustrated diaphragm kinemation phase - in the complete aperture kinemation phase of another, with respect to. Quadratlochschlitzblende "38" specifically positioned control cam contact breaker is applied. With opposing Blendenkinemation this switching bridge is again bridged elastically with analogous distancing this analogous to the panel horizontally kinematized control cam back, with which the control of this direction of rotation downstream connection phase of this stepping motor unit is again relevant to function.

"37" = stepping motor-actuator unit, hereinafter referred to shutter-stepping motor unit, by means of which within the respective roadway guardrail, horizontally kinematizable Quadratlochschlitzblende "38" in endschaltgesteuerten pathlengths electromechanically via step angle / step frequencies is controlled so that they with the runner this electrotechnically adjusted stepping motor unit in the permanent tooth flank engaging diaphragm in the thus defined Blendenöffnungs- Kinemationsphase - analogous to the presentation - the rear side arranged Spiegelreflektorausschnitte this particular guardrail blinding completely overlapping - and on the other hand in the shutter kinemation phase turn this panel as far as horizontally kinematized so that their Quadratschlitzlochausschnitte mutatis mutandis this Spiegelreflektorausschnitte the guardrail completely overlap.

"38" = Quadratlochschlitzblende, hereafter Quadratschlitzlochblende called the aforementioned type, which has 25 square recesses in a horizontal plane of symmetry whose diameter and arrangement with the arranged behind it mirror reflectors "39" is congruent.

"39" = mirror reflectors of each roadway guardrail, which are positioned in 25facher number in each roadway guardrail in both directions, so that their distance as described under "10" specifically progressively decimated. These mirror reflectors are installed in a horizontal plane of symmetry at a height of 45 cm of this respective guardrail. Their horizontal diameters decimate to the respective railroad - from beginning to end - with divisor 6 - Period 6 since the first mirror reflector installed 149 m in front of this railroad - according to the optoelectronic-communicative civilian vehicle -delay mode described under "10" - with 50 cm and the last, 2.5 cm positioned in front of this rail mirror reflection element with 7.5 cm horizontally Within this conventional U-shaped crash barrier recess, are horizontally expanded.

The optoelectronic communication with the civil-vehicle-internal reflection light barrier module "10" is leveled by the respective stepper motors "27/28" while driving continuously on a horizontal plane of symmetry.

"40" = roadway guardrail of the aforementioned type, which integrates the switching elements "32-39" and in this regard has the necessary, various support and guide elements.

The Qudratschlitzlochblende "38" is in it by means of two - in a vertical plane positioned guide rails in which specifically predestined for this purpose guide rollers are installed, kinematized.

"41" = Direction indicator, hereinafter called interface of the direction indicator changeover control element, by means of which all respective driver-controlled turn signal display functions of the centralized microcomputer control unit "5" are transmitted, thus in the system-specific deceleration / stop control, in front of railroad crossing rail vehicles; but not in the via police officer remotely controlled escape vehicle curbing control module; automatically terminate the civil motor vehicle deceleration mode fully automatically actuated in this case with a manually-activated direction indicator, after which the manual drive / deceleration mode Switching control positions of the driver are no longer superimposed by this central control module "5", as the driver obviously initiates a premature braking or stopping operation within this civilian-internal / external-communicatively controlled civil-vehicle-deceleration functional route.

If in this centralized microcomputer control unit "5" and the minimum distance control - according to DE 197 25 989 A1 is stored in this module "5" in this regard at a controlled for the purpose of overtaking direction indicator latentisiert the fully automated minimum distance actuator until this overtaking is terminated by means of a 2nd - opposing direction indicator.

"42" = electromagnetic handbrake cable tensioner unit, which is so functionally function-animated by the centralized microcomputer unit "5" after each fully automatically actuated stop control before lane crossing vehicles, or after applied escape vehicle delay, so that their spec. designed Zugstellzapfen so intensely kinematisiert the hinged cable compensation lever articulated and statuiert in the definitive Kinemationsphase, thereby a sufficient locking torque is achieved, which prevents rolling away of the civilian motor vehicle even at extremely dimensioned Fahrbahninklinationen.

In the case of a stop in front of lane crossing railcars, the centralized microcomputer unit "5" - upon receiving the IR carrier wave onward control signal emitted from "44" to "45" on the fond side - controls this towing unit to the same extent that it prestresses in advance Brake cables completely relaxed again.

In the event of a stop of a stop-motion police car being detected in advance, the centralized microcomputer unit "5" - after receiving the second "44" - but now to the IR directional receiving module "9" civil-vehicle laterally transmitted control signal - controls the same tractor unit again so that the same the tensioned brake cables of the brake elements 1 Minute after this second control signal back again, relaxed. If this is a vehicle equipped with pneumatic brakes, then the centralized microcomputer unit "5" controls the parking brake valve predestined for this purpose in the same direction, so that the same effective moments are achieved analogously.

"43" = hazard warning signal device, to which - analogous to the circuit diagram shown - the centralized microcomputer control unit "5" - in the case of a driver escape with the. Vehicle - upon receipt of the police-emitted IR control signal, the. IR directional beam transmitter / receiver units "44-45", continuously transmits the function trigger-relevant control pulse and the same only then retourschaltet when the reception of the second of the IR Richtsendemodul "44" - but to "9", car laterally took place with it uninvolved vehicles and other road users of this (due to a faulty steering maneuver this escape vehicle leader) this potentially on the lane of oncoming traffic definitely come to a standstill escape vehicle, as far as possible in time, significantly visually perceive.

"44" = infrared directional beam transmitter module unit, which in each traffic direction - above the respective lane (hanging) - is located immediately before each system rule specific railroad crossing such that their emitted IR carrier wave control signal pulse - as described under "10", after the passage of the lane-crossing rail vehicle - the specific infrared-spectrally modulated onward control signal to the civilian-vehicle internal infrared-directional steel receiver unit "45" radiates. In this regard, the IR directional beam receiving antennas of these vehicle-internal receiving modules "45" exactly fronted parallel to the longitudinal axis of the vehicle, so that this eingegefilt in the communication direction IR transmitting antenna of this transmission module with the IR carrier wave pulse emitted from each of the 2.5m directly is received by the system-specific stopped civil motor vehicle before the relevant rail.

After this, the drive / deceleration actuators: "2/3/6 and 7", which are system-specifically superimposed by the control module "5", are again manually actuated by the driver of this front vehicle and the driver can cross the railroad crossing or continue the drive manually and authoritatively ,

The potentially behind this front-sided civilian vehicle via the switching escalation of the switching elements "10 - 8 - 5 - 2 - 3 - 6 and 7", fully dynamically delayed dynamic driving civilian vehicle in this system-specific deceleration phase, all up to a front / rear distance from Im to the respective Front vehicle via the telemetry sensor "8" (which could also be defined as a radar sensor with analog range) delayed and are at definite standstill - which transmit the central control unit, the sensors "4/8" - subsequently by this central control module "5" no longer with actuator Superimposed on control signals, even with them in the standstill phase of the parking brake effect via the actuator "42", so they even without this for them anyway not communicable IR onward control signal of about 5-10 m positioned in front of this rail, front-vehicle communication IR relevant Beam transmitter unit "44" can continue the journey again, as soon as the rail vehicle has left this railroad crossing and the respective foremost civilian motor vehicle via automated, simultaneous release of the parking brake - as described analogously under "42" - again manually authorizes anfährt. The communication opening angle of this IR transmitter module is defined in this regard between 5 and 10 degrees.

For the purposes of a police-controlled remote civilian vehicle -Anhaltemodus with the aforementioned aktuatorischen locking side functions, such officials have either a mobile or installed inside their vehicles installed infrared directional beam transmitter module, the emissive IR carrier waves amplitude / frequency congruent with the IR transmitter module unit "44", which, immediately before the lane-crossing railroads, the onward drive control signal is modulated in accordance with the aforementioned mode configuration but has a significantly increased range of at least 250 m with an IR beamwidth of 5-7 degrees with respect to this module.

If the directional antenna of this module is directed into the rear of a distancing escape vehicle and this module is function-animated, then IR spectral carrier waves are emitted which, although modulated congruently with the carry-over carrier waves of the aforementioned level crossing control system, but the central control unit "5 "Upon receipt via the - as mentioned above - parallel to the vehicle longitudinal axis, horizontal antenna-directed IR beam receiver unit" 45 ", for immediate motor vehicle deceleration to a stop with the already mentioned side effects animated, as previously the IR beam-receiving unit" 9 "Received no IR control pulse, or transmitted to her no corresponding control pulse signal and the optoelectronic-communicative reflection light barrier module unit" 10 "no intersection-specific control voltage pulses in advance to this centralized microcomputer control unit" 5 " transmitted.

"44" = Infrared directional beam transmitter module, hereinafter called infrared directional beam transmission module unit, which is specifically switch elementally matched to the aforementioned system configurations, the railroad crossing onward signaling mode / police stop control signal transmission mode.

"45" = infrared directional beam receiver module, hereinafter referred to as infrared directional beam receiver module unit of the type mentioned, which in each case functionally absorbed IR carrier wave control signal - analogous to the circuit diagram shown - via an AC pulse of the downstream, centralized microcomputer control unit "5" transmitted.

Fig. 2

In the 2 is the module-internal / external electronic communication scheme of designed for this system configuration as a centralized microcomputer control unit electronic control unit, shown in block diagram whose explanation is attached here.

• - zwei voneinander unabhängige Mikrocontroller mit eigener Taktversorgung
• - diversitäre Software
• - getrennte Spannungsversorgung mit Ub-Kompensator; Spannungswandler „1“
• - doppelte Spannungsversorgung mit ODER- Verknüpfung für die Sicherheitslogik „9“
• - Sicherheitslogik via beider Mikrocontroller schaltbar
• - Sicherheitsschalter zur Deaktivierung der Mikrocontroller und Aktivierung der Hardware für die systemkonfigurativen Notsteuerfunktionen
• - Reserveendstufen - schaltbar via Sicherheitsschalter „10“ zur Ansteuerung eines cockpitinternen optoakustischen Systemausfall- Signalisiermoduls
• - Aktoren-Steuerendstufen mit Stromrückmeldung und diversitären Diagnosefunktionen zum Funktionstests bei Fahrtantritt

This, electronic control unit has - analogous to this representation - via:

• - Two independent microcontrollers with their own clock supply
• - diversified software
• - separate power supply with Ub compensator; Voltage transformer "1"
• - double power supply with OR connection for safety logic "9"
• - Safety logic via both microcontroller switchable
• - Safety switch for deactivating the microcontroller and activating the hardware for the system-configurable emergency control functions
• - Reserve output stages - switchable via safety switch "10" for controlling a cockpit-internal optoacoustic system failure signaling module
• - Actuator control output stages with current feedback and diverse diagnostic functions for function tests when starting to drive

The software is divided into initialization / main program / emergency control function.

For level matching, hybrid circuits with built-in low-pass filtering are used.

In addition to the filtering of the diverse input signals, the signal conditioning via Schmitt trigger is completed.

Specific sine-wave converters and PU input signal converters "11" etc. prepare the system-configurable input signals for further processing in the two microcontrollers, which define two single-chip microcontrollers.

On each of the two microcontroller modules are the elements: calculator, RAM, ROM, timer / counter and a serial interface available.

The two microcontrollers are assigned an EPROM "7" in which the application software, the average weight value of the civilian motor vehicle as well as all other vehicle-specific drive / deceleration dynamics characteristic values are stored in a map-communicative manner.

The data transfer between both computers is executed with 500 KBaud.

Since stored in the EPROM data rel. can be easily converted, this microcomputer control unit thus receives the required flexibility to be applicable for various vehicle types / vehicle classes.

For this purpose, appropriately defined data records are predestinable. The output driver amplifier output stages "11" are constructively balanced in this centralized control module for the function of the system-configurational-diverse function tests with integrated current measurement and short-circuit prevention.

The initialization processes of function computer "5" / security computer "4" are structured as follows: function calculator computer security - RAM / ROM / EPROM test - RAM / ROM test - Send data record - Receive data record - defined contingent diversified - defined contingent diversified Measure input signals Measure input signals - defined number of system configurations - defined number of system configurations Functional test applications Functional test applications Enable timer / counter / interrupt Enable timer / counter / interrupt - Output of the calculated data specifications - Output of the calculated data specifications to the safety logic "SILOG""9" via to the Multiflex "MUFI" reset logic "3" via Communication with the Communication with the various Brake delay logic "8" and the various Input signal transducers "2" and the Input signal converters Ausgangstr. Verstärkerendst. "11" and the safety logic "SILOG""9"

After the power-up, the electronics starts with the self-test starting from the computer core up to the system elementary periphery, whose switch elementary-individualized system functions in each case in the 32 diversified switching function blocks - reference sign congruent to 1 - Function synonym are shown.

RAM, ROM and EPROM are tested, followed by a semisecondary time unit, the available electrical energy and the various input signals. After passing the test, the electronic internal safety switch "10" is checked for potential malfunctions. Before completion of the initialization phase, the timers / counters implemented on the chip of the two microcontrollers, the interrupt sources and interrupt priorities are set and definitely released. The system-configurable main program is run through every 10 ms. With the data constantly updated, both computers independently of one another control the control values which are controlled for the respective actuators and which are adjusted by tapping the relevant characteristic diagrams via correction voltage pulses. The software from the two microcontrollers is also designed to largely prevent critical civil vehicle deceleration controls in this system configuration from being defective in the in-module / external peripherals.

Fig. 3

In the 1 is the additionally integratable to this system mode car minimum distance control of DE 197 36 915 A1 - When passing a traffic-free road crossing railway - with reference to in 1 previously explained numerical switching element reference numerals "2-28" shown, the explanation of which here attached moduspecific.

The driving civilian vehicles "F1-F2" one direction of traffic, as well as the traveling civil vehicles "F6" -F10 "the other direction of traffic respectively via the internal sensor signal inputs of the sensor switching elements" 4-12 "the minimum distances to each other, which falls below each via the dynamic driving deceleration actuators "2/6 and 7" - which are superimposed on the manual manipulated variable parameters of the respective vehicle driver - in accordance with the various driving dynamics reference parameters of the relevant sensors "4/6/7/8/11 and 12".

Here, this centralized control unit regulates "5" via the signal inputs of the sensors "25/26", and via signal outputs to the actuators "27/28", while the still latentized optoelectronic, optoelectronic radiation axis of the switching element "10" level matching with the glare optical reflection axes of the reflection-reflecting mirror reflectors "39", which, however, in the illustrated civil motor vehicle passage this traffic-free-crossing lane - as here analogously by the direction of travel pending stepper motor Kinemationsphasen the respective Quadratschlitzloch apertures "38" shown - remains latentisiert system.

Fig. 4

In the 2 FIG. 2 shows the system-controlled vehicle deceleration control in front of an immediately approximated railroad crossing vehicle, the explanation of which - with reference to FIG 1 previously explained reference numerals "2-42" - affiliates.

The civil service in both directions traffic-cemetary "F4" / "F8" passed this lane crossing railway as the specific Quadratschlitzlochblende "38" each of the system configuration networked switching elements "29-37" Although already the reflection levels of the respective mirror reflectors "39" blinding, but had they both still before the simultaneous, tax-relevant function animation of the IR control signal unit "35" whose 151.5 m before this lane crossing railway line related communication level already happened and therefore could with their IR-directional communication level in each case antenna-targeted IR directional beam receiving modules " 9 ", no longer receive this respectively emitted control signal.

In this regard, analogous to the explanation of "10" in 1 - Their reflection light barrier modules "10" from the centralized microcomputer unit "5" system-specific not function-animated, which also the function animation of the delay switching elements "2/6 and 7" logically failed, since this could indeed come to any control signal transmission.

The situation is different with the vehicles "F3" and "F7", as both drove into this communication level from "35" to "9" in both directions respectively, whereby their central control modules in each case specifically taking into account all diversely sensorized, dynamic driving parameters of the sensors "4/6/7/10/11 and 12" the progressive, - opto-electronically guided - civil motor vehicle delay mode up to the implied by the last mirror reflector, 2.5 m in front of this railroad - optoelectronic communicatively directed stop point, electromechanical einsteuern, where also respective parking brakes are connected functionally relevant via the actuator "42" simultaneously.

The subsequent vehicles "F1-F2" of the one and "F5-F6" of the other traffic direction are also different from the respective centralized microcomputer control units "5" after the control signal communication from "35" to "9" vehicle dynamic sensor characteristics delayed, but determine their front-end telemetry sensors (which may also be designed as radar sensors) with respect to the number of already stopped before this rail civil vehicles, in this decimated stop / delay distances and therefore control the relevant delay factors "2 / 6 and 7 "accordingly intensified.

At standstill behind the respective frontally held civilian vehicle of these stopped vehicles, the central control module "5" continues to latentisiert the communicable actuator "42" of the parking brake cable / parking brake valve (air brake system), since the forward-parallel to the vehicle longitudinal axis - directed telemetry Laser module "8" at the moment of IR control signal transmission determined a distance, which is correspondingly less than the present in this phase rail distance of 151 m, whereupon this centralized microcomputer control unit "5" is matched map-specific.

After passage of this related railcar "Sf9", the infra-red directional beam transmission modules "44" to civilian vehicle "F2" / "F7" transmit the specific carrier wave modulated onward signal signal, whereupon the centralized downstream control module "5" transmits the civilian vehicle internal deceleration actuators " 2/6 and 7 ", as well as the parking brake actuator" 42 "are no longer superimposed with the relevant control voltages and therefore the vehicles are manually controlled again.

The respective following vehicles are - as in 1 previously mentioned - can be controlled manually without such a control signal transmission and can not be acted upon communicatively by this specific directional antennas - targeted control signal transmission, since the same extends over a maximum time unit of 3-5 seconds.

These civilian vehicles can now analog again 3 This lane crossing railroad unrestricted happen.

If in the future all potential -yes single-lane vehicles - correspond to this specific system configuration, such regulated level crossings can be executed without restriction or operate analogously in parallel color light signals only for passers-by.

Fig. 5

In the 5 the remote-controlled stop mode of a civilian motor vehicle abused for driver's escape from a police vehicle is shown in the civilian vehicle internal / external switching elementary function building phase, the explanation of which is hereby - with reference to the in 1 previously explained reference numerals: "2-41" / "44-45" attached.

The driving civilian vehicle: "Fl.-F" (escape vehicle) stopped despite intensified stop signaling behind a police patrol.

In this regard, it took the track by means of the patrol car: "Pol.-F" (police vehicle) and animated the function parallel to the vehicle longitudinal axis, horizontal-forward directed infrared beam transmitter module unit "44". The emitted here, specifically frequency / amplitude modulated, and via a communicative opening angle of 5-7 degrees directed, IR spectral carrier waves are in this respect of the exactly communicatively adjusted in this communication direction receiving antenna installed in this used as an escape vehicle civilian motor vehicle IR directional beam Receiver unit "45" - which is congruent modulated - received.

The centralized microcomputer control unit "5" of civilian motor vehicle "Fl.-F" controls after demodulation of the derived with respect to "45" AC control signal, immediately the various delay actuators "2/6 and 7" and thus delays this vehicle in the ABS Mode, but this initiates no direct emergency braking, but delays this car under logarithmic inclusion of the sensor signals of "11/12" Tire-Fahrbahnbelaghaftreibungsspezifisch, so this vehicle here z. B. even at - this cost-relevant road curve amounts can not break from the track and remains well steerable to a stop. In this regard, a steering angle / yaw rate as well as lateral acceleration sensor of "5" could additionally be communicatively connected, so that this defined deceleration torque is logarithmically included in addition to sensed, driving dynamics Reference parameter in continuous reference to the respective relative tire cornering forces is controlled without any yaw slip side effects.

Simultaneously with these delay switching elements, this centralized microcomputer control unit "5" controls all potential lock-bolt actuators "13-24" to thereby instruct the occupant to remain in the civilian vehicle "F1-F" until the police vehicle "Pol. -F ", technologically necessary.

The civilian motor vehicle "F1" - "F2" - "F3" coming into contact with this on the other side of the lane continue to operate without being disturbed by means of automated minimum distance control (in accordance with DE 197 36 915.4 ), as at this short-course tracking drive route; on which - according to this specific system configuration - from the outset the police vehicle "Pol.-F" is predestined as a "winner", the police vehicle "Pol.-F"'the mode of the flashing beacon - whose operation here would be almost superfluous - continue latentisiert.

Fig. 6

In the 6 is the system-specific remote controlled-persistent stop mode of an escape vehicle of a pre-analogue 5 - Mobilized police vehicle, presented in the system - configurative final phase, the explanation of which here - with reference to the in 1 previously explained numerical switching element reference numerals: "2-43" / "44-45" - analog 5 - affiliated.

The deceleration animation of the civilian motor vehicle "Fl.-F", which is controlled by "Pol.-F", is carried out specifically to a standstill "STOP" system. Here, in this vehicle, the centralized microcomputer control unit "5" has in advance - via the switching elements: "2" - / "4" / - "6" - "7" - / "13" - "14" - "15" - "16" - "17" - "18" - "19" - "20" - "21" - "22" - "23" - "24" the vehicle in ABS mode - analog 5 - delayed without slippage and the / the occupant (s) - this simultaneously - to stay, in this abused to the driver's vehicle, technologically required.

After that determines the centralized microcomputer control unit "5" via the inductive Radantriebsensors "4" - or alternatively - via an electronic tachometer interface - the definitive standstill of this civilian vehicle "Fl-F" and controls immediately the required operating currents to the actuators "42/43 "Which set this vehicle in this position / activate the hazard warning device.

All of these actuator functions, which are controlled by the centralized microcomputer control unit "5", are simultaneously canceled by the same when the police officers who are now behind this civilian motor vehicle "F1-F" and who have switched the vehicle via their infrared beam transmitter unit "44" 2. However, this time, the vehicle lateral IR carrier wave control signal pulse is transmitted to the other infrared directional beam receiver module "9".

In this regard, the vehicle doors / vehicle windows can now open again and all the various safety belts can be solved back, but the throttle valve adjuster "6" is then latentisiert about 1 minute in the systematically beforehand configured complete shutter angle position, so that the occupants immediately after this communication mode the Rider escape - even if only for a few meters - (otherwise the police officers would once again be able to re-initiate the infrared directional radiation transmitter unit "44" to the infrared directional beam receiver module unit "45").

Also, in this case of this centralized control unit of the parking brake actuator "42" still activated about 1 minute in the parking brake function, so this the civilian vehicle "F1 -F" can not roll forward or backward at potential road inclinations. For this reason, the persons involved must manually actuate (apply) the parking brake within this defined functional control time, unless this has already been accomplished in advance by the occupant.

Since the centralized microcomputer control unit "5" carries out a functional test of all networked switching elements with each activation at startup, it leads an incorrect function, or antenna Richtpeilung the IR receiver module "45" - which potential offenders as a preventive measure for this Manipulated mode manipulated - a complete manual blocking of the drive switching elements via the actuators "6 and 7" on, which only with the correct function of this IR receiver module "45" of "5" again manually taxable wired or are no longer superimposed with the control currents.

Claims (23)

A remote controllable stop-stop control system for civilian motor vehicles, said remote-controlled stop-stop control system being divided into wirelessly and wirelessly communicating electronic or electromechanical components by means of which the respective civilian motor vehicle is controlled via a radio-communicatively controlled system by a police-based system-specific deceleration or stopping control intervention by police officers Police stop control is stopped automatically, the occupants of the civilian motor vehicle in addition to the provisional stay in the civilian motor vehicle technologically forced that in-vehicle central control of this remote controlled stop-stop control system functions a map-based centralized microcomputer control unit (5), which all relevant input signals of all electronic Components of this remote-controlled stop-stop control system recorded, processed in map-based computer programs et and via output driver control power amplifier modules to electronic or electromechanical actuators of this remote controlled stop-stop control system amplified transmits, and that in one driving operation, the centralized microcomputer control unit (5) via a specific electrohydraulic speed control (7) continuously detects the manually controlled by a driver driving levels and via electrohydraulic switching valves in automatic transmissions, the speed steps are regulated down to the "N" or neutral switch position, which is controlled instantaneously without delay. Remote controllable stop-stop control system for civil motor vehicles, wherein the remotely controllable stop-stop control system breaks down into wirelessly and wirelessly communicating electronic or electromechanical components, by means of which the respective civilian vehicle by means of a Abbrems- or stopping control before railroad crossing rail vehicles is timely stopped automatically that in-vehicle as the central control organ of the remotely controlled stop-stop control system, a map-based centralized microcomputer control unit (5) detects all relevant input signals of all electronic components of this remote control stop control system, processed in map-based computer programs and amplified via output driver Steuerendstufenmodulen to electronic or electro-mechanical actuators of this remote controlled stop-stop control system transmits that in a driving the centralized M ikrocomputer control unit (5) via a specific telemetry laser module (8) continuously determined the distance values to a respective preceding vehicle, since this telemetry laser module (8) is installed on the vehicle nose and has a telemetric longitudinal range of 250 m that the centralized Microcomputer control unit (5) in front of a lane crossing vehicle with present preceding vehicle by means of a Frontdistanzwerterfassung via ABS hydraulic unit solenoid valve wheel brake pressure control units via an here acting as an intermediate control ABS control unit (2), a throttle actuator (6) and by means of a electrohydraulic speed control (7), continuously actuates respectively respective minimum distance values to the respective preceding vehicle and progressively delays the civilian vehicle, or stops fully automatically with a front or rear distance of 1 m to the preceding vehicle, after which subsequent drive further drive-dependent drive and Verzögerungsaktuaktoren (2, 3, 6 and 7) again manually be controlled by the driver, or are no longer superimposed by the centralized microcomputer control unit (5) by means of defined control signals that in this braking or stopping control as well Inpresentem preceding vehicle this centralized microcomputer control unit (5) in this case also the present tire and / or road friction friction values control-parametric with calculatory in the map-based logarithms as factor relevant factors involved. Stop-stop control system according to Claim 1 or 2 , characterized in that the microcomputer control unit (5) is permanently connected over the entire duration of the driving operation via a Zündstartschalters (1) with required operating currents and in this case electronic Schaltkonfigurationen so with all civilian-internal switching elements of this remotely controlled stop-stop control system (2, 4, 6, 7, 8, 9, 10, 11, 12, 13, 14, 15, 16, 17, 18, 19, 20, 21, 22, 23, 24, 25, 26, 27, 41, 42, 43, 45), so that in case of need in this network controlled delays of Abbrems- or stopping control are applied actuarially in exact logarithmic program flows, all previously controlled by the driver control values or driving dynamics parameters are superimposed control technology except for the control of the driving axle. Remote controllable stop-stop control system according to Claim 1 or 2 , characterized in that when driving the centralized microcomputer control unit (5) via a centralized throttle potentiometer continuously detects the manually controlled by the driver by means of the accelerator pedal fresh gas control values and in the case of Abbrems- or stopping control via the centralized Microcomputer control unit (5) controls an engaging with the same throttle valve axis throttle actuator (6) such that the relevant civilian vehicle in functional interaction with the electrohydraulic speed control (7) and the ABS hydraulic power solenoid valve wheel brake control units up to a defined stopping point in front of the lane crossing rail vehicle is progressively delayed, which is controlled in a present preceding vehicle with the aforementioned system components in a "stop and go" - driving or in the case of braking or stopping control intervention a radio-controlled police stop control of police officers, the fresh gas supply decelerates without delay to the idle speed control range. Remote controllable stop-stop control system according to Claim 1 or 2 , characterized in that when driving the centralized microcomputer control unit (5) continuously receives the switching positions of a tap changer of the windscreen wiper system or in rain sensor control, the potentiometric control of the wiper motor itself. Remote controllable stop-stop control system according to Claim 2 or 5 , characterized in that the centralized microcomputer control unit (5) continuously determines the external air temperature values via an NTC thermistor sensor (12) during driving operation, from which the centralized microcomputer control unit (5) calculates the wiper operating shift position. or road friction coefficients derives logarithmically, from which the centralized microcomputer control unit (5) derives the minimum distance values to the vehicle in front, as well as a braking or stopping in system-specific Abbrems- or stopping control and also controls in this regard. Remote controllable stop-stop control system according to Claim 1 , characterized in that the centralized microcomputer control unit (5) during driving continuously detects the present driving speed values via a drive axial installed Zahnflanken induction sensor (4) and as system-specific parameters for the control technology Abbrems- or stopping control action of this remotely controllable arrest stop control system calculatory- Map-based incorporates. Remote controllable stop-stop control system according to Claim 2 , characterized in that the centralized microcomputer control unit (5) continuously detects the switching positions of a direction indicator (41) so that they in the Abbrems- or stopping control in front of a lane crossing rail vehicle fully automatic Abbrems- or stopping control via the system components ABS control unit (2 ), ABS hydraulic power unit (3), throttle positioner (6), electrohydraulic speed control (7) and telemetry laser module (8) can interrupt with immediate effect, provided that the driver by an arbitrary directional turn signal switch position, the premature stop or a Signaled or initiates the turn, in this regard, the various control technology superimposed delay control operations on these relevant control-relevant drive and Verzögerungsaktuaktoren (2, 3, 6 and 7) from the centralized microcomputer control unit (5) does not affect in advance and manually controllable again. Remote controllable stop-stop control system according to Claim 2 , characterized in that in the railway rail crossing approaching rail vehicle in a respective rail-broadcasting center via a latchable switching bridge (29) in a range and modulation specifically designed broadcast transmitter module (30) with only for this remotely controlled stop-stop control system approved frequency is activated and in this case a specific modulated control pulse signal to the respective lanes or directions assigned, congruent frequency modulated radio receiver modules (32) is transmitted by radio communication. Remote controllable stop-stop control system according to Claim 9 , characterized in that the two travel-related radio receiver modules (32) in a radio-communicative control pulse signal transmission each derive a specific amplified control current pulse to a respective electromagnetic Schalttastensteller (33), which in each case bridges a latchable push-button (34) and that the latchable push-button (34) the latent applied operating currents to a stepping motor-actuator unit (37) of a reflector element square slot diaphragm interrupter and each to an infrared directional beam transmitter unit (35) through switches. Remote controllable stop-stop control system according to Claim 10 , characterized in that the stepper motor actuator unit (37) of the square slot diaphragm actuator horizontally shifts a 149 meter long, roll-mounted, plastic materialized Quadratschlitzlochblende (38) within a conventional U-shaped roadway guard rail cavity cross-section until one at the Square Slot Slit (38) specifically positioned control cam against the predicted for this Kinemationsrichtung Endabschalter (36) operational current interrupting strikes that in this Kinemationsstellung the Quadratlochschlitzblende (38) 25 square mirror reflectors (39) which on the U-shaped inner wall of the respective roadway guardrail symmetrical to Quadratlochblenden-cutouts in this Control positions are installed in this respect are released to the passing vehicles reflective that these 25 square mirror reflectors (39), and accordingly the Quadratlochblenden cutouts in this horizontally-Verschubrelevanten Quadratlochschlitzblende (38) from the end, which is distant from the respective rail intersection to to the end, each of which opens directly to this rail, are progressively decimated to each other, arranged in a plane of symmetry and that the width of these 25 square mirror reflectors and d In this regard, also, the square hole apertures in this horizontal-displacement-relevant square-hole slot stop (38) are progressively decimated from the end that is spaced from the respective rail intersection to the end that immediately terminates immediately at that intersecting rail path, so that they are immediately before that level crossing with an initial width of 50 cm are only diametrically horizontal with 7.5 cm, so correspond to a relative divisor of 6 period 6, the height of these square mirror reflectors (39) or the Quadratlochblenden cutouts this Quadratlochschlitzblende (38) but on the entire length remains constant. Remote controllable stop-stop control system according to Claim 11 , characterized in that 151.5 m in front of each roadway or rail crossing in a plane specifically designed for the Abbrems- or stopping control infrared directional beam transmitter unit (35) is installed specifically on the roadside so that these infrared directional beam transmitter unit (35) can radiate infrared directivity beams to respective civil-powered vehicle internally-installed, frequency-congruent-modulated infrared signal beam-directing receiver units (9) at exactly 90 degrees transverse to the lane or passing traffic such that both the off-vehicle infra-red directional beam transmitter unit (35) in that infrared transmitting or receiving directional beam antennas installed on the respective infrared signal directional beam receiver units (9) extend in a plane relative to one another and are parabolized in a defined manner such that the transmission or reception aperture angles and transmission or reception Reaches, civil motor vehicles, which with congruent system specific he equipment are provided and move on the mutual lane, or in the direction of communication on side roads, this infrared emitted from this position directional beams can not receive, the potential range of these infrared transmit or receive control signal modules congruent with the road - or road side of the respective traffic direction and the communicative IR beam opening angle is parametrically established at 10-15 degrees. Remote controllable stop-stop control system according to Claim 12 , characterized in that 45 seconds before passage of the rail vehicle through the lane or rail intersection in a plane, the railway broadcasting center functionally simulates the broadcast transmitter module (30) via the latchable switching bridge (29), after which escalative function animations or applications of the system relevant switching elements ( 32, 33, 34, 37, 38, 39, 9 and 5) civilian-vehicle externally or internally control the Abbrems- or stopping control of each passing civilian vehicle, since the civilian vehicle continuously into an exact horizontal reflection mirror plane of the 25 square mirror reflectors (39 ) einjustiertes reflection light barrier module (10), consisting of a specific transmitter photodiode and a matched receiver phototransistor, after the infrared directional beam reception via the infrared signal beam directing receiver unit (9) and the central microcomputer control unit (5) function-optimized and thereby via this Refl Existence light barrier module (10) receives the reactive-reflected, horizontally leveled Infratrot-directional beams as they pass by the progressively dissimilar square mirror reflectors (39) that the centralized microcomputer control unit (5) via the receiver phototransistor of this reflection light barrier module (5) 10) receives these reflected infra-red directional beams instantaneously by means of specifically amplified control voltage pulses and thereafter immediately initiates the deceleration of the civilian vehicle and immediately after receipt of a 25th reflection light transmission signal which implies the square mirror reflector (39) positioned in the crash barriers immediately before the level crossing, the civilian motor vehicle stops fully automatically via the switched functional animations or applications, provided that the driver does not stop the vehicle prematurely by operating the direction indicator (41) r but signaled or initiates a turn. Remote controllable stop-stop control system according to Claim 13 , characterized in that the centralized microcomputer control unit (5) while driving via two to the reflective light barrier module (10) hinged stepper motor-actuator units (27, 28), continuously potential beam paths of the receiver phototransistor of the reflection light barrier module (10) in adjusted the exact height and horizontal plane of the square mirror reflectors (39) positioned in the guardrails, so that this reflection-light barrier module (10) in the function animation permanently in a communication level is aligned with these square mirror reflectors (39) or remains that the centralized microcomputer control unit (5) while driving continuously the goniometric difference values around the vehicle longitudinal and -high axis via an electronic tilt angle combination (26) potentiometric-analog recorded and these potential Evaluates difference values as control variables for the continuous adjustment of the reflection light barrier module (10) and that the centralized microcomputer control unit (5) permanently monitors the vertical distance of the reflection light barrier module (10) to the road plane via a vertically-vertically ultrasonic sonar Sensor module determines, which is adjusted either on this reflection light barrier module (10) itself, or at a height-congruent, approximate reference point of the civilian motor vehicle chassis that this centralized microcomputer control unit (5) the distance value thus detected e evaluates for the continuous vertical Einjustierung this Relexionslichtschranken module (10), so that this Relexionslichtschranken module (10) while driving continuously level matching with an optical reflection axis of the 25 height-congruent in the Leitplankenpositionierten square mirror reflectors (39) is vertically aligned or remains. Remote controllable stop-stop control system according to Claim 14 , characterized in that the centralized microcomputer control unit (5) on a journey to a railway crossing after receiving the infrared beam via the infrared beam transmitter unit (35) and the infrared beam receiving unit (9) the Abbrems- or stopping control Fully automated until a definitive stop point, which the 25th reflection light transmission signal of the last, 2.5 m before this lane crossing railway crash plank installed square mirror reflector (39) in this centralized microcomputer control unit (5), which counts and implements these optoelectronic reflection light transmission signals and controls, if not already potentially driving vehicles are stopped in front of this rail, that in this case the civilian vehicle behind the rearmost stopped vehicle ahead via the frontal distance sensing telemetry laser module (8) and the delay-relevant ansteuerrelevan te drive and Lagaktaktuaktoren (2, 3, 6 and 7) is stopped fully automated and after the start of the vehicle in front of the manually controlled by the driver drive or deceleration control values are no longer superimposed by the control signals, if the onward journey of the in-vehicle Infrared directional beam receiver unit (9) no further reflected light transmission signals are received. Remote controllable stop-stop control system according to Claim 15 , characterized in that after the last car of the rail vehicle passes this railroad crossing has an in both directions, positioned in a track area induction loop of the railway broadcasting center transmits this condition on wired or wireless communication paths, after which within this railway broadcasting center via the latchable switching bridge (29 ) an operating current to the downstream broadcast transmission module (30) is automatically interrupted, that at this reception interruption the radio receiver modules (32) both traffic directions in each case interrupt the specific amplified control current pulses to the respective downstream, electromagnetic switch key actuators (33) back, after which each escalative the latchable pushbutton (34) the operating currents to a stepper motor Steuerpol whose positive polarity control previously implied the direction of rotation, which is continuously engaged by means of splines Interrupted square slot (38) linearly in a static slot opening phase, interrupts that the latchable switching bridge (29) corresponds to a latching changeover switch and now the permanently applied operating current via an intermediate limit switch to the predestined for the opposite direction of rotation positive polar control contact this stepping motor actuator unit (37), after which this stepper motor actuator unit (37) kinematizes the serrated slot aperture (38) back into a reflective mirror closed position until another, locked at this Quadratlochschlitzblende (38) control cam against this intermediate limit switch starts operating current interrupting, thus this roller-mounted Quadratlochschlitzblende (38) is latentisiert in this reflection mirror closure position until the railway broadcasting center due to the approaching rail vehicle again the opposite Bl end-of-kinematization function-animated and that in a Wechselschalteffekt which einsteuert the linear Quadratlochschlitzblende (38) in front of the square mirror reflectors (39), simultaneously a modulation current to the infrared beam transmitter unit (30) is interrupted by this latchable changeover switch, so that these infrared radiation beam Transmitter unit (30) latentisiert this specific directional infrared beam for the duration of this switching position and consequently function -implemented no passing civil vehicles systemically relevant to this fully automated Abbrems- or stopping control. Remote controllable stop-stop control system according to Claim 2 , characterized in that the centralized microcomputer control unit (5) after each completed Abbrems- or stopping control, the civil civilian vehicle either directly in front of the crossing railroad, or behind a fully stopped automatically stopped previously driving vehicle, a specifically amplified control voltage pulse to an electromagnetic handbrake cable unit (42) transmitted, whereby the thus intended locking the civilian motor vehicle is controlled at a respective stop point to continue, that in the case of a system-specific stop behind a front stopped preceding vehicle, during which the remote telemetry laser module (8) signals the centralized microcomputer control unit (5), this centralized microcomputer control unit (5) switches off the control power retransmitted in advance to this electromagnetic handbrake cable tensioner unit (42), with which the vehicle brakes are released again, that in civil motor vehicle with compressed air brake systems in this traffic situation, a co-driving a parking brake valve from the centralized Mikrocom computer control unit (5) is initiated. Remote controllable stop-stop control system according to Claim 16 , characterized in that in the case of a system-specific stop immediately before the rail of the centralized microcomputer control unit (5) via a parallel to the vehicle longitudinal axis rear second infrared directional beam receiver module (45) after passing the rail vehicle, a onward control signal by means of a modulated or amplified control voltage pulse is transmitted that 5-10 m in each direction of traffic one directed in this direction of communication infrared directional radiation transmitter module (44) above the relevant roadway is installed hanging, which this infra-red directional steel to a communicative opening angle of 20- 25 degrees to the infrared transmitting or receiving directional beam antennas, this respective foremost civilian motor vehicle transmitted as soon as the rail vehicle has passed this railroad crossing, that in each rail traffic direction of travel in the track body area installed induction loop na Passing the rail traffic via a downstream transistor stage, parallel to the communication with the railway broadcasting center, the operating current to these installed in both directions of traffic infrared directional beam transmitter units (35) for a short period of time, whereby the infrared directional beam transmitter units (30 ) transmit the specifically modulated onward control signal to the respective preceding vehicles chronologically-exactly that after this specific onward signal transmission, the centralized microcomputer control unit (5) no longer superimposed on the control inputs and delay actuator actuators that are subsequently controlled by the driver to the various control-relevant drive and deceleration actuator factors Simultaneously via the communicative parking brake actuator (42) solves a pre-locked parking brake retour. Remote controllable stop-stop control system according to Claim 1 , characterized in that for the purpose of a via police officers radio-controlled system-specific braking or stopping control intervention of civilian vehicles police officers mobile, or their emergency vehicles with a specific infrared directional beam transmitter module, which designed analogous to an infrared directional beam transmitter module (44) is equipped, but which has a reduced to 5-7 degrees beam beam opening angle, but this corresponds to a potentiated transmission communication range of 250 m. Remote controllable stop-stop control system according to Claim 19 , characterized in that in the case of a fleeing civilian motor vehicle, the respective police officer with this infrared directional radiation transmitter module (44) emits an infrared control signal to the rear of the fleeing civilian motor vehicle, which there by an infrared beam receiver module (45) whose antenna is readjusted exactly parallel to the longitudinal axis of the vehicle is received that the centralized microcomputer control unit (5) of this infrared control signal as a immediately via communicative, drive-relevant drive and Verzögerungsaktuaktoren (2, 3, 6 and 7) without blocking in an ABS Brake deceleration mode evaluates control command and with these drive and Lagaktaktuaktoren (2, 3, 4, 6 and 7) also einsteuert, all manually controlled by the driver control values are superimposed control-specific, since in advance an infrared beam receiver unit (9) no infrared Control signal received that the cent microcomputer control unit (5) transmits a boosted control voltage pulse to a handbrake electronic towbar unit (42) upon subsequent stoppage of this escaping civilian motor vehicle, thereby locking said escaping civilian craft at a respective stop point of the roadway, until police officers arrive indefinitely afterwards is or remains. Remote controllable stop-stop control system according to Claim 20 Characterized in that the centralized microcomputer control unit (5) upon receipt of the police emitted infrared control signal simultaneously to the various ansteuerrelevanten drive and delay Aktu actuators (2, 3, 6, and 7) a specifically installed in each belt lock of this civil motor vehicle , Electro-magnetic latch-thrust plate (13, 16, 19, 22) defined amplified controls, which in this case kinematisierter locking pin thereby each in a predestined for this recess in the case of personal occupancy potentially anchored seat belt detent is anchored, thereby preventing a manual release of the seat belt, so the occupants are tied to the relevant seats in a sense and remain indefinitely remain that the centralized microcomputer control unit (5) upon receipt of the police-emitted infrared Control signal simultaneously to the drive-relevant drive and delay actuator actuators (2, 3, 6 and 7) via installed electromagnetic slide bolt actuator (14, 17, 20, 23) kinematic in all door locks of the passenger compartment, the locking bolt with the spigot in a static closed position so that the occupants of this fully automated stopped civilian vehicle can not manually open the doors internally or externally. Remote-controlled stop-stop control system according to any one of Claims 19 to 21 characterized in that the centralized microcomputer control unit (5) receives, upon receipt of the police-emitted infrared control signal, simultaneously with the drive-relevant drive and deceleration actuator actuators (2, 3, 6 and 7) via electromagnetic detent-bar thrusters (15, 18, 21 , 24) kinematizable side windows of the cockpit which in this respect are kinematized with their Arretierungsverzahnungen in vertically extending Arretierungsverzahnungen in the guide rail area of these side windows in their present positions, so that they can not be kinematized vertically, mechanically or electromechanically by the occupants. Remote-controlled stop-stop control system according to any one of Claims 19 to 21 , characterized in that the police officers with this infrared directional beam transmission module (44), pre-infrared control signals communicatively controlled civilian internal, simultaneous braking deceleration and locking functions of the occupants, as well as the definitive parking brake function by means of a 2nd infrared beam control signal in the to the edge of the road to 90 degrees receiving directed infrared beam receiving unit (9) via the specific map-based balanced centralized microcomputer control unit (5) can pick up, the centralized microcomputer control unit (5) the throttle actuator (6) for 1 minute in the complete Superimposed on the closed position with a specific control signal, so that the occupants can not re-capture the driver at the moment of this control pulse and that the centralized microcomputer control unit (5) on receipt of the police-emitted infrared control signal simultaneously to the various control-relevant drive and Lagaktaktuaktoren (2, 3, 6 and 7), the operating current to a civil-vehicle-external hazard warning device turns on and their function to the 2nd infrared beam control signal from infrared directional beam transmitter module (44) for now Infra-red directional beam receiving unit (9) continuously animated so that uninvolved road users of this possibly even on the mutual lane come to a halted escaping civilian motor vehicle can be timely.

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