DE29505269U1 - Delay sensors - Google Patents

Description

PATENT ATTORNEY
DR. H&Agr;&Lgr;&Igr;S.ULRICH..MAY.. ....

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TELEGRAMMS: MAYPATENT MUNICH

v Ti r &igr;/&ogr;&igr;&lgr;&ogr; Ing. Arthur VINZL

V-15-G-1/3H2 KöfLh (Austria) 28 March 1995

Delay sensors

The invention relates to a device for detecting movement deceleration processes of vehicles, in particular a safety device for motor vehicles based thereon. Its purpose is in particular to switch on the hazard warning lights of the vehicle depending on the extent of the decelerations occurring during driving and, in particular in the event of a sudden change in the deceleration, such as in the event of emergency braking or an accident, to issue control signals to the electronic central locking system of the vehicle that trigger the release or opening of the central locking of the doors.

The only function of such known or commercially available electronic systems, the so-called "panic signals", is to switch on the hazard warning lights when a given deceleration value is exceeded. The sensing or detection of the deceleration in these known systems takes place according to the induction principle or with control signals from an inertia sensor. The disadvantage of both methods is that no constant or continuously or at least step-changing signal is provided which is proportional to the level of the deceleration or as such is available for further processing in a safety control system. The evaluation of the literature in this area and the examination of the relevant products currently on the market have shown that there is an astonishing gap in the range, which is one of the aims of the present invention to fill.

In detail, the object of the invention was to develop a delay measuring sensor with significantly increased flexibility in signal output, but relatively simple and effective in terms of structure, robustness and manufacture, and a control, switching and control device that can be supplied with signals or signal sequences on the basis of such a flexible sensor and that optimally uses these, preferably in order of priority, for the triggering of passive and active safety devices or elements.

The subject of the invention is therefore a device for detecting, determining or measuring movement deceleration processes, such as occur in particular during the operation of motor vehicles during rapid braking, emergency braking and/or accidents, in particular collisions, which device has at least one deceleration sensor, from which measured variables or signals corresponding to a respective deceleration value are transmitted or forwarded to at least one control and monitoring device controlling the functions of central and/or peripheral safety, security, alarm and/or actuating elements of the vehicle, the essential features of which are

consist in that the deceleration sensor has at least one sensor chamber arranged in the vehicle with an essentially upright axis and with a preferably circular inner cross-section, the inner side wall of which is provided with at least one pressure-sensitive element, preferably in the form of a film, covering, covering or coating, lining, foil or the like, in particular with a piezo foil, which is supported or rests against the same and changes its physical, in particular electrical, properties when pressure is applied, preferably actively or passively emitting an electrical measurement variable, wherein at least one inertial body which is freely movable transversely to the axis direction is arranged in the interior of the sensor chamber, essentially sliding and/or rolling, and the pressure-sensitive element is connected to the control, switching and control device via at least one signal transmission line.

The invention, in its first essential aspect, therefore relates to an electronic collision sensor with the purpose of carrying out control functions for safety devices in the event of an accident in the vehicle. The new sensor works, if desired, in an angular range of 360° and with adjustable sensitivity. In the event of a collision, the hazard warning lights are switched on, a signal is given to release the central locking system, in particular the doors, a complete power cut-off in the vehicle and a closing and switching off of the fuel lines and feed devices can take place.

In a significant proportion of traffic accidents, the collisions are not head-on. Therefore, as part of the invention, the development of a sensor or feeler was pushed forward that has a horizontal sensing range or detection angle of practically 360°. Further analyses of accidents have shown that a source of accidents that should not be underestimated after an accident occurs is the lack of information for following and, of course, oncoming traffic. In many accidents, the injuries are usually not serious, but rescue work can be delayed as a result of the vehicle doors remaining locked, and as a result of fires caused by, for example, leaking fuel and short circuits in the electrical system, otherwise harmless injuries can lead to tragedy.

The new device, based on an all-round sensor, significantly increases the chances of survival for those affected in the event of an accident and informs both following and oncoming traffic about the dangerous situation in good time.

A device as described above has thus been created which eliminates the disadvantages of previously used or known systems or extends their area of application and is therefore suitable for the first time for the performance of several control functions.

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The second essential aspect of the invention, which is closely related to a newly developed, flexible, direction-independent all-round deceleration measurement as described, consists in the creation of a new, preferably electronic system for receiving and processing the signals coming from the sensor that correspond to the current deceleration values and for issuing corresponding control pulses or the like to the various safety and security-essential functional organs and elements of the vehicle, which will be returned to and discussed in more detail below.

As far as the deceleration sensor and its design and function within the scope of the invention are concerned, the following embodiments have proven to be advantageous in terms of economical production, robustness and effectiveness:

Thus, with a cylinder-like design of the sensor chamber according to claim 2, both high manufacturing economy and high robustness with regard to the preservation of the device even in rough accident situations are ensured.

If the inertial body is cylindrical, as in claim 3, then in the event of a possibly abrupt deceleration (or acceleration) it is pressed on a narrow surface along the cylinder generator of the pressure-sensitive foil and by itself onto the foil and triggers a corresponding, signal-effective change in resistance of the same.

If the inertial body is designed as a ball according to claim 4, only a small point-shaped contact surface or one arranged around this point is formed, but as a result a significantly increased pressure is applied to this surface.

Another, approximately barrel-shaped design of the sensor chamber is described in Claim 5.

The inertial bodies present in such a sensor can have a spherical or barrel shape according to claim 6 with approximately the same effectiveness as regards their exertion of pressure on the pressure-sensitive film.

In general, it should be noted with regard to inertial bodies that the spherical shape provides greater triggering sensitivity due to rolling friction and thus easier triggering of their movement, which, however, does not always have to be advantageous in view of the desirable calmest possible traffic flow without unwanted alarm triggering.

A slippery lining of the floor and ceiling of the sensor chamber according to claim 7 can be advantageous with regard to triggering, particularly when providing cylindrical or barrel-shaped inertial bodies.

A complete recording of the current situation in the case of narrowly avoiding an accident or an actual accident, regardless of which side the

The particularly preferred embodiment of the sensor according to claim 8 enables a delay effect.

In order to achieve a step priority for the triggering of possible alarm and safety measures or different safety-related activities with essentially equally high deceleration values on the sensor itself, a design of the pressure-sensitive element according to claim 9 is particularly advantageous, which includes an embodiment of claim 10 that is particularly suitable for the operation of cars. This design variant makes it possible to step the deceleration values depending on the direction and to adjust the need to trigger safety devices, for example, to whether a major deceleration occurs essentially in the frontal direction or whether such a deceleration or acceleration occurs at an angle or from the side, which can of course be significantly more dangerous for the vehicle occupants due to the lack of passive safety elements, such as the engine block.

A particularly preferred, concrete design of the sensor is given in claim 11.

Furthermore, with regard to the control, switching and control device, which is an integral part of the invention and is preferably electronic and equipped with modern storage, switching, control and monitoring elements and devices, for triggering safety and alarm measures in the event of unusual operational events or in the event of an actual accident, the following embodiments of the same are preferred within the scope of the invention:

A particularly advantageous embodiment of the control, switching, control and alarm actuation device supplied with signals by a pressure sensor based on deceleration and/or acceleration values occurring during vehicle operation, in particular by a sensor according to the invention, due to its high flexibility and priority-graded effectiveness, is set out in its general form in claim 12.

In detail, the electronics of the control device are particularly advantageously constructed in such a way and have corresponding functions for evaluating and classifying the driving and/or accident events, as set out in claim 13.

Electronics designed in this way and installed in motor vehicles are, for the first time, suitable for detecting and carrying out various control functions in the event of braking and accidents. The so-called panic alarm electronic systems currently in circulation are only available on the market with a one-way sensor system with very limited control functions.

The main advantage of the new system is the horizontal sensor range of 360° and the large number of control functions it enables.

The 360° sensing range is ensured by a pressure-sensitive semiconductor film applied to the surface of a cylinder, which is

sensing range has a negative linear characteristic. The foil changes its resistance depending on the magnitude of the force acting on it.

The control functions are carried out depending on the degree of deceleration, as is clear from claims 12 and 13 above. During normal braking, for example, only the belt-tensioning output is activated; in the event of emergency braking, the electronics also switch on the hazard warning lights and after braking has ended, the control functions of the electronics cease again and the system returns to its basic state.

In the event of a collision, the electronics switch on the hazard warning system, trigger the opening of the lock via the central locking system, close the fuel line, for example using a solenoid valve, switch off the vehicle's electrical system and switch to an operating mode with its own battery. Such a separate gel battery for the electronics also allows installation in the passenger compartment. Its inclusion in the safety control electronics according to the invention forms the subject of claim 14.

The electronics remain in the described state until this own accumulator is exhausted or the memory is erased using a switch provided for this purpose.

Preferably, the amplifier unit for the signals coming from the inertial pressure sensor is equipped with the additional elements set out in claim 15.

A significant contribution to increasing safety in the event of accidents can be achieved with a preferred design detail of the hazard warning system according to claim 16. The electrical fuses provided according to the claim do not melt during normal use of the said flashing lights, but if one of the lamps has a short circuit in the event of a collision, then the respective fuse performs its protective function for the entire electronics.

A further additional security can be achieved by an internal connection or circuit of the electronics according to claim 17.

Finally, it is advantageous to provide a complete shutdown device according to claim 18 which enables the safety and alarm devices to be switched off during or after the rescue of persons and/or the elimination of acute dangers.

According to another version with a simpler structure, a control, monitoring and alarm triggering device within the scope of the invention is designed in its basic structure as set out in claim 19.

In detail, such a system is advantageously designed with the features set out in claim 20 and their functional linkage with one another.

A further control device comprising a comparator circuit and thus priority-leveling for triggering alarm and security measures in the event of

extraordinary traffic events, especially accidents, are reflected in the basic concept of claim 21.

The concrete embodiment is described in claim 22 in conjunction with Fig. 8 of the drawing and the associated figure description.
Finally, the use of the newly designed and configured pressure sensor according to claim 23 represents another important object of the invention.

The invention is explained in more detail with reference to the drawing. Figures 1 and 2 show two

preferred embodiments of the new sensor that responds to delay values Fig. 3 is a block diagram and Fig. 4 is a more detailed circuit diagram of a control device according to the invention in a first, preferred embodiment, Fig. 5 also a circuit diagram and Fig. 6 is a detailed circuit diagram of a control device in a further version and finally Figs. 7 and 8 are again a block diagram and a more detailed representation of a third embodiment of the invention.

The new pressure sensor device shown in Fig. 1, which is sensitive to delayed or accelerated movement and is based on the principle of inertia, essentially comprises a sensor chamber with a metal cylinder 1, e.g. made of copper, connected to a base plate 51 and a cover plate 50, on the inner wall 12 of which a pressure-sensitive piezo film is held or pressed by means of two pressure rings 3, in particular snap rings. In the inner cavity 13 of the sensor chamber 11, an inertial body 4, here in the shape of a ball, is arranged - essentially easily and freely movable in the horizontal direction - which is pressed against the piezo film 2 with more or less force when delayed or accelerated movement occurs during the operation of a vehicle. This changes its resistance depending on the force and the voltage supplied by the foil, which depends on this, is changed accordingly and can be taken from the metal casing 1 and the lower circlip 3 via a contact line 60 led through the base 51 together with the chamber lead 61 as a signal for the control electronics 100. The chamber 11, which is of course intended to react to deceleration or acceleration in an essentially horizontal direction, is aligned and arranged or mounted in the vehicle so that its base 51 is arranged approximately parallel to the road or vehicle floor and its main axis A is arranged perpendicular to it or to the direction of travel or the direction of impact in the event of an accident. 52 also designates an inner, low-friction coating of the base 51 and cover 50.

The diagram of a horizontal section through a sensor chamber 11 according to Fig. 2 with zoned piezo film 2 shows the inner side wall 12 holding the film 2 in place and a film 2 with three zones 2.1, 2.2 and 2.3, each of which has its own power supply and in any case its own signal leads 60.1, 60.2, 60.3 for the voltage or resistance value occurring in the respective section. The first zone 2.1 is aligned forwards in the chamber 11 in the direction of travel R. This is followed on both sides and pulled backwards by the two

related symmetrically arranged zones 2.2 and finally, the film 2 in the opposite direction of travel has a third zone 2.3 responsible for the safety activities in the event of a rear-end collision.

The control and alarm device, which is designed and operates according to the block diagram in Fig. 3 and is suitable for receiving signals coming from the deceleration sensor and for processing and forwarding them to the various safety and alarm devices, essentially has the following structure:

A voltage signal, the size of which depends on the extent of the delay, passes from the delay sensor 1,E into a multi-stage comparator 2,IC/ABC, which compares a received voltage signal with the signals of at least one reference element 3 and activates the comparator 2 if the incoming signal is comparatively higher.

The outputs of the comparator 2 are connected via line 24 to a sequential switching system 4 and via line 245 to a timer circuit 5,IC1, which via at least one output stage 6 controls the respective elements or safety devices to be switched, such as indicators 10-I3, central locking KZ/S, belt tensioner OF, power supply lock HS and fuel lock HR.

In detail, the concrete structure and functionality of a control unit 10O are explained using Fig. 4:

A delay sensor E receives its supply voltage from connection point 15 of the ignition switch and cannot emit any signal when the ignition is switched off. This can prevent a strong impact on a parked car from releasing the doors or activating an alarm system.

A separate gel accumulator BAT receives a constant charge from the vehicle's charging system via R1, with the panel point 30 of the electronics being connected directly to the positive pole of the vehicle's general accumulator. The incoming positive supply voltage reaches the electronics after filtering, stabilization and polarity protection.

A current generator with transistor T1 provides a stable operating point current for the sensor E. In response to the effect of pressure on the sensor E, the changing sensor resistance produces alternating voltage at a stable operating point current. The voltage signal reaches a series of three comparators IC1A to IC1C, whose task is to compare the amplified sensor signal with each of the reference voltages provided by the resistance voltage divider. A slight voltage change at the sensor E activates the output of the first comparator ICI/C, which activates and controls the belt tensioner via a transistor T5. A voltage change from sensor E that occurs during emergency braking leads to the "H" state at the output IC1/B, which pulls the floating zero point 1C3 to the potential zero via the transistor T4. This puts a multivibrator in the control circuit IC3 into operation and controls a high-current relay J1 with a square wave signal with a duration of, for example, about one second via the transistor stages T2.T3, the working contact of which is

* ■

The diodes 07-010 supply the flashing lights 13 to 10 with voltage, whereby the fuses R01 to R04 are also in between.

These fuses do not blow during normal use of the flashing lights, but if one of the lights has a short circuit in the event of a collision, then the corresponding fuse performs its protective function for the entire electronics.

In the event of a collision, the output of the comparator ICI/A is also activated and enters the memory R-S constructed from the gates of IC2 NAND and also sends a signal to release the door lock to an electronic unit KZ/S that controls the central locking system.

The R-T memory of IC2/A and IC2/B closes the fuel line HS and switches off the vehicle's electrical network HR with the help of transistors T6-T7. It also enters the R-S memory of 1C2/C and IC2/D, which then triggers the function of the multivibrator IC3 independently of the IC1/B output.

This state remains as long as the memories R-S are not erased using a built-in switch K1.

The block diagram of the general solution of a simpler electronic system built with a collision sensor according to Fig. 5 shows how the voltage signal supplied by the sensor reaches the control 2, which controls the output stage 3, which gives an activation signal to an electronic central locking system KZ/S or starts a multivibrator 4, which switches on via an output switch drive 5 or a wamlink system IL, IQ. The signal from the control 2 finally separates via an output switch drive 6 or the vehicle's network HS from the battery and closes the locking device HR of the fuel line.

Fig. 6 shows, based on the circuit diagram in Fig. 5, the following structure of the control unit 100:

The piezo film of the pressure sensor E emits a signal of the corresponding size, the level of which can be adjusted using a potentiometer P. The signal reaches the collector circuit with transistor T1, which ignites a thyristor TM, whereby the anode with its voltage comes close to zero volts

Supplying the zero point of the astable multivibrator of a time delay circuit constructed with IC1, the anode zero point starts it.

A square wave signal with a 50% duty cycle controls the transistor T2 and switches on the emergency flashing system IL1, 1L2, IQ1, IQ2 via a Darlington circuit T3. The sensor E also fires the thyristor Ti2, which supplies a negative impulse to the electronic central locking system KZ/S to release the doors. The thyristor Ti2 returns to its basic position after its operating point current has ceased. The transistor T4 controls the central relay HS _j(, which de-energizes the vehicle and closes the fuel line with the help of a solenoid valve HR.

The collector circuit T1 only receives supply voltage if the ignition switch on the line with connection 15 is not in the basic or "off" position.

This prevents the system from starting when the car is parked and the vehicle’s battery from becoming exhausted.

The system's own battery BAT is continuously charged via the vehicle's own charging system and its power ensures at least half an hour of operation after the vehicle's battery has been switched off as mentioned above, which is sufficient to carry out rescue work and/or to secure an affected section of road.

The electronics are reset to the non-activated basic position using the built-in switch K1.

Fig. 7 shows the block diagram of another embodiment of a device according to the invention:

A voltage signal that depends on the degree of delay is sent from sensor 1 to comparator 2, which compares the voltage signal received with the signals from a reference voltage source 3. Outputs of comparator 2 are connected to a sequential circuit 4, which controls output stage 6, which supplies the control signal to the alarm, unlocking, locking and actuation units connected to it. The specific embodiment according to Fig. 8 works as follows:

The sensor E is a pressure-sensitive resistance foil, which continuously supplies output signals iη-dependent on the degree of deceleration. The current generator Tl supplies the sensor with the operating point current required for stable operation. The output signal reaches the comparator 2, whose task is to compare with a reference voltage level. The reference voltage levels have a size that corresponds to the various deceleration values. The comparator IC1/C controls the output stage of the open collector T3, which can be connected to other circuits as required. IC1/C tips over even at a low degree of deceleration and controls, for example, the belt tensioner FO. The comparator ICl/B comes into operation in the event of emergency braking when the degree of deceleration already exceeds a certain value. The hazard warning lights I are then switched on by controlling the transistor T4, which works as long as the emergency braking lasts.

The input reference voltage IC1/A was set so that this comparator only flips in the event of a sudden change in deceleration, which can only occur in the event of a collision.

When the comparator output jumps to a positive supply voltage, the associated RS memory is occupied and erasure is only possible using the built-in microswitch. The occupied RS memory controls the associated transistor 12, which sends a control pulse to the central locking system KZ/S, which releases the lock on the doors and allows the doors to be opened from the outside, which can speed up any rescue work. At the same time, the hazard warning lights I are switched on if they are not already switched on.

Claims (23)

&bull;41 ·· Claims: 1. Device for detecting, determining or measuring movement deceleration processes, such as occur in particular during the operation of motor vehicles in the event of rapid braking, emergency braking and/or accidents, in particular collisions, which device has at least one deceleration sensor, from which measurement variables or signals corresponding to a respective deceleration value are transmitted or forwarded to at least one control and control device controlling the function of central and/or peripheral safety, security, alarm and/or operating elements of the vehicle, characterized in that the deceleration sensor (10) has at least one sensor chamber (11) arranged in the vehicle with a substantially upright axis (A) and with a preferably circular inner cross-section, the inner side wall (12) of which is provided with at least one pressure-sensitive element supported or in contact with the same, which changes its physical, in particular electrical, properties when pressure is applied, preferably actively or passively emitting an electrical measurement variable, preferably in the form of of film, covering, coating, lining, foil or the like, in particular with a piezo foil (2), wherein in the interior (13) of the sensor chamber (11) at least one inertial body (4) is arranged which is freely movable transversely to the axis (A) direction in a substantially sliding and/or rolling manner and the pressure-sensitive element (2) is connected to the control, switching and control device (100) via at least one signal transmission line (66). 2. Device according to claim 1, characterized in that the inner side wall and the pressure-sensitive element (2) are essentially cylindrical in shape. 3. Device according to claim 1 or 2, characterized in that the inertial body (4) is essentially cylindrical. 4. Device according to claim 1 or 2, characterized in that the inertial body (4) is essentially spherical. 5. Device according to claim 1, characterized in that the inner side wall (12) of the sensor chamber (11) and the pressure-sensitive element (4) are essentially concavely curved in at least two mutually perpendicular directions. 6. Device according to claim 5, characterized in that the inertia body (4) is essentially barrel-shaped with side surfaces that are convexly curved in at least two mutually perpendicular directions or is essentially spherical. 7. Device according to one of claims 1 to 6, characterized in that the base (51) and cover (50) of the sensor chamber (11) on the inside and/or the inertia body (4) are equipped with a slippery coating (52). 8. Device according to one of claims 1 to 7, characterized in that the inner side wall (12) of the chamber (11) is equipped with a pressure-sensitive element (2) essentially over its entire circumference, in particular over 360° horizontally. 9. Device according to one of claims 1 to 8, characterized in that the pressure-sensitive element (2) has sections or zones (2.1, 2.2, 2.3) of different pressure sensitivity along its extension. 10. Device according to one of claims 1 to 9, characterized in that the pressure-sensitive element (2) in the main forward direction of travel R has a first zone (2.1) with lower pressure sensitivity than in the second, lateral flank zones (2.2) of the film (2) extending away from this first zone (2.1) on both sides with mutually equal sensitivity, wherein optionally a third, rear zone (2.3) with a further different sensitivity is also provided. 11. Device according to one of claims 1 to 10, characterized in that the preferably cylindrical casing (1) of the sensor chamber (11) is made of an electrically conductive metal, in particular copper, and the pressure-sensitive element (2), in particular a piezo film, is pressed against the inner wall (12) of the chamber by means of at least one clamping ring (3), in particular a circlip, with an electrically conductive contact lead (60) penetrating the bottom of the chamber in an insulated manner. 12. Device according to one of claims 1 to 11, characterized in that it has a control, switching and/or control device which has at least one deceleration sensor (E or 1) which generates and emits electrical signal sequences corresponding to the deceleration values occurring during driving, which is connected to at least one comparator (2 or IC1/A BC) which can be supplied with a comparison current or voltage from at least one reference current or voltage source (3) and is connected to this source (3), whose at least one output is connected on the one hand to at least one sequential switching system (4) and via a branch line (245) to at least one timer circuit (5 or 1C1), which system (4) and which timer circuit is connected to an output stage 6, from which the central and/or peripheral actuating elements, such as in particular fuel delivery and/or blocking element(s) (HR), Power source switching device(s) (HS) Belt tensioning devices (OF), door, flap, bonnet locking and unlocking devices (KZ/S) and/or indicator or alarm devices (10 and 13) are switched or controlled. (Fig.3) 13. Device according to claim 12, characterized by at least one deceleration sensor (E) that can be supplied with power via an ignition lock power line (15) - for example, operating on a resistance basis - whose signal, which is functionally dependent on the deceleration value occurring during operation of the vehicle, in particular as a voltage signal - amplified by means of a supply and amplification unit with transistor stage T1 - is supplied, preferably by the general vehicle power supply (30) via a &bull; YY t* Voltage divider with resistors (R20, R21, R22) is passed on to a comparator circuit with at least one, preferably three, comparator(s) (IC1A, IC1B, IC1C) that can be set or adjusted to different activation voltage values, the third comparator (1C1C) of which is set and responds to low voltage values corresponding to low deceleration values supplied by the sensor (E) and passes its signal via an amplifier unit, in particular with a transistor unit (T5), to a tertiary safety device to be activated or its drive, preferably a belt tensioner (OF), the comparator (IC1B) of which is set or responds to a voltage level corresponding to the next higher or medium deceleration values supplied by the sensor (E), which is connected to a switching and control unit with amplifier, in particular with a transistor unit (T4) and multivibrator switching or control circuit (IC3), and passes its signals to the same, from where, together with a periodic signal, in particular a square-wave signal of adjustable duration, signals are passed on via a control and amplifier unit, in particular with transistor units (T2, T3) to a switching element, in particular a switching relay (J 1) for supplying a secondary alarm and security element, in particular a flashing, warning and/or alarm device (IO to I3), and whose first comparator (IC1 A), which is set or responds to the next higher or high voltage values received from the pressure sensor (E), outputs its signals connected to it via a memory and logic circuit (IC2A to 1C2D) to primary security elements, in particular to the vehicle locking elements, in particular the central locking device (KZ/S) or their drive(s), and via a control and amplifier unit with transistor units (T6, T7) to switching elements, in particular shutdown elements (HS ₁ HR) for power supply and/or blocking elements for fuel lines and fuel delivery elements. (Fig.4) 14. Device according to claim 12 or 13, characterized in that it has an emergency power accumulator, in particular a gel accumulator (BAT) that can be supplied via a resistance unit from the vehicle's charging system, for its emergency power supply after failure or shutdown of the vehicle's power supply devices, e.g. in the event of an accident. (Fig. 4). 15. Device according to one of claims 12 to 14, characterized in that the amplifier unit with transistor unit (T1) for signals emitted by the pressure sensor (E) has filter, stabilization and/or polarity protection electronics. (Fig.4) 16. Device according to one of claims 12 to 15, characterized in that the flashing or warning light elements or their connections (IO to I3) are connected to the line coming from the relay switch (J1) via diodes (D10 to D7) and individual fuses (R04 to R01). (Fig.4) 17. Device according to one of claims 12 to 16, characterized in that in the case of activation of the comparator (IC1A)- from the comparator (IC1B) via the Amplifier unit (&Tgr;4) and the integrated circuit (IC3) for controlling the flashing system (IO to !3) coming signal line or its signals independently - from the memory (R-S) with (IC2C and 1C2D) the multivibrator (IC3) can be activated. (Fig.4) 18. Device according to one of claims 12 to 17, characterized in that the memory (R-S) of the logic circuit (1C2) can be switched off or erased by means of a switching element (K1). (Fig.4) 19. Device according to one of claims 1 to 11, characterized in that it has a control, switching and control device (100), in which it is provided that a deceleration sensor 1 is connected to a control stage (2) for the transmission and forwarding of its sensor signals, which in turn is connected to an output stage (3) controllable by it for the activation or deactivation of the vehicle, door, flap and/or hood locking system (KZ/S), which control stage (2) is further connected via a line (24) to a control stage (4) with a multivibrator, which in turn is connected to an output stage 5 controllable by it for the (de)activation of a warning, flashing and alarm system (IL/IQ), and which control stage (4) is also connected, preferably via a line (246) branching off from line (24), to a device (6) for a Locking of the fuel supply (HR) and/or the power supply network (HS) of the vehicle. (Fig.5) 20. Device according to claim 19, characterized by a signal generation and amplification unit with a transistor unit (T1) supplied by the accumulator (BAT), comprising at least one delay sensor (E) and at least one voltage regulator (P), to which a thyristor unit (Ti1) is connected, which is connected to an integrated circuit comprising a multivibrator (TC1), in particular an unstable one, and is supplied by the same with a periodic signal, in particular a square wave signal, and is connected to a control unit with a transistor unit (T2), to which a flashing light system (IL1, IL2, IL1, IQ2) is connected via a Darlington circuit with a transistor unit (T3) via at least one relay (J1), and which above-mentioned thyristor unit (Ti1) is connected to a thyristor unit (Ti2), from which, in particular, negative, pulses for unlocking doors are sent to a Central locking device (KZ/S) and furthermore the thyristor unit (Ti1) is connected via a control stage with transistor unit (T4) to at least one activator for switching off the vehicle power supply (HS) and/or fuel supply. (Fig.6) 21. Device according to one of claims 1 to 11, characterized in that it has at least one control, switching and/or control device (100) which has at least one deceleration sensor (E or 1) which generates and emits an electrical signal sequence corresponding to the deceleration values occurring during driving, which is connected to at least one of at least one reference current or voltage source (3) which can be supplied with a comparison current or voltage and German utility model Vi&i? 05..26S-4 "·...· Applicant: Ing. Arthur Vinzl New Page 15 a comparator (2) connected to this source (3) is connected, at least one output of which is connected to at least one sequential switching system (4) which is connected to an output stage (6) from which the central and/or peripheral actuating elements, such as in particular fuel delivery and/or locking element(s) (HR), power source switching element(s) (HS), belt tensioning elements (OF), door, flap, bonnet locking and unlocking elements (KZ/S) and/or flashing or alarm elements (10 to 13) are switched or controlled. (Fig.7) 22. Device according to claim 21, characterized in that it has a deceleration sensor (E) supplied with working current by the current generator (Tl), which is connected to a comparator system (2) having stages (ICI/A, ICI/B, ICI/C) which can each be supplied with an individual reference voltage level by resistors (R13, R15, Rl6), the comparator (ICI/C) being connected on the output side via a transistor unit (T3) to a belt tensioner drive (FO) _, the comparator (ICI/B) being connected via a transistor unit (T4) to a relay (II) for actuating the warning light system (I), and the comparator (ICI/C) being connected to an RS memory (JC2/A, JC2/B, JC2/C, JC2D) which can be switched off by means of a microswitch (Kl), the output side of which is connected to a transistor unit (T3) for controlling or releasing the Door lock (KZ/S) and the transistor unit (T4) for activating the relay (II) for the hazard warning lights (I). 23. Device for the direction-independent detection of horizontal movement deceleration processes according to one of claims 1 to 22 for switching and/or controlling central and/or peripheral alarm, safety and/or actuating elements, such as in particular fuel delivery and/or locking element(s), power source switching element(s) (HS), belt tensioning elements (OF), door, flap, engine hood locking or unlocking elements (KZ/S) and/or flashing or alarm elements (10 to 13).