DE19602428A1 - Warning light system indicating vehicle acceleration or deceleration - Google Patents

Abstract

A warning light system for a motor vehicle has a primary sensor (160) which responds rapidly to a high level of acceleration or retardation including impact in order to alert other traffic. A second sensor (80) comprises a closed cylindrical tube (85) in the form of a circular segment which contains an oscillation damping fluid and rolling ball (86) whose position is signalled by the proximity sensors (90,91). Signals in excess of a preset threshold as determined by the modules (92,93) are referred to the timers (T) which have an inverse time-delay characteristic for grading the delay imposed on the relays (96,97) controlling the lamps (110,111) via a logic unit (103) and flasher (106).

Description

The invention relates to a hazard warning device for a vehicle, which at certain operating conditions is switched on automatically.

Practice shows that significant, avoidable economic damage this results in the hazard warning lights in motor vehicle accidents is switched on late or not at all, and that often additional rear-end collisions occur. Accidents with fatalities often only arise through such rear-end collisions. It would also often be helpful if at "Emergency braking", ie braking with a strong delay, eg. B. from 0.8 g or greater, the hazard warning lights would turn on automatically, to warn the following traffic ahead of time before any Accident arises. In some cases, the drivers are already doing so at Approaching an unexpected traffic jam manually the hazard warning device Turn on your vehicle to avoid damage from the rear-end to avoid following vehicles if possible.

The practical introduction of automatic activation of the Hazard warning device has so far been prevented by none Hazard warning flashers were available, which all varied Practical conditions. In a crash it is Such a system can be switched on by the airbag sensor and is also practiced, but it is e.g. B. desirable, even below the Response threshold of the airbag is an automatic activation of the Hazard warning device to achieve z. B. in an emergency or Emergency braking. In practice, however, there are so many Boundary conditions that previous attempts in this direction have always been one have had a negative result.

The object of the invention is therefore to avoid the dangers of operating a Reduce motor vehicle.  

This object is achieved according to the invention by Hazard warning flashing arrangement for a vehicle, with a first sensor, which on high accelerations and / or decelerations quickly through signaling responds to turn on the hazard lights, and with a second Sensor, which is based on negative accelerations, e.g. B. at a Emergency braking occurs only after a time delay with the Generation of a signal to switch on the hazard warning light arrangement responds, this signal generation occurs when a high negative Acceleration during a predetermined shorter period or a less high negative acceleration during a given one acts on the second sensor for a longer period of time.

It is hereby achieved that such a hazard warning flashing arrangement by the first sensor is then switched on when, for. B. a collision with its strong delays, be it by driving up the Vehicle to another, or in that another vehicle from drives onto the rear of the vehicle, and that the hazard warning lights are fitted by the second sensor is then automatically switched on when a Emergency braking occurs, with brief emergency braking none Effect response, but only those that occur during a particular Minimum duration are effective, with increasing size the negative Acceleration this time decreases.

Further details and advantageous developments of the invention result result from the following described and shown in the drawing, in no way to be understood as a limitation of the invention Embodiments. It shows:

Fig. 1 is a schematic representation of a usable in the invention, the acceleration sensor, viewed in the direction of the arrow I of Fig. 2,

Fig. 2 is a section taken along the line II-II of Fig. 1,

Fig. 3 is an illustration of a in the acceleration sensor of FIGS. 1 and 2 usable principle circuit in which an additional delay switch is provided, which is also referred to as a crash sensor,

Fig. 4 is a detail view of an embodiment of a suitable circuit, also with an additional delay switch,

Fig. 5 is a schematic illustration showing the position of the acceleration sensor and the time delay switch in a motor vehicle by way of example,

Fig. 6 is an illustration of a sensor assembly in one embodiment, as can be particularly advantageous for use on motor vehicles, said sensor assembly also includes a delay switch,

Fig. 7 shows an example for an inexpensive and expedient embodiment of a time delay switch,

Fig. 8 is a circuit diagram of a preferred arrangement for automatically switching on the hazard warning lights of a motor vehicle in case of danger situations,

Fig. 9 is a detail of FIG. 8,

Fig. 10 is an exploded view of a preferred embodiment of a time delay switch,

Fig. 11 shows the delay switch of FIG. 10 in the assembled state,

Fig. 12 shows a detail of Figs. 11 and

Fig. 13 shows a variant of Fig. 8.

Fig. 1 shows the basic structure of a sensor 80, such as is preferably used in the invention. This contains a curved tube 85 , the curvature of which is shown relatively large in the various figures, but in reality is quite small, ie the radius of curvature R is, for example, approx. B. in the order of 0.8 to 1 m, sometimes higher. This curved tube 85 of circular cross-section is usually made of glass and is welded liquid-tight at both ends 87 , 88 . In the position of use, its convex side 84 faces the center of the earth. The tube 85 contains a metal ball 86 , the diameter of which is slightly smaller than the inside diameter of the tube 85 , so that the ball 86 can roll in the tube 85 if the latter changes its inclination or if the sensor 80 is subjected to a positive or negative acceleration.

The pipe 85 is filled with a damping liquid 89 . The filling volume is selected so that the tube 85 is not yet completely filled at room temperature, so that thermal expansion of the liquid 89 is possible. The liquid 89 dampens, above all, the movements of the ball 86 in the case of vibrations with a higher frequency, as regularly occur in the operation of a motor vehicle.

In the area of the ends 87 , 88 of the tube 85 , an inductive proximity switch 90 or 91 is arranged in each case. Such inductive proximity switches can, for. B. have the structure according to FR-A 2 155 885 and are not described as common components. From Siemens AG there are e.g. B. the IC with the type designation TCA 505 for such proximity switches, as well as corresponding coil cores, ie the structure of an inductive proximity switch shown here is basically part of the prior art. Please refer to the data sheet for the TCA 505 . The oscillator frequency of this switch is preferably between 0.3 and 1 MHz.

The proximity switches 90 and 91 are designed such that they each detect the presence of the ball 86 in these end positions, that is to say when the end position at the relevant end 87 or 88 of the curved tube 85 is reached .

Fig. 3 shows the basic circuit of the two proximity switches 90 and 91 of sensor 80. Each of them is connected to a threshold switch 92 or 93 , and to this a timer 94 or 95 is connected, which causes a switch-on only after an adjustable time delay, for. B. after a delay of 0 to 2 seconds. In the invention, a delay in the range of 0 seconds is preferably used, ie when e.g. B. the ball 86 reaches its end position 87 , the relay 96 responds immediately and closes a switch 100 .

According to FIG. 5, the sensor is installed in the longitudinal direction in a motor vehicle 70 80 so that it as a sensor for negative accelerations (delays) acts, that is, during a braking operation of the vehicle 70 moves the ball 86 forward, thus to the left, and at the same upwards, their movement being dampened by the damping liquid 89 ( FIG. 2). Since the ball 86 must move uphill as a result of the curvature of the tube 84 , its position in the tube 84 represents a measure of the deceleration that occurs. The ball 86 only moves when the decelerations are long and persistent, such as occur during emergency braking to the end position 87 and causes the proximity switch 90 to respond, thereby closing the contact 100 .

Such a sensor switches

• a) depending on its position relative to the horizontal, d. H. if the vehicle going downhill, it shifts faster than when it goes uphill, with which Fact is taken into account that lower values of the Delay are possible than when driving uphill;
• b) depending on the size of the negative acceleration; and
• c) depending on the duration of the delay, that is to say approximately depending on the integral of the force acting on the ball 86 over time.

This means that a longer, weaker delay has about the same effect as a shorter, longer delay, ie sensor 80 has something like built-in intelligence. The sensor 80 therefore only emits a signal to switch on the hazard warning light arrangement when this integral exceeds a predetermined limit value, and the initial value of the integration, i.e. the integration constant, is also dependent on whether the vehicle is on a flat route, uphill, or goes downhill.

Experiments have shown that with such a sensor the signaling only takes place if it is also necessary according to practical requirements, d. H. Such a hazard warning lights switch on only in dangerous situations, there but reliable.

In addition to the contact 100 , and parallel to this, a contact 150 is provided, on which a schematically illustrated eccentric 152 acts, to which a weight 156 is connected via a lever 154 . By means of a schematically illustrated spring 158 , the lever 154 is held in the position shown during normal travel, in which the eccentric 152 assumes such a position that the contact 150 is open. Alternatively, the switch 301 shown in FIGS. 10 to 12 can be used instead of the contact 150 .

If a strong deceleration occurs, which is characteristic of a crash, the lever 154 moves counterclockwise against the force of the spring 158 and thereby rotates the eccentric disc 152 so that the contact 150 is closed. As can be seen, closing the contact 150 has the same effect as closing the contact 100 , but while the contact 100 is already closed during emergency braking, in practice the contact 150 is only closed in the event of a crash, thus supplementing the effect of the sensor arrangement with the contact 100 in the direction of high, very briefly occurring deceleration values which are characteristic of an (active or passive) crash.

According to FIG. 3, the signal from contact 100 or from contact 150 is fed to a logic circuit 103 , which internally stores this signal and switches on a hazard warning device 106 with the stored signal at its output 104 . This supplies the current lights 110 , 111 (cf. also FIG. 5) via diodes 107 , 108 for the direction indicator. Via lines 114 , 115 these lights can also receive pulse signals for indicating the direction of travel - from an on-board flasher unit (not shown in FIG. 3).

A manually operable switch contact 120 , which can also serve to switch on the "normal" hazard warning system of vehicle 70, is used to delete the signal stored in logic circuit 103 . This normal hazard warning system is not shown because its structure is known to the person skilled in the art.

Thus, when, as shown in FIG. 5, the vehicle 70 travels forward, that is to say in the direction of the arrow 72 , the ball 86 maintains its lowest position in the glass tube 85 at a uniform speed. This rest position is shown in all figures. The proximity switch 90 does not respond here. Movements of the ball 86 due to shocks or vibrations are strongly dampened by the liquid 89 .

If the vehicle 70 is decelerated in the usual manner, e.g. B. when stopping at a traffic light, the ball 86 moves in the direction of travel, but does not reach the end position 87 , so that the proximity switch 90 does not respond in this case either.

The ball 86 only reaches the end position 87 and causes the proximity switch 90 to respond when the emergency braking is prolonged. In the event of a crash with its brief, high deceleration values, it is not certain that the proximity switch 90 will always respond, but in this case the signaling is effected by the contact 150 , which is closed by the lever 154 and the weight 156 , which weight, as described, performs a corresponding clockwise movement in such a crash. The spring 158 is designed such that the contact 150 is not closed in the event of emergency braking with its lower deceleration values.

At the end of an emergency stop, e.g. B. when the vehicle 70 has come to a standstill, the ball 86 returns to the illustrated central position, the relay 96 is de-energized, and the contact 100 is opened again. The same applies in the event of a crash, ie even in such a case, when the vehicle has come to rest, the contact 150 is opened again by the action of the spring 158 .

By closing the contact 100 during emergency braking or by closing the contact 150 during a crash, the logic circuit 103 receives a corresponding signal which is stored in it, so that it remains available even if the contact 100 and / or opened 150 again. The stored signal causes an output signal at the output 104 , which switches on the hazard warning flashing arrangement 106 , and this then gives current pulses to the lights 110 , 111 in the usual manner, so that they flash and a corresponding warning signal for subsequent traffic or for traffic approaching the scene of the accident.

The logic circuit 103 can then be reset by the driver by actuating the contact 120 , as a result of which the storage described is deleted. The contact 120 can be part of the switch with which the hazard warning system (not shown) of the vehicle can be switched on and off. By switching on the hazard warning lights (not shown) of the vehicle, a signal is deleted which is stored in the logic circuit 103 . The following FIGS. 8 and 9 show a preferred embodiment for this.

Fig. 4 shows an exemplary circuit as it can be used on a motor vehicle. Parts that are the same or have the same effect as in the previous figures are designated with the same reference symbols as there and are usually not described again.

The logic circuit 103 here contains a normally closed relay 125 and a normally open relay 126 . The connections of these relays are designated with the standardized designations, e.g. B. 85 and 86 for the coils. To distinguish them from the reference symbols, an A has been placed in front of these standardized designations. B. A85 and A86. This applies in the same way to the hazard warning flashing arrangement 106 , which is shown here as a conventional hazard warning flashing relay.

As shown in FIG. 4, the switch 120 for deleting the signal stored in the logic circuit 103 is arranged between a positive line 130 and the input A85 of the normally closed relay 125 . If the switch 120 is closed, it causes an interruption between the connections A30 and A87a of the relay 125 , of which the connection A87a is connected to the positive line 130 and the connection A30 to the connection A87 of the normally open relay 126 . The connections A86 of both relays 125 , 126 are connected to ground, as shown.

The contact 100 of the relay 96 in the sensor 80 , like the contact 150 of the delay switch 160 , is connected to the connections A30 and A85 of the relay 126 , and also to the connection A49 of the hazard warning relay 106 .

As shown, the switch 120 may include a second contact 120 a for switching on the usual hazard warning system (not shown) of the vehicle 70 . However, the contact 120 can also perform both functions, as described below in FIG. 8.

Way of working

If the contact 100 is closed in the manner already described during emergency braking of the vehicle 70 , or if the contact 150 of the delay switch 160 is closed in the event of a crash, the winding 135 of the normally open relay 126 receives current, so that its contact 136 connects the connections A30 and A87 this relay connects. This creates a connection from the positive line 130 via the connections A87a and A30 of the relay 125 and the connections A87 and A30 of the relay 126 to the coil 135 , so that the latter is constantly supplied with current and stores the signal from the contact 100 , even if it is stored opens again after the delay. A signal from contact 150 is also stored, even if it opens again following a crash. In this way, the connection A49 of the hazard warning relay 106 receives current and causes the lights 110 , 111 of the vehicle to flash.

If the switch 120 , 120 a is now actuated, the winding 138 of the relay 125 receives current, and its contact 140 opens the connection between the connections A87a and A30 of the relay 125 . This will de-energize relays 106 and 126 and stop blinking.

Visible, the proximity switch 91 and the parts 93, 95 and 97 may in accordance with the sensor 80 Fig. 3 are omitted because they have no function, unless an additional protection for rear-end collision from behind, or for reverse drive is desired, because in such a Case can also turn on the hazard warning device in the manner shown via the proximity switch 91 . A further, additional deceleration sensor can also be provided for this case.

Fig. 6 shows a variant with a sensor arrangement 80 ', as it is optimally adapted for use in a motor vehicle according to current knowledge.

The axis of symmetry 145 of the curved tube 85 with a circular cross section is here shifted by an angle alpha in the direction of travel 72 with respect to the vertical 146 , as is shown purely schematically in FIG. 4. This angle can be determined empirically in the range from 30 to 40 °, depending on the dimensions of the tube 85 and on its radius of curvature R, which can of course also be very large or have an infinite value. The ball 86 is therefore in the (shown) rest position not far from the right end 88 of the tube 85 , so that its path to the left end 87 , that is, until the proximity switch 90 responds , is relatively large.

Otherwise, the parts of FIG. 6 correspond, also with regard to their function, to the corresponding parts of FIG. 3. This also applies to the delay switch 160 with its contact 150 , which is why these parts are not described again. The tube 85 is also filled with a damping fluid 89 here. It has been shown in practice that such a sensor 80 'is particularly favorable for signaling in a motor vehicle, so that, for. B. also a response of the sensor arrangement 80 'is possible if there is a braking brake in the rain.

In addition to the proximity switch 90 , further proximity switches, not shown, can optionally be provided in the sensor arrangement 80 or 80 ', which detect intermediate positions of the ball 86 between the illustrated rest position and the end position 87 , and the output signals of the various proximity switches can then be in a microprocessor after a given algorithm can be processed.

Fig. 7 shows a simple configuration for the delay switch 160. A limit switch from Marquardt was used here, which can be actuated in that a shaft 162 is turned clockwise. A spring arranged in the switch 160 counteracts such a rotation. The designation of the microswitch used here as an example is 1040.0101 µ 4 (1) / 250 ++++ T85. This type of switch normally has a button attached to shaft 162 and is replaced here by the downward hanging weight 156 attached to shaft 162 via lever 154 . The direction of travel is designated 72 .

With a strong delay, the weight 156 moves clockwise into the position 156 'and thereby closes the contact 150 provided in the switch 160 , which is not visible in Fig. 7. When the delay is over, the weight returns under the action of the spring provided in the switch 160 from the position 156 'back to the rest position 156 . The spring in the switch 160 is designed such that, in cooperation with the weight 156, the switch can only be activated at high deceleration values.

A preferred embodiment of a delay switch is shown in the following FIGS. 10 to 12.

Fig. 8 shows the preferred construction of an arrangement according to the invention. This includes two sensors, namely a sensor 80 once analogous to FIG. 1 to 3 or Fig. 6, and on the other a delay switch 301, z. B. of the type shown in Fig. 7, but preferably of the type as shown in FIGS. 10 to 12, ie a sensor that responds instantaneously to accelerations or decelerations that exceed a certain value, for. B. 2.5 g (g = gravitational acceleration, 9.81 m / s²). The contact 303 provided in the sensor 301 is connected via a series resistor 201 to a positive line 226 , e.g. B. + 12V.

Since the signal from sensor 301 u. U. is only effective for a very short time, e.g. B. only for 100 ms, it is fed via a capacitor 202 to a monostable multivibrator 204 , the z. B. generates a positive pulse 208 with a duration of 3 seconds at its output 206 if the contact 303 in the sensor 301 closes even briefly because a strong acceleration or deceleration has occurred.

This positive pulse is fed to an input 212 of the coil of a switching relay 210 , the other input 214 of which is connected to ground via an NPN transistor 216 . This transistor 216 is kept conductive as long as the on-board flasher unit of the vehicle, designated 218 , does not emit any blinking pulses. For this purpose, a relatively high-resistance resistor 230 is provided between its base and the positive line 226 , via which the transistor 216 receives a base current. As shown, a free-wheeling diode 220 lies between the inputs 214 and 212 .

When relay 210 receives power from either sensor 80 or delay switch 301 (via monoflop 204 ), its movable contact 223 switches to fixed contact 224 , which is connected to positive line 226 , and it leads via a diode 228 to input 212 a positive potential so that latch 210 of latch 210 occurs.

The described process (switchover of relay 210 to self-holding) takes place in the same way if sensor 80 supplies relay 210 with a positive signal via a diode 234 in the event of a strong, time-delayed delay. The sensor 80 only responds when e.g. B. there is an emergency stop with strong deceleration and corresponding dynamics. The generation of the signal in the sensor 80 or 80 'is dynamically delayed, ie

• a) depending on the force acting on the ball 86 , ie depending on the amount of negative acceleration, and
• b) depending on the time during which this force acts on the ball 86 , that is to say on the time during which the emergency braking takes place.

Only when the product of these two influences, i.e. the force acting on the ball 86 , and the duration of their action, or, more precisely, the integral of this force over time, exceeds a predetermined value, does the ball 86 reach the range of Proximity switch 90 , and only then a signal is triggered and the hazard warning lights switched on immediately.

If the integral does not reach a predetermined threshold value over time, e.g. B. in all normal driving situations, no signal is generated and consequently the Hazard warning device not triggered.

This is in contrast to known arrangements where there is a delay Above a specified value, a signal is triggered immediately and this is electronically delayed, whereby naturally neither the size of the negative Acceleration whose duration is included in the result, which is why satisfactory results are not possible.

The diodes 228 , 234 prevent the electronic components provided in the sensor 80 from being overloaded. Likewise, the process described takes place when the delay switch 301 responds only briefly and therefore the monoflop 204 emits a signal 208 .

When the movable contact 223 is connected to the fixed contact 224 , a hazard warning relay 240 also receives a positive potential at its input 242 and begins to generate positive pulses 244 at its output 246 . These impulses can be displayed on the dashboard of the vehicle by means of a control lamp 248 , since this hazard warning relay 240 is automatically switched on in the case of certain dangerous conditions and the driver must be made aware of this so that he switches this relay off again after the dangerous state has ended.

By the positive potential at the movable contact 223 are also two change-over relay 250 is turned on 252, which in the currentless state, as illustrated, the right-turn signal 254 with the right output 258 of the board winker 218 and the left turn signal 256 with the left output 260 of the board winker 218 connect.

If the relays 250 , 252 receive current, they disconnect these turn signals 254 , 256 from the on-board turn signal 218 and connect them to the output 246 of the hazard warning relay 240 , so that the hazard warning flash pulses 244 are supplied to them, and consequently the motor vehicle emits a hazard warning signal on all the indicators delivers. This happens automatically in dangerous situations, e.g. B. in emergency braking, or in an - active or passive - rear-end collision.

The two inputs of an AND gate 266 are connected to the outputs 258 , 260 of the on-board turn signal 218 , and to the output of this AND gate 266 an inverter 268 is connected, the output of which is connected to the base of the transistor 216 .

If both outputs 258 , 260 , or at least one of them, have ground potential, the output of AND gate 266 is low and consequently a high potential is obtained at the output of inverter 268 , so that transistor 216 conducts.

If the on-board turn signal 218 is used as a hazard warning light, synchronous positive pulses occur at its two outputs 258 , 260 , and these produce a positive signal at the output of the AND gate 266 . This positive signal is inverted via the inverter 268 and blocks the transistor 216 , as a result of which the relay 210 is de-energized, and thereby also the hazard warning relay 240 and the two changeover relays 250 and 252 , so that these switch back to the de-energized state in which the turn signal lamps 254 , 256 are connected to the on-board turn signal 218 .

As soon as the hazard warning system (flashing relay 218 ) of the motor vehicle is switched on by the driver, the hazard warning relay 240 is de-energized via the AND gate 266 , ie the additional hazard warning flashing arrangement shown in FIG. 8 is deactivated again.

A major advantage of the arrangement described is that, unlike in FIG. 4, no mechanical intervention in the manual switch 219 of the vehicle is required, with which the hazard warning system is switched on and off. When this switch 219 is switched on, the transistor 216 is automatically blocked, and this automatically has the consequence that the relays 210 , 240 , 250 and 252 become currentless and the turn signals 254 , 256 are again connected to the associated outputs 258 and 260 of the on-board turn signal 218 be connected.

Fig. 9 shows a practical embodiment of the conjunctive logic. As shown there, two npn transistors 272 and 274 are connected in series and arranged between the base of transistor 216 and ground. The base of transistor 272 is connected via a resistor 276 to the output 258 of the on-board turn signal 218 , and likewise the base of the transistor 274 is connected to the output 260 of the on-board turn signal 218 via a resistor 278 . The base of transistor 216 receives a base current via resistor 230 as long as the two transistors 272 , 274 are not simultaneously conductive, so that in this case transistor 216 is conductive.

If the turn signal 218 generates pulses at its output 258 (for the right turn signal lamps 254 ) when turning to the right, these pulses control the transistor 272 , but not the transistor 274 , which remains blocked.

This also applies if the on-board turn signal 218 generates 260 pulses (for the left turn signal lights 256 ) at its output, that is to say the transistor 274 becomes conductive, but not the transistor 272 .

However, if the on-board turn signal 218 generates warning flashing pulses at both outputs 258 , 260 after actuation of the hazard warning switch 219 , both transistors 272 and 274 become conductive and thereby connect the base of transistor 216 to ground, so that this transistor 216 no longer receives a base current and becomes nonconductive. As a result, the relays 210 , 240 , 250 and 252 also become non-conductive, as already described.

In this way it is achieved that when the on-board turn signal 218 is actuated as a hazard light, the transistor 216 is automatically blocked and the system is thus switched back to the on-board system. The hazard warning signals can then be switched off completely by switching off the on-board system. Such a hazard warning flashing arrangement can therefore be easily retrofitted in a motor vehicle.

In this way, apart from the switching on of the contacts of the two relays 250 , 252 in the circuits of the turn signal lamps 254 , 256 , any intervention in the on-board turn signal system is avoided, and since the relays 250 , 252 do not change anything in the configuration of the on-board turn signal system when de-energized, a malfunction cannot affect the proper functioning of the vehicle's turn signals.

Naturally, there are many possibilities for switching off by means of conjunctive linking of the signals at the outputs 258 , 260 , and the representations according to FIGS. 8 and 9 are therefore only to be understood as examples.

FIG. 10 shows the preferred construction of a deceleration or crash sensor 301 in an exploded, enlarged representation, FIG. 11 in the assembled state.

A coil spring 302 made of metal is fastened to an insulating carrier part 300 . At its free end, this carries a metal part 304 , which ends in a truncated cone shape at its end 306 facing away from the spring 302 and is otherwise cylindrical.

The coil spring 302 is preferably wound "on a block", ie its wire windings 308 bear against one another in the idle state, as shown in FIG. 12. As an example, it can be stated that the spring 302 is made of steel wire with a diameter of 0.6 mm and can have an outer diameter of 5 mm.

As best seen in FIG. 11, the support member 300 is secured in the open end of a cup-shaped metal member 310 which, as shown, can be connected to ground 312 in operation, while the coil spring 302 is connected to an outer connector 314 .

Fig. 11 shows the sensor in its position of use. A hanging arrangement would also be possible, but the standing arrangement according to FIG. 11 is currently preferred.

Operation of FIGS. 10 to 12

If an acceleration or deceleration acting in the horizontal direction or with a horizontal component that exceeds a certain size acts on the sensor 301 , the spring 302 is bent. The metal part 304 moves in the direction of the arrow 316 and comes into contact with the metal housing 310 , so that an electrical connection is established between the connections 312 and 314 , which is used to automatically trigger the hazard warning system of the vehicle on which the sensor 301 is located located.

It is advantageous that the sensor 301 responds to accelerations and decelerations in all directions that can occur during the operation of a motor vehicle. B. also in rear-end collisions in which a third party hits the vehicle with the sensor, or in the event of a rollover of the vehicle etc. Because the windings 308 are wound on a block, the coil spring 302 is very stiff and therefore only responds when a certain minimum value of acceleration or deceleration has been reached. This has the advantage that incorrect signals are reliably avoided.

For the purpose of adjustment, the coil spring 302 in the part 300 can be adjusted by turning, as a result of which its effective section a is lengthened or shortened. The spring 302 can then be fastened non-rotatably in the part 300 , for. B. by thermal upsetting of the plastic of the part 300 or by gluing.

As an example, it can be stated that the outer diameter of the cup-shaped part 310 z. B. 20 mm, its length 25 mm, and the distance a about 5 mm. If the acceleration value at which the sensor 301 responds is referred to as GW (for example 2.5 g), it has been shown in tests that the metal part 304 experiences delays of less than 0.5 GW relative to the acceleration 310 practically does not move, ie the spring 302 acts like a rigid part in this area, ie during normal travel. Only from 0.5 GW, i.e. B. from 1.25 g, the spring 302 begins to bend, ie the part 304 then moves laterally towards the part 310 . Contact between 304 and 310 only takes place at the set value GW.

You get a very simple sensor for all directions with horizontal Component, and with very good response accuracy.

FIG. 13 shows a variant of FIG. 8. Here, a diode 284 is switched on between the output 258 of the on-board turn signal transmitter 218 and the right turn signal lamps 254 , and a diode 286 is also connected between the output 260 and the left turn signal lights 256 .

The output 246 of the hazard warning relay 240 is also connected to the right turn signals 254 via a diode 288 and to the left turn signals 256 via a diode 290 . As soon as one of the hazard warning relays 218 or 240 is in operation, hazard warning signals are generated, but actuation of the on-board flasher unit 218 automatically has the result, via the AND gate 266 , that the hazard warning relay 240 is switched off. As a result, they are saved for both relays 250 , 252 of FIG. 8.

Naturally, there are many within the scope of the present invention Modifications and modifications possible. E.g. can also do the electrical Output signal of a delay sensor can be electronically integrated and trigger a hazard warning device when a threshold is reached, but will the solution shown is preferred.

Claims (24)

1. Hazard warning device for a vehicle ( 70 ), with a first sensor ( 160 ; 301 ), which responds quickly to high accelerations and / or decelerations by signaling to turn on the hazard warning device, and with a second sensor ( 80 ; 80 '), which is due to negative accelerations such as z. B. occur during emergency braking, only after a time delay with the generation of a signal ( 208 ) for switching on the hazard warning device, this signal generation occurs when a high negative acceleration during a predetermined shorter period or a less high negative acceleration during a predetermined longer time acting on the second sensor ( 80 ; 80 '). 2. Hazard warning flashing arrangement, in which the delay in response to the second sensor ( 80 ; 80 ') is also a function of whether the braking takes place when driving uphill, when driving on a flat route, or when driving downhill. 3. hazard warning flashing arrangement according to claim 1 or 2, wherein the second sensor ( 80 ; 80 ') has a liquid-filled tube ( 85 ) which is arranged at a predetermined inclination in the vehicle and in which a ball is arranged with little play, the position thereof is detected in the pipe without contact. 4. Hazard warning flashing arrangement according to claim 3, wherein the liquid-filled Pipe is arranged in the vehicle so that it is on its front end the side of the vehicle facing a greater distance from the Has lane than on its the rear end of the vehicle facing side. 5. hazard warning flashing arrangement according to claim 3 or 4, wherein the inclination of the  Pipe is between 30 and 40 ° to the horizontal. 6. hazard warning flashing arrangement according to one or more of claims 3 to 5, where the ball is a metal ball that is used for non-contact Sampling is assigned to an inductive proximity switch. 7. Hazard warning flashing arrangement according to one or more of the preceding claims, in which an additional hazard warning flashing device ( 240 ) and a deactivation arrangement ( 266 , 268 , 216 ) are provided from the on-board flasher unit ( 218 ) of the vehicle, the latter when the on-board flasher unit ( 218 ) is actuated additional hazard flasher ( 240 ) deactivated. 8. Hazard warning flashing arrangement according to claim 7, wherein the deactivation arrangement comprises an arrangement ( 266 ) for conjunctively linking the flashing pulses emitted by the on-board flasher unit ( 218 ) for the left and right flashing lights ( 256 and 254 ), in order for flashing pulses for the right to occur at the same time Turn signals ( 254 ) and the left turn signals ( 256 ) to deactivate the additional hazard flasher ( 240 ). 9. Hazard warning flashing arrangement according to one or more of the preceding claims, in which a sensor is provided as the first sensor ( 301 ), which reacts essentially identically to all delay forces acting on it in the horizontal direction with regard to the signaling. 10. Hazard warning flashing arrangement according to claim 9, wherein the first sensor ( 301 ) has a movable mass ( 304 ) which is connected via a helical spring ( 302 ) to a vehicle-fixed part ( 300 ). 11. Hazard warning flashing arrangement according to claim 10, in which the helical spring ( 302 ) has turns ( 308 ) which bear against one another. 12. Hazard warning flashing arrangement according to claim 11, in which the windings ( 308 ) bear against one another with a prestress. 13. Hazard warning flashing arrangement according to one or more of claims 10 to 12, in which, in the position of use, the movable mass ( 304 ) is arranged above the coil spring ( 302 ) and is connected by this to a part ( 300 ) fixed to the vehicle. 14. Hazard warning flashing arrangement according to one or more of claims 10 to 13, in which the movable mass ( 304 ) as a movable contact and a surrounding, at least on the inside electrically conductive housing ( 310 ) are designed as a fixed contact, with a contact between them triggers both contacts a sensor signal. 15. Hazard warning flashing arrangement according to one or more of the preceding claims, in which the first sensor ( 160 ; 301 ) is associated with an electronic switching element in the manner of a monostable multivibrator ( 204 ), which during an actuation of the first sensor caused by strong acceleration or deceleration during an output signal ( 208 ) for switching on the hazard warning light arrangement is generated for a predetermined period of time. 16. Hazard warning flashing arrangement according to one or more of the preceding claims, in which, after being switched on by the first and / or the second sensor ( 301 or 80 , 80 '), the generation of hazard warning flashing signals ( 244 ) is continued automatically by the hazard warning flashing arrangement. 17. Hazard warning flashing arrangement according to claim 16, wherein the hazard warning flashing signal ( 244 ) generated by the hazard warning flashing arrangement is interrupted when warning blinking signals are generated by a blinking arrangement ( 218 ) of the vehicle ( 70 ) for generating blinking signals. 18. hazard warning light arrangement for a vehicle ( 70 ),
with a first sensor ( 160 ; 301 ) which responds quickly to high accelerations and / or decelerations of the first type by signaling in order to switch on the hazard warning light arrangement,
further with a second sensor ( 80 ; 80 '), which responds to longer-lasting accelerations and / or decelerations of the second type, which are smaller in magnitude than the accelerations and / or decelerations of the first type, in order to likewise switch on the hazard warning flashing arrangement, and with a switch-off device ( 266 , 268 , 216 ) for the hazard warning flashing arrangement, which switch-off device can be activated by the conjunctive linkage of hazard warning flashing signals emitted by a vehicle’s blinking arrangement ( 218 ). 19. Hazard warning device for a vehicle ( 70 ), with a sensor ( 301 ) which responds quickly to high accelerations and / or decelerations by signaling in order to switch on the hazard warning device, which sensor ( 301 ) has a movable mass ( 304 ) which is about a coil spring ( 302 ) is connected to a vehicle-fixed part ( 300 ). 20. Hazard warning flashing arrangement according to claim 19, in which the helical spring ( 302 ) has turns ( 308 ) which bear against one another. 21. Hazard warning flashing arrangement according to claim 20, in which the windings ( 308 ) bear against one another with a prestress. 22. Hazard warning flashing arrangement according to one or more of claims 19 to 21, in which, in the position of use, the movable mass ( 304 ) is arranged above the coil spring ( 302 ) and is connected by this to a part ( 300 ) fixed to the vehicle. 23. Hazard warning flashing arrangement according to one or more of claims 19 to 22, in which the movable mass ( 304 ) as a movable contact and a surrounding, at least on its inside electrically conductive housing ( 310 ) are designed as a fixed contact, with a contact between them causes a sensor signal to both contacts. 24. Hazard warning flashing arrangement according to one or more of claims 19 to 23, in which the sensor ( 301 ) is associated with an electronic switching element in the manner of a monostable multivibrator ( 204 ) which, when actuated by a strong acceleration or deceleration of the first sensor during a predetermined output period generates an output signal ( 208 ) for switching on the hazard warning lights.