DE10118491C2 - Shock pulse sensor - Google Patents

Description

The invention relates to a shock pulse sensor with a housing and a sensor element under the action of at least one approximately impulsive impact on the housing with a Speed along a predetermined path in the housing movable and be on the housing with a speed influencing guide is mounted, wherein the sensor element consists of a magnetic material and a housing-fixed opening Taking element is provided to be caused by the shock gentle movement of the sensor element in a magnetic way Generate measurement signal, wherein the sensor element by its movement a measuring voltage dependent on the path in the opening element created.

A shock pulse sensor of the type mentioned above is from the US 5,983,724 known.

Different sensors are known in the prior art, for the purpose of early collision detection in the deformation zone ne of motor vehicles are installed. With these sensors should be one of the registered collision severity appropriate solution of safety devices can be achieved, for example example of belt tensioners and adaptive multi-stage airbag systems.  The known sensors are usually full electronic acceleration sensors in the front of the vehicle rich. These sensors are e.g. B. in the radiator mounting, in Chassis or in the bumper. You will be in the Technical term referred to as "upfront sensors". These sensors give an output signal corresponding to the collision, the forwarded to a central evaluation unit via a connecting cable is leading.

The output signal continues in the central evaluation unit processed. This is usually done with the help of a mathematical algorithm, according to which the signal over the Kollisi period of time is integrated. From which result The speed change will trigger criteria for the Safety devices derived.

Because in practice collisions of motor vehicles under the highest different boundary conditions occur, the measurement on acceleration peaks also very different have values. In practice you expect one Dynamic range of approximately 200: 1 in a frequency band of approximately 50 Hz to 5,000 Hz. On the other hand, the limited dynamic range rich conventional sensors lead to signal distortions that result in a falsification of the time integral mentioned and the security trigger criteria with an increased and there burden with unwanted blurring.

In a shock pulse sensor described in DE 41 28 347 C1 it is not a sensor of the aforementioned Type in which a physical quantity (acceleration, Delay) an analog measurement signal is derived. Much more  the well-known sensor is a safety in its construction switch or a so-called "safing" Sensor ". The known sensor only has a conventional one Spring-mass system on which an annular magnet against the force of a compression spring is displaceable in a sliding tube and the ring-shaped magnet as you walk past a magnet table-operated electrical switch, for example one Reed contact, generates a measurement signal, namely a switching signal, that is generated when the reed contact is closed or opened. The sliding magnet is in egg with a lateral pin a groove that runs along the path of the Magne ten extends and runs inclined to it. Because of that the magnet rotates during its axial movement superimposed. The shape of the groove is chosen so that the Magnet only slightly when moving to its end position, but is strongly delayed when walking back.

This measure makes sense, the closing time of the security switch to a large extent regardless of the course of the package curve and overall longer closing times possible.

The known sensor thus does not produce an analog to a white terverarbeitung capable measurement signal and therefore belongs to another sensor type compared to those at the beginning were called.

In these known sensors, the pulse speed is moving sensor element depending on the amplitude and Duration of the impact pulse. Comparing measurement results nisse with shock impulses of different height / duration, however  same pulse area, it follows that with these sensors different measurement signals occur.

A shock sensor is known from US Pat. No. 5,983,724 mentioned at the beginning knows, in which the sensor element has an eccentrically mounted Has rotor, on the circumference of which two magnets are arranged. These are arranged at a distance from it, fixed to the housing Holding magnets held in a certain rest position. In the The two magnets of the rotor are each at rest opposite a sensor element. The sensor element contains one Resistance bridge that has magnetoresistive elements.

If on the known shock sensor within the plane that is perpendicular to the axis of rotation of the rotor, a shock is practiced, the rotor leaves while overcoming the holding force the holding magnet its rest position. This moves them Magnets relative to the sensor elements and what they contain NEN bridge circuits are detuned. The resulting Signal does not depend linearly on the applied acceleration from. Therefore, linearization circuits are provided in order to ne linear dependence of the sensor signal on the acting To generate acceleration. By comparison with a target value a limit is specified, an exceeding if exceeded output signal of the shock sensor is generated.

In the known sensor, therefore, none of the path of the sensor element-dependent measuring voltage evaluated and thus no independence from impulse speed achieved.  

US 5,756,896 and US 5,149,925 are shock sensors known in which a linearly moving perma as the sensor element Magnet is used.

The invention is therefore based on the object of a shock impulse sensor of the type mentioned at the beginning form that the disadvantages mentioned above avoided become. In particular, a sensor output signal is to be generated be an immediate measure of pulse velocity represents, i.e. with the same impulse area regardless of the Duration of the impact pulse is.

In the case of a shock pulse sensor of the type mentioned at the beginning se task achieved in that the leadership the Speed of the sensor element changed so that the Measuring voltage across the path independently with the same pulse area on the duration of the pulsed shock.

The object of the invention is based on this Wei se completely solved.  

If the sensor element through the guide in its Ge speed changed so d. H. delayed and / or accelerated the dependency of the river integral on compensate for the path, with the result that the sensor Output signal is an immediate measure of the pulse speed represents and with the same pulse area on the duration of the impact impulses is independent.

In this way, the original dynamic map can be reduce to an integral map, its dynamic range only about 20: 1 in a frequency band from about 0 to 200 Hz carries, so that signal distortions are largely avoided. The measurement results achieved are also in the measuring range clearly.

In a preferred development of the joint according to the invention the sensor element is the sensor element in a manner known per se guided in the housing along an inner wall, wherein in the Inside a guide groove is attached, the sensor element is provided with a pin which engages in the guide groove and finally the guide groove is inclined at an angle to the path is that changes along the way.

These measures have the advantage that the desired changes tion of the speed of the sensor element in constructive can be achieved in a simple and proven manner.

In a preferred development of the exemplary embodiment, this is achieved in that the inner wall is a cylindrical wall and in that the angle from the system of equations:

M _(x) = 1 + J / (mr ² .tan ² α) (I)

M '/ M _(x) = S (Φ' / Φ _(x) ) (II)

is determined, the sizes used meaning:
α = angle of inclination of the guide groove along the path x,
r = the radius of the cylindrical inner wall,
x = the path of the sensor element,
m = the mass of the sensor element,
M _(x) = the effective mass standardized to the mass,
M '= dM / dx,
J = the moment of inertia of the sensor element,
Φ _(x) = the magnetic flux integral,
Φ '= dΦ / dx,
S = a first variation parameter which is varied in the range between 0 and 2,
M ₍₀₎ = a second variation parameter, which is varied in the range between 1 and 10,
whereby in the differential equation (II) the variation parameters (S, M ₀ ) are varied empirically in the ranges mentioned until, when calculating the moving sensor element, the measuring voltage (U _M ) over the path (x) with the same pulse area is independent of the Is the duration of the pulsed impact.

In other preferred embodiments of the invention the sensor element is a permanent magnet.  

This measure has the advantage that measurement signals are sufficient Preserve size and thus also process it in a manner that prevents interference that can.

It is further preferred if the receiving element is an inductor onsspule is.

This measure has the advantage that it is particularly simple Analog signals that can be further processed as measurement signals to let win.

A particularly good effect is achieved with the invention Shock pulse sensor achieved in that in the movement path of the Sensor element a return magnet is arranged.

This measure has the advantage that the sensor element after Trigger automatically return to the starting position can. To avoid misunderstandings at this point however, it should be noted that the reset magnet in Contrary to shock pulse sensors of the aforementioned ten kind is not a necessary element of the system because of the he shock pulse sensor according to the invention no spring-mass system think. The restoring magnet can in the shock according to the invention Impulse sensor also omitted, without the principle Functionality is questioned. In the absence of the Resetting magnets would only undefi the sensor element The position remains when the shock pulse sensor is switched on spoke. However, this is in some use cases acceptable because a response of the shock pulse sensor is an indication is that the vehicle suffered collision damage  has to replace the shock pulse sensor pulls itself.

In a further preferred measure, the alternative or to can be applied in addition to the aforementioned measure the sensor element in its rest position by means of a stop element is held and only releases when one is exceeded predetermined tear-off force from the holding element.

This measure has the advantage that a defined output was created for the sensor element and that the sensor element back in if necessary even after a response return to its starting position and there from the holding element a reference position can be captured.

The holding element is preferably a soft magnetic plate formed which the sensor element over a predetermined ma gnetic air gap in its rest position with a defin retention force.

Furthermore, embodiments of the invention are particularly be preferred, in which in the movement path of the sensor element between a rest position and the receiving element a test Receiving element is arranged. This is preferred a test coil.

These measures have the advantage of being a self-test of the shock pulse sensor is possible, so that at certain times an over testing of the safety device of the motor vehicle possible is.  

Further advantages result from the description and the added drawing.

It is understood that the above and the following standing features to be explained not only in each specified combination, but also in other combinations or can be used alone without the scope of the to leave the present invention.

Embodiments of the invention are shown in the drawing represents and will he in the description below purifies. Show it:

Fig. 1 is a side view, in section, through an example of a Ausfüh approximately a shock pulse sensor according to the prior art;

FIG. 2 shows a diagram to explain the mode of operation and the disadvantages of the shock pulse sensor according to FIG. 1 which are of interest in the present context;

FIG. 3 is a diagram illustrating the flow integral over the path in the known shock pulse sensor according to FIG. 1;

Fig. 4 is an illustration, similar to Figure 1, but for an embodiment of a shock pulse sensor according to the invention.

FIG. 5 is a diagram for explaining the shock pulse sensor according to FIG. 4;

Fig. 6 is a view similar to FIG. 2, but for the inventive he impact-induced sensor of FIG. 4.

In Fig. 1, 10 designates a shock pulse sensor according to the prior art. The shock pulse sensor 10 has a permanent magnet 12 which is axially magnetized. The permanent magnet 12 is slidingly net in a tubular sensor housing 14 . When a shock is exerted on the shock pulse sensor 10 , the permanent magnet 12 moves from the rest position shown in FIG. 1 to the right, as indicated by an arrow 16 . The permanent magnet 12 is held in the rest position by means of a spring 18 which is supported on a wall 20 of the sensor housing 14 opposite the permanent magnet 12 . The sensor housing 14 is surrounded by a measuring coil 22 in the area on the right in FIG. 1.

If an impact acting in the axial direction is exerted on the shock pulse sensor 10 , the permanent magnet 12 moves in the sensor housing 14 due to the power impact acting from the outside at an instantaneous speed dx / dt in the x direction, namely against a restoring force F _(x) . The magnetic induction B _x proceeding from the permanent magnet 12 induces an electrical voltage U _i in the measuring coil 22 , which has a number of turns N and a length L of turns, as long as the permanent magnet 12 is in motion. After completion of the external force, the permanent magnet 12 will return to its rest position x = 0 by means of the restoring force F _(x) applied by the spring 18 . The induction voltage U _i generated in the measuring coil 22 is given by:

In this formula, Φ _(x) is the magnetic Flußintegral resulting from the difference of the measuring coil 22 which flows through the magnetic flux at the winding start and the winding end of the measuring coil 22 and also by the geometry of the system consisting of the permanent magnet 12 and the measuring coil 22 , is determined. The instantaneous speed dx / dt can be calculated from the equation of motion of the permanent magnet 12 and results in:

The expression Δv denotes the pulse speed, which is the actual measured variable in the present context. The expression v _d is the so-called impulse loss, which is derived from the rush time integral of the restoring force F _(x) over the collision duration Δt.

The sensor characteristic U _i = f _{(Δ v} ) described by equations (1) and (2) is represented by the first diagram 30 according to FIG. 2. The first diagram 30 comprises a first curve 32 which, as a solid line, represents a measurement curve for a shock pulse, which is designated 32 a in a time-dependent representation in FIG. 2. A second curve 34 shows a dash-dotted line for a second shock pulse 34 a, and a third curve 36 shows a dashed line for a shock pulse 36 a. The shock pulses 32 a, 34 a and 36 a each have the same area (with differing acceleration amplitude and pulse duration).

It can be seen from the curves 32 , 34 and 36 that these have a pronounced dependence on the duration of the shock pulse 32 a, 34 a, 36 a, so that the measurement result is not neutral but rather a so-called "dispersion" within the curves 32 , 34 and 36 can be observed. This leads to the fact that a certain measuring voltage U _i1 three different pulse speeds Δ ₁ v, Δ ₂ v and Δ ₃ v can be assigned, depending on how long the shock pulse 32 a, 34 a, 36 a lasted.

The reason for this is that the permanent magnet 12 according to equation (2) suffers the loss of momentum v _d and the magnetic flux integral Φ according to equation (1) is not constant along the travel path x of the permanent magnet 12 . This is shown again in FIG. 3 in a second diagram 38 . The non-constancy of the magnetic flux integral Φ over the path x depends on the design and is inevitable.

On the other hand, the loss of momentum v _d ensures a shorter travel x compared to the free flight distance, ie without restoring force, so that a compact length of the shock pulse sensor 10 is possible without exceeding the available installation space in the vehicle.

According to the invention, the existing path dependency of the magnetic flux integral Φ is to be compensated for by suitable constructive measures in order to overcome an existing conflict of objectives of pulse loss v _d while maintaining a compact overall length for the shock pulse sensor 10 .

This is, according to the invention with a shock pulse sensor 40 he reaches, as shown in Fig. 4.

The shock pulse sensor 40 comprises a permanent magnet 42 which is enclosed by a magnet housing 44 . The permanent magnet 42 in the magnet housing 44 is mounted in an axially sliding manner in a tubular sensor housing 46 . An inner wall 48 of the sensor housing 46 is preferably cylindrical for this purpose.

In the inner wall 48 there is a guide groove 50 , the slope of which is designated α at a point 51 . The angle α has a course over the axial length x, as is shown in FIG. 5 with a third diagram 66 .

A pin 52 , which runs in the guide groove 50, is attached to the magnet housing 44 .

Fig. 4 shows the permanent magnet 42 in its rest position. On the axially opposite wall 54 of the sensor housing 46 , a return magnet 56 of opposite axial polarization is introduced, which holds the permanent magnet 42 in the rest position shown in FIG. 4. Alternatively, a corresponding magnet could also be arranged as a holding magnet on the left in FIG. 4 of the permanent magnet 42 between the magnet housing 44 and the left end wall of the sensor housing 46 .

To the right in Fig. 4 part of the sensor housing 46 , a measuring coil 58 is arranged, to which a test coil 60 connects axially to the left.

Because of the other physical quantities used, reference may be made to FIG. 1 for the sake of simplicity.

If acceleration acts on the sensor 40 from the outside in the axial direction, the permanent magnet 42 in the sensor housing 46 carries out a translational movement in the direction x. However, this is due to the leadership of the verbun with the magnet housing 44 which pin 52 in the approximately helical Füh approximately 50 is overlaid by a rotational forced movement. This rotational forced movement is afflicted with different speeds of rotation due to the gradient angle α changing over the path x (cf. FIG. 5). As can be seen from FIG. 5, the gradient angle α decreases to the next along path x, then passes through a minimum and then rises again. This means that the permanent magnet 42 is first braked in its translational movement (decreasing angle of inclination α) and then accelerated again from a minimum of the speed.

The device described above works in two ways. On the one hand, the permanent magnet 42 experiences a delay along the travel path x due to its moment of inertia J, which ensures that the permanent magnet 42 has the right end, ie an end stop of the sensor housing 46, in the desired manner during a collision process of the motor vehicle in the measuring range of the pulse speed Δv under consideration , not reached.

On the other hand, the permanent magnet 42 experiences an additional deceleration or an additional acceleration, in each case depending on its instantaneous position x, by means of which the decelerated instantaneous speed dx / dt of the permanent magnet 42 is modulated.

The location dependence of the path angle α _(x) is now designed such that, by appropriately shaping the guide groove 50 in the sensor housing 46, the inevitable variation of the magnetic flux integral Φ (see FIG. 3) via the additional modulation of the instantaneous speed dx / dt according to the equation ( 1) is being compensated.

If desired, a restoring force for the permanent magnet 42 can be represented by means of the restoring magnet 56 , but this is not systematically necessary. If one assumes that the shock pulse sensor 40 is only active once during its lifetime, namely when a collision damage occurs to the motor vehicle, it is not necessary that the shock pulse sensor 40 is operational for repeated use. Then the reset magnet 56 or, alternatively, a holding magnet arranged in FIG. 4 to the left of the permanent magnet 42 can be omitted. However, the elements mentioned can be useful in this regard insofar as they ensure a defined rest position of the permanent magnet 42 even when the shock pulse sensor 40 should be exposed to considerable vibrations during operation, which should not yet lead to a response of the shock pulse sensor 40 .

The measuring coil 58 is preferably gewic kelt on a bobbin, which in turn is pushed coaxially onto the sensor housing 46 . The measuring voltage U _{M can be} tapped at terminals of the measuring coil 58 .

In order to exclude influences of the ambient temperature on the level of the measurement voltage U _M if possible, the permanent magnet 42 and - if available - the return magnet 56 consists of a temperature-insensitive magnetic material, preferably a samarium-cobalt alloy, which is characterized by an extremely low Characterized temperature coefficient of saturation induction.

In addition to the measuring coil 58 , the test coil 60 is preferably seen easily. With their help, the function of the shock pulse sensor 40 can be checked by means of a self-test.

For this purpose, an electromagnetic field is generated in the test coil 60 by applying a test voltage U _T or feeding a test current. As a result, the permanent magnet 42 is moved from the rest position shown in FIG. 4 to the right until it reaches the magnetic center of the test coil 60 , that is to say is essentially coaxial with it. The test voltage U _T is now switched off, and the permanent magnet 42 returns under the sole action of the restoring force in the rest position. The voltage induced in the measuring coil 58 now indicates that the shock pulse sensor 40 is functional. Since the measuring voltage U _M in this case due to the backward movement of the permanent magnet 42 has a reversed polarity compared to a "real" measuring voltage U _M in the event of a collision of the motor vehicle, the measuring signal in this test mode can advantageously be from the actual measuring signal be clearly distinguished.

For example, the test mode described above can be used for every time the engine is started or the ignition is actuated key of the motor vehicle can be initiated. This will prevents the test mode from accidentally having a collision event coincides in time, so that the triggering of Si Safety devices on board the motor vehicle do not hinder is changed.

With regard to the dimensioning of the guide groove 50 or the course of the pitch angle α over the path x according to the third diagram 66 in FIG. 5, the following consideration is assumed:

The above-mentioned compensation of the magnetic flux integral ( Fig. 3) over the entire travel x can be determined from the equation of motion of the permanent magnet 42 . According to the Hamilton principle, the equation of motion follows from the condition dE / dt = 0, where E denotes the total energy of the mechanical system. This is given by the relationship:

The first term of equation (3) describes the kinetic energy of the permanent magnet 42 with the mass m and the instantaneous speed dx / dt. The second term stands for the rotational energy of the permanent magnet 42 generated by the positive guidance with the mass moment of inertia J and the instantaneous angular velocity dϕ / dt. The third term stands for the potential energy of the permanent magnet 42 against the restoring force F _(x) , if one is provided.

The guide groove 50 in the sensor housing 46 approximately describes a screw curve, but with the special feature that the pitch angle α is not constant along the travel path x. This results in the constraint in a differential form:

dx = rdϕ.tanα (x) (4)

where r is the radius of the inner wall 48 of the sensor housing 46 . If the permanent magnet 42 now moves by the distance dx, it is rotated around the arc element dϕ about the x-axis. The degree of rotation is determined by the pitch angle α _(x) acting at location x. The equation of motion of the permanent magnet 42 results from equation (3) taking into account equation (4) in the so-called "M representation":

combined with

M = 1 + J / (mr ² .tan ² α) (6)

The size M is the so-called effective mass standardized to the mass m of the permanent magnet 42 . This is implicitly dependent on the travel path x. M 'is the total differential quotient from M to x. a _x is the acceleration acting from the outside in the x direction. The function M _(x) must now be determined in such a way that the compensation condition:

is satisfied. dΦ / dx is the differential quotient from Φ to x. It results from the slope of the known function Φ _(x) according to Fig. 3. The quantity S and the boundary condition M ₍₀₎ are arbitrarily specified variation parameters, by means of which M _(x ) can be calculated from the equation ( 7 ). From the auxiliary quantity M _(x) obtained, the path angle α _(x) sought according to equation (6) is finally obtained, which accomplishes the desired self-compensation of the permanent magnet 42 . The differential approach ( 7 ) surprisingly provides a useful solution for self-compensation, taking into account the two dimensionless variation parameters S and M ₍₀₎ , if one considers the variation parameter S between 0 and 2 and the boundary condition M ₍₀₎ for the differential equation ( 7 ) varies empirically between 1 and 10. This happens until a recalculation of the measurement voltage curves over the pulse speed from the starting situation shown in FIG. 2 leads to the end situation shown in FIG. 6, in which the same curves are identified with the same reference numerals as in FIG. 2 and only an apostrophe has been added.

Overall, FIG. 5 thus shows the ultimately obtained course of the gradient angle α as a function of x over the total travel path (compensation curve) of the permanent magnet 42 in the sensor housing 46 . This path is 17 mm, for example.

Fig. 6 shows, as already mentioned, the resulting characteristic of the shock pulse sensor 40 with compensation, which results in accordance with equation (1) by means of dx / dt by simply integrating equation (5). The measuring voltage U _M is largely independent of the duration of the shock pulse at the same pulse area and gives a clear transfer function of the shock pulse sensor 40 in the entire measuring range. In a good approximation, it even has a linear course, which simplifies signal processing in a central evaluation unit.

The shock pulse sensor 40 according to the invention thus generates a measured variable which is derived from the pulse speed and not from the acceleration and is therefore a direct measure of the collision strength. In principle, no external voltage supply is necessary for the shock pulse sensor 40 , since due to the magnetic-inductive functional principle, a generator voltage is present at the sensor output, which is generated by the measurement itself.

Due to the described self-compensation of the moving permanent magnet 42 , the output signal is neutral and clear.

Even when a relatively high restoring force is used, the impulse loss of the rotor is negligible because of the relatively large effective mass m of the permanent magnet 42 .

Furthermore, as can be clearly seen from FIG. 6, the output signal U _M is unambiguous with regard to the pulse speed Δv, and an almost linear sensor characteristic curve can also be achieved.

Furthermore, it is possible with the shock pulse sensor 40 according to the invention to carry out a self-test of the entire elements shown in FIG. 4, from the moving permanent magnet 42 to the connecting cable.

Finally, there is a compact overall length of the sensor 46 .

Claims (10)

1. shock pulse sensor with a housing ( 14 ; 46 ) and a sensor element which, under the action of an at least approximately pulsed shock ( 32 a, 34 a, 36 a) on the housing ( 14 ; 46 ) at a speed (dx / dt ) is movable along a predetermined path (x) in the housing ( 14 ; 46 ) and is mounted on the housing ( 14 ; 46 ) with a guide influencing its speed (dx / dt), the sensor element being made of a magnetic material, and a housing-fixed receiving element is provided in order to generate a measurement signal (U _i ; U _M ) via the movement of the sensor element caused by the shock, wherein the sensor element also generates a measurement voltage (U) dependent on the path (x) by its movement _M ) generated in the receiving element, characterized in that the guide changes the speed (dx / dt) of the Sensorelemen tes such that the measuring voltage (U _M ) over the path (x) with the same pulse area independent depends on the duration of the pulse-shaped shock ( 32 a, 34 a, 36 a). 2. shock pulse sensor according to claim 1, characterized in that the sensor element in the housing ( 46 ) is guided along an inner wall ( 48 ), that in the inner wall ( 48 ) has a guide groove ( 50 ) that the sensor element with a the guide groove ( 50 ) gripping Zap fen ( 52 ) is provided and that the guide groove ( 50 ) to the path (x) is inclined by an angle (α) which changes along the path (x). 3. shock pulse sensor according to claim 2, characterized in
that the inner wall ( 48 ) is a cylindrical wall, and
that the angle (α) from the system of equations:
M _(x) = 1 + J / (mr ² tan ² α) (I)
M '/ M _(x) = S (Φ' / Φ _(x) ) (II)
is determined, the sizes used meaning:
α = angle of inclination of the guide groove ( 50 ) along the path x
r = the radius of the cylindrical inner wall ( 48 )
x = the path of the sensor element,
m = the mass of the sensor element,
M _(x) = the effective mass standardized to mass m,
M '= dM / dx,
J = the moment of inertia of the sensor element,
Φ _(x) = the magnetic flux integral,
Φ '= dΦ / dx
S = a first variation parameter which is varied between 0 and 2,
M ₍₀₎ = a second variation parameter, which is varied in the range between 1 and 10,
whereby in the differential equation (II) the variation parameters (S, M ₍₀₎ ) are varied empirically in the ranges mentioned until, when calculating the moving sensor element, the measuring voltage (U _M ) over the path (x) with the same pulse area independently of the duration of the pulse-shaped shock ( 32 a, 34 a, 36 a). 4. shock pulse sensor according to one of claims 1 to 3, characterized in that the sensor element is a permanent magnet ( 42 ). 5. shock pulse sensor according to one of claims 1 to 4, characterized in that the receiving element is an induction coil ( 58 ). 6. shock pulse sensor according to one of claims 1 to 5, characterized in that a return magnet ( 56 ) is arranged in the movement path of the Senso relementes. 7. shock pulse sensor according to one of claims 1 to 6, there characterized in that the sensor element in its Ru is held by means of a holding element and only when a predetermined break is exceeded force from the holding element. 8. shock pulse sensor according to claim 7, characterized in that the holding element out as a soft magnetic plate is formed, which the sensor element over a predetermined  magnetic air gap in its rest position with a defined retention force. 9. shock pulse sensor according to one of claims 1 to 8, characterized characterized in that in the movement path of the sensor element tes between a rest position and the receiving element a test recording element is arranged. 10. shock pulse sensor according to claim 9, characterized in that the test receiving element is a test coil ( 60 ).