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CROSS REFERENCE TO RELATED APPLICATIONS  
         [0001]    This is a continuation-in-part application of co-pending international application number PCT/DE 00/01517 (WO 00/69702) filed May 13, 2000.  
         BACKGROUND OF THE INVENTION  
         [0002]    1. Field of the Invention  
           [0003]    The present invention relates generally to a rescue system to immediately rescue passengers out of a transport system (train, commuter train, motor vehicle, ship or aeroplane) by means of door detachment, when the transport system comes to a halt and/or catches fire, to guide and ensure the rescue work.  
           [0004]    2. Discussion of the Prior Art  
           [0005]    In order to formulate in single terminology a generalized definition for the proper term is presented:  
                                   Definition:   Proper Term:                   “vehicle door”   train- or vehicle door 8, 8S, tailgate door 8T,           revolving door 8V (not drawn), hood 8U, trunk           cover 8Y, double cargo door 8W (not drawn),           sliding door 8X (not drawn) or any vehicular           member (not drawn) which is rotatably and/or           movably connected to the vehicle body 10 by at           least two hinges.       “accident”   front-, side-, rear collision, rollover and/or train or           vehicle on fire.       “jammed vehicle door”   vehicle door, jammed in the vehicle body 10 in an           accident (FIG. 15), that cannot be opened even by           great force, in contrary to a clamped vehicle door.       “vehicle body”   train- or vehicle body comprising a passenger           compartment, vehicle floor, front section- and           rear section of the vehicle body.       “rescue workers”   aide personnel such as policemen, doctors,           medical personnel, paramedics, firefighters etc.       “tie member”   tie part of hinge such as wire or tie rod       “aggressively driven   vehicle is aggressively driven by a road-rage       vehicle”   driver into the vehicles, which are in a traffic-           congestion or an accident. Particularly, when it is           dark at night, the life of the rescue workers and           passengers at the accident site is endangered by           vehicles aggressively driven.       “pin detachment”   removal of hinge pin from the hole of hinge.       “hinge detachment”   detachment of the hinges from the jammed           vehicle door by pin detachment or by fracture           thereof.       “expanding piece”   expanding piece by translatory or rotatory           movement of which the hinge is expanded or           broken thus resulting in hinge detachment.       “door detachment”   detachment of the jammed vehicle door from the           vehicle body.       “externally-operated   door detachment is operated by the rescue       door detachment”   workers from outside of the vehicle.       “internally-operated   door detachment is operated by the passengers       door detachment”   themselves from inside of the vehicle       “door detachment   door detachment can only be operated after the       occurring after the   accident is over in order to prevent the ejection of       accident”   the driver as well as passengers from the vehicle           when it rolls over.       “door-release lever”   hand-brake lever, release button of buckle           assembly, press button of buckle assembly,           handle, shown in FIGS. 33 to 37.       “supporting arm”   supporting arm of hinge member guides both eyes           of the other hinge member, shown in FIGS. 19 to           24.       “rescue of passengers   salvage and rescue of passengers out of a vehicle       out of vehicle involved   or a transport system involved in an accident       in an accident”                  
 
           [0006]    In 1999 a US-Supreme court his imposed a final verdict of $ 1.2 billion compensation damages for the bereaved family on a US car manufacturer due to an explosion of the tank of a 14-year-old car engulfing six family members. It is known in the prior art to provide a door-detachment device to detach the doors, jammed in an accident, from the vehicle body of the transport system. Obviously, there are drawbacks, which deter car-, train- and aeroplane manufacturers to install it in their transport systems:  
           [0007]    Exemplified by the related art DE 197 43 965 A1, the door hinge consists of two hinge members, fastened to the vehicle body and vehicle door by rivets having sites of predetermined fracture. In excess of the threshold value the rivets are broken. This feature has the following shortcomings:  
           [0008]    In excess of the threshold value in the event of an accident or a crash test the doors are detached while the remaining force deforms passengers or dummies. In the event of a rollover the injured passengers and the items are ejected from the car. Moreover, the free-flying vehicle doors can crush nonparticipants to death.  
           [0009]    The vehicle body collapses because the vehicle door is incapable of absorbing and transmitting impact force thereto.  
           [0010]    Concerning the door-detachment device ref. to DE 89 14 921 U1 the hinge pin consists of a head, inserted into a hinge member, a piston and a rod, connecting the head to the piston, which is located in the hollow chamber of the lower sleeve of the other hinge member in order to store gas pellets.  
           [0011]    When the door is jammed in an accident, later on the gas pellets are detonated. The energy, being set free, destroys the door hinges, the vehicle door and body resulting in fragments of vehicle parts, steel- and glass splinters which endanger life of passengers and nonparticipants.  
           [0012]    Regarding the door-detachment device ref. to U.S. Pat. No. 5,011,215 both door hinges of an emergency door of a bus are fastened to an auxiliary bar, which is inserted through an aperture of the vehicle body and the projected part of which has a slot to receive an arm, in connection with a release lever, thus securing the auxiliary bar therein.  
           [0013]    When the emergency door is jammed in an accident, the arm should be detached from the slot by moving the release lever activated from outside of the bus. However, the auxiliary bar gets entangled into this aperture of the vehicle body in the state of deformation. The emergency door remains jammed in the vehicle body,  
           [0014]    Furthermore, the operation to open the emergency door from outside facilitates thefts to steal items or children to mean mischief.  
           [0015]    Additional work to adapt, to seal the assembly auxiliary bar &amp; aperture, to increase the stiffness, lowered by the aperture, and to avoid disturbing noises makes the design of vehicle doors very expensive.  
           [0016]    DE 297 13 031 U1 discloses a complicated, bulky door hinge having hinge members, which should be detachable. A hinge member is in plug-in connection with a hinge pin, the conical end portion of which is form-locking connected to the other hinge member and bolted thereto. This method of connection casts doubt about how to cut thread in the end portion and to sustain forces in the operation and great impact forces by means of small bolts. If these small bolts withstand, they are jammed tight in the accident despite using tools (FIG. 15). The door remains jammed. The expensive door hinges cannot be installed in the car because the bulky form needs much space.  
           [0017]    The head of a driver was jammed between the upper region of the door frame and the roof (FIG. 15). By means of a hammer two rescue workers drove two wedges into the gap, in which two crowbars were then used, but in vain, the diver-door remained jammed. Taken as given, the total force of two fire-fighters is 5000 N and the effective length of crowbar is 600 mm, “F x ” calculated is equal to 6000 N. “F x ”&gt;6000 N, undetermined “F y ”and “F z ”, shown in FIG. 14, are responsible for the state of jamming the door and head.  
           [0018]    Only by using a rescue cutter could the driver-door be opened, however the driver, suffering in great pain for over one hour, was already dead! Time is a vital factor for the successful rescue.  
           [0019]    A vehicle caught fire when rolling over and coming to rest on its roof, during which the driver, trapped inside, was burnt beyond recognition because he could not open the jammed door.  
           [0020]    A heavy rescue apparatus comprises a cutter, hydraulic pump, an engine, a pair of spreading tongs and a 25 metre long, heavy-duty hose. The fire truck incl. the heavy rescue apparatus must be driven to the scene of accident. When the road is blocked, this apparatus must be removed from the truck and carried by four men. The delay of rescue work results in the increase of injury severity.  
           [0021]    The maintenance costs for fire trucks and rescue apparatus and the expenditures for firefighters at stand-by are high. The transmission of accident reports and journey to the scene of accident consume time  
           [0022]    Injury severity of passengers in the ICE (high-speed) train accident in the German city Eschede was increased due to the time consumed for the rescue, which was hampered due to  
           [0023]    cutting off discs, which were suited for steel, but unsuited for aluminium, and  
           [0024]    time-consuming operation to (detach the jammed, very stiff aluminium-doors of the carriages.  
           [0025]    When crashing into a centre-barrier, a luxury car rolled over on to the opposite highway and lay on its roof. In the darkness this car was rammed by a truck. Both vehicles burst into flames. If the warning device can be switched on automatically in the accident, collision of cars, fire, injuries during forcibly detaching doors, at rescue work and/or during engressing out of vehicles, involved in an accident, can be avoided in a great extent.  
         SUMMARY OF THE INVENTION  
         [0026]    Accordingly, it is an object of the present invention to provide a rescue system, which is designed to operate easily at low-manufacturing costs and at high reliability,  
           [0027]    to immediately rescue passengers out of the transport system by quickly detaching doors when the transport system comes to a halt and/or catches fire, and  
           [0028]    to help passengers, despite being severely injured, weak children and/or rescue workers find, particularly when it is dark in the accident site, and operate door-release levers of the door-detachment device and  
           [0029]    to warn the drivers of oncoming vehicles in order to avoid post-accidents.  
           [0030]    It is a further object of the present invention to exploit a catch pin for a member of doorstop and existing parts of transport systems, which are already put into use in motor vehicles or aeroplanes, for further application in order to avoid recalls, save R&amp;D (Research- and Development) work and manufacturing costs as well as to increase the reliability of the rescue system.  
           [0031]    This principle and other objects of the present invention and the aforementioned problem cases as well as requirements therefor are accomplished by the following features (proposals):  
           [0032]    A1 Pin Detachment  
           [0033]    The hinge of Opel Astra A, provided with three eyes, has a total length of L G =L 1 + 2 +L 3 =50 mm and a deflection of detached pin w e  =37.5 mm. The hinge of Volvo 850 is provided with two eyes having the length of “L 1 ” and “L 2 ”. Accordingly, the total length is shorter.  
           [0034]    The deflection of the detached pin for all vehicles and trucks is expressed by the following equation  
             w   e =20 to 60 mm.  
           [0035]    Upon the use of a deflecting pulley  30  to  44  with diameter e.g. of 100 mm or 200 mm, shown in FIGS. 1, 21,  36   
           [0036]    the rotating angle “oe” is calculated between 23° to 68.8° or between 11.5° to 34.4° .  
           [0037]    The conventional cable, wire or rope pulley for crane and winch can serve as deflecting pulley. The space-saving deflecting pulleys are suitable for all vehicle doors  8 ,  8 S to  8 Y, the vehicle body  10  and vehicle floor  13 . The calculated force “F x ” of 6000 N, the undetermined forces “F z ” and “F y ” are distributed at the circumference of the driver-door jammed in the passenger compartment. Nowadays, the hinge is provided with grease lubrication to lower friction, so the friction coefficient “μ” may be equal to 0 1. Let the pair of hinges  5 ,  5   1 ,  5   2  and the door lock  14 , shown in FIGS. 1, 15, be uniformly loaded by “F x ”, “F y ” and “F z ”, the tensile force of each hinge is obtained from  
           Eq. (1): Z 1u =Z 2u =Z 3 =(0.1 F y +F z )/3+F zE +200 N  
           Z 1u =Z 2u  =0 1 F 1y +f zE +200N  
           [0038]    Because the mating hinge members 5.1, 5.2 support each other in z-direction, the force “F 1z ” has no influence on the magnitude of “Z 1u ” and “Z 2u ” when the pin is detached. When being assembled the hinge pin is compressed into the holes of both hinge members. Accordingly, a tensile force “F zE ” must be applied for the detachment thereof. The addition of both tensile forces yields the tensile force “Z.” of the door-detachment device  15  to detach the vehicle door  8   j    
           Eq. (2): Z z =Z 1u +Z 2u =0.2 F 1y +2 F zE +400N.  
           [0039]    This total force “Z z ” is lower than “f”, shown in FIG. 14,  
           [0040]    A2 Decrease of Tensile Forces  
           [0041]    The wires  2 ,  2 S,  2 U,  2 Y of the jammed vehicle doors are provided with sites of predetermined fracture, so the fracture occurs upon the increase of the tensile force. This feature enables an injured passenger to rescue himself by detaching the series-connected, less deformed vehicle doors  8 ,  8 S of co-driver side and the other  8 U,  8 Y, shown in FIG. 36, even though a gear to lower the tensile force is not implemented. Evidently, the medical care as well as the salvage can be performed far more easily, when all the vehicle doors  8 ,  8 S are detached, through which the rescue workers have free access to the passengers.  
           [0042]    A gear consisting of gear wheels is too expensive for a single rescue operation. Far cheaper is the use of a gear G 1  having deflecting pulleys characterized by the parameters such as friction coefficient “μ”, number of turns “i” and/or reduction-ratio “r 2 /r 1 ” (FIG. 12). The tensile force is governed by the equation of wire friction:  
           Eq. (3): Z n =Z t /e μoe =Z i /e 2pμi , where p=3.141 is.  
           [0043]    Let be μ=0.15 for steel, i=3 and Z t =1000 N+Z G  for the jammed driver-door  8 , deformed tailgate door  8 , deformed hood  8 U and the other noon-deformed doors and be set in Eq. (3), which is rewritten into  
           Eq. (4): Z n =59.2 N+0.059 Z G .  
           [0044]    Exemplified by a belt would about a cast iron, the friction coefficient “V” is increased up to 0.4 to 0.5 when the wire  2   n,    2   n  of gear G 1  is surrounded by hose  9 . 8 . For μ=0.3, Eq. (4) changes into  
           Z n =3.5 N+0.0035 Z G .  
           [0045]    Thanks to the reduction-ratio “r 2 /r 1 ” of another gear G 2 , shown in FIG. 13, the decrease of tensile force is governed by the following equation  
           Eq. (5): Z n =(r 1  Z t )/(r 2  e 2pμ (t   1   +1   2   ) ).  
           [0046]    For r 2 /r 1 =2.1,i 1 =2 and i 2 =3 the force “Z n ” is calculated:  
           4.3 N+0.0043 Z G  for μ=0.15,  
           0.89 N+0.00089 Z G  for μ=0.2 and  
           0.038 N+0.00004 Z G  for μ=0.3.  
           [0047]    Is “Z G ” as big as “Z t ”, the tensile force is extremely low, hence, an injured passenger still has the strength to exert force in order to rescue himself and the other injured passengers out of the vehicle despite the four heavy vehicle doors.  
           [0048]    When the series-connected vehicle doors  8 ,  8 S of driver side are jammed, “F y ” is large, hence, an injured passenger must apply larger tensile force.  
           [0049]    A3 Tensile Forces in Opposite Direction The upper and lower pin of the hinge  5   i  of vehicle door  8 ;, shown in FIG. 21, can be detached by the tensile force “Z 1u ” and “Z 1o ”, so the tensile force “Z z ” of door-detachment device  15   i  to detach door is governed by the equation of wire friction  
                   Eq   .                (   6   )       :     Z   z       =       Z   z     /     e   c     2      p                 μ                 i                     =       (       Z     1      u       +     Z     1      o         )     /       e                  a                 c         2      p                 μ                   (     i   +              i     )         .                                         
 
           [0050]    The force “Z z ” is substantially lower than “Z z ”according to Eq. (2), where “i a ”, “i b ” and “i c ” are the number of turns of deflecting pulley  32   a ,  32   b  and  33  and “i a ” is “i b ”. The number of turns is arbitrary. The twin-deflecting pulley  32  comprises two deflecting pulleys  32   a  and  32   b  which rotate in opposite direction “a” and “b”.  
           [0051]    The tensile force “Z z ” is further reduced by the increase of the friction coefficient when the wire is surrounded with the hose  9 . 8 .  
           [0052]    A4 Decrease of Deflection by Detachment of Two Hinge-pin Members  
           [0053]    Two hinge-pin members  6   go,    6   gu  of hinge  5   g  are force-locking connected by two coupling members  6 . 1   o,    6 . 1   u  to a pair of guide tubes  6 . 5   o,    6 . 5   u , movable into each other, shown in FIGS. 17, 18. Both these hinge-pin members have the function of the hinge pin  6   g  to form-locking connect the body-hinge member  5 . 1   g , fastened to the vehicle body  10 , with the door-hinge member  5 . 2   g,  fastened to the door  8 . When pulling the tie rod  2   g  a pair of upper swinging arms  6 . 2   o  compresses the coupling member  6 . 1   o  upward and a pair of lower swinging arms  6 . 2   u  the coupling member  6 . 1   u  downward, thereby resulting in the detachment of the door-hinge member  5 . 2   g  from both hinge-pin members. However, the form-locking connection of both guide tubes remains intact.  
           [0054]    This feature has the advantages that  
           [0055]    the deflection of two hinge-pin members is shorter about “L 1 ” or “L 2 ”;  
           [0056]    the tensile forces “Z ju ” and “Z jo ”, exerted in the opposite direction, are neutralized;  
           [0057]    the disengagement of two hinge-pin members from the hinge member  5 . 2   g  can be determined either with or without time delay. If the upper pails  6 . 1   o,    6   go,    6 . 5   o  and the lower parts  6 . 1   u ,  6   gu ,  6 . 5   u  are identical, the disengagement occurs without time delay;  
           [0058]    the guide tubes, movable into each other, perform the function of guidance during the detachment of the pin and  
           [0059]    the chance for a successful rescue increases thanks to the decrease of time associated with the decreased deflection “w e ”of pin detachment from L e =37.5 mm to L 3 =25 mm, about 33.3% for Opel Astra.  
           [0060]    A5 Decrease of Deflection by Guidance of Eyes of Hinge Members  
           [0061]    During the detachment of the pin the eyes of hinge member  5 . 2   h  to  5 . 2   j,  shown in FIGS.  19  to  24 , are guided by a pair of supporting arms  5 . 4   h  of the other hinge member  5 . 1   h  or by supporting arm  5 . 4   i,    5 . 4   j  of the other hinge member  5 . 1   i ,  5 . 1   j.  Concerning the hinge detachment the time and tensile force are decreased because  
           [0062]    the supporting length “L 2 ” is smaller;  
           [0063]    during the detachment of the pin the force “F 1xy ” is sustained by the pair of supporting arms or by the supporting arm; and  
           [0064]    the sliding supporting arm  5 . 4   i,    5 . 4   j  or the slide retainer  5 . 3   h  is pulled by a low tensile force of “μF 1y ”, after the hinge pin has been detached. Under load of force “F 1xy ” the hinge members  5 . 2   h  to  5 . 2   j  of the vehicle door move thus resulting in a door detachment, shown in FIG. 20.  
           [0065]    A6 Decrease of Time and Force by Hinge Detachment  
           [0066]    Forces “F 1x ” and “F 1y ” are imposed not on the expanding piece  3   a  to  3   f  (FIGS.  2  to  11 ), but on the surface of the inner cylinder of hinge member  5 . 1   c  (FIG. 5). For the purpose of hinge detachment the hinge member  5 . 1   a  to  5 . 1   f  must be expanded, hence, its stiffness is significant for the magnitude of the tensile force “Z 1 ”, “Z 20 ”, “Z 1u ”, “Z 1o ” of the wire thereof. Evidently, the tensile force is independent of the forces “F 1x ”, “F 1y ” and “F 1z ”, shown in FIG. 1, hence, the expansion of both hinge legs  5 . 11   a  to  5 . 11   f ;  5 . 12   a  to  5 . 12   f  or the fracture of hinge member  5 . 1   a  to  5 . 1   f  is achieved by a very low tensile force upon  
           [0067]    translatory movement of expanding pin  3   a  to  3   c,  the end portion  3 . 2   a  to  3 . 2   c  of which, shown in FIGS.  2  to  5 , has a conical shape;  
           [0068]    rotatory movement of expanding wheel  3   d  to  3   e,  the rim of which, shown in FIGS.  6  to  10 , has an increasing thickness “t 1 ”; or  
           [0069]    rotatory movement of expanding wheel  3   f , having a side with slope angle “oe o ”, showning in FIG. 11. To save costs the hinge member  5 . 1   a  to  5 . 1   f  can be made of a component by extrusion, depth extrusion or casting.  
           [0070]    After the expanding pin  3   a  his been moved by the tensile force “Z 20 ” of wire  20   a  until its stop ring  3 . 3   a  with the largest diameter “d 3 ” (FIG. 2) takes effect the wire  2   a  must be pulled to detach the pin. The pulling operation of two wires in succession raises the problem of synchronization, which can be resolved by  
           [0071]    wire  2   b,  consisting of two wire portions having a clearance to permit the expansion or fracture of the hinge member where, at first, the expanding pin  3   b  is moved by pulling the second wire portion. In case of expansion of the hinge member the wire  2   b  of hinge pin  6   b  is further pulled to detach the pin;  
           [0072]    wire  20   c,  by the tensile force “Z 20 ” of which the expanding pin  3   c  (FIG. 4) is moved to fracture the hinge member;  
           [0073]    rotatable, expanding wheel  3   d  to  3   f  to expand and/or to fracture the hinge member. The angle “oe 1  is arbitrary, but chosen about 270° (FIG. 8). The tensile force of Eq. (3) is substantially decreased in conjunction with larger angle; or  
           [0074]    a pair of sites of predetermined fracture, arranged to the upper and lower surface of hinge member  5 . 1   c  to  5 . 1   f,  facing each other, in the region “s” to “s s ”, shown in FIGS. 4, 7 to  11 . The stiffness of the hinge member, weakened by the sites of predetermined fracture “s s ”, is increased by enlarging the outer diameter “D” of the hinge (FIG. 5).  
           [0075]    A7 Flying-off Vehicle Doors  
           [0076]    Due to the sudden detachment of door great energy is released. The vehicle doors, loaded thereby, flies off, thus endangering the life of the rescue workers. Hence, a catch band  1 ,  1 S to  1 U (FIGS. 1, 3,  14 ) or catch pin  1   d  (FIGS.  6  to  8 ) is invented to prevent the vehicle door from flying off. To disassemble the vehicle door, after the operation of door detachment has been performed,  
           [0077]    the catch band  1  is cut or  
           [0078]    the tension spring  1 . 3   d  is pressed in to release the catch pin  1   d  from a doorstop retainer  1 . 2   d . The catch pin  1   d  further serves as a member of a doorstop which keeps the opened door in position “O 1 ”, “O 2 ” or “O 3 ”.  
           [0079]    A8 Activate a Freewheeling Device to Detach Door  
           [0080]    To save costs the sensors  84 A to  84 C,  84 F,  84 G of front and side airbags  85 A to  85 C, belt pretensionier  91 . 9 ,  91 . 9 S and clamping device of a belt retractor  92  can further be used. However, these sensors are incapable of measuring the acceleration in the event of rear collision of rollover. MB convertible of the upper class is provided with a rollover bar ref. to U.S. Pat No. 5,284,360 (DE 4130470 C1). To protect passenger in the event of rollover the rollover bar  93  (not drawn) is activated by sensor  84 H (not drawn).  
           [0081]    In order to more accurately sense the acceleration in x-, y- and z-direction the new 3-D sensor, reported by the Fraunhofer Magazine 4/1997, is recommended for use.  
           [0082]    Because trains travel only in one direction, one sensor  84 D is sufficient to sense the acceleration in front or rear collision.  
           [0083]    A temperature sensor  84 D is provided for sensing the fire  66  in the engine compartment  65  due to the fissure of gasoline line, in the motor vehicle due to the explosion of the tank or in the train A freewheeling device  50 ,  50   a  of door-detachment device, shown in FIGS. 30, 36, can be activated only in an accident in order to prevent theft in the vehicle. When an accident does not occur and the door-release levers  86 ,  88 A to  88 D,  91 . 1 ,  91 . 1 S,  91 . 2 S are operated, the wires  2   n   1  to  2   nn  move, but the wire  2   n,  shown in FIGS.  26  to  29 ,  31 ,  32 , does not. The freewheeling device is in the state of non-lock and the function of the doors remains unaffected.  
           [0084]    Contrarily, in an accident the sensor activates a motor  51 . 5  (not drawn) to rotate a coupling casing  51 ,  51   a,  having control edges  51 . 2   x ,  51 . 2   y,    51 . 2   z,  about the z 1 -axis in rotating direction “D 1 ”, shown in FIGS.  27  to  29 . When rotating about angle “β 1 ”, shown in FIG. 30, the control edges  51 . 2   z  are in contact with both spacers  50 . 14 , whose shaft  50 . 5  is biased by springs  50 . 11 . Both end portions of shaft  50 . 7  snap into the oblong holes  50 . 2   v  of both leaf springs  50 . 2  and engage thereto. The freewheeling device is in the state of lock. Hence, the wire  2   n  is loosely connected to the wires  2   n   1  to  2   nn.  After the round retaining segments  51 . 2   u  have been rotated about angle “βB 1 ” or further, the operation of pulling one of the latter triggers the movement of the shafts  50 . 7 ,  50 . 5 ,  50 . 3  along the oblong holes  50 . 13  and the detachment of doors.  
           [0085]    If for safety reasons the power supply of a car battery  89 , shown in FIGS. 33, 36, must be cut off in an accident, the power supply can be ensured, for example, by rechargeable batteries  89   a  (not drawn), connected to the current circuit.  
           [0086]    Additional switches and levers serving as door-release levers would confuse the passengers, usually disoriented due to shock in an accident, the present vehicle parts, already installed, such as switches, swinging arms and levers lend themselves for further use in association with spoken instructions. Upon the evaluation of the vehicles in the accidents, the deformation of the steering wheel and the space for the feet as well as the intrusion of pedals have been observed. For this reason the further use of the Mercedes Benz-foot brake lever (not), brake pedal  82 , clutch pedal  81 , steering wheel  80  and switches (not drawn) on the dash board (instrument panel), shown in FIG. 36, is ruled out.  
           [0087]    In order to maintain manufacturing costs as low as possible and the custom ways such as a passenger steps out of the vehicle, the following vehicle parts, the respective functions of which remain unaffected, are adapted to the operation of door detachment:  
           [0088]    hand-brake lever  86 , accessible for all passengers. Due to the connection of the hand-brake lever  86  with the brake wire  86 . 3  and auxiliary wire  86 . 2 , a gear G 3  foor dual operation “hand braking and door detachment” must be provided with an adjusting mechanism. With regard to the reduction-ratio “c 2 /(c 1 +c 2 )” the distances of both wire rings  86 . 6 ,  86 . 7  to the z 2 -axis are adjusted by moving along their respective members  73 . 2 ,  73 . 4 . Later on, both wire rings are secured on the swinging arm  73  by tightening two pairs of nuts  73 . 3 ,  73 . 5 . Only when the freewheeling device is actuated in an accident does the rotation of the hand-brake lever about the x 2 -axis result in the dual operation of  
           [0089]    a hand-brake lever about the rotating angle “β” and  
           [0090]    a door detachment about a rotating angle up to “β”;  
           [0091]    press button  91 . 2 ,  91 . 2 S of buckle assembly  91 ,  91 S, when depressed, the release wire  91 . 3  is pulled to switch on a motor  91 . 7 , supplied with current by the sensor  84 A to  84 H in an accident;  
           [0092]    release button  91 . 1 ,  91 . 1 S of buckle assembly  91 ,  91 S, when depressed, the seat belt  90 ,  90 S is disengaged from the buckle assembly and the release wire  91 . 3  is pulled to switch on a motor  91 . 7 , supplied with current by the sensor  84 A to  84 H in an accident; and/or  
           [0093]    door-release levers  88 A to  88 D.  
           [0094]    A vehicle, travelling along a mountain, is laterally rammed by a truck, where both vehicles become entangled. To proceed with the rescue work the rescue workers must find an entry to the deformed car, thus, wasting precious time and deteriorating the chance to survive. For this reason, at least one entry to the door-release lever must always be accessible, shown in FIG. 36:  
           [0095]    door-release levers  88 A,  88 B Right-hand drive vehicle is constructed with a tank-space  77 R for a tank filling tube  87 . 1  incl a tank cap  87 . 2  or left-hand drive vehicle with a tank-space  77 L. Preferably, both tank-spaces  77 R,  77 L are exploited to house both door-release levers.  
           [0096]    One of which is always accessible in a side collision, for example, into a bridge column;  
           [0097]    door-release lever  88 C, arranged to the vehicle floor, which is always accessible when the vehicle lies on its roof on a road; and  
           [0098]    door-release lever  88 D to open the trunk cover  8 Y. To realize two functions of this handle, a reduction-ratio by means of a swinging arm  73 , similar to the swinging arms  74 , is needed  
           [0099]    A9 Independent Door-detachment Devices  
           [0100]    For ships and aeroplanes both centralised embodiments are too intricate and expensive due to long distance between the door-release levers and the doors as well as emergency doors and due to many door-release levers of the seals, for example 600 seats of Airbus A380. In order to resolve this problem the doors, being far from each other, are equipped with independent door-detachment devices (FIG. 37).  
           [0101]    A10 Visible and Audible Warning System  
           [0102]    Despite the label, showing that the vehicle, involved in an accident, is equipped with a door-detachment device, rescue workers encounter the problem, when it is dark, to find the vehicle and its door-release levers as well as to operate them. Is the warning device not switched on, aggressively driven vehicles pose a threat to the rescued passengers and/or the rescue workers. When the vehicle bursts into flames due to crack of gasoline supply and/or explosion of gasoline tank there is a danger of panic among the passengers who no longer have the full power of perception to find and operate the door-release levers, thus being in despair and making an attempt to open the doors in common way. Due to great consumption of oxygen by fire there is not much time left for the rescue operation by the passengers themselves or by the rescue workers. The door-detachment device remains unused. Consequently, there is a need for a visible and audible warning system  70 ,  70   a  to  70   c,  shown in FIGS.  33  to  37 , to give the passengers and/or rescue workers  
           [0103]    information about the location of the door-release levers by warning lights  4   a  to  4   n  and the location of the vehicle, involved in an accident, by warning lights  4   a  to  4   d  and  
           [0104]    instruction of how to operate the door-release levers by loudspeakers  7   a  to  7   n  and/or loudspeakers of cellular phone, cell phone or phone. The flashing of the warning lights  4   a  to  4   d  draws the attention of the drivers of oncoming vehicles. The car-, train- and aeroplane manufacturer can make its own decision for switching on the warning device during the accident, at the start thereof or when the event thereof is over. Advantageously, the warning device is switched on at the start of the accident because the passengers have the full power of perception or orientation and more time is available for the drivers of oncoming vehicles.  
           [0105]    Cell phone, radio and/or navigator, serving as reliable audible warning system, is automatically switched on by  
           [0106]    current, supplied in the current circuit in the accident, or  
           [0107]    activating the switch, connected to a main current circuit, in the accident. 
       
    
    
     BRIEF DESCRIPTION OF THE DRAWINGS  
       [0108]    A number of embodiments, other advantages and features of the present invention will be described in the accompanying drawing with reference to the xyz global coordinate system:  
         [0109]    [0109]FIG. 1 is a perspective view of the 1st embodiment of a hinge  5 , under load of “F 1 ”, a hinge member  5 . 1  of which is fastened to the vehicle body  10  and the other hinge member  5 . 2  to the vehicle door  8 , where both hinge members are loosely connected by catch band  1  and a hinge pin  6  or  6   o is provided with a wire  2  or  2   o .  
         [0110]    [0110]FIG. 2 is a perspective view of the 2nd embodiment of a hinge member  5 . 1   a,  subdivided into two hinge legs  5 . 11   a,    5 . 12   a,  between which a longitudinally movable, expanding piece  3   a  with a stop ring  3 . 3   a  is located.  
         [0111]    [0111]FIG. 3 is a perspective view of the 3rd embodiment of a hinge member  5 . 1   b,  subdivided into two hinge legs  5 . 11   b,    5 . 12   b,  which are loosely connected by catch band  1  and between which a longitudinally movable, expanding piece  3   b  is arranged.  
         [0112]    [0112]FIG. 4 is a perspective view of the 4th embodiment of a hinge member  5 . 1   c,  subdivided into two hinge legs  5 . 11   c,    5 . 12   c,  between which a longitudinally movable, expanding piece  3   c  is arranged and sites of predetermined fracture are arranged to upper and lower surface of which in the region from “s” to “s s ”.  
         [0113]    [0113]FIG. 5 is a cross-sectional view of the hinge member  5 . 1   c,  loaded by “F 1x ” and “F 1y ”, along the line A-A of FIG. 4  
         [0114]    [0114]FIG. 6 is a perspective view of the 5th embodiment of a hinge  5   d,  two hinge members  5 . 1   d,    5 . 2   d  of which are loosely connected by catch band  1   d  and a rotatable, expanding piece  3   d  of which is inserted between two hinge legs  5 . 11   d,    5 . 12   d.    
         [0115]    [0115]FIG. 7 is a top view of a doorstop with the hinge  5   d,  when the door is kept open in position “O 1 ”, “O 2 ” or “O 3 ”, according to the arrow C of FIG. 6.  
         [0116]    [0116]FIG. 8 is a side view of the doorstop, when the door is opened in position “O 3 ”, according to the arrow D of FIG. 7.  
         [0117]    [0117]FIG. 9 is a schematic, perspective view of the 6th embodiment of a hinge member  5 . 1   e  having a retaining pin  3 . 1   e  and rotatable, expanding piece  3   e.    
         [0118]    [0118]FIG. 10 is a cross-sectional view of the hinge member  5 . 1   e  along the line B-B of FIG. 9.  
         [0119]    [0119]FIG. 11 is a cross-sectional view of the 7th embodiment of a hinge member  5 . 1   f  having a hinge leg  5 . 11   f  inclined about “oe o ”.  
         [0120]    [0120]FIG. 12 is a perspective view of the 1st embodiment of a gear G 1  to lower the tensile force “Z t ” and of the embodiment of a latch device equipped with a blocking shaft  11 .  
         [0121]    [0121]FIG. 13 is a perspective view of the 2nd embodiment of a gear G 2  to lower the tensile force  
         [0122]    [0122]FIG. 14 is a perspective view of a vehicle equipped with the hinges  5 ,  5 S,  5 T,  5 U, catch bands  1 ,  1 S,  1 T,  1 U and swinging flap  87 A, where the vehicle doors  8 ,  8 S, tailgate door  8 T and hood  8 U are loaded by “F”, “F s ”, “F T ” and “F U ”.  
         [0123]    [0123]FIG. 15 is a side view of a vehicle, where the head  60 . 1  of the driver is jammed between the door  8   j  and roof  10 . 1 .  
         [0124]    [0124]FIG. 16 is a side view of a vehicle on fire.  
         [0125]    [0125]FIG. 17 and  18  are schematic, perspective views of the 8th embodiment of a hinge  5   g , the coupling members  6 . 1   o ,  6 . 1   u  of which force-locking connect two hinge-pin members  6   go,    6   gu  to a pair of guide tubes  6 . 5   o,    6 . 5   u,  one of which telescopes into the other.  
         [0126]    [0126]FIG. 19 is a perspective view of the 9th embodiment of a hinge  5   h,  the supporting arms  5 . 4   h  of which are sustained by slide retainer  5 . 3   h  and form-locking connected to the eyes of a hinge member  5 . 2   h.    
         [0127]    [0127]FIG. 20 is a top view of the hinge  5   h,  the hinge member  5 . 2   h  of which is loaded by “F 1xy ”, according to the arrow H of FIG. 19.  
         [0128]    [0128]FIG. 21 is a perspective view of the 10th embodiment of a hinge  5   i , a supporting arm  5 . 4   i  of which, longitudinally movable in the hinge member  5 . 1   i,  sustains the eyes of a hinge member  5 . 2   i,  and the embodiment of the deflecting pulleys  30 ,  32 ,  33 , wires  2 ,  2   iu,    20   i,    21   i,  a wire  2   io  of the lower hinge  5   io  of the vehicle door  8 ; and the common wire  2  of a door-detachment device  15   i.    
         [0129]    [0129]FIG. 22 is a top view of the hinge  5   i,  the hinge member  5 . 2   i  of which is loaded by “F 1xy ”, according to the arrow I of FIG. 21.  
         [0130]    [0130]FIG. 23 is a cross-sectional view of the hinge member  5 . 1   i , in which the supporting arm  5 . 4   i  is secured by retaining pin  25   i,  a long the line J-J of FIG. 21.  
         [0131]    [0131]FIG. 24 is a perspective view of the 11th embodiment of a hinge  5   j,  a supporting arm  5 . 4   j  of which, longitudinally movable along a hinge member  5 . 1   j,  sustains the eyes of a hinge member  5 . 2   j.    
         [0132]    [0132]FIG. 25 is a perspective view of the 1st embodiment of a door-release lever  86  and the 3rd embodiment of a gear G 3  for the dual operation “hand braking and door detactment”.  
         [0133]    [0133]FIG. 26 is a perspective view of the gear G 1  having an entrance wire  2   n,  exit wire  2   n  and of a freewheeling device  50  with exit wires  2   n   1  to  2   nn.    
         [0134]    [0134]FIGS. 27 and 28 are perspective views of the 1st and 2nd embodiment of the freewheeling device  50 , having a U-shaped coupling casing  51  and of the freewheeling device  50   a,  having a U-shaped coupling casing  51   a  in the state of non-lock (freewheeling).  
         [0135]    [0135]FIGS. 29 and 30 are top views of the freewheeling device  50 , having a U-shaped coupling casing  51  in the state of non-lock and lock, according to the arrow E of FIG. 27.  
         [0136]    [0136]FIG. 31 is a cross-sectional view of the freewheeling device  50 , having the U-shaped coupling casing  51  in the state of on-lock along the line F-F of FIG. 29.  
         [0137]    [0137]FIG. 32 is a cross-sectional view of the 3rd embodiment of a freewheeling device  50   b,  having a U-shaped coupling casing  51   b  in the state of non-lock along the line F-F of FIG. 29.  
         [0138]    [0138]FIG. 33 is a perspective view of the 2nd and 3rd embodiment of a door-release lever  91 . 1  and  91 . 1 S as well as the 1st embodiment of a warning system  70 .  
         [0139]    [0139]FIG. 34 is a perspective view of the 2nd embodiment of the members  71   a,    72   a  of a warning system  70   a.    
         [0140]    [0140]FIG. 35 is a perspective view of the 3rd embodiment of the members  71   b,    72   b  of a warning system  70   b.    
         [0141]    [0141]FIG. 36 is a perspective view of the 1st to 7th embodiments of a door-release lever  86 ,  91 . 1 ,  91 . 2 S,  88 A to  88 D, the 1st embodiment of a rescue system  55 , equipped with sensors  84 A to  84 G, the gear G 1 , the freewheeling device  50 , the door-detachment device  15 ,  15   a  to  15   j  and the warning system  70  and of a vehicle whose contour is defined by the doors  8 ,  8 S,  8 U,  8 Y, a front bumper  12 V and rear bumper  12 H.  
         [0142]    [0142]FIG. 37 is a view of the 3rd embodiment of a rescue system  55   c  of a transport system. 
     
    
     DESCRIPTION OF THE PREFERRED EMBODIMENTS  
       [0143]    Beyond doubt, the function of the door-detachment device is well described in the preferred embodiments of the prior art. However, in the scope explanation of how to manufacture and assemble the parts thereof in the motor vehicle is omitted, hence, the aforementioned problems related thereto remain undetected. One of the objects of the present invention, aforementioned, is to use the existing parts of transport systems. Hence, all subjects regarding assembling, manufacturing and using parts thereof must be taken into account when the function of the rescue systems and process to assemble them are described in order to give readers a better understanding thereabout and avoid failure in assembling, manufacturing and real-world accidents.  
         [0144]    The features are applicable for trains, commuter trains, ships, boots, aeroplanes and motor-vehicles (car equipped with all arbitrary number of vehicle doors, truck, bus, van etc.). The advantage of the force-locking connection of the hinge member  5 . 1 ,  5 . 1   a  to  5 . 1   j  with the vehicle body  10  and of the other hinge member  5 . 2 ,  5 . 2   a  to  5 . 2   j  to the vehicle door  8 ,  8 S to  8 Y is attributed to the stiffness of vehicle body, which is far larger than that of the vehicle door, thus more suitable for the accommodation of the door-detachment device, which is better protected against the deformation. The arrangement of both hinge members can be exchanged to the respective vehicle members, however, this has the following disadvantages:  
         [0145]    The door-detachment device, installed in the vehicle door, fails when being totally deformed by great impact energy. Moreover, no space is left to house the door-detachment device, because the cavity of the vehicle door must accommodate a side airbag, an electrical window-pane regulator, loudspeakers  7   e,  a door lock with anti-theft device and reinforcing elements  8 . 1 .  
         [0146]    In the 1st embodiment of a hinge, shown in FIGS. 1, 14 to  16 ,  36 , the vehicle door  8 ,  8 S, reinforced by reinforcing elements  8 . 1 , is rotatably attached to the A- or B-post section of the vehicle body  10  via at least two conventional hinges  5 ,  5 S. For the purpose of receiving wires  2 ,  2   o  the hinge pins  6 ,  6   o  must be prolonged (FIGS. 1 and 15). The wire  2   o  connects both hinge pins  6 ,  6   o , where the wire  2  for the door detachment is fastened to a 2nd bore of the hinge pin  6  of lower hinge  5   2.  This cost-effective, simple feature of the door-detachment device  15 ,  15   a  to  15   j  of the vehicle door  8 ,  8 S to  8 Y, resolving the aforementioned drawbacks of DE 197 43 965 A1, DE 89 14 921 U1 and U.S. Pat. No. 5,011,215, ensures two principle functions of the doors to protect passengers in an accident and items, stored inside thereof, when the doors are closed and to transmit impact energy to members of vehicle body, exemplified by EP 0869878 B1.  
         [0147]    In the 2nd to 4th embodiments of the hinge, shown in FIGS.  2  to  5 , the wire  2   a  to  2   c  with ball  2 . 2   a  to  2 . 2   c  is projected through the hole of hinge pin  6   a  to  6   c  for the purpose of pin detachment and/or fracture of the hinge. To dampen noise a soundproofing material  3 . 5   a  to  3 . 5   c  is recommended for use on the cylindrical member  3 . 1   a  to  3 . 1   c  of longitudinally movable, expanding element  3   a  to  3   c,  which is located on two cylindrical surfaces of the both hinge legs  5 . 11   a  to  5 . 11   c  and  5 . 12   a  to  5 . 12   c  and biased thereby.  
         [0148]    The conical member  3 . 2   a  to  3 . 2   c,  determined by “d 1 ”, “d 2 ” and “L d ”, is of significance for the expansion of both hinge legs. The hinge pin, when detached, deflects in a length of “L n ”, hence, the cylindrical member  3 . 4   b  must be designed with a length of L m &gt;L n . Alternately, the expansion of both hinge legs in response to the movement of conical member can be designed to fracture the hinge member  5 . 1   a  to  5 . 1   c,  provided with sites of predetermined fracture “s”, shown in FIG. 4.  
         [0149]    In the 5th to 7th embodiments of a hinge, shown in FIGS.  6  to  11 , the retaining pin  2 . 1   d  to  2 . 1   f  of wire  2   d  to  2   f  is projected into the retaining hole of rotatable, expanding wheel  3   d  to  3   f.  This expanding wheel with soundproofing proofing material  3 . 5   d  to  3 . 5   f  is inserted between both hinge legs  5 . 11   d  to  5 . 11   f  and  5 . 12   d  to  5 . 12   f,  biased thereby and rotatably attached by bolting a retaining pin  3 . 1   e,    3 . 2   f  to the hinge leg  5 . 12   e,    5 . 12   f  or a catch pin  1   d  to the hinge leg  5 . 12   d  and nut  1 . 1   d.  The expansion of both hinge legs resulting in a pin detachment and/or fracture of hinge member  5 . 1   d  to  5 . 1   f,  provided with sites of predetermined fracture “s”, is determined by the thickness “t 1 ”of the rim of expanding segment  3 . 2   d,    3 . 2   e  in dependence on the rotating angle “oe 1 ”, shown in FIGS. 8 and 9, or the slope angle “oe o ” of expanding wheel  3   f  and of hinge leg  5 . 11   f,  shown in FIG. 11.  
         [0150]    In order to save costs, parts and space the door detachment device serves as a doorstop with dual function, catching the flying-off vehicle door and keeping door open, which comprises a doorstop retainer  1 . 2   d,  a tension spring  1 . 3   d.  fastened to the hinge member  5 . 2   d  by two pins  1 . 4   d,  and a catch pin  1   d.  A downward-directed portion  1 . 6   d  of catch pin  1   d,  biased by tension spring  1 . 3   d,  engages in one of the cut-outs of the doorstop retainer  1 . 2   d  in position of “O 1 ”, “O 2 ” or “O 3 ” to keep the vehicle door open. The range of door-opening is limited by the contact of both surfaces Fb with the stop pills  5 . 3   d  in the position “O 3 ”. When closing the door to the position “C”, the hinge member  5 . 2   d,  having an aperture, into which the catch pin  1   d  moves, is rotated.  
         [0151]    In the 8th embodiment of a hinge, shown in FIGS.  17  to  18 , two pin-members  6   go,    6   gu  of hinge pin  6   g  and a pair of guide tubes  6 . 5   o,    6 . 5   u,  one of which telescopes into the other, are fastened to the respective coupling members  6 . 1   o,    6 . 1   u,  that are connected to each other by slide shoe  6 . 4 , a pair of upper swinging arms  6 . 2   o  a pair of lower swinging arms  6 . 2   u  and four pins  6 . 3 . After having projected through the slide shoe  6 . 4  and hinge member  5 . 1   g  the tie rod  2   g  is secured by retaining ring  2 . 1   g,  also, acting as a stop ring, and the slide shoe  6 . 4  is secured by pin  6 . 6 . Owing to a form-locking connection of the hinge-pin members ( 6   go,    6   gu ) with a hole of the upper and lower hinge-pin flange ( 5 . 1   go ),  5 . 1   gu ) and of the upper guide tubes ( 6 . 5   o ) with a hole of the upper and lower guide-tube flange ( 5 . 1   go,    5 . 1   gu ) the pulling of tie rod  2   g  up to the stop ring  2 . 1   g  gives effect to a movement of the coupling members  6 . 1   o,    6 . 1   u,  whereby the hinge member  5 . 2   g  is detached from both pin-members  
         [0152]    In the 9th to 11th embodiments of a hinge, shown in FIGS.  19  to  24 , the wire  2   h  to  2   j  with ball  2 . 2   h  to  2 . 2   j  is projected through a dirt guard  2 . 6  with sites of predetermined fracture “s” and through the hole of hinge pin  6   h  to  6   j.    
         [0153]    In the 9th embodiment both supporting arms  5 . 4   h  are secured by the heads of both round head rivets  5 . 5   h,  inserted into the retaining holes  5 . 31   h  of slide retainer  5 . 3   h,  sliding along a pair of surfaces  5 . 6   h.    
         [0154]    In the 10th to 11th embodiments (FIGS. 21, 23,  24 ) the hinge member  5 . 1   i,    5 . 1   j,  slidable in or on the supporting arm  5 . 4   i,    5 . 4   j,  is secured by retaining pin  25   i,    25   j  with knurled head  25 . 1   i,    25 . 1   j,  projected therein.  
         [0155]    The rotatable connection of the mating hinge members  5 . 1   h  to  5 . 1   j  and  5 . 2   h  to  5 . 2   j  is ensured by the hinge pin  6   h  to  6   j  and the contact of both eyes of hinge member  5 . 2   h  to  5 . 2   j  with the supporting arms  5 . 4   h  or the supporting arm  5 . 4   i,    5 . 4   j  and a pair of circular segments  5 . 7   i,    5 . 7   j  of hinge member  5 . 1   h  to  5 . 1   j.  A round shape of retaining finger  5 . 41   h  improves the form-locking connection with the eye.  
         [0156]    The range of door-opening is limited up to the position “O 3 ” when both surfaces comes in the contact with the contact surfaces Fa of both supporting arms  5 . 4   h  or the contact surface Fa of supporting arm  5 . 4   i,    5 . 4   j.    
         [0157]    In the 9th embodiment the slide retainer  5 . 3   h  is, at first, removed by pulling the wire  20   h,  later on the pulling of wire  2   h  results in the fracture of the sites of predetermined fracture of the mud guard  2 . 6  and the removal of the hinge pin  6   h  from the hinge hole. Under load of “F 1xy ” both supporting arms  5 . 4   h  with hinge member  5 . 2   h  rotate about the common axis of both rivets  5 . 5   h  from position “P 0 ” to “P 1 ”, shown in FIG. 20, thus resulting in the hinge detachment.  
         [0158]    In the 10th and 11th embodiment the retaining pin  25   i,    25   j  is removed by pulling the wire  21   i,    21   j.  When pulling the wire  2   iu,    2   j  the sites of predetermined fracture of the mud guard  2 . 6  are fractured and the hinge pin  6   i,    6   j  is removed from the hinge hole. Finally, the supporting arm  5 . 4   i,    5 . 4   j  is removed by pulling the wire  20   i,    20   j,  thus resulting in the movement of the hinge member  5 . 2   i,    5 . 2   j,  shown in FIG. 22, as well as the hinge detachment.  
         [0159]    Taking the clearances for the operation of hinge detachment into consideration (FIG. 21) the wire  2   iu  of upper hinge  5   i  is joined to the wire  21   i  and the wire  20   i,  deflected by the deflecting pulley  30 , by bracket  2 . 1   i.  Similarly, the wire  2   io  of the lower hinge is defined. Both united wires  2   iu,   2   io,  deflected by the respective deflecting pulleys  32   a,    32   b,  are jammed together by bracket  2 . 3   i  to form a common wire  2 , which is deflected by deflecting pulley  33  to a common wire  2 , the tensile force “Z z ” of which is is greatly lowered in compliance with Eq. (6). Advantageously, only this single wire  2  must be pulled to detach the door from the vehicle body.  
         [0160]    In the 1st embodiment of a gear G 1 , shown in FIGS. 12, 26,  36 , the wire  2   n,    2   n  is wound about the deflecting pulley  9 . The tensile force “Z n ” is governed by Eq. (3). To allow the wire to move in direction “Z n ”, but not in direction “Z t ”, it is retained by bracket  2 . 3   a  in front of a hole of member  10 . 2  of vehicle body and by bracket  2 . 3   b  in front of a hole of the member  10 . 3  of vehicle body, shown in FIG. 12. Instead of two a single bracket  2 . 3   b  can be used.  
         [0161]    The wires  2   n   1  to  2   nn  of the door-release levers, in reference to the tensile forces “Z n1 ” to “Z nn ”, are jammed together by bracket  2 . 3   b.  Upon the increase of the friction coefficient associated with surrounding the wires with hose  9 . 8 , the tensile force “Z n ” is greatly lowered in compliance with Eq. (5).  
         [0162]    In the 2nd embodiment of a gear G 2  shown in FIG. 13 the retaining ball  2 . 4  of wire  2   n  is inserted into a hole of the first deflecting pulley  9 . 1   a  with radius “f” and the retaining ball  2 . 5  of wire  2   n  is inserted into a hole of the second deflecting pulley  9 . 2   a  with radius “r 2 ”, where r 2 &gt;r 1  is. The tensile force  37  Z n ” is governed by Eq. (5).  
         [0163]    In the 3rd embodiment of a gear G 3  in conjunction with the 1st embodiment of a door-release lever, shown in FIGS. 25, 36, a pipe  73 . 1  serves as a swinging arm  73 ,  74 , to the first end of which a threaded pin  73 . 2  is fastened and to the second end an eye screw  73 . 4 . To adjust the reduction-ratio the wire ring  86 . 6  of wire  2   n   1 , deflected by deflecting pulley  40 , is positioned along the threaded pin  73 . 2  and the wire ring  86 . 7  of auxiliary wire  86 . 2  is positioned along the eye screw  73 . 4 . Later on, both wire rings are secured by tightening two pairs of nuts  73 . 3 ,  73 . 5 , respectively. The auxiliary wire  86 . 2  is jammed to the brake wire  86 . 3  by bracket  86 . 4 . Upon insertion of a retaining pin  86 . 5  in the back portion of the hand-brake lever  86  the brake wire, deflected by deflecting pulley  86 . 1 , is connected thereto. When the freewheeling device  50 ,  50   a  is in the state of lock (non-freewheeling), the rotation of hand-brake lever  86  up to the angle “β” results in the dual operation “hand braking and door detachment”.  
         [0164]    To resolve the problem of U.S. Pat. No. 5,011,215, whose feature facilitates thefts and children to detach locked doors, the above-mentioned gear G 1 , G 2  is equipped with an undermentioned freewheeling device  50 ,  50   a  to  50   b  or a latch device, shown in FIGS. 12 and 13, having a blocking shaft  11 , longitudinally movable in the outer tube  11 . 1 , which is inserted into a hole on the front surface of deflecting pulley  9 ,  9 . 1   a,    9 . 2   a,  when the gear is locked, or pulled out of which, when the gear is disengaged.  
         [0165]    In the 1st to 3rd embodiment of the freewheeling device  50 ,  50   a  to  50   b,  shown in FIGS.  26  to  32 ,  36  comprises a distributor  49 ,  49   a  to  49   b  and a coupling casing  51 ,  51   a  to  51   b,  provided with a motor  51 . 5  (not drawn). In the distributor the entrance wire  2   n  is attached to the main exit wire  2   nn  or detached therefrom, where the main exit wire  2   nn  and complementary exit wires are jammed together to from exit wires  2   n   1  to  2   nn  by bracket  2 . 9 .  
         [0166]    The wire  2   n  is wound around the shaft  50 . 7 . The end portion thereof is jammed to the wire portion by bracket  2 . 8 . To allow the wire to move in direction “Z n ”, but not in direction “Z t ”, it is retained by bracket  2 . 7  or  2 . 3   b  in front of the hole of member  10 . 3  of the vehicle body, shown in FIGS. 12, 26. In another embodiment without bracket  2 . 8 , the bracket  2 . 7 , shown in FIG. 32, takes over this task.  
         [0167]    In the 1st embodiment of the freewheeling device, shown in FIGS. 26, 27,  29  to  31 ,  36 , the coupling casing  51  comprises a pair of control plates  51 . 2 , provided with control edges  51 . 2   x  to  51 . 2   z,  and a U-shaped holder  51 . 1 , force-locking connected to the control plates by four rivets  51 . 3 . A pair of round retaining segments  51 . 2   u  of coupling casing  51  is form-locking retained on the tube  50 . 1 . Upon the rotation of motor  51 . 5 , switched on in an accident, the retaining segments  51 . 2   u  are disconnected from tube  50 . 1  and the coupling casing  51  rotates about the z 1 -axis of shaft  50 . 9 , welded to the tube, in rotating direction “D 1 ”, shown in FIG. 27, 29. Upon the increase of the rotation of the coupling casing the control edges  51 . 2   z  make contact with the spacers  50 . 14  thereby reducing the height of the oblong holes  50 . 2   v  of both leaf springs. Upon rotation up to angle “β”, shown in FIG. 30, both end portions of shaft  50 . 7  are engaged with the oblong holes  50 . 2   v,  thus locking the freewheeling device. Upon further rotation of the round retaining segments  51 . 2   u  the shafts  50 . 3 ,  50 . 5 ,  50 . 7  are moved along the pairs of oblong holes  50 . 13  of tube  50 . 1  of distributor  49  in y-direction by pulling the wire  2   nn,  thus resulting in the door detachment.  
         [0168]    The end portions of shaft  50 . 7  of wire  2   n,  protruding through the oblong holes  50 . 13 , are secured by two retaining rings  50 . 8 .  
         [0169]    The end portions of shaft  50 . 5 , protruding through the oblong holes  50 . 13  and the holes of leaf springs  50 . 2 , are secured by a pair of spacers  50 . 14 , a pair of big washers  50 . 12  and a pair of retaining rings  50 . 6 , similar to  50 . 6  shown in FIG. 31. The end portions of shaft  50 . 3 , protruding to through the oblong holes  50 . 13  and the oblong holes  50 . 2   w  of leaf springs  50 . 2 , are secured by retaining rings  50 . 4 . A pair of springs  50 . 11 , rotatably attached to the shaft  50 . 9 , biases the shaft  50 . 7 , so that the spacers  50 . 14  are in contact with the control edges, the biased leaf springs  50 . 2 , in contact with the control plates  51 . 2 , lie over the ends of shaft  50 . 7  about the height “h 1 ” and the freewheeling device  50  is in the slate of non-lock. The tensioning force of the leaf spring depends on the height difference “h 2 ”.  
         [0170]    Owing to the round end portions  50 . 2   u,    50 . 2   x  the leaf springs  50 . 2  smoothly move along the tube.  
         [0171]    In the 2nd embodiment of the freewheeling device, shown in FIG. 28, the coupling casing  51   a  comprises a pair of control plates  51 . 2   a,  provided with control edges, and a U-shaped holder  51 . 1   a,  force-locking connected to the control plates by two pairs of round head rivets  51 . 3   a  and countersunk rivets  51 . 16   a.  When the freewheeling device  50   a  is disengaged, the retaining heads  51 . 3   au  of both round head rivets are in plug-in connection with the holes of rectangular tube  50 . 1   a.    
         [0172]    In the 3rd embodiment of the freewheeling device  50   b,  shown in FIG. 32, manufacturing costs of the distributor  49   b  are enormously cut by the use of both tools  52 ,  53 , inserted between two round head rivets  50 . 3   b,    50 . 5   b,  by a pair of spacers  50 . 6   b  to maintain the height differences “h t ” and “h 2 ” and by the use the remaining members of freewheeling device  50 . Afterwards the tools are removed.  
         [0173]    In the 2nd and 3rd embodiment of the door-release lever, shown in FIG. 33 to  36 , the press buttons  91 . 2 ,  91 . 2 S differ from the release buttons  91 . 1 ,  91 . 1 S which must always be depressed, when passengers want to step out, and helps them, under shock in an accident or a fire, rescue themselves. Preferably, the release cable  91 . 3  is a member of belt pretensioner  91 . 9 , fastened to the mid-tunnel  10 . 5  or vehicle floor  13 . The wires  91 . 10  of all release cables  91 . 3  are jammed together by bracket  91 . 4  and united to a wire  91 . 5 , connected to the switch  91 . 6  of electrical motor  91 . 7 .  
         [0174]    In the 1st to 3rd embodiment of a warning system  70 ,  70   a,    70   b,  shown in FIGS.  33  to  36 , the function of the standard vehicle parts such as radio, warning device, navigator and cell phone are supplemented and adapted to the warning system in order to save costs and R&amp;D work. The warning device  78 , comprising wanting lights  4   a  to  4   d  and a switch  78 . 1 , is supplemented with warning lights  4   e  to  4   n  and a second current circuit  79 . 22  in order to serve as a visible warning system for drivers of oncoming vehicles, rescue workers as well as passengers.  
         [0175]    All current circuits are protected against overload by fuses, in a not drawn fuse box. A minor current circuit  79 . 2 , the major current circuits  79 . 11  to  79 . 14  of radio  83 , navigator (navigational device)  71 , cell phone  72 , warning device  78 , comprising warning lights  4   a  to  4   d  and switch  78 . 1 , current circuits  79 . 1   a  to  79 . 1   d,    79 . 1   f  to  79 . 1   h  (not drawn) of sensors  84 A to  84 D,  84 F to  84 H, current circuit  79 . 1   e  as well as of other current circuits (not drawn) are connected to a main current circuit  79 . 1 , shown in FIG. 33. In order to prevent fire in accidents, the power supply to the pump of the fuel tank and fuel injection apparatus is cut off. The power supply is ensured by the minor current circuit  79 . 2 , which is supplied with current by at least one sensor  84 A to  84 H activated in an accident and/or a fire and to which the secondary current circuits  79 . 21  to  79 . 26  of radio  83 , navigator  71 , cell phone  72 , motor  91 . 7 , warning lights  4   e  to  4   n  and warning lights  4   a  to  4   d  of warning device  78  are connected. Independent of whether both switches  83 . 1 ,  78 . 1  of radio  83  and of warning device  78  are turned on or off in an accident and/or a fire, the text data  69 , stored in a storage medium  76 ,  76 . 1 , is played back via the loudspeakers  7   a  to  7   n  and all warning lights  4   a  to  4   n  flash, thus facilitating the passengers and/or rescue workers to find the door-release levers and the vehicle, particularly when it is dark, and to operate the levers. The loudspeakers  7   a,    7   b  are located in the dash board (not drawn), loudspeakers  7   c,    7   d  in the wall (not drawn), separating the passenger compartment from the trunk compartment, loudspeakers  7   e  in the vehicle doors  8 ,  8 S, loudspeakers  7   f  in the head rests (not drawn), loudspeakers  7   g,    7   h  in the tank-spaces  77 L,  77 R, loudspeaker  7   i  on the vehicle floor  13  and to loudspeaker  7   j  in the trunk compartment. Beyond doubt, the loudspeakers of another device such as cell phone  72 ,  72   a,    72   b,  navigator  71 ,  71   a,    71   b  and/or dictaphone (not drawn) can also be put into use.  
         [0176]    Foreign passengers and/or foreign rescue workers can perceive the text data  69 , containing  
         [0177]    “position and operation (pulling or depressing) of the door-release levers” and “way to the emergency doors of car, aeroplane or ship” 
         [0178]    in several languages, stored in a storage medium  76 ,  76 . 1 ,  76 . 2 . The basic text data  69  can be supplemented and amended. This storage medium, prefabricated, can be offered for sale. The repetition of the text data  69  can be terminated by operation of a switch (not drawn) or in excess of a time limit.  
         [0179]    Because the storage medium  76 ,  76 . 2  is a part of navigator  71   b  and cell phone  72 ,  72   a,    72   b  extra costs for enlarging the storage capacity and for programming are low. The space-saving storage medium  76 . 2  of cell phone  72   b  offers sufficient storage capacity for the text information. In the 1st embodiment of the warning system  70 , shown in FIGS.  33  to  36 , the sensor  84 F, supplied with current of the current circuit  79 . 1   e,  is activated in an accident so that current flows in the current circuits  79 . 21  to  79 . 24  of radio  83 , cell phone  72 , navigator  71  and warning device  78 .  
         [0180]    The text data  69 , stored in the storage medium  76 ,  76 . 1  to  76 . 2 , is played back by the radio  83  via its own loudspeakers  7   a  to  7   n  and/or by the cell phone  72  via its over loudspeaker. Independent of whether the switch  78 . 1  is turned on or off, all walking lights  4   a  to  4   n  of warning device  78  are supplied with current of the current circuit  79 . 22 . The conventional warning lights  4   a  to  4   d  are located at the four outer edges of vehicle or transport system and the warning lights  4   e  to  4   n  are positioned adjacent to the hand-brake lever  86  and door-release levers  88 A to  88 E, shown in FIGS.  36  to  37 .  
         [0181]    In the 2nd embodiment of a warning system  70   a,  equipped with the radio  83 , shown in FIG. 34, the current circuit  79 . 13   a  of cell phone  72   a  as well as the current circuit  79 . 14   a  of navigator  71   a  are connected to the main current circuit  79 . 1  and the current circuit  79 . 23   a  of cell phone  72   a  is connected to the minor current circuit  79 . 2 .  
         [0182]    To cut costs the radio  83  has no storage medium. In an accident an electromagnetic (solenoid) switch  72 . 1   a  of cell phone  72   a is activated to enable data transmission via the wire  71 . 2   a.  Hence, the cell phone  72   a  receives the text data  69  from the storage medium  76  of navigator  71  and plays it back via its own loudspeaker. Alternately, the cell phone  72   a  can immediately play back the text data  69  from its own storage medium  76 . 2  via its own loudspeaker.  
         [0183]    In the 3rd embodiment of a warning system  70   b,  shown in FIG. 35, the current circuit  79 . 14   b  of navigator  71   b  is connected to the main current circuit  79 . 1  and the other current circuit  79 . 24   b  is connected to the minor current circuit  79 . 2 . In an accident an electromagnetic switch  72 . 1   b  of navigator  71   b  is activated to enable data transmission to the cell phone  72   b  and to the radio  83  via the wire  71 . 3   b.  Hence, the transmitted text data  69  from the storage medium  76  of navigator  71   b  is played back via the loudspeaker of cell phone  72   b  and the loudspeakers  7   a  to  7   n  of radio  83 .  
         [0184]    In the 1st embodiment of a warning system  55 , shown in FIG. 36, a united wire  2   n  is defined by the wires  2 ,  2 S,  2 U,  2 Y of vehicle doors  8 ,  8 S, hood  8 U, trunk cover  8 Y in association with the respective pivots  34 ,  34 S,  33 T,  34 Y,  41 ,  35  and brackets. This wire  2   n  is wound about the deflecting pulley  9  of gear G 1  where the exit wire  2   n  of which serves as an entrance wire of the freewheeling device  50 . The exit wire  2   nn  of the freewheeling device  50  is branched from the bracket  2 . 9  to the following wires of door-detachment device  15 ,  15   a  to  15   j  of transport system wire  2   n   1  of hand-brake lever  86  upon the use of pivots  36 ,  40  and swinging arm  73 , wire  2   n   2  of door-release lever  88 B upon the use of pivots  36 ,  42 , wire  2   n   3  of door-release lever  88 C on the vehicle floor, wire  2   n   4  of door-release lever  88 D upon the use of swinging arm  74  and pivot  43 , wire  2   n   5  of door-release lever  88 A upon the use of pivots  37 ,  42  and wire  2   n   6  of release buttons  91 . 1  and/or push buttons  91 . 2 S upon the use of pivots  37 ,  38 ,  44  and belt pulley  91 . 8  driven by motor  91 . 7 .  
         [0185]    When the sensors  84 A to  84 H is provided with a conventional time-lag (dwell-time) relay, which is responsible for the time-lag between the start and end of the accident, current flows in the motor  91 . 7  in excess thereof. Without activating the switch  91 . 6  the motor  91 . 7  self-starts the door-detachment device  15 ,  15   a  to  15   j.    
         [0186]    In the 2nd embodiment of the rescue system  55   a  the freewheeling device  50  is replaced by the latch device of gear G 1 , G 2  while the remaining parts of rescue system  55  are put into use.  
         [0187]    In the 3rd embodiment of the rescue system  55   c  without freewheeling device independent door-detachments are mounted to the doors  8 ,  8 S and emergency doors of ship, bus or aeroplane due to long distance of the doors to each other (FIG. 37). If the wires  102 , to operate and/or to open the door, are destroyed by fire, the door locks  103  of the doors  8 ,  8 S remain locked and the passengers, being shut in, will be burned. Such tragedy is prevented by an independent door-detachment comprising a door-release lever  88 E, the entrance wire  2   n  of door hinges  5   1  and  5   2 , gear G 2 , motor  91 . 7  equipped with belt pulley  91 . 8 , the exit wires  2   n   6 ,  2   n   7  and a fire-control  110 , which consists of the temperature-sensor  84 D to sense fire  66  and a speedometer (tachometer)  105  (not drawn) or a time-lag relay  101 . When the transport system comes to a halt after the accident, the speedometer  105  in co-operation with the sensor  84 D releases current so that the belt pulley  91 . 8  of motor  91 . 7  pulls the exit wire  2   n   6 . The speedometer  105  can be replaced by time-lag relay  101 . Car battery  89  is or rechargeable batteries  89   a  are provided for power supply.  
         [0188]    The door-release lever  88 E can be operated when the current wires  79 . 1   e,    79 . 2 ,  79 . 25  are destroyed too by the fire  66 . A protective cover  106  protects the door-release lever  88 E from misuse. The cover  106  is opened by a motor  104  (not drawn), activated by sensor  84 D, or by a wire  107 , pulled by the captain, or by a tool (plug-in tool)  108 . If it does not work at all, in emergency case it is crushed into pieces by a pick-hammer.  
         [0189]    Via the warning lights  4   k  to  4   n  and the loudspeakers  7   k  to  7   n  of the visible and audible warning system  70   c  the passengers are instructed to rush to the door and operate the door-detachment device.  
         [0190]    This 3rd embodiment is suited too for trains and motor vehicles such as buses. Although the present invention has been described and illustrated in detail, it is clearly understood that the terminology used is intended to describe rather than limit. Many more objects, embodiments, features and variations of the present invention are possible in light of the above-mentioned teachings. Therefore, within the spirit and scope of the appended claims, the present invention may be practised otherwise than is specifically described and illustrated.

Summary:
When a transport system whose doors are jammed in a real-world accident, bursts into flame, passengers, trapped therein, can neither detach the doors by themselves nor be rescued by rescue workers arriving too late. To minimize the rescue time and force needed to detach doors the transport system is equipped with a door-detachment device, which is automatically or manually operated, when the transport system comes to a halt, to detach the jammed doors from its body by pulling at least one hinge pin out of the hole of hinge and/or fracturing at least one hinge member. The equations of friction and wire friction are applied to miminize the tensile forces of all wires of the door-detachment device. Thanks to low tensile force badly injured passengers can manually operate it to rescue themselves in a short time before fire engulfs the transport system. In the second feature of the invention, catch bands restrain the detached doors, which, when flying-off, endangers the life of rescue workers and non-participants. In the third feature, a catch pin is exploited to keep the door open in one of the defined positions. In the fourth feature, a visible and audible warning system helps the passengers, usually disoriented due to shock, and/or rescue workers find and operate door-release levers of the door-detachment device as well as the drivers of oncoming vehicles avoid post-accidents.