CA2029587A1 - Method of detecting an acceleration of a vehicle - Google Patents
Method of detecting an acceleration of a vehicleInfo
- Publication number
- CA2029587A1 CA2029587A1 CA002029587A CA2029587A CA2029587A1 CA 2029587 A1 CA2029587 A1 CA 2029587A1 CA 002029587 A CA002029587 A CA 002029587A CA 2029587 A CA2029587 A CA 2029587A CA 2029587 A1 CA2029587 A1 CA 2029587A1
- Authority
- CA
- Canada
- Prior art keywords
- pulse
- vehicle
- vehicle velocity
- acceleration
- pulses
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Abandoned
Links
Classifications
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01P—MEASURING LINEAR OR ANGULAR SPEED, ACCELERATION, DECELERATION, OR SHOCK; INDICATING PRESENCE, ABSENCE, OR DIRECTION, OF MOVEMENT
- G01P15/00—Measuring acceleration; Measuring deceleration; Measuring shock, i.e. sudden change of acceleration
- G01P15/16—Measuring acceleration; Measuring deceleration; Measuring shock, i.e. sudden change of acceleration by evaluating the time-derivative of a measured speed signal
- G01P15/165—Measuring acceleration; Measuring deceleration; Measuring shock, i.e. sudden change of acceleration by evaluating the time-derivative of a measured speed signal for measuring angular accelerations
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01P—MEASURING LINEAR OR ANGULAR SPEED, ACCELERATION, DECELERATION, OR SHOCK; INDICATING PRESENCE, ABSENCE, OR DIRECTION, OF MOVEMENT
- G01P3/00—Measuring linear or angular speed; Measuring differences of linear or angular speeds
- G01P3/42—Devices characterised by the use of electric or magnetic means
- G01P3/44—Devices characterised by the use of electric or magnetic means for measuring angular speed
- G01P3/48—Devices characterised by the use of electric or magnetic means for measuring angular speed by measuring frequency of generated current or voltage
- G01P3/481—Devices characterised by the use of electric or magnetic means for measuring angular speed by measuring frequency of generated current or voltage of pulse signals
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01P—MEASURING LINEAR OR ANGULAR SPEED, ACCELERATION, DECELERATION, OR SHOCK; INDICATING PRESENCE, ABSENCE, OR DIRECTION, OF MOVEMENT
- G01P15/00—Measuring acceleration; Measuring deceleration; Measuring shock, i.e. sudden change of acceleration
- G01P15/16—Measuring acceleration; Measuring deceleration; Measuring shock, i.e. sudden change of acceleration by evaluating the time-derivative of a measured speed signal
Landscapes
- Physics & Mathematics (AREA)
- General Physics & Mathematics (AREA)
- Air Bags (AREA)
- Force Measurement Appropriate To Specific Purposes (AREA)
- Regulating Braking Force (AREA)
- Traffic Control Systems (AREA)
Abstract
ABSTRACT OF THE DISCLOSURE
Disclosed is a method of detecting an acceleration of a vehicle by a clock pulse signal and vehicle velocity a pulses generated with revolutions of an axle. The method comprises computing a variation in the vehicle velocity during a period from the first pulse to the second pulse on the basis of a difference between the number of clock pulses counted within the first pulse of the vehicle velocity pulses and the number of clock pulses counted within the second pulse subsequent to the first pulse.
Alternatively, the method comprises computing a variation in the vehicle velocity during a period from the first pulse to the second pulse on the basis of a difference between the number of vehicle velocity pulses counted within the first pulse of the clock pulses and the number of vehicle velocity pulses counted within the second pulse subsequent to the first pulse.
Disclosed is a method of detecting an acceleration of a vehicle by a clock pulse signal and vehicle velocity a pulses generated with revolutions of an axle. The method comprises computing a variation in the vehicle velocity during a period from the first pulse to the second pulse on the basis of a difference between the number of clock pulses counted within the first pulse of the vehicle velocity pulses and the number of clock pulses counted within the second pulse subsequent to the first pulse.
Alternatively, the method comprises computing a variation in the vehicle velocity during a period from the first pulse to the second pulse on the basis of a difference between the number of vehicle velocity pulses counted within the first pulse of the clock pulses and the number of vehicle velocity pulses counted within the second pulse subsequent to the first pulse.
Description
~2~7 ,, ~ .
M~THOD OF D~T~CTING AN ACC~L~RATION OP A VEHICLe ~I~LD OF THX INV~NTION AND R~LAT~D ART STAT~MeNT
The present invention is directed generally to a cethod of detecting an acceleration of a vehicle, and more particularly, to the ethod applied to an operation -starting device of a vehicle occupant protecting apparatus In this specification, the acceleration includes a deceleration There has been ~idely enployed an apparatus for protecting an occupant of a vehicle by quickly expanding an air bag or locking a retractor of a seat belt in the event of e-ergency sucb as a collision of the vehicle An acceleration detecting device for starting the operation of the vehicle occupant protection apparatus by detecting the collision of the vehicle has hitherto involved the use of a distortion gauge type or piezo type accelero-eter A
kno~n echanical collision detecting device is of a roller night type, a viscosity da-ping type and the like (Auto-obile Technology P 1351, Vol 42, No 10, 1988) In the accelero-eter given above, an operating signal is outputted only ~hen the acceleration reaches a level enough to operate the protecting apparatus An actual acceleration could not accurately be detected Besides, the prior art acceleroneter presents such a proble- that it senses accelerations in directions other than the ~ '
M~THOD OF D~T~CTING AN ACC~L~RATION OP A VEHICLe ~I~LD OF THX INV~NTION AND R~LAT~D ART STAT~MeNT
The present invention is directed generally to a cethod of detecting an acceleration of a vehicle, and more particularly, to the ethod applied to an operation -starting device of a vehicle occupant protecting apparatus In this specification, the acceleration includes a deceleration There has been ~idely enployed an apparatus for protecting an occupant of a vehicle by quickly expanding an air bag or locking a retractor of a seat belt in the event of e-ergency sucb as a collision of the vehicle An acceleration detecting device for starting the operation of the vehicle occupant protection apparatus by detecting the collision of the vehicle has hitherto involved the use of a distortion gauge type or piezo type accelero-eter A
kno~n echanical collision detecting device is of a roller night type, a viscosity da-ping type and the like (Auto-obile Technology P 1351, Vol 42, No 10, 1988) In the accelero-eter given above, an operating signal is outputted only ~hen the acceleration reaches a level enough to operate the protecting apparatus An actual acceleration could not accurately be detected Besides, the prior art acceleroneter presents such a proble- that it senses accelerations in directions other than the ~ '
2~29~87 advancing direction of the vehicle OBJ~CT AND SUHMARY 0~ THe INV~NTION -It is an object of the present invention to provide a ~ethod capable of highly accurately detecting an S acceleration in a traveling direction of a vehicle According to the present invention, there is provided a first method of detecting an acceleration of a vehicle by a clock pulse signal and vehicle velocity pulses generated ~ith revolutions of an axle, the method co~prising the steps of countint the nu-ber of clock pulses ~ithin a first pulse of the vehicle velocity pulses; counting the nu-ber of clock pulses ~ithin a second pulse subsequent to the first pulse; co-puting a variation in the vehicle velocity during a period fron the first pulse to the second pulse on the basis of a difference bet~een the for-er pulse nu-ber and the latter pulse nu-ber; and detecting the a¢celeration of the vehicle ~ccording to the present invention, there is provided a second nethod of detecting an acceleration of a vehicle by a clock pulse signal and vehicle velocity pulses generated ;
~ith revolutions of an a~le, the ethod co-prising the steps of counting the nu-ber of vehicle velocity pulses vithin a first pulse of the clock pulses; counting the nu~ber of vehicle velocity pulses ~ithin a second pulse subsequent to the first pulse; co-puting a variation in the vehicle ~29~7 velocity during a period from the first pulse to the second pulse on the basis of a difference between the former pulse number and the latter pulse number; and detecting an acceleration of the vehicle Based on the first method, when causing a variation in the vehicle velocity, the clock pulse number counted ~ithin the second pulse changes from the clock pulse nu-ber counted ~ithin the first pulse The variation in the nu-ber counted is proportional to a magnitude (acceleration) of the variation in the vehicle velocity Hence, the acceleration of the vehicle can be computed on tbe basis of the variation in the nu-ber counted Based on the second ethod, si-ilarly ~hen causing the variation in the vehicle velocity, the vehicle velocity pulse nu-ber counted ~ithin the second pulse changes from the vehicle velocity pulse number counted ~ithin the first pulse The acceleration of the vehîcle can be computed on the basis of the variation in the number counted BRI~F DRSCRIPTION 0~ THF DRA~INGS
Other objects and advantages of this invention will beco-e apparent during the follo~ing discussion taken in conjunction ~ith the acco-panying dra~ings, in ~hich FIG 1 is a ti-e chart of assistance in explaining a ethod in one e~bodi~ent of the invention;
FIG 2 is a block diagra~; and _ 3 _ : , 2~2~7 FIG. 3 is a time chart of assistance in explaining a method in another embodiment.
D~SCRIPTION OF TH~ PRePXRR~D ~MBODIM~NTS
~-bodi-ents of this invention ~ill hereinafter be described with reference to the acco-panYing drawings. -As illustrated in ~IG. 2, a vehicle velocity pulse v generator 2 is ounted on an axle (such as a propeller ~ :
shaft, a rotary shaft of a trans~ission and a rotary shaft of a differential gear in addition to a driving wheel axle and a floating ~heel axle) of a vehicle. Outputs of the vehicle velocity pulse generators 2 are inputted to a cou~ter 4. The vehicle velocity pulse generator 2 involves the use of, e.g., a rotary encoder ~hich generates several tens through several thousands of pulses ~hile the vehicle travels 1~.
Inputted to the counter 4 are clock pulses fro- a clock pulse generator 3. Output signals of the counter 4 are inputted to an operator 5. The operator 5 outputs signals to a load controller 6. The load controller 6 supplies an operating current to, e.g., a lock unit of a retractor of a seat belt device.
The follo~ing is a specific description of the ethod clai-ed in clai- 1, referring to FIG. 1.
~ As depicted in FIG. 1, clock pulse signals (hereinafter referred to as clock signals) of a ~ . ' .
2~2~
predetermined cycle are accurately inputted from the clock pulse generator 3 to the counter 4 Vehicle velocity pulse signals corresponding to traveling velocities of the vehicle are inputted from the vehicle velocity pulse generators 2 Pulse widths of the clock signal and of the vehicle velocity pulse signal are selected so that a multiplicity of clock pulses are counted within 1 pulse of the vehicle velocity pulse signal even ~hen the vehicle reaches a prescribed maxi-u- velocity (e g , 200km/h) ~hen the vehicle travels, the clock pulses for Nl are inputted to the counter 4 during a first pulse Pl The clock pulses for N2 are inputted to the counter 4 during a second pulse P2 In this case, the operator 5 computes an acceleration of the vehicle during a period from the first pulse Pl to the second pulse P2 in the following manner Note that in the following for-ulae, the symbols c and Q denote as follo~s c the pulse ~idth (sec) of the clock signal ~ the distance (-) at ~hich the vehicle travels during 1 pulse of the vehicle velocity pulses k velocity vl of the vehicle during the first pulse Pl (timings 0 - tl) is given such as vl = ~/tl tl is c Nl (sec), and eventually V1 o Q/C-N1-.:
;- 2~2~87 A velocitr v2 of the vehicle during the second pulse P2 (timings tl - t2) is similarly expressed such as:
V2 = Q/ (t2 - t1) = Q/C-N2 An acceleration a during a tl-t2 period is given by a = (V2 ~ vl) / (t2 ~ tl)-t2 - tl i S CN2~
and eventually Q/c N2 - Q/C-N
a = - ... (1) In this fornula (1), ~ and c are kno~n. For exa-ple, is calculated by dividing a ~heel outer peripheral length by the nu~ber of vehicle velocity pulses generated per ~ ;
revolution of the ~heel. The pulse ~idth c is calculated as an inverse nunber of a clock frequency.
In confornity ~ith such an arith-etic for-ula, the operator 5 calculates the acceleration a on the basis of the counted nu-bers Nl and N2 of the counter 4. In this arith-etic result, ~hen the acceleration a is greater than, e.g., 0.7G (G is a gravity acceleration of 9.79-/sec2), the signal is inputted to the load controller ;6. Tho retractor of the seat belt is thereby locked.
The operation of an enbodiaent, sho-n in FIG. 3, of clai- a is also the sa-e. Referring to FIG. 3, the vehicle velocity pulse signals for Nl are counted during ~ the first pulse (tieings 0 - tl) of the clock signal. The 2~2~87 vehicle velocity pulse signals for N2 are counted during the second pulse (timings tl - t2) As in the previous case, the sy-bol c designates the pulse width of the clock signal, and Q denotes the distance at ~hich the vehicle travels during 1 pulse of the vehicle velocity pulses The traveling distance of the vehicle during a 0-tl -period is Q N1 Hence, a nean velocity vl during c second fro- 0 to tl is expressed such as vl =Q N1 / tl = Q N1 / c The traveling distance of the vehicle during the tl-t2 period is Q- N2 Therefore, the velocity v2 during the tl-t2 period is given by V2 = ~ N2 / (t2 - tl) =L-Na /c Hence, the acceleration a during the t1-t2 period is e~pressed such as a = (V2 - vl) / (ta ~ tl) = ~ (N2 ~ Nl) / c2 (2) In accordance ~ith this for-ula (2), as in the for-ula (1), Q and c are kno~n The acceleration a is therefore calculated on the basis of the counted nu-bers Nl and N2 of the counter 4 The vehicle travels at a lo~er limit speed (e g , a -speed per hour is 10 k-/h) requiring the operation of an .. .
occupant protecting apparatus in the event of a collision ; ~
2029~87 Based on the method of FIG 3, even in such an occasion, the pulse width is selected so that the multiplicity of vehicle velocity pulses are counted during 1 pulse of the clock signal The ~ethod of the present invention is suitably applied to the control over a tensionless cut device of the seat belt in addition to the above-described lock device thereof ~or application to the lock device, if the vehicle acceleration, as explained earlier, exceeds the predeter-ine value ~e g , 0 7G), a echanis- for locking the belt retractor ay be adopted In this case, the operating sound beco-es nore silent than in the conventional echanical acceleration detecting echanis-(lock nechanis-) ~or application to the tensionless cut device, if the vehicle acceleration e~ceeds the predeteroined value, a tension is given to the seat belt ~hich reoains to be tensionless (a so-called slackened state) The device surely operates to tightly restrain the occupant The device~for carrying out the ethod of the invention incorporates a traveling speed detecting circuit of the ehicle ~hen the vshicle speed increases, and even if the acceleration is s-aller than the predeter-ined value, .
the tensionless is cut to easily tense up the seat belt .
' ~ '.
: 2~2~g7 Although the illustrative embodiment of the present invention have been described in detail with reference to the accompanying drawings, it is to be understood that the present invention is not limited to those embodiment.
Various changes or modifications may be effected therein by one skilled in the art without departing from the scope or spirit of the invention.
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.-:
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~ith revolutions of an a~le, the ethod co-prising the steps of counting the nu-ber of vehicle velocity pulses vithin a first pulse of the clock pulses; counting the nu~ber of vehicle velocity pulses ~ithin a second pulse subsequent to the first pulse; co-puting a variation in the vehicle ~29~7 velocity during a period from the first pulse to the second pulse on the basis of a difference between the former pulse number and the latter pulse number; and detecting an acceleration of the vehicle Based on the first method, when causing a variation in the vehicle velocity, the clock pulse number counted ~ithin the second pulse changes from the clock pulse nu-ber counted ~ithin the first pulse The variation in the nu-ber counted is proportional to a magnitude (acceleration) of the variation in the vehicle velocity Hence, the acceleration of the vehicle can be computed on tbe basis of the variation in the nu-ber counted Based on the second ethod, si-ilarly ~hen causing the variation in the vehicle velocity, the vehicle velocity pulse nu-ber counted ~ithin the second pulse changes from the vehicle velocity pulse number counted ~ithin the first pulse The acceleration of the vehîcle can be computed on the basis of the variation in the number counted BRI~F DRSCRIPTION 0~ THF DRA~INGS
Other objects and advantages of this invention will beco-e apparent during the follo~ing discussion taken in conjunction ~ith the acco-panying dra~ings, in ~hich FIG 1 is a ti-e chart of assistance in explaining a ethod in one e~bodi~ent of the invention;
FIG 2 is a block diagra~; and _ 3 _ : , 2~2~7 FIG. 3 is a time chart of assistance in explaining a method in another embodiment.
D~SCRIPTION OF TH~ PRePXRR~D ~MBODIM~NTS
~-bodi-ents of this invention ~ill hereinafter be described with reference to the acco-panYing drawings. -As illustrated in ~IG. 2, a vehicle velocity pulse v generator 2 is ounted on an axle (such as a propeller ~ :
shaft, a rotary shaft of a trans~ission and a rotary shaft of a differential gear in addition to a driving wheel axle and a floating ~heel axle) of a vehicle. Outputs of the vehicle velocity pulse generators 2 are inputted to a cou~ter 4. The vehicle velocity pulse generator 2 involves the use of, e.g., a rotary encoder ~hich generates several tens through several thousands of pulses ~hile the vehicle travels 1~.
Inputted to the counter 4 are clock pulses fro- a clock pulse generator 3. Output signals of the counter 4 are inputted to an operator 5. The operator 5 outputs signals to a load controller 6. The load controller 6 supplies an operating current to, e.g., a lock unit of a retractor of a seat belt device.
The follo~ing is a specific description of the ethod clai-ed in clai- 1, referring to FIG. 1.
~ As depicted in FIG. 1, clock pulse signals (hereinafter referred to as clock signals) of a ~ . ' .
2~2~
predetermined cycle are accurately inputted from the clock pulse generator 3 to the counter 4 Vehicle velocity pulse signals corresponding to traveling velocities of the vehicle are inputted from the vehicle velocity pulse generators 2 Pulse widths of the clock signal and of the vehicle velocity pulse signal are selected so that a multiplicity of clock pulses are counted within 1 pulse of the vehicle velocity pulse signal even ~hen the vehicle reaches a prescribed maxi-u- velocity (e g , 200km/h) ~hen the vehicle travels, the clock pulses for Nl are inputted to the counter 4 during a first pulse Pl The clock pulses for N2 are inputted to the counter 4 during a second pulse P2 In this case, the operator 5 computes an acceleration of the vehicle during a period from the first pulse Pl to the second pulse P2 in the following manner Note that in the following for-ulae, the symbols c and Q denote as follo~s c the pulse ~idth (sec) of the clock signal ~ the distance (-) at ~hich the vehicle travels during 1 pulse of the vehicle velocity pulses k velocity vl of the vehicle during the first pulse Pl (timings 0 - tl) is given such as vl = ~/tl tl is c Nl (sec), and eventually V1 o Q/C-N1-.:
;- 2~2~87 A velocitr v2 of the vehicle during the second pulse P2 (timings tl - t2) is similarly expressed such as:
V2 = Q/ (t2 - t1) = Q/C-N2 An acceleration a during a tl-t2 period is given by a = (V2 ~ vl) / (t2 ~ tl)-t2 - tl i S CN2~
and eventually Q/c N2 - Q/C-N
a = - ... (1) In this fornula (1), ~ and c are kno~n. For exa-ple, is calculated by dividing a ~heel outer peripheral length by the nu~ber of vehicle velocity pulses generated per ~ ;
revolution of the ~heel. The pulse ~idth c is calculated as an inverse nunber of a clock frequency.
In confornity ~ith such an arith-etic for-ula, the operator 5 calculates the acceleration a on the basis of the counted nu-bers Nl and N2 of the counter 4. In this arith-etic result, ~hen the acceleration a is greater than, e.g., 0.7G (G is a gravity acceleration of 9.79-/sec2), the signal is inputted to the load controller ;6. Tho retractor of the seat belt is thereby locked.
The operation of an enbodiaent, sho-n in FIG. 3, of clai- a is also the sa-e. Referring to FIG. 3, the vehicle velocity pulse signals for Nl are counted during ~ the first pulse (tieings 0 - tl) of the clock signal. The 2~2~87 vehicle velocity pulse signals for N2 are counted during the second pulse (timings tl - t2) As in the previous case, the sy-bol c designates the pulse width of the clock signal, and Q denotes the distance at ~hich the vehicle travels during 1 pulse of the vehicle velocity pulses The traveling distance of the vehicle during a 0-tl -period is Q N1 Hence, a nean velocity vl during c second fro- 0 to tl is expressed such as vl =Q N1 / tl = Q N1 / c The traveling distance of the vehicle during the tl-t2 period is Q- N2 Therefore, the velocity v2 during the tl-t2 period is given by V2 = ~ N2 / (t2 - tl) =L-Na /c Hence, the acceleration a during the t1-t2 period is e~pressed such as a = (V2 - vl) / (ta ~ tl) = ~ (N2 ~ Nl) / c2 (2) In accordance ~ith this for-ula (2), as in the for-ula (1), Q and c are kno~n The acceleration a is therefore calculated on the basis of the counted nu-bers Nl and N2 of the counter 4 The vehicle travels at a lo~er limit speed (e g , a -speed per hour is 10 k-/h) requiring the operation of an .. .
occupant protecting apparatus in the event of a collision ; ~
2029~87 Based on the method of FIG 3, even in such an occasion, the pulse width is selected so that the multiplicity of vehicle velocity pulses are counted during 1 pulse of the clock signal The ~ethod of the present invention is suitably applied to the control over a tensionless cut device of the seat belt in addition to the above-described lock device thereof ~or application to the lock device, if the vehicle acceleration, as explained earlier, exceeds the predeter-ine value ~e g , 0 7G), a echanis- for locking the belt retractor ay be adopted In this case, the operating sound beco-es nore silent than in the conventional echanical acceleration detecting echanis-(lock nechanis-) ~or application to the tensionless cut device, if the vehicle acceleration e~ceeds the predeteroined value, a tension is given to the seat belt ~hich reoains to be tensionless (a so-called slackened state) The device surely operates to tightly restrain the occupant The device~for carrying out the ethod of the invention incorporates a traveling speed detecting circuit of the ehicle ~hen the vshicle speed increases, and even if the acceleration is s-aller than the predeter-ined value, .
the tensionless is cut to easily tense up the seat belt .
' ~ '.
: 2~2~g7 Although the illustrative embodiment of the present invention have been described in detail with reference to the accompanying drawings, it is to be understood that the present invention is not limited to those embodiment.
Various changes or modifications may be effected therein by one skilled in the art without departing from the scope or spirit of the invention.
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.-:
:
' -:, ~
~: ' '-; '
Claims
What is claimed is:
(1) A method of detecting an acceleration of a vehicle by a clock pulse signal and vehicle velocity pulses generated with revolutions of an axle, said method comprising the steps of:
counting the number of clock pulses within a first pulse of said vehicle velocity pulse;
counting the number of clock pulses within a second pulse subsequent to said first pulse;
computing a variation in said vehicle velocity during a period from said first pulse to said second pulse on the basis of a difference between said former pulse number and said latter pulse number; and detecting said acceleration of said vehicle.
(2) A method of detecting an acceleration of a vehicle by a clock pulse signal and vehicle velocity pulses generated with revolutions of an axle, said method comprising the steps of:
counting the number of vehicle velocity pulses within a first pulse of said clock pulses;
counting the number of vehicle velocity pulses within a second pulse subsequent to said first pulse;
computing a variation in said vehicle velocity during a period from said first pulse to said second pulse on the basis of a difference between said former pulse number and said latter pulse number; and detecting said acceleration of said vehicle.
(3) The method as set forth in Claim 1, said acceleration a is computed as follows:
where c: the pulse width of a clock signal ?: the distance at which the vehicle travels during 1 pulse of vehicle velocity pulses N1: the number of clock pulses counted within the first pulse, and N2: the number of clock pulses counted within the second pulse.
(4) The method as set forth in Claim 2, wherein said acceleration .alpha. is computed in conformity with the following formula:
.alpha. = ? ? (N2 - N1) / c2 (5) The method as set forth in Claim 3, wherein is obtained by dividing a wheel outer peripheral length by the number of vehicle velocity pulses generated per revolution of a wheel.
(6) The method as set forth in Claim 4, wherein is obtained by dividing a wheel outer peripheral length by the number of vehicle velocity pulses generated per revolution of a wheel.
(7) The method as set forth in Claim 3, wherein an axle is one of a driving wheel axle of said vehicle, a floating wheel axle, .alpha. propeller shaft, a rotary shaft of a transmission and an axle of a differential gear.
(8) The method as set forth in Claim 4, wherein an axle is one of a driving wheel axle of said vehicle, a floating wheel axle, a propeller shaft, a rotary shaft of a transmission and an axle of a differential gear.
(1) A method of detecting an acceleration of a vehicle by a clock pulse signal and vehicle velocity pulses generated with revolutions of an axle, said method comprising the steps of:
counting the number of clock pulses within a first pulse of said vehicle velocity pulse;
counting the number of clock pulses within a second pulse subsequent to said first pulse;
computing a variation in said vehicle velocity during a period from said first pulse to said second pulse on the basis of a difference between said former pulse number and said latter pulse number; and detecting said acceleration of said vehicle.
(2) A method of detecting an acceleration of a vehicle by a clock pulse signal and vehicle velocity pulses generated with revolutions of an axle, said method comprising the steps of:
counting the number of vehicle velocity pulses within a first pulse of said clock pulses;
counting the number of vehicle velocity pulses within a second pulse subsequent to said first pulse;
computing a variation in said vehicle velocity during a period from said first pulse to said second pulse on the basis of a difference between said former pulse number and said latter pulse number; and detecting said acceleration of said vehicle.
(3) The method as set forth in Claim 1, said acceleration a is computed as follows:
where c: the pulse width of a clock signal ?: the distance at which the vehicle travels during 1 pulse of vehicle velocity pulses N1: the number of clock pulses counted within the first pulse, and N2: the number of clock pulses counted within the second pulse.
(4) The method as set forth in Claim 2, wherein said acceleration .alpha. is computed in conformity with the following formula:
.alpha. = ? ? (N2 - N1) / c2 (5) The method as set forth in Claim 3, wherein is obtained by dividing a wheel outer peripheral length by the number of vehicle velocity pulses generated per revolution of a wheel.
(6) The method as set forth in Claim 4, wherein is obtained by dividing a wheel outer peripheral length by the number of vehicle velocity pulses generated per revolution of a wheel.
(7) The method as set forth in Claim 3, wherein an axle is one of a driving wheel axle of said vehicle, a floating wheel axle, .alpha. propeller shaft, a rotary shaft of a transmission and an axle of a differential gear.
(8) The method as set forth in Claim 4, wherein an axle is one of a driving wheel axle of said vehicle, a floating wheel axle, a propeller shaft, a rotary shaft of a transmission and an axle of a differential gear.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1305487A JPH03165266A (en) | 1989-11-24 | 1989-11-24 | Detecting method for vehicle acceleration |
| JP1-305487 | 1989-11-24 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2029587A1 true CA2029587A1 (en) | 1991-05-25 |
Family
ID=17945753
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA002029587A Abandoned CA2029587A1 (en) | 1989-11-24 | 1990-11-08 | Method of detecting an acceleration of a vehicle |
Country Status (6)
| Country | Link |
|---|---|
| JP (1) | JPH03165266A (en) |
| KR (1) | KR910010191A (en) |
| CA (1) | CA2029587A1 (en) |
| DE (1) | DE4037328A1 (en) |
| FR (1) | FR2655152A1 (en) |
| GB (1) | GB2238391A (en) |
Families Citing this family (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE4127576C2 (en) * | 1991-08-21 | 2000-10-12 | Bosch Gmbh Robert | Device for determining the speed gradient dn / dt of an internal combustion engine |
| DE4229967C2 (en) * | 1992-09-08 | 2003-02-13 | Siemens Ag | Method and arrangement for determining a lateral acceleration of a motor vehicle |
| EP0602277A1 (en) * | 1992-12-18 | 1994-06-22 | Siemens Aktiengesellschaft | Method for detecting bad road stretches |
| FR2759414B1 (en) * | 1997-02-12 | 1999-04-23 | Siemens Automotive Sa | DEVICE FOR DETECTING IGNITION RATES OF THE AIR / FUEL MIXTURE OF AN INTERNAL COMBUSTION ENGINE PROPELLING A MOTOR VEHICLE |
| US6161427A (en) * | 1997-08-01 | 2000-12-19 | Nissan Motor Co., Ltd. | Vehicle acceleration detector |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB1281821A (en) * | 1968-08-02 | 1972-07-19 | G K N Transmissions Ltd Former | Improvements relating to methods of and apparatus for measuring output characteristics of a rotary moving part |
| CH542738A (en) * | 1971-07-02 | 1973-10-15 | Teves Gmbh Alfred | Method for determining a specific deceleration or acceleration of vehicle wheels for anti-lock braking devices |
| JPS49122382A (en) * | 1973-03-22 | 1974-11-22 | ||
| DE2553806C3 (en) * | 1975-11-29 | 1979-03-29 | Wabco Westinghouse Gmbh, 3000 Hannover | Circuit arrangement for digital measurement of the period of an alternating voltage |
| DE3063811D1 (en) * | 1979-03-14 | 1983-07-28 | Lucas Ind Plc | Method and device for measurement of the rate of change of frequency of a pulse train |
| DE2918802C2 (en) * | 1979-05-10 | 1992-02-27 | Robert Bosch Gmbh, 7000 Stuttgart | Method for obtaining an acceleration or deceleration signal from a signal proportional to a speed |
| JPS56100363A (en) * | 1980-01-14 | 1981-08-12 | Nissan Motor Co Ltd | Detecting apparatus of adjusting speed |
| JPS56107961A (en) * | 1980-01-16 | 1981-08-27 | Fuji Heavy Ind Ltd | Transient state detector for engine |
| GB2214009A (en) * | 1987-12-18 | 1989-08-23 | Lin Jenn Yih | Emergency brake indicator |
-
1989
- 1989-11-24 JP JP1305487A patent/JPH03165266A/en active Pending
-
1990
- 1990-11-08 CA CA002029587A patent/CA2029587A1/en not_active Abandoned
- 1990-11-13 FR FR9014045A patent/FR2655152A1/en active Pending
- 1990-11-14 KR KR1019900018415A patent/KR910010191A/en not_active Application Discontinuation
- 1990-11-19 GB GB9025090A patent/GB2238391A/en not_active Withdrawn
- 1990-11-23 DE DE4037328A patent/DE4037328A1/en not_active Withdrawn
Also Published As
| Publication number | Publication date |
|---|---|
| FR2655152A1 (en) | 1991-05-31 |
| GB2238391A (en) | 1991-05-29 |
| JPH03165266A (en) | 1991-07-17 |
| DE4037328A1 (en) | 1991-05-29 |
| KR910010191A (en) | 1991-06-29 |
| GB9025090D0 (en) | 1991-01-02 |
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| Date | Code | Title | Description |
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| FZDE | Dead |