CN111332227B - Integrated sensor device for a motor vehicle - Google Patents
Integrated sensor device for a motor vehicle Download PDFInfo
- Publication number
- CN111332227B CN111332227B CN202010200897.8A CN202010200897A CN111332227B CN 111332227 B CN111332227 B CN 111332227B CN 202010200897 A CN202010200897 A CN 202010200897A CN 111332227 B CN111332227 B CN 111332227B
- Authority
- CN
- China
- Prior art keywords
- sensor
- data
- master
- slave
- sensor data
- 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.)
- Active
Links
Images
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
- B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
- B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
- B60R16/023—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for transmission of signals between vehicle parts or subsystems
- B60R16/0231—Circuits relating to the driving or the functioning of the vehicle
- B60R16/0232—Circuits relating to the driving or the functioning of the vehicle for measuring vehicle parameters and indicating critical, abnormal or dangerous conditions
Abstract
The invention relates to an integrated sensor device (10) for a motor vehicle, comprising a circuit board (3) and a first unit (1) and a second unit (2) arranged on the circuit board (3), the first unit comprising a first sensor (11) and a master processor (13), the second unit comprising a second sensor (21) and a slave processor (23), wherein the first unit and the second unit are designed for data acquisition and processing with respect to the same variable, wherein the master processor (13) is designed to process data acquired by the first sensor (11) to generate master sensor data, the slave processor (23) is designed to process data acquired by the second sensor (21) to generate slave sensor data, wherein the integrated sensor device (10) is designed to compare the master sensor data with the slave sensor data, and determining final output data of the integrated sensor device based on the comparison.
Description
Technical Field
The invention relates to an integrated sensor device for a motor vehicle with a high level of safety. The invention also relates to a motor vehicle.
Background
Motor vehicles of today are often equipped with sensor devices for providing the control devices of the motor vehicle or other vehicle systems with the data required for controlling the operation of the motor vehicle. In particular in motor vehicles which are at least partially autonomous, the control device makes a decision about a critical situation, for example, on the basis of the data provided by the sensor device and generates corresponding control signals for controlling the corresponding vehicle systems to react, for example, to emergency braking or to avoid a curve. In this case, the correctness of the data provided by the sensor device is of great importance for the safety of the vehicle.
Currently, the sensor devices used in motor vehicles usually only integrate a sensor for acquiring data related to the motor vehicle or its surroundings and a processor for processing the data acquired by the sensor, such as filtering, calibration, normalization, etc., in order to output values of detected parameters, such as the position, speed, acceleration, wheel speed, Yaw Rate (Yaw Rate), Roll Rate (Roll Rate), pitch angle, in-vehicle temperature, etc., of the motor vehicle. Each sensor device can generally only collect and process data of one sensor.
Therefore, the functional safety level of the existing sensor device does not cover the automobile field, and the functional safety of the product cannot be guaranteed. For example, the Inertial Measurement Unit (IMU) belongs to a sensor device dedicated to a vehicle stability system (ESP) for acquiring and outputting yaw angular velocity, acceleration in the X direction, and acceleration in the Y direction, and the Rollover (Rollover) sensor belongs to a sensor device dedicated to a Rollover protection system for acquiring and outputting roll angular velocity, acceleration in the Y direction, and acceleration in the Z direction, all of which belong to important vehicle safety protection systems, which are required to meet the standards of safety class ASIL D. However, the conventional sensor device using only one sensor has only safety level ASIL B, and cannot meet this requirement.
Furthermore, the functions of the sensor device are unified, each vehicle function requiring the integration of a separate sensor resource. For example, ESP systems require the integration of a dedicated Inertial Measurement Unit (IMU), and vehicle roll protection systems require the integration of a dedicated roll over sensor. Since automobiles often have multiple vehicle functions, it is often necessary to install many sensor devices in the automobile, which is costly and wasteful of resources.
Disclosure of Invention
The object of the present invention is to provide an integrated sensor device for a motor vehicle with a high level of safety which at least partially overcomes the above-mentioned drawbacks of the prior art.
This object is achieved by the subject matter of the independent claims. Advantageous developments of the invention are indicated by the dependent claims, the following description and the drawings.
Thus, by the present invention, an integrated sensor device for a motor vehicle is provided, comprising a circuit board, and a first unit and a second unit arranged on the circuit board, the first unit comprising a first sensor and a master processor, the second unit comprising a second sensor and a slave processor, wherein the first unit and the second unit are designed for data acquisition and processing for the same parameter, wherein the master processor is configured to process data collected by the first sensor to generate master sensor data, the slave processor is configured to process data collected by the second sensor to generate slave sensor data, wherein the integrated sensor device is configured to compare the master sensor data and the slave sensor data and determine a final output data of the integrated sensor device based on the comparison.
The integrated sensor device according to the invention is a one-piece component and is installed and used in one piece in a motor vehicle. In contrast to the known sensor devices with only one sensor and one processor, the integrated sensor device according to the invention integrates two sensors and two processors for cooperation, wherein in each case one sensor and one processor form a data acquisition and processing unit. These two units are redundant, i.e. have the same structure, perform the same data acquisition and processing for the same parameters, and each provide one path of sensor data. Therefore, when detecting the parameter, the integrated sensor device according to the invention can adopt the two paths of sensor data to carry out security verification, thereby improving the security of output data. The need for ASIL D security levels is achieved with redundant hardware and software configurations due to the integration of two independent sensors. It is obviously conceivable that, in the event of a failure of one of the two units, the other unit can also be used for the detection task, so that the integrated sensor device according to the invention has a greater tolerance to faults. Alternatively, only one of the units may be used for detection as required. That is, the safety level of the vehicle may be selectively configured to be either safety level ASIL B or ASIL D. Therefore, the configuration of software and hardware can be flexibly adjusted according to the requirement, and the software and the hardware can be cut down.
In a preferred embodiment of the integrated sensor arrangement according to the invention, the first sensor and the second sensor are each designed as an inertial sensor, in particular as a 5-axis inertial sensor. The 5-axis inertial sensor is a newly developed inertial sensor that can simultaneously acquire and output the yaw rate, the roll rate, and the acceleration in the direction X, Y, Z of the motor vehicle. Thus, instead of using an Inertial Measurement Unit (IMU) to collect data on yaw rate, X-direction acceleration, and Y-direction acceleration and a rollover sensor to collect data on roll rate, Y-direction acceleration, and Z-direction acceleration as described above, a 5-axis inertial sensor can meet the requirements of both ESP and vehicle rollover protection systems. Therefore, compared with the existing motor vehicle which needs to use an Inertial Measurement Unit (IMU) and a rollover sensor, the quantity of sensor devices which need to be used is reduced, resources are saved, and the reliability and the safety of a detection result are greatly improved.
In an advantageous embodiment of the integrated sensor arrangement according to the invention, the first sensor and the second sensor are arranged one above the other in a criss-cross manner on both sides of the circuit board. Here, "criss-cross" means that the x-axes of the two sensors are perpendicular to each other, and of course, the y-axes are also perpendicular to each other. "stacked on top of one another" means that the first sensor and the second sensor are arranged in the same position on both the upper and lower sides of the circuit board, i.e. back to back. The criss-cross arrangement of two identical sensors advantageously compensates for the effects on the data acquired by the sensors due to design issues with the sensors themselves (e.g., different sensitivities in the x-axis and y-axis directions). Preferably, in a state in which the integrated sensor device is mounted on a motor vehicle, the x-axis of the first sensor is parallel to the longitudinal axis of the vehicle, and the x-axis of the second sensor is parallel to the transverse axis of the vehicle.
In an advantageous embodiment of the integrated sensor device according to the invention, the first sensor and the second sensor each acquire data with an acquisition frequency of 2000 Hz. That is, each sensor gets one acquisition every 500 μ S. However, depending on the sensor used, one acquisition may contain a plurality of parameters. For example, for a 5-axis inertial sensor, one collected data contains five parameters, i.e., yaw rate, roll rate, and acceleration in the direction X, Y, Z. Due to the high acquisition frequency, the acquired values of the variables can also exhibit a certain degree of continuity and linearity even when they change drastically as a result of sudden changes in the operating conditions (for example when driving on a bumpy road).
In an advantageous embodiment of the integrated sensor device according to the invention, the master and slave processors filter, calibrate and normalize the data acquired by the first and second sensors in order to generate corresponding sensor data. By filtering, calibration and normalization, noise in the resulting sensor data may be reduced.
In an advantageous embodiment of the integrated sensor device according to the invention, the integrated sensor device is designed such that the master sensor data and the slave sensor data can be compared by the master processor, for which purpose the slave sensor data are transmitted to the master processor. It is of course also conceivable for the integrated sensor device to have a separate comparator for comparing the master sensor data with the slave sensor data, which comparator is mounted on the circuit board of the integrated sensor device.
In an advantageous embodiment of the integrated sensor device according to the invention, the integrated sensor device is designed to determine a deviation of the master sensor data from the slave sensor data when comparing the master sensor data and the slave sensor data, and to select the master sensor data as the final output data if a maximum value of the deviation does not exceed a predefinable first threshold value. As mentioned previously, one sensor data may contain multiple parameters. In the comparison, a deviation is determined for each of the variables of the master and slave sensor data, and the deviation with the largest absolute value is compared with a predefinable first threshold value. If the first threshold value is not exceeded, the main sensor data and the auxiliary sensor data are correct and credible, and therefore one of the main sensor data and the auxiliary sensor data is selected to be output as a final detection result.
Further, if the maximum value of the deviation of the master sensor data from the slave sensor data is greater than the first threshold value, the reliability of the master and slave sensor data itself is checked. The consideration here is that, when the sensor is operating normally, the temporal profile of the sensor data collected and output by the same sensor should satisfy a certain continuity and linearity, and an isolated value point that is free from the profile may mean that the sensor data is not normal. For this purpose, the master sensor data are compared with the previous master sensor data, and if the maximum value of the deviation of the master sensor data from the previous master sensor data does not exceed a predefinable second threshold value, the master sensor data are selected as the final output data, otherwise the slave sensor data are selected as the final output data.
In a further advantageous embodiment of the integrated sensor device according to the invention, if the maximum value of the deviation of the master sensor data from the previous master sensor data is greater than the second threshold value, the slave sensor data is not selected directly as the final output data, but rather is also compared with the previous slave sensor data, and if the maximum value of the deviation of the slave sensor data from the previous slave sensor data does not exceed a predefinable third threshold value, the slave sensor data is selected as the final output data. Thereby further ensuring the security of the output data. Advantageously, the second threshold value may be equal to the third threshold value.
In an advantageous embodiment of the integrated sensor device according to the invention, the integrated sensor device is further configured to: the final output data may be encrypted. In one design, the encryption may be performed by the host processor invoking a data encryption module. The data encryption module may be part of the host processor or may be mounted as a separate component on the circuit board of the integrated sensor device. By encrypting the output data, the security is further improved.
In an advantageous embodiment of the integrated sensor device according to the invention, the integrated sensor device is further configured to: the final output data is output to the vehicle CAN bus. Through using CAN bus output, on data sends whole car CAN network after handling, the reliability is high, and the compatibility is good.
In an advantageous embodiment of the integrated sensor arrangement according to the invention, the integrated sensor arrangement can be arranged in the chassis of the motor vehicle below the central tunnel (center console).
The invention also comprises a motor vehicle having an integrated sensor device according to the invention.
The invention also relates to a further development of the motor vehicle according to the invention, which has the features already described in connection with the development of the integrated sensor arrangement according to the invention. For this reason, a corresponding development of the motor vehicle according to the invention is not described here again.
Drawings
The invention is explained in detail below with the aid of embodiments with reference to the drawings. Wherein:
fig. 1 shows a schematic block diagram of an integrated sensor device for a motor vehicle according to the invention.
Detailed Description
The examples set forth below are preferred embodiments of the invention. The illustrated components of the embodiments in the exemplary embodiments are respectively individual features of the invention which can be seen independently of one another, which also improve the invention accordingly, and which can therefore also be seen individually or in combinations differing from the combinations shown as constituent parts of the invention. The embodiments described can furthermore be supplemented by further features of the invention already described.
Fig. 1 shows a schematic block diagram of an integrated sensor device 10 for a motor vehicle according to the invention, which integrated sensor device 10 is used to provide required data for a plurality of vehicle systems of the motor vehicle, such as a vehicle stability system (ESP), a vehicle rollover protection system, an electric power steering system (ESAS), an electronic air suspension system (EAS) or the like. The integrated sensor device 10 comprises a circuit board 3 on which the first unit 1 and the second unit 2 are arranged. The first unit 1 includes a first sensor 11 and a master processor 13, and the second unit 2 includes a second sensor 21 and a slave processor 23. The first sensor 11 and the second sensor 21 are of identical design, but are arranged on both sides of the printed circuit board 3 crosswise to one another. That is, in the case where the integrated sensor device 10 is installed in a motor vehicle, the first sensor 11 and the second sensor 21 are stacked back-to-back one on top of the other, and appear in a cross shape in plan view. Preferably, the X-axis of the first sensor 11 is parallel to the longitudinal axis X of the vehicle and the X-axis of the second sensor 21 is parallel to the transverse axis Y of the vehicle.
In particular, the first sensor 11 and the second sensor 21 are inertial sensors, preferably 5-axis inertial sensors. The 5-axis inertial sensor is a new inertial sensor newly developed by continental automobile company, and can simultaneously acquire and output the yaw angular velocity omega of the motor vehiclezRoll angular velocity ωxAcceleration a in X directionxAcceleration a in Y-directionyAnd acceleration a in Z directionzThe values of these five driving variables. Yaw angular velocity ωzRepresenting the angular speed of the motor vehicle about the vertical axis Z of the vehicle. Roll angular velocity ωxRepresenting the angle of rotation of the motor vehicle about the longitudinal axis X of the vehicle. Therefore, for ESP systems and rollover protection systems, an Inertial Measurement Unit (IMU) is originally required to provide the yaw rate ωzAnd acceleration a in the direction of X, Yx、ayThe roll sensor is required to provide the roll angular velocity ω of the vehiclexAnd acceleration a in the direction of Y, Zy、azThe object is now achieved with a 5-axis inertial sensor.
The master and slave processors 13, 23 may process, e.g., filter, calibrate, normalize, etc., the respective data collected by the first and second sensors 11, 21 to obtain master and slave sensor data, respectively. Due to this redundant design, the individual units 1, 2 can themselves perform the function of providing the required sensor data for the vehicle system, in this case the ASIL B safety class.
In order to achieve a higher security level ASIL D, the two units 1, 2 work together here. For this purpose, the slave processor 23 transmits the slave sensor data to the master processor 13, in which the master sensor data and the slave sensor data are compared. Determining the number of primary sensors upon comparisonAccording to the deviation from the sensor data. Depending on the sensor, the master and slave sensor data may, for example, contain one or more parameters. For example, taking a 5-axis inertial sensor as an example, the primary sensor data includes ωz1、ωx1、ax1、ay1、az1From sensor data comprising ωz2、ωx2、ax2、ay2、az2. Correspondingly, the deviation of the master sensor data from the slave sensor data also contains five values Δ ωz、Δωx、Δax、Δay、Δaz. In the simplest case, the deviation can be the difference between the respective variables in the master and slave sensor data, namely:
Δψ＝ψ1–ψ2where ψ represents the parameter ω respectivelyz、ωx、ax、ay、azBut may be in other forms, such as Δ ψ (ψ)1–ψ2)/ψ1Where ψ represents the parameter ω respectivelyz、ωx、ax、ay、az。
If none of the five deviations, which has the largest absolute value, exceeds a predefined first threshold, the master and slave sensor data may be considered correct, and therefore either of the master and slave sensor data, e.g. the master sensor data, may be selected as the final output data (i.e. measurement result).
If the maximum value of the deviation of the master sensor data from the slave sensor data is greater than the first threshold value, the reliability of the master sensor data and the reliability of the slave sensor data are checked. The master sensor data is compared with the last master sensor data acquired, and if the maximum value of the deviation of the master sensor data from the previously acquired master sensor data does not exceed a second predetermined threshold value, the master sensor data is selected as the final output data, otherwise, the slave sensor data is selected as the final output data. For greater safety, the slave sensor data is also compared with the last acquired slave sensor data, and the slave sensor data is selected as the final output data if the maximum value of the deviation of the slave sensor data from the previously acquired slave sensor data does not exceed a third predetermined threshold value. Here, the third threshold may be equal to the second threshold.
The consideration here is that, when a sensor is working normally, the time variation curve of the sensor data collected and output by the same sensor should have a certain continuity and linearity, and an isolated numerical point free from the variation curve may mean that the sensor is faulty or not working properly, and the data is not informed.
After determining the final output data, the host processor 13 optionally also invokes the data encryption module 14 to encrypt the output data. The data encryption module 14 may be part of the main processor or may be mounted as a separate component on the circuit board of the integrated sensor device. The encrypted data is then output to the vehicle CAN bus for transmission to the corresponding vehicle system.
Furthermore, instead of performing the comparison of the two sensor data paths in the master processor, it is also conceivable for the integrated sensor device to also comprise a separate comparator, to which both the master sensor data and the slave sensor data are transmitted for the comparison.
Claims (12)
1. An integrated sensor device (10) for a motor vehicle, comprising a circuit board (3) and a first unit (1) and a second unit (2) arranged on the circuit board (3), the first unit (1) comprising a first sensor (11) and a master processor (13), the second unit (2) comprising a second sensor (21) and a slave processor (23), wherein the first unit (1) and the second unit (2) are designed for data acquisition and processing with respect to the same parameter, wherein the master processor (13) is configured to process data acquired by the first sensor (11) to generate master sensor data, the slave processor (23) is configured to process data acquired by the second sensor (21) to generate slave sensor data, wherein the integrated sensor device (10) is configured to, the integrated sensor device (10) can compare the master sensor data with the slave sensor data and determine the final output data of the integrated sensor device according to the comparison result, when the master sensor data and the slave sensor data are compared, the deviation of the master sensor data and the slave sensor data is determined, and if the maximum value of the deviation does not exceed a first threshold value specified in advance, the master sensor data is selected as the final output data; and if the maximum value of the deviation of the master sensor data from the slave sensor data is greater than the first threshold value, comparing the master sensor data with the previous master sensor data, and if the maximum value of the deviation of the master sensor data from the previous master sensor data does not exceed a second threshold value prescribed in advance, selecting the master sensor data as the final output data.
2. The integrated sensor device (10) according to claim 1, characterized in that the integrated sensor device (10) is configured to compare the slave sensor data with the previous slave sensor data if the maximum value of the deviation of the master sensor data from the previous master sensor data is greater than the second threshold value, and to select the slave sensor data as the final output data if the maximum value of the deviation of the slave sensor data from the previous slave sensor data does not exceed a predefined third threshold value.
3. The integrated sensor device (10) according to claim 1 or 2, characterized in that the first sensor (11) and the second sensor (21) are each configured as an inertial sensor.
4. The integrated sensor device (10) according to claim 3, wherein the inertial sensor is a 5-axis inertial sensor for simultaneously acquiring and outputting a yaw rate, a roll rate, and an acceleration in X, Y, and Z directions of the motor vehicle.
5. The integrated sensor device (10) as claimed in claim 1 or 2, the first sensor (11) and the second sensor (21) being arranged one above the other in a criss-cross manner on both sides of the circuit board (3).
6. The integrated sensor device (10) according to claim 1 or 2, characterized in that the first sensor (11) and the second sensor (21) each perform data acquisition with an acquisition frequency of 2000 Hz.
7. The integrated sensor device (10) according to claim 1 or 2, characterized in that, for generating the primary sensor data, the primary processor (13) filters, calibrates, normalizes the data acquired by the first sensor (11); to generate the slave sensor data, the data collected by the second sensor (21) is filtered, calibrated, normalized from the processor (23).
8. The integrated sensor device (10) according to claim 1 or 2, wherein the integrated sensor device (10) is configured to transmit slave sensor data to the master processor (13) for comparison of master sensor data and slave sensor data.
9. The integrated sensor device (10) according to claim 1 or 2, characterized in that the integrated sensor device (10) is further configured to enable encryption of the final output data.
10. The integrated sensor device (10) according to claim 1 or 2, characterized in that the integrated sensor device (10) is further configured to output the final output data to a vehicle CAN bus.
11. The integrated sensor device (10) according to claim 1 or 2, characterized in that the integrated sensor device (10) is arranged in the chassis of a motor vehicle below a central tunnel.
12. A motor vehicle having an integrated sensor device (10) according to any one of claims 1 to 11.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010200897.8A CN111332227B (en) | 2020-03-20 | 2020-03-20 | Integrated sensor device for a motor vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010200897.8A CN111332227B (en) | 2020-03-20 | 2020-03-20 | Integrated sensor device for a motor vehicle |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN111332227A CN111332227A (en) | 2020-06-26 |
| CN111332227B true CN111332227B (en) | 2021-10-08 |
Family
ID=71178425
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202010200897.8A Active CN111332227B (en) | 2020-03-20 | 2020-03-20 | Integrated sensor device for a motor vehicle |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN111332227B (en) |
Citations (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5037129A (en) * | 1989-04-06 | 1991-08-06 | Robert Bosch Gmbh | Safety device for vehicle occupants |
| CN101489835A (en) * | 2006-07-14 | 2009-07-22 | 卢卡斯汽车股份有限公司 | Method and device for checking the plausibility of measured values in the surroundings of a motor vehicle |
| CN102753395A (en) * | 2010-02-11 | 2012-10-24 | 大陆-特韦斯贸易合伙股份公司及两合公司 | Vehicle sensor node |
| CN104870260A (en) * | 2012-12-20 | 2015-08-26 | 大陆-特韦斯贸易合伙股份公司及两合公司 | Device for outputting a measurement signal indicating a physical measurement variable |
| CN106274308A (en) * | 2015-06-24 | 2017-01-04 | 通用汽车环球科技运作有限责任公司 | Integrated sensing unit and the method being used for determining wheel of vehicle speed and tire pressure |
| CN107089140A (en) * | 2017-04-26 | 2017-08-25 | 北京新能源汽车股份有限公司 | A kind of fault detection method, device and the electric automobile of accelerator pedal mechanism |
| WO2018147254A1 (en) * | 2017-02-10 | 2018-08-16 | パナソニックＩｐマネジメント株式会社 | Vehicular input apparatus |
| CN108732920A (en) * | 2017-04-19 | 2018-11-02 | 英飞凌科技股份有限公司 | Test collisions sensor device during vehicle operation |
| CN109677341A (en) * | 2018-12-21 | 2019-04-26 | 深圳市元征科技股份有限公司 | A kind of information of vehicles blending decision method and device |
Family Cites Families (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2005178628A (en) * | 2003-12-19 | 2005-07-07 | Toyota Motor Corp | Integrated control system for vehicle |
| CN103606206B (en) * | 2013-09-18 | 2016-09-28 | 武汉理工大学 | A kind of motoring condition cognitive method using motoring condition sensing device |
-
2020
- 2020-03-20 CN CN202010200897.8A patent/CN111332227B/en active Active
Patent Citations (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5037129A (en) * | 1989-04-06 | 1991-08-06 | Robert Bosch Gmbh | Safety device for vehicle occupants |
| CN101489835A (en) * | 2006-07-14 | 2009-07-22 | 卢卡斯汽车股份有限公司 | Method and device for checking the plausibility of measured values in the surroundings of a motor vehicle |
| CN102753395A (en) * | 2010-02-11 | 2012-10-24 | 大陆-特韦斯贸易合伙股份公司及两合公司 | Vehicle sensor node |
| CN104870260A (en) * | 2012-12-20 | 2015-08-26 | 大陆-特韦斯贸易合伙股份公司及两合公司 | Device for outputting a measurement signal indicating a physical measurement variable |
| CN106274308A (en) * | 2015-06-24 | 2017-01-04 | 通用汽车环球科技运作有限责任公司 | Integrated sensing unit and the method being used for determining wheel of vehicle speed and tire pressure |
| WO2018147254A1 (en) * | 2017-02-10 | 2018-08-16 | パナソニックＩｐマネジメント株式会社 | Vehicular input apparatus |
| CN108732920A (en) * | 2017-04-19 | 2018-11-02 | 英飞凌科技股份有限公司 | Test collisions sensor device during vehicle operation |
| CN107089140A (en) * | 2017-04-26 | 2017-08-25 | 北京新能源汽车股份有限公司 | A kind of fault detection method, device and the electric automobile of accelerator pedal mechanism |
| CN109677341A (en) * | 2018-12-21 | 2019-04-26 | 深圳市元征科技股份有限公司 | A kind of information of vehicles blending decision method and device |
Also Published As
| Publication number | Publication date |
|---|---|
| CN111332227A (en) | 2020-06-26 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US6173229B1 (en) | Microprocessor arrangement for a vehicle-control system | |
| US8695424B2 (en) | Sensor device for detecting at least one rotation rate of a rotating motion | |
| US7289889B2 (en) | Vehicle control system and method | |
| EP2177918B1 (en) | Sensor apparatus with failure diagnosis | |
| JP6329075B2 (en) | Communication system for vehicle | |
| US20070282459A1 (en) | Method and Device for Monitoring Signal Processing Units for Sensors | |
| CN107300395B (en) | Pitch rate sensor fault detection and reconstruction | |
| CN102782506B (en) | Vehicle condition detection device and vehicle-state checking system | |
| US9008808B2 (en) | Control system for safely operating at least one functional component | |
| KR20130007566A (en) | Vehicle sensor node | |
| US8818638B2 (en) | Device and method for triggering passenger protection means | |
| US8660768B2 (en) | Device for controlling the driving dynamics of a vehicle | |
| CN107289981A (en) | The detection and reconstruct of suspension height sensor failure | |
| CN108290553B (en) | Vehicle motion detection apparatus | |
| KR20160037939A (en) | Method and electronic circuit assembly for the redundant signal processing of a safety-relevant application, motor vehicle brake system, motor vehicle having said motor vehicle brake system, and use of such an electronic circuit assembly | |
| JP4934627B2 (en) | Information filtering method and in-vehicle gateway device | |
| US6971047B2 (en) | Error handling of software modules | |
| CN111332227B (en) | Integrated sensor device for a motor vehicle | |
| WO2021024588A1 (en) | Mobility control system, method, and program | |
| WO2021024589A1 (en) | Mobility control system, method, and program | |
| JP2008259124A (en) | On-vehicle communication system and electronic control unit | |
| KR101278344B1 (en) | Electronic device | |
| JP2015223956A (en) | Collison detection system | |
| CN112368978B (en) | Vehicle-mounted communication system, data acquisition device, management device, and monitoring method | |
| US6389350B1 (en) | Combined system for controlling the handling performance of a motor vehicle |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |