EP1761413A1 - Capteur electronique - Google Patents

Capteur electronique

Info

Publication number
EP1761413A1
EP1761413A1 EP05755588A EP05755588A EP1761413A1 EP 1761413 A1 EP1761413 A1 EP 1761413A1 EP 05755588 A EP05755588 A EP 05755588A EP 05755588 A EP05755588 A EP 05755588A EP 1761413 A1 EP1761413 A1 EP 1761413A1
Authority
EP
European Patent Office
Prior art keywords
sensor
conductor
housing
hall
conditioning circuit
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.)
Withdrawn
Application number
EP05755588A
Other languages
German (de)
English (en)
Inventor
M. Nissan Technical Centre Europe Ltd. ROBERTS
Z. Nissan Technical Centre Europe Ltd. LINFOOT
B. Nissan Tech. Centre Europe Ltd. RUSSELL-SMITH
T. Nissan Technical Centre Europe Ltd. WRIGHT
Iain Nissan Technical Centre Europe Ltd BACK
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Nissan Motor Manufacturing UK Ltd
Original Assignee
Nissan Motor Manufacturing UK Ltd
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Nissan Motor Manufacturing UK Ltd filed Critical Nissan Motor Manufacturing UK Ltd
Publication of EP1761413A1 publication Critical patent/EP1761413A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R21/01—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents
    • B60R21/017—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including arrangements for providing electric power to safety arrangements or their actuating means, e.g. to pyrotechnic fuses or electro-mechanic valves
    • B60R21/0173—Diagnostic or recording means therefor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R21/01—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents
    • B60R2021/01122—Prevention of malfunction
    • B60R2021/01129—Problems or faults
    • B60R2021/01177—Misdeployment, e.g. during assembly, disassembly, accident salvage or recycling
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01R—MEASURING ELECTRIC VARIABLES; MEASURING MAGNETIC VARIABLES
    • G01R15/00—Details of measuring arrangements of the types provided for in groups G01R17/00 - G01R29/00, G01R33/00 - G01R33/26 or G01R35/00
    • G01R15/14—Adaptations providing voltage or current isolation, e.g. for high-voltage or high-current networks
    • G01R15/20—Adaptations providing voltage or current isolation, e.g. for high-voltage or high-current networks using galvano-magnetic devices, e.g. Hall-effect devices, i.e. measuring a magnetic field via the interaction between a current and a magnetic field, e.g. magneto resistive or Hall effect devices
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01R—MEASURING ELECTRIC VARIABLES; MEASURING MAGNETIC VARIABLES
    • G01R19/00—Arrangements for measuring currents or voltages or for indicating presence or sign thereof
    • G01R19/145—Indicating the presence of current or voltage
    • G01R19/15—Indicating the presence of current

Definitions

  • the invention relates to a sensor for engaging onto and around an insulated wire of a crash test vehicle, a sensor head for the measurement of a control signal in a circuit of an on-board electrical system of a crash-test vehicle and to a method of crash-testing a vehicle.
  • Crash testing may be carried out on many different types of vehicle as a key part of development to rate a vehicle's safety performance.
  • One major need for crash testing is for cars and similar, because new models need to be assessed before release to the market.
  • the invention may be used in crash testing of cars or the like, but may also be applied to other situations where there is a. need to non-intrasively sense current flow.
  • airbag control module When testing cars, data acquisition units in the car are used to record an accurate log of information relating to car conditions during the crash conditions.
  • One specific, although no-limiting situation that needs to monitored is the airbag trigger circuitry.
  • the airbag control module During a high-speed impact, it is the responsibility of the airbag control module to decide whether and when to deploy the airbag or airbags. The module is able to come to this decision based upon the information it receives from various accelerometers located around the vehicle.
  • a trigger signal generated by the control module and sent to the airbag must be such as to be able to burn out a resistor (the "squib") located within the airbag module, thereby igniting an explosive charge and deploying the airbag.
  • the airbag fails to deploy in the correct manner at the correct time during a crash test, it could be that the control module has failed to send a signal at the correct time or at all, or the harness is damaged and fails to convey the signal from the control module to the airbag module. It is also possible that the airbag itself could be at fault. It is therefore necessary to monitor the current at a predetermined point in the harness (often at, or close to, the electrical terminals of the airbag module) to determine when the signal is received with reference to the time of crash.
  • Such probes 10 have a jaw portion 12 with an aperture 14 through which the wire or cable (not shown) to be monitored passes.
  • the jaw portion 12 is openable by a jaw actuator 16 to allow positioning around the wire or cable.
  • a current sensing transducer (not shown) is associated with the jaw portion 12 to sense current in the wire by detection of the magnetic field surrounding the wire due to current in the wire. Conditioning circuitry in the probe "cleans up" the output of the transducer to provide an output indicative of current flow through the wire of concern.
  • the reliability of a probe 10 may be poor at high accelerations ("high g") and, as vehicle safety systems develop, the number of airbag/pre-tensioner channels is increasing with some car manufacturers already using two-stage devices thereby requiring an increase in the number of sensors required and the space required to accommodate them. As they are relatively large it is unlikely that they can be used in "tight" areas, such as behind vehicle trim. This may therefore undesirably constrain the test engineer. Also, probes of this type are quite heavy, around 250 grams for the probe itself, and under high g force, their inertia is sufficient that they are prone to move significantly during crash conditions.
  • the cost of probes of this general type is high and this makes it important to retrieve the probe(s) after use.
  • the act of retrieving the probe may however disturb the wiring, for example behind the dashboard, when it would be desirable for the wiring to be left undisturbed.
  • the insulated wires of the airbag harness usually has a diameter of around 1- 3 mm and is therefore very much smaller than the diameter of the aperture 14 of the jaw portion 12 which is typically 20 millimetres.
  • the wire 24 runs through the middle of the cork 22 whilst the jaw portion 12 of the probe 10 grips the cork in place.
  • the magnetic field produced by the current in the wire is most dense close to the wire and, as the sensor is necessarily somewhat removed from the wire, the response of the sensor may be of reduced magnitude, thereby requiring careful scrutiny of test results.
  • Another is that it is often necessary to apply the current sensor probe in awkward or inaccessible locations, and the need to manipulate a cork may add to the difficulty.
  • heavy duty tape (not shown) is used to clamp the jaws of the jaw portion 12 closed, to assist with the spring-bias of the jaws of the jaw portion 12.
  • the jaws can still rattle and vibrate during an impact especially under the g-forces arising out of crash conditions. Such vibrations can create noise in the sensor which is apparent on the output signal of the sensor.
  • FIG 3 shows a comparison between a typical desired result in Figure 3a and the type of result which is sometimes obtained using the probe and arrangement of Figures 1 and 2.
  • Figure 3a depicts a desired monitored signal 30 over a period of time, the detected airbag firing pulse 32 also being shown.
  • Figure 3b shows an actual monitored signal 34 which, as can be seen, comprises a substantial noise component and is quite different from the desired signal of Figure 3 a. It may still be possible to obtain some form of useful information the actual result of Figure 3b - closer inspection of section 36 of the signal 34 depicts a section 38 comprising a detected pulse 40 - but this is time consuming. It can also be difficult to assess the accuracy of the derived results.
  • the cost and the inertia of the sensor is significantly reduced. Indeed, as the expense of the sensor element has been significantly reduced, they can be considered "disposable"; there may be no need to spend time removing them from vehicles after the tests, and in turn the ability to leave the sensor in place reduces the impact of the sensor on the vehicle by reducing further disturbance
  • the sensor head clamps onto the insulation of a wire of the circuit to be monitored
  • the sensor head can remain immobile on the wire during crash conditions in which the sensor head can be subjected to deceleration forces of more than 40g. This means that the location at which the test is performed can be determined.
  • the sensor head can move along the wire during crash conditions and thus the physical impact of its inertia on the wire and the circuit components is reduced.
  • in-line conditioning circuitry has advantages over the in-head circuit, since for example, it is possible to select a region of the vehicle which is "safe". Since the region may be an accessible region, the conditioning circuitry may include indicators to enable the test engineer to confirm that power is available, that the sensor is correctly installed etc.
  • Figure 1 is an illustration of a known sensor head utilised in crash tests
  • Figure 2 is an illustration of the manner in which the device of Figure 1 may be secured around a wire to be monitored
  • Figure 3 is a diagram demonstrating a comparison of the desired results from the known sensor head and that which is sometimes obtained;
  • Figure 4 is a diagram illustrating a sensor embodying the present invention
  • Figure 5 is perspective view of a housing for a sensor head embodying the present invention
  • Figure 6 is a schematic diagram of a conditioning circuit embodying the present invention
  • Figure 7 is a schematic diagram of a battery voltage monitor
  • Figure 8 is a circuit diagram of a second battery voltage monitor
  • Figure 9 is a schematic diagram of a warning system monitor useful with the present invention.
  • Figure 10 is an oscilloscope trace illustrating the reaction of the probe of
  • Figure 11 is an oscilloscope trace illustrating the reaction of a probe embodying the invention to an airbag fire signal.
  • a sensor 100 has a generally cylindrical housing 102, here of plastics, having a diameter around three times the axial height of the cylinder.
  • the housing 102 is divided generally diametrically into a first housing portion 102a and a second housing portion 102b, which are thus substantially half cylinders.
  • the housing portions 102a, 102b are injection moulded and extend one into the other via a web 104 of plastics material interconnecting the portions along corresponding height- parallel edges.
  • the web 104 is of a thickness so as to provide flexibility and allow the housing portions 102a, 102b to open and close, acting as a hinge 104.
  • Cut-outs 114a, 114b are disposed so that when the two housing portions are closed to form a cylinder, the cut-outs form holes 112 in the opposing major faces of the cylinder, the holes 112 being concentric with the cylinder.
  • the second housing portion 102b has a height-parallel slot 120 at a location remote from its ends, and a second slot 118b at a location near to the end distal to the hinge web 104.
  • the first housing portion 102a has a hook portion 118a extending from the end distal to the hinge web 104.
  • the hook 118a has a first portion that is a continuation of the curved wall of the housing portion, and a second mwardly-directed portion. The hook portion 118a and the second slot 118b together form a catch.
  • the housing 102 is generally hollow and defines a circular-cylindrical enclosure.
  • the enclosure houses a ferrite core 106 that in this embodiment has an annular plan, and hence a central axial aperture 116, and a rectangular cross- section. In other embodiments, a toroid or other shape may be substituted.
  • the ferrite core 106 is used in conjunction with a Hall-effect sensor 108 to afford non-intrusive current sensing means for monitoring the current in the wire.
  • the core has two similarly-dimensioned parts in this embodiment. In the view of Figure 4, only one part is shown for the sake of clarity.
  • the Hall-effect sensor 108 is disposed in a slot (not shown) in the underside of the ferrite core 106 through the first slot 120 in the second housing portion 102b in the direction 122 as shown, to thereby become magnetically coupled with the core 106.
  • the Hall-effect sensor has three terminals 124 connected to a connecting cable 126 having individual conductors 128 and a screen and/or overall sheath 130.
  • the individual wires 128 are have individual screens (not shown).
  • the cable 126 may be chosen to be highly flexible where necessary.
  • the wire has an end connector 132 for connection to a conditioning circuit, which will be described below.
  • the holes 112 in the opposing end walls and the aperture 116 of the core allow a conductor (not shown) to pass through the sensor 100 so that a current through the conductor can be sensed.
  • the split structure of the sensor 100 allows positioning of around the conductor (not shown for the sake of clarity) after which the two halves are closed to engage onto and around the conductor.
  • the conductors are insulated, and the holes 112 in the present embodiment are dimensioned to lightly engage the insulation. It will seen that the conductor will, in use, be at least substantially surrounded by the ferrite core 106 through aperture 116 (half of which is shown) of the ferrite core 106.
  • the cut out portions 114a and 114b engage onto the insulation of the wire sufficiently to allow the sensor to move by sliding along the wire.
  • the ferrite core 106 may alternatively have any suitable shape or form other than a toroid.
  • the catch 118a, 118b holds the distal regions of the two portions 102a, 102b in tight engagement so that the housing acts as though it were an integral body.
  • Other embodiments use other securing means, such as a clamping device around the periphery of the housing, a cable tie, glue.
  • packing of a suitable material such as a rubber grommet (not shown) may be used to ensure a tight fit of the sensor 100 on the wire, if that is required.
  • the ferrite core 106 is positioned into the slot 110 in the second housing portion 102b and placed in the desired position around the wire.
  • the second part of the ferrite core 106 (not shown) is placed over the conductor so that the ferrite core in this embodiment at least substantially encircles the wire and the housing 102 is closed by fixing the catch 118a, 118b.
  • the closing action provided by this catch together with the size of the holes 112 is sufficient to retain the sensor head on the wire under the g-forces arising out of crash conditions.
  • an alternative housing 150 for housing a core 206 generally similar to core 106 has first and second housing portions 152a, 152b having a circumferential surface 154.
  • the surface 154 is bounded by two opposing circumferentially-extending flange lips 156 of the housing to define a pathway for retaining a web (not shown) or similar around the housing.
  • the web may form a securing means, for example a cable tie disposed around the periphery of the housing 150 and pulled tight. The provision of such securing means ensures the sensor remains secure.
  • the housing portions 152a, 152b are each generally semicircular in plan, and each has a respective pair of edges 152c, 152d that runs generally parallel to a diameter of the circle defined by the portions 152a, 152b when disposed to form a circle.
  • the portions 152a, 152b are connected together via a hinge 160 having a pivot point 153 offset outwardly from the respective diameter-parallel edges 152c,152d so that when the sensor head 150 is closed until the edges are mutually parallel, they are spaced apart - see Fig 5B.
  • the ferrite core 206 of this embodiment is in two parts, and is disposed in the housing enclosure of the housing so that end portions 206a, 206b project circumferentially from the distal ends 152e, 152f of the housing.
  • the disposition is such that in the pivot region the core end portions 206c, 206d are substantially level with the diameter-parallel edges 152c, 152d.
  • the projecting end portions 206a, 206b extend such that when they are in mutual engagement, the edges 152c, 152d are parallel. Hence this leaves a gap at the pivot end between the ends 206c, 206d. This gap is selected to correspond to the size of the Hall-effect sensor (not shown), which is secured in this location during manufacture.
  • edges 152c, 152d have cut-outs forming a hole 158 when closed corresponding with an aperture of the core 206 so that a conductor (not shown) can pass through the sensor housing 152 through aperture 158.
  • the output of the Hall-effect sensor includes dc offsets.
  • the output is processed by conditioning circuitry to remove the offset and to provide logic- level outputs after window thresholding to reduce noise effects.
  • the output of the conditioning circuit is fed to data acquisition circuitry, which may be of a convention type. Diagnostic devices may be provided to allow checkmg/monitoring of the operation of the elements of the system.
  • An exemplary conditioning circuit 650 is illustrated in Figure 6.
  • Conditioning circuit 650 has a positive voltage rail 652 at +5 volts and a negative voltage rail 654 at -5 volts.
  • the circuit 650 has three stages 658,668 and 672.
  • An input terminal 656 connects the Hall sensor signal to the first stage 658 of the conditioning circuit 650 which is a buffer stage acting as voltage follower.
  • the buffer is an operational amplifier 660, with direct connection of output to mverting input, thus providing a high impedance buffered signal 659.
  • the buffered signal 159 forms the input to the second stage 668, the second stage 668 serving to remove dc offset.
  • the second stage has a shunt circuit 662 having a resistor 664 having one node receiving the signal 659, and having its other node connected via a capacitor 666 to the negative rail 654.
  • the common node of the resistor 664 and the capacitor 666 is connected via a resistor 667 to the mverting input of a second operational amplifier 670, receiving the signal 659 at its non-inverting input: negative feedback from the output 673 is provided by a further resistor 671.
  • the third stage 672 is a window-comparator stage 672 receiving the output 673 of the second operational amplifier, and applying it to the non-mverting input of a third operational amplifier 674 and to the inverting input of a fourth operational amplifier 676.
  • the inverting input of the third operational amplifier 674 and the non-inverting input of the fourth operational amplifier 676 are connected to taps of a potential divider 675 having three resistors 675a, 675b, 675c connected serially across the rails 652, 654.
  • the first resistor 675a connected between the positive rail 652 and the mverting input of the third operational amplifier 674 and the third resistor 675c between the non-mverting input of the fourth operational amplifier 676 and the negative rail 654 are of like value.
  • the second resistor 675b has a value between 1/10 and 1/20* the value of the first resistor 675a, so that the threshold window is around l/20 th to 1740 th the supply rail potential difference.
  • each of third 674 and fourth 676 operational amplifiers are connected via respective diodes 678, 680 to an output node 679.
  • the output node 679 voltage is then halved via a potential divider 682 having resistors 684 and 686 to provide 5 volt output signal 688.
  • the voltage output signal 688 is use, fed to data acquisition circuitry (not shown).
  • the conditioning circuit has an indicator sub-circuit 690 which indicates the presence of battery power across the supply rails 652, 654, and also indicates a fault in the Hall-effect circuit.
  • the sub- circuit 690 has a first green LED 689 connected between the rails 652, 654 to be illuminated so long as the 10 volts is present across the rails.
  • a second window comparator 691 having a potential divider 693 across the rails, fifth and sixth operational amplifiers 692, 694 and respective diodes 695, 696 is connected so that the non-inverting input of the fifth operational amplifier 692 and the inverting input of the sixth operational amplifier 694 receive the signal at input node 656.
  • the diodes 695, 696 are connected to a red LED 698 which is thus energised if the Hall effect sensor signal is other than close to 0 volts (midway between the supply rails 652, 654) -close to 0 Volts is the output voltage it should be if correctly connected and not faulty.
  • a battery voltage monitoring circuit 200 can be connected to monitor the state of the crash-test vehicle battery, or the mstrumentation battery. Such a circuit offers the advantage that, if the airbag system would not deploy correctly during a crash-test, this situation can be established prior to the test, thereby leading to less wasted time and cost.
  • the circuit 200 has a power rail 201 and a ground rail 202 powered at 12V from the vehicle battery (not shown).
  • the circuit 200 has a potential divider 211 across the rails 202, with a tap 212 to the non-inverting input of an operational amplifier 203.
  • the inverting input is derived from a second potential divider 205 connected across a regulated 5V supply 209 derived from the input power via a 5V regulator 207.
  • the output of the operational amplifier 203 is connected to the anode of a green LED 204 having its cathode connected to ground, and to the cathode of a red LED 208 having its anode connected to the regulated supply 209.
  • green LED 204 is illuminated by a positive going output from the operational amplifier 203. If the battery voltage falls below a certain value, (10.5 V in the present example), the operational amplifier 203 provides a low output and the red LED 206 is illuminated. If no battery is present (eg battery disconnected) neither LED is lit.
  • the output of the operational amplifier 203 is fed to an opto- isolator 210 to allow the monitor signal to be passed to a warning lamp control circuit (see later herein)
  • a generally similar circuit 300 is supplemented by a second operational amplifier 303 having a non-inverting input connected to the tap of the potential divider 205.
  • the inverting input is connected to the tap of a second potential divider 305 which has an LDR 302 connected to the 5V rail 209 in series with a variable resistor 306 connected to earth.
  • LDR low resistance
  • the inverting input of the second operational amplifier 303 is low, causing the output to go high.
  • the output is coupled to the cathode of a second red LED 305 having its anode connected to the 5V rail 207, so that so long as the LDR is un-illuminated, the second red LED 305 is off.
  • a warning light circuit, 250 receives inputs from monitoring circuits 200, 300 and provides an externally visible or audible warning when a fault occurs.
  • Opto-isolators are used to avoid earth commoning that could give rise to earth loops and hence noise. Even if the crash-test vehicle has been set up and all of the technicians are well away from the vehicle, (for example in a crash-test control room), the circuit indicates that a fault has occurred, giving ample opportunity of stopping the test.
  • the warning may be via a lamp (400) or another signalling device such as siren.
  • the circuit 250 as shown has four inputs 252-5 from battery monitor circuits 200, 300. As noted above some of these 252, 253 are opto-isolated The inputs 252-255 are fed to a common line 256 that forms the inverting input of an operational amplifier 260 whose non-inverting input is derived from the tap of a potential divider 261 across input supply rails 270,271.
  • the common line 256 is connected via a pull-up 262 to the positive rail to ensure that the default state is "fail"
  • the output of the amplifier 260 drives a power transistor 263 operating the lamp 400 in this embodiment.
  • the lamp is typically mounted on the roof of the vehicle so as to be highly visible.
  • a sensor embodying the present invention was found to provide a significant improvement over the sensor 10 of Figure 1.
  • Figure 10 there is shown an oscilloscope trace of the reaction to an airbag firing signal by the probe of Figures 1 and 2.
  • the reaction time of the probe of Figures 1 and 2 is more than 0.5 mS from the point 300 of the airbag firing pulse and the magnitude of the response is relatively small.
  • the reaction time of a sensor according to the present invention is better than 0.3 mS from the point 302 of the airbag firing pulse with a much more discernible response magnitude.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Air Bags (AREA)

Abstract

L'invention concerne un capteur pour détecter le déclenchement d'un coussin gonflable de sécurité de véhicule, ce capteur pouvant être disposé autour d'un conducteur isolé d'un véhicule utilisé pour des essais de choc. Le capteur selon l'invention comprend une structure en ferrite qui est disposée dans un logement, un dispositif à effet Hall qui comporte des bornes de sortie et qui est couplé magnétiquement avec la structure en ferrite. Le logement et la structure en ferrite définissent un trou traversant pour le conducteur et sont reliés au niveau d'une charnière pour permettre la séparation de parties correspondantes positionnées distalement par rapport à la charnière, et ainsi permettre l'introduction du conducteur dans le trou traversant. Le capteur selon l'invention comprend également un dispositif de fixation servant à fixer les parties distales les unes avec les autres pour maintenir le logement fermé autour du conducteur, ainsi qu'un fil blindé qui est relié aux bornes du dispositif à effet Hall pour injecter un signal provenant de ce dispositif à effet Hall dans un circuit de conditionnement distinct.
EP05755588A 2004-06-18 2005-06-20 Capteur electronique Withdrawn EP1761413A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
GBGB0413780.8A GB0413780D0 (en) 2004-06-18 2004-06-18 Electronic sensor
PCT/GB2005/002408 WO2005123464A1 (fr) 2004-06-18 2005-06-20 Capteur electronique

Publications (1)

Publication Number Publication Date
EP1761413A1 true EP1761413A1 (fr) 2007-03-14

Family

ID=32750248

Family Applications (1)

Application Number Title Priority Date Filing Date
EP05755588A Withdrawn EP1761413A1 (fr) 2004-06-18 2005-06-20 Capteur electronique

Country Status (3)

Country Link
EP (1) EP1761413A1 (fr)
GB (2) GB0413780D0 (fr)
WO (1) WO2005123464A1 (fr)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN106338637B (zh) * 2016-08-26 2023-08-25 杭州集普科技有限公司 汽车碰撞试验用电流检测传感器
CN106841711A (zh) * 2017-03-09 2017-06-13 国网福建省电力有限公司 避雷器带电测试屏蔽用机械爪结构及其工作方法
CN107121572A (zh) * 2017-06-19 2017-09-01 峨眉山长宇电气有限公司 一种带电显示器固定设备

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US4414510A (en) * 1980-05-28 1983-11-08 General Electric Company Low cost sensing system and method employing anistropic magneto-resistive ferrite member
EP0176634A1 (fr) * 1984-08-06 1986-04-09 Watt Watcher, Inc. Appareil pour surveiller la consommation de courant électrique
US4823075A (en) * 1987-10-13 1989-04-18 General Electric Company Current sensor using hall-effect device with feedback
DE3817299A1 (de) * 1988-05-20 1989-11-30 Masanobu Higami Messwertaufnehmer fuer ein zangenamperemeter
FR2646714B1 (fr) * 1989-05-03 1991-10-18 Simplex App Elect Tore ouvrant de mesure de courant electrique
US5502374A (en) * 1994-09-02 1996-03-26 Veris Industries, Inc. Current sensors
JPH09189723A (ja) * 1996-01-11 1997-07-22 Gakugei Computer:Kk 平行コードの電流検査装置
US6535115B1 (en) * 2000-03-13 2003-03-18 Amsafe, Inc. Air bag having excessive external magnetic field protection circuitry
JP3327899B2 (ja) * 2000-06-19 2002-09-24 共立電気計器株式會社 非接触式電流測定器
US20020024333A1 (en) * 2000-07-07 2002-02-28 Hubert Maiwald Current sensor

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See references of WO2005123464A1 *

Also Published As

Publication number Publication date
GB2415261B (en) 2007-01-10
GB2415261A (en) 2005-12-21
GB0413780D0 (en) 2004-07-21
GB0512495D0 (en) 2005-07-27
WO2005123464A1 (fr) 2005-12-29

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