WO2004016485A1 - Commande de vehicule faisant appel a un modele d'interaction entre surface de la route et pneu - Google Patents

Commande de vehicule faisant appel a un modele d'interaction entre surface de la route et pneu Download PDF

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Publication number
WO2004016485A1
WO2004016485A1 PCT/NL2003/000589 NL0300589W WO2004016485A1 WO 2004016485 A1 WO2004016485 A1 WO 2004016485A1 NL 0300589 W NL0300589 W NL 0300589W WO 2004016485 A1 WO2004016485 A1 WO 2004016485A1
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WO
WIPO (PCT)
Prior art keywords
tire
friction
road surface
vehicle
road
Prior art date
Application number
PCT/NL2003/000589
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English (en)
Inventor
Roeland Michaël Maria HOGT
Original Assignee
Nederlandse Organisatie Voor Toegepast-Natuurwe Tenschappelijk Onderzoek Tno
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 Nederlandse Organisatie Voor Toegepast-Natuurwe Tenschappelijk Onderzoek Tno filed Critical Nederlandse Organisatie Voor Toegepast-Natuurwe Tenschappelijk Onderzoek Tno
Priority to AU2003256162A priority Critical patent/AU2003256162A1/en
Publication of WO2004016485A1 publication Critical patent/WO2004016485A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/172—Determining control parameters used in the regulation, e.g. by calculations involving measured or detected parameters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2210/00—Detection or estimation of road or environment conditions; Detection or estimation of road shapes
    • B60T2210/10—Detection or estimation of road conditions
    • B60T2210/12—Friction

Definitions

  • the invention relates to a vehicle, in particular a car, to a control system for use in such a vehicle and to a method for controlling such a vehicle.
  • the car's control system comprises one or more sensors and a processing unit for estimating the friction of the tires on the road from the signals of those sensors.
  • the control system derives warning signals, which it brings to the attention of the driver or, even, uses for automatically intervening in the control of the car.
  • An example hereof is the ABS which regulates the wheel slip for utilizing the friction potential between the tire and road surface as much as possible.
  • Another example hereof is the ESP (Electronic Stability Program), which provides for the improvement of the road holding by applying differences between the brake forces on different tires.
  • the friction between tire and road surface is a non-linear function of the longitudinal wheel slip, after an initial linear behavior for small wheel slip (at the far right in the graph) the friction coefficient, after having reached a maximum value, decreases from right to left, with increased braking.
  • the friction potential is of importance for determining whether or not braking can still be carried out safely and the wheel slip at which the maximum occurs is of importance for optimal braking.
  • the Figure illustrates that the friction potential and the position ofthe maximum depend on the water layer thickness, although with small longitudinal wheel slip (far right) the friction between tire and road surface hardly if at all depends on the water layer thickness. This first part is indicated as the so-called linear slip area.
  • the invention provides for a vehicle provided with a control system having - one or more sensors for measuring interaction parameters between a tire of the vehicle and a road;
  • a calculating unit coupled to the sensors and the actuation unit, and arranged for sending, during driving, an actuation signal to the actuation unit, depending on a predicted friction between tire and road surface of the vehicle, wherein the calculating unit calculates the predicted friction between tire and road surface by determining a value of one or more current parameters of the model from the sensor measurements and a model for the friction between tire and road surface of the vehicle, and by calculating, from the model and the value of the one or more parameters, the predicted friction between tire and road surface for other than current driving conditions.
  • a prediction of a saturation property of the friction between tire and road surface can be made, such as the friction potential, i.e. the maximum brake force which will be available under the current conditions if braking takes place.
  • This friction potential can, in turn, be used for generating a warning upon speeding, or for an automatic reduction of the speed to a safe value which guarantees a particular maximum length of the brake path.
  • the one or more parameters of the model that are estimated from the sensor measurements comprise a value for a macrostructure parameter of the road, which is. determined with the model from measured friction between tire and road surface at the current driving conditions, whereupon the calculating unit, with the thus determined value, determines the predicted friction between tire and road surface.
  • the macrostructure of the road is a parameter which is relevant to the friction between tire and road surface under wet conditions. There are no economically attractive sensors for estimating this macrotexture.
  • the safety of the vehicle can be increased in a simple manner.
  • the macrostructure parameter and the micro texture parameter could be determined by the road manager and be radiographically forwarded to the vehicle, but this involves a more complex system which is more susceptible to malfunctions.
  • macrotexture parameter and/or microtexture parameter are not measured, use can be made of an average value for this/these parameter(s). This average value can also be used for testing the reliability of the estimated macrotexture parameter and/or microtexture parameter.
  • the control system comprises a memory containing information representing the friction between tire and road surface as a function of the following parameters: the speed of the vehicle, the water layer thickness on the road, the parameters specific to the tire which is fitted to the car and the macrostructure parameter of the road.
  • the memory also contains information describing the friction between tire and road surface depending on a profile depth of the tire. The profile depth can also be recorded periodically with a profile depth gauge.
  • the calculating unit can be arranged for estimating the profile depth by averaging values of friction between tire and road surface, which have been determined on the basis of measurements of the sensors at different points in time.
  • Fig. 1 shows a top plan view of a vehicle
  • Fig. 2 shows a graph of a generated brake force
  • Fig. 3 shows a graph of a blocking value
  • Fig. 4 shows a graph of a generated transverse force
  • Fig. 5 shows a diagram of a control system
  • Fig. 6 shows a flow chart of the control of the vehicle.
  • Fig. 1 shows a top plan view of a driving vehicle 10, with tires 12.
  • Arrow 14 indicates the driving direction, which makes an angle with the longitudinal direction of the vehicle.
  • the Figure shows the angle between the respective tire 12 and the driving direction 14.
  • Each of the tires 12 has such an angle.
  • the invention aims for a control system (not shown in Fig. 1) which generates warning signals with regard to the active safety of the vehicle 10, for bringing these to the attention of the driver and/or for automatically adjusting the control of the vehicle.
  • the control system founds the warnings signals on the basis of a prediction of the friction between tires 12 and road surface upon braking, accelerating and/or steering the vehicle 10. For this friction between tire and road surface, for instance the force the road applies via the tires 12 to the vehicle under various conditions, diverse theoretical and experimental models exist.
  • the tires 12 serve inter alia for decelerating and accelerating the vehicle 10.
  • a speed difference between the running surface of the tires and the road surface then generates a brake force or acceleration force Fx, with which the speed of vehicle 10 in the driving direction is decelerated or accelerated.
  • the brake force can depend on the condition of the tire (profile depth, pressure, temperature etc.), the roughness of the road (grain size, smoothness of grains, presence of moisture, ice, etc.), the speed of the vehicle etc.
  • the brake force is proportional to the weight of the vehicle, i.e. the vertical force Fz exerted by the vehicle on the road.
  • Fig. 2 shows ⁇ x(Mu_x), the relation between the generated brake force Fx and Fz on a tire as a function of the ratio K (Kappa) of the rotational speed of the tire and the rotational speed the tire should have for rolling freely at the actual speed of the vehicle 10.
  • K can be expressed in fractions between -1 and 0 or in corresponding percents.
  • the Figure shows a number of curves 20a-d for different water layer thicknesses on the road, all at equal speed of the vehicle.
  • the maximum brake force (the friction potential) and the blocking value are relevant parameters for the active vehicle safety. They indicate how quickly the vehicle can be brought to a standstill and are therefore determinative of the length of the brake path and the speed at which one can react to unforeseen circumstances. As, initially, the force Fx is not influenced by the water layer thickness, the position and the magnitude of the maximum as well as the blocking value cannot simply be predicted from the measured force at a low K value in the linear slip area.
  • the tires 12 In addition to braking, the tires 12 also serve for determining the driving direction 14 of the vehicle 10. Each tire 12 then applies a transverse force which is dependent on the angle ⁇ between the tire 12 and the driving direction 14. This force increases with the angle ⁇ to a saturation level.
  • Fig. 4 shows a graph of the generated transverse force Fy as a function of the angle ⁇ .
  • the force Fy initially increases, but later the force saturates at a saturation value.
  • the force depends on the properties of the tire, the road and the driving parameters of the vehicle.
  • the saturation behavior does depend on the water layer thickness and the speed. Accordingly, this saturation behavior cannot be predicted straightaway from the measured forces either.
  • the centripetal force required for negotiating a bend exceeds the saturation value, the vehicle will become unstable (for instance start slipping). The saturation value is therefore relevant to the safety.
  • Fig. 5 shows a diagram of a control system for the vehicle of Fig. 1.
  • the system comprises a number of sensors 20, among which, for instance, a wheel rotation speed sensor, an acceleration sensor, a vehicle rotation sensor and a road condition sensor, such as, for instance, a water layer thickness gauge.
  • the system uses, optionally, a sensor with road parameters which are kept up to date by a road manager.
  • the system further contains an actuation unit 28, a calculating unit 26 connecting the sensors 20 and the actuation unit 28, and a memory 29 coupled to the calculating unit 26.
  • Actuation unit 28 is, for instance, an indicator for giving an indication signal to the driver of vehicle 10, or a control actuator for adjusting the speed of the vehicle 10.
  • Fig. 6 shows a flow chart of the operation of calculation unit 26.
  • the calculating unit 26 receives signals from the sensors 20.
  • the calculating unit 26 calculates therefrom one or more parameters that give a prediction of the friction between tire and road surface.
  • calculating unit 26 sends a control signal to the actuation unit 28.
  • calculating unit 26 sends, for instance, a warning signal when the friction potential (the maximum attainable brake power) according to the prediction falls below a threshold value, while the threshold value is, for instance, calculated such that a friction potential above the threshold value guarantees a desired brake path length.
  • the threshold value is calculated such that the warning signal is generated when according to the prediction, the critical curve speed (the speed above which the curve can no longer be negotiated safely) will be exceeded.
  • the calculating unit 26 first carries out a first sub-step 621, in which effectively an estimation is made of the speed, the water layer thickness, the parameters of the tire, a macrostructure parameter ofthe road (characteristic for the grain size o the grains in the road surface) and, optionally, a microstructure parameter of the road (grain roughness). These parameters are estimated on the basis of a number of signals from the sensors 20.
  • the micro and macro structure can also be made available from the vehicle to other vehicles. This can be done by means of direct vehicle- vehicle communication or via a central point near the road. In the same manner the vehicle receives information, it can also receive information from the other vehicles with a similar system.
  • the calculating unit 26 predicts the saturation properties of the friction between tire and road surface which will occur under driving conditions other than the current driving conditions.
  • the control system contains, for instance, tables or empiric comparisons stored in the memory 29 and which contain numerical data of forces as a function of K or ⁇ (or saturation values of these functions such as the maximum value as a function of K (or Fz) for a number of values of the following parameters: the speed, the water layer thickness, the parameters of the tire, the macrostructure of the road and, optionally, the microstructure (grain roughness).
  • memory 29 stores information which is described in graphs such as those in Figs. 2 to 4.
  • calculating unit 26 uses the estimated parameter values from the first sub-step for retrieving the relevant numerical data from memory 29, to thus be able to predict or calculate the friction between tire and road surface from the tables.
  • the calculating unit 26 reads the friction potential (the maximum attainable brake force) or, derived therefrom, the speed and/or the minimum following distance from the memory 29.
  • calculating unit 26 can, if necessary, calculate the forces, the friction potential etc. for the estimated parameter values through interpolation of the numerical data for a number of parameter values for which the numerical data are indeed stored.
  • the calculating unit 26 can also make use of information from memory 29 representing mathematical formulas for the respective forces as a function of the parameters, such as, for instance, coefficients of a polynomial approach.
  • the numeric data or the respective formulas can, for instance, first be experimentally determined for a number of parameter values or from a theoretic model and then, before the driving of the vehicle, be stored in memory 29.
  • the respective numerical data or formulas will depend on the sort of tire which is fitted to the vehicle. Therefore, the numerical data are preferably loaded in memory 29 depending on the type of tire used, or data are stored in the memory for a number of different types of tires. In that case, later, an identification can be stored of the type of tire fitted to the vehicle, allowing calculating unit 26 to retrieve the relevant data from memory 29.
  • memory 29 also stores information describing the forces and/or the friction potential depending on the profile depth.
  • calculating unit 26 adjusts the profile depth used, preferably regularly so, for instance on the basis of sensor measurements on the profile depth, and, for the purpose of prediction, uses the data for the profile depth used.
  • wheel speed sensors, accelerating sensors and vehicle rotation sensors are naturally generally known.
  • the occurring forces Fx, Fy and the slip values K and ⁇ can be determined for the current driving conditions.
  • an estimation algorithm is used that calculates the slip values and ⁇ and the occurring forces Fx and Fy for the front axle and rear axle separately.
  • the model is a so-called one track model in which the two front wheels and the two rear wheels, respectively, are viewed as one tire.
  • a road surface condition sensor which can monitor the water layer thickness in an optical way.
  • the calculating unit 26 For measuring the macrostructure parameter of the road surface, for instance, use can be made of a laser sensor describing the form of the macro texture. This complex measuring method cannot be used on a vehicle produced in series and is reserved for specialized testing institutes. This or a different sort of measurement of the macro structure parameter can, optionally, be carried out outside the vehicle, for instance by a road manager and be transmitted wirelessly to calculating unit 26, for instance by electromagnetic signals, acoustic signals, modulated light etc. However, this type of solution is, as far as can be judged now, economically unattractive. Instead of explicitly measuring the macrostructure parameter, the calculating unit 26 therefore preferably calculates the macrostructure parameter on the basis of the measured forces and known parameters of the tires.
  • Calculating unit 26 does this through a calculation of the macrostructure parameter from the measured forces Fx and/or Fy at the measured K and/or ⁇ , for instance by comparing these measured forces with the predicted forces for a number of values of the macrostructure parameter and by selecting therefrom the macrostructure parameter which predicts the measured Fx and or Fy.
  • an estimation is made available which is used to predict the grip on the current road under different (more extreme) driving conditions.
  • the calculating unit 26 preferably uses the longitudinal rigidity Kx and or the transverse rigidity Ky.
  • the longitudinal rigidity Kx is defined as the ratio between the derivative of the generated force Fx and ⁇ :Kx-dFx/d ⁇ .
  • this longitudinal rigidity is constant as a function of K depending on the macrostructure and virtually independent of the speed. Therefore, by determining Kx and/or Ky from the measured forces and K and/or ⁇ , while driving under non-extreme conditions, the macrostructure can be determined.
  • the profile depth too can, if desired, be estimated from measurements of the forces Fx and/or Fy at differently measured K and/or ⁇ . This is, for instance, possible when the macrostructure parameter is known at least for a number of different road parts.
  • a measured rigidity Kx and/or Ky corresponds to a set of possible combinations of the profile depth and the macrostructure parameter.
  • the profile depth can thus be determined directly from the measured Kx or Ky.
  • Such a parameter can be transmitted to the vehicle, for instance radiographically, when the vehicle passes the respective part of the road.
  • the profile depth can be determined if it may be assumed that, over a longer period of time, the vehicle will drive over roads of varying macrostructure.
  • an estimation of the profile depth can be obtained by weighting the possible profile depths at measured Kx and/or Ky values with the probability of the associated macrostructure parameter and by averaging the thus obtained, weighted profile depth over a longer period of time (the probability of the associated macrostructure parameter can here for instance be determined on the basis of known probabilities for the roads over which the vehicle drives accordmg to navigation data).

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Regulating Braking Force (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)

Abstract

Dans un véhicule, des signaux d'actionnement sont générés, destinés par exemple à produire des avertissements concernant des conditions de conduite potentiellement dangereuses, ou à régler automatiquement la vitesse du véhicule. Les signaux d'actionnement sont générés par la collecte de mesures, réalisées par des capteurs, du frottement actuel entre les pneus d'un véhicule et la route, dans les conditions de conduite actuelles. A partir des mesures réalisées par les capteurs, on calcule une valeur d'un ou de plusieurs paramètres actuels d'un modèle représentatif du frottement entre le pneu et la surface de la route, tel que, par exemple, un paramètre qui quantifie la macrostructure de la route. Le frottement entre le pneu et la surface de la route dans des conditions de conduite autres que les conditions actuelles est ensuite prédit à partir du modèle et de la valeur du ou des paramètres. Sur la base du frottement prédit entre le pneu et la surface de la route, le signal d'actionnement devant être utilisé dans le véhicule est généré.
PCT/NL2003/000589 2002-08-19 2003-08-18 Commande de vehicule faisant appel a un modele d'interaction entre surface de la route et pneu WO2004016485A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AU2003256162A AU2003256162A1 (en) 2002-08-19 2003-08-18 Vehicle control making use of a road surface tire interacting model

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
NL1021298A NL1021298C2 (nl) 2002-08-19 2002-08-19 Voertuigbediening die gebruikmaakt van een wegdek-band interactiemodel.
NL1021298 2002-08-19

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Cited By (15)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1481861A1 (fr) * 2003-05-28 2004-12-01 Ford Global Technologies, LLC procédé et ordinateur pour un estimatif de la friction entre pneu et route.
WO2010019045A1 (fr) * 2008-08-14 2010-02-18 Modulprodukter As Système d’avertissement et/ou de freinage automatique dans un véhicule
WO2010031905A1 (fr) * 2008-09-19 2010-03-25 Helsinki University Of Technology Procédé d’évaluation de friction
WO2010042957A3 (fr) * 2008-10-07 2010-07-22 Mc10, Inc. Systèmes, dispositifs et procédés utilisant une électronique étirable pour mesurer l'état d'un pneumatique ou de la surface de la route
WO2010134824A1 (fr) * 2009-05-20 2010-11-25 Modulprodukter As Dispositif d'assistance à la conduite et système de véhicule
GB2483226A (en) * 2010-08-27 2012-03-07 Cnap Me Operations Ltd Compound network application platform
WO2012087150A1 (fr) 2010-12-22 2012-06-28 Edp Systems As Appareil de contrôle de condition de surface de route
EP2144795B1 (fr) * 2007-04-05 2014-06-11 Continental Teves AG & Co. oHG Procédé de fonctionnement d'un système de freinage de véhicule et système de freinage de véhicule
US8886334B2 (en) 2008-10-07 2014-11-11 Mc10, Inc. Systems, methods, and devices using stretchable or flexible electronics for medical applications
US9012784B2 (en) 2008-10-07 2015-04-21 Mc10, Inc. Extremely stretchable electronics
US9159635B2 (en) 2011-05-27 2015-10-13 Mc10, Inc. Flexible electronic structure
US9171794B2 (en) 2012-10-09 2015-10-27 Mc10, Inc. Embedding thin chips in polymer
US9289132B2 (en) 2008-10-07 2016-03-22 Mc10, Inc. Catheter balloon having stretchable integrated circuitry and sensor array
US9723122B2 (en) 2009-10-01 2017-08-01 Mc10, Inc. Protective cases with integrated electronics
WO2017198972A1 (fr) * 2016-05-20 2017-11-23 Compagnie Generale Des Etablissements Michelin Procédé de détermination d'une marge d'adhérence anticipée pour un véhicule en situation de roulage

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US3235036A (en) * 1962-10-31 1966-02-15 Research Corp Brake control system
US4794538A (en) * 1985-10-08 1988-12-27 Robert Bosch Gmbh Method to control the operation of wheels of a vehicle to prevent slipping or skidding, and brake locking
DE4218034A1 (de) * 1992-06-02 1993-12-09 Porsche Ag Verfahren zur Bestimmung eines Kraftschlußpotentials eines Kraftfahrzeuges
US5513907A (en) * 1993-06-22 1996-05-07 Siemens Aktiengesellschaft Method and circuit configuration for determining a frictional value
EP0710817A1 (fr) * 1993-06-29 1996-05-08 Omron Corporation Dispositif d'examen d'un revetement routier et dispositif le mettant en oeuvre
EP1207089A2 (fr) * 2000-11-16 2002-05-22 Fuji Jukogyo Kabushiki Kaisha Appareil pour estimer le coefficient de friction d'une route pour un véhicule automobile
EP1219515A1 (fr) * 2000-06-23 2002-07-03 Kabushiki Kaisha Bridgestone Procede d'estimation de l'etat de marche d'un vehicule, dispositif d'estimation de l'etat de marche d'un vehicule, dispositif de commande de vehicule, et bandage de roue

Patent Citations (7)

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Publication number Priority date Publication date Assignee Title
US3235036A (en) * 1962-10-31 1966-02-15 Research Corp Brake control system
US4794538A (en) * 1985-10-08 1988-12-27 Robert Bosch Gmbh Method to control the operation of wheels of a vehicle to prevent slipping or skidding, and brake locking
DE4218034A1 (de) * 1992-06-02 1993-12-09 Porsche Ag Verfahren zur Bestimmung eines Kraftschlußpotentials eines Kraftfahrzeuges
US5513907A (en) * 1993-06-22 1996-05-07 Siemens Aktiengesellschaft Method and circuit configuration for determining a frictional value
EP0710817A1 (fr) * 1993-06-29 1996-05-08 Omron Corporation Dispositif d'examen d'un revetement routier et dispositif le mettant en oeuvre
EP1219515A1 (fr) * 2000-06-23 2002-07-03 Kabushiki Kaisha Bridgestone Procede d'estimation de l'etat de marche d'un vehicule, dispositif d'estimation de l'etat de marche d'un vehicule, dispositif de commande de vehicule, et bandage de roue
EP1207089A2 (fr) * 2000-11-16 2002-05-22 Fuji Jukogyo Kabushiki Kaisha Appareil pour estimer le coefficient de friction d'une route pour un véhicule automobile

Cited By (19)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1481861A1 (fr) * 2003-05-28 2004-12-01 Ford Global Technologies, LLC procédé et ordinateur pour un estimatif de la friction entre pneu et route.
EP2144795B1 (fr) * 2007-04-05 2014-06-11 Continental Teves AG & Co. oHG Procédé de fonctionnement d'un système de freinage de véhicule et système de freinage de véhicule
WO2010019045A1 (fr) * 2008-08-14 2010-02-18 Modulprodukter As Système d’avertissement et/ou de freinage automatique dans un véhicule
US8666562B2 (en) 2008-09-19 2014-03-04 Aalto University Foundation Friction estimation method
WO2010031905A1 (fr) * 2008-09-19 2010-03-25 Helsinki University Of Technology Procédé d’évaluation de friction
JP2012503192A (ja) * 2008-09-19 2012-02-02 アールト・ユニバーシティ・ファウンデイション 摩擦見積り方法
WO2010042957A3 (fr) * 2008-10-07 2010-07-22 Mc10, Inc. Systèmes, dispositifs et procédés utilisant une électronique étirable pour mesurer l'état d'un pneumatique ou de la surface de la route
US9289132B2 (en) 2008-10-07 2016-03-22 Mc10, Inc. Catheter balloon having stretchable integrated circuitry and sensor array
US9012784B2 (en) 2008-10-07 2015-04-21 Mc10, Inc. Extremely stretchable electronics
US8886334B2 (en) 2008-10-07 2014-11-11 Mc10, Inc. Systems, methods, and devices using stretchable or flexible electronics for medical applications
WO2010134824A1 (fr) * 2009-05-20 2010-11-25 Modulprodukter As Dispositif d'assistance à la conduite et système de véhicule
GB2472969B (en) * 2009-05-20 2011-06-29 Modulprodukter As Driving assistance device and vehicle system
GB2472969A (en) * 2009-05-20 2011-02-23 Modulprodukter As Driving assistance device and vehicle system
US9723122B2 (en) 2009-10-01 2017-08-01 Mc10, Inc. Protective cases with integrated electronics
GB2483226A (en) * 2010-08-27 2012-03-07 Cnap Me Operations Ltd Compound network application platform
WO2012087150A1 (fr) 2010-12-22 2012-06-28 Edp Systems As Appareil de contrôle de condition de surface de route
US9159635B2 (en) 2011-05-27 2015-10-13 Mc10, Inc. Flexible electronic structure
US9171794B2 (en) 2012-10-09 2015-10-27 Mc10, Inc. Embedding thin chips in polymer
WO2017198972A1 (fr) * 2016-05-20 2017-11-23 Compagnie Generale Des Etablissements Michelin Procédé de détermination d'une marge d'adhérence anticipée pour un véhicule en situation de roulage

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Publication number Publication date
NL1021298C2 (nl) 2004-02-20
AU2003256162A1 (en) 2004-03-03

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