WO2006095429A1 - 路面状態検出システム及びアクティブ・サスペンション・システム及びアンチロック・ブレーキ・システム並びにそのセンサユニット - Google Patents
路面状態検出システム及びアクティブ・サスペンション・システム及びアンチロック・ブレーキ・システム並びにそのセンサユニット Download PDFInfo
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- WO2006095429A1 WO2006095429A1 PCT/JP2005/004232 JP2005004232W WO2006095429A1 WO 2006095429 A1 WO2006095429 A1 WO 2006095429A1 JP 2005004232 W JP2005004232 W JP 2005004232W WO 2006095429 A1 WO2006095429 A1 WO 2006095429A1
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- road surface
- acceleration
- information
- sensor unit
- frequency
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Classifications
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01P—MEASURING LINEAR OR ANGULAR SPEED, ACCELERATION, DECELERATION, OR SHOCK; INDICATING PRESENCE, ABSENCE, OR DIRECTION, OF MOVEMENT
- G01P3/00—Measuring linear or angular speed; Measuring differences of linear or angular speeds
- G01P3/02—Devices characterised by the use of mechanical means
- G01P3/16—Devices characterised by the use of mechanical means by using centrifugal forces of solid masses
- G01P3/22—Devices characterised by the use of mechanical means by using centrifugal forces of solid masses transferred to the indicator by electric or magnetic means
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
- B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
- B60G17/016—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input
- B60G17/0165—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input to an external condition, e.g. rough road surface, side wind
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
- B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
- B60G17/0195—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by the regulation being combined with other vehicle control systems
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- 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
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
- B60W40/02—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to ambient conditions
- B60W40/06—Road conditions
- B60W40/064—Degree of grip
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
- B60W40/02—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to ambient conditions
- B60W40/06—Road conditions
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- G—PHYSICS
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- G01P—MEASURING LINEAR OR ANGULAR SPEED, ACCELERATION, DECELERATION, OR SHOCK; INDICATING PRESENCE, ABSENCE, OR DIRECTION, OF MOVEMENT
- G01P15/00—Measuring acceleration; Measuring deceleration; Measuring shock, i.e. sudden change of acceleration
- G01P15/02—Measuring acceleration; Measuring deceleration; Measuring shock, i.e. sudden change of acceleration by making use of inertia forces using solid seismic masses
- G01P15/08—Measuring acceleration; Measuring deceleration; Measuring shock, i.e. sudden change of acceleration by making use of inertia forces using solid seismic masses with conversion into electric or magnetic values
- G01P15/12—Measuring acceleration; Measuring deceleration; Measuring shock, i.e. sudden change of acceleration by making use of inertia forces using solid seismic masses with conversion into electric or magnetic values by alteration of electrical resistance
- G01P15/123—Measuring acceleration; Measuring deceleration; Measuring shock, i.e. sudden change of acceleration by making use of inertia forces using solid seismic masses with conversion into electric or magnetic values by alteration of electrical resistance by piezo-resistive elements, e.g. semiconductor strain gauges
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01P—MEASURING LINEAR OR ANGULAR SPEED, ACCELERATION, DECELERATION, OR SHOCK; INDICATING PRESENCE, ABSENCE, OR DIRECTION, OF MOVEMENT
- G01P15/00—Measuring acceleration; Measuring deceleration; Measuring shock, i.e. sudden change of acceleration
- G01P15/18—Measuring acceleration; Measuring deceleration; Measuring shock, i.e. sudden change of acceleration in two or more dimensions
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- H—ELECTRICITY
- H04—ELECTRIC COMMUNICATION TECHNIQUE
- H04Q—SELECTING
- H04Q9/00—Arrangements in telecontrol or telemetry systems for selectively calling a substation from a main station, in which substation desired apparatus is selected for applying a control signal thereto or for obtaining measured values therefrom
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
- B60G2204/10—Mounting of suspension elements
- B60G2204/11—Mounting of sensors thereon
- B60G2204/113—Tyre related sensors
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
- B60G2400/10—Acceleration; Deceleration
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
- B60G2400/20—Speed
- B60G2400/208—Speed of wheel rotation
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
- B60G2400/80—Exterior conditions
- B60G2400/82—Ground surface
- B60G2400/821—Uneven, rough road sensing affecting vehicle body vibration
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
- B60G2400/80—Exterior conditions
- B60G2400/82—Ground surface
- B60G2400/822—Road friction coefficient determination affecting wheel traction
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2600/00—Indexing codes relating to particular elements, systems or processes used on suspension systems or suspension control systems
- B60G2600/12—Sampling or average detecting; Addition or substraction
- B60G2600/124—Error signal
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2600/00—Indexing codes relating to particular elements, systems or processes used on suspension systems or suspension control systems
- B60G2600/70—Computer memory; Data storage, e.g. maps for adaptive control
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
- B60G2800/16—Running
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
- B60G2800/21—Traction, slip, skid or slide control
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
- B60G2800/70—Estimating or calculating vehicle parameters or state variables
- B60G2800/702—Improving accuracy of a sensor signal
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
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- B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
- B60G2800/90—System Controller type
- B60G2800/91—Suspension Control
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
- B60G2800/90—System Controller type
- B60G2800/92—ABS - Brake Control
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- 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
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- 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
- B60T2260/00—Interaction of vehicle brake system with other systems
- B60T2260/06—Active Suspension System
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
- B60W10/184—Conjoint control of vehicle sub-units of different type or different function including control of braking systems with wheel brakes
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/22—Conjoint control of vehicle sub-units of different type or different function including control of suspension systems
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
- B60W2050/0001—Details of the control system
- B60W2050/0019—Control system elements or transfer functions
- B60W2050/0026—Lookup tables or parameter maps
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2422/00—Indexing codes relating to the special location or mounting of sensors
- B60W2422/70—Indexing codes relating to the special location or mounting of sensors on the wheel or the tire
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2520/00—Input parameters relating to overall vehicle dynamics
- B60W2520/28—Wheel speed
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01P—MEASURING LINEAR OR ANGULAR SPEED, ACCELERATION, DECELERATION, OR SHOCK; INDICATING PRESENCE, ABSENCE, OR DIRECTION, OF MOVEMENT
- G01P15/00—Measuring acceleration; Measuring deceleration; Measuring shock, i.e. sudden change of acceleration
- G01P15/02—Measuring acceleration; Measuring deceleration; Measuring shock, i.e. sudden change of acceleration by making use of inertia forces using solid seismic masses
- G01P15/08—Measuring acceleration; Measuring deceleration; Measuring shock, i.e. sudden change of acceleration by making use of inertia forces using solid seismic masses with conversion into electric or magnetic values
- G01P2015/0805—Measuring acceleration; Measuring deceleration; Measuring shock, i.e. sudden change of acceleration by making use of inertia forces using solid seismic masses with conversion into electric or magnetic values being provided with a particular type of spring-mass-system for defining the displacement of a seismic mass due to an external acceleration
- G01P2015/0822—Measuring acceleration; Measuring deceleration; Measuring shock, i.e. sudden change of acceleration by making use of inertia forces using solid seismic masses with conversion into electric or magnetic values being provided with a particular type of spring-mass-system for defining the displacement of a seismic mass due to an external acceleration for defining out-of-plane movement of the mass
- G01P2015/084—Measuring acceleration; Measuring deceleration; Measuring shock, i.e. sudden change of acceleration by making use of inertia forces using solid seismic masses with conversion into electric or magnetic values being provided with a particular type of spring-mass-system for defining the displacement of a seismic mass due to an external acceleration for defining out-of-plane movement of the mass the mass being suspended at more than one of its sides, e.g. membrane-type suspension, so as to permit multi-axis movement of the mass
Definitions
- the present invention relates to a road surface state detection system for detecting a road surface state by detecting an acceleration in a rotational direction of a wheel during traveling of the vehicle, an active 'suspension' system, an anti-lock brake system, and a system using the same This relates to the sensor unit.
- Patent Document 1 Japanese Patent Application Laid-Open No. 08-197931 (hereinafter referred to as Patent Document 2), Japanese Patent Application Laid-Open No. 2000-264034 (hereinafter referred to as Patent Document 3), etc. What is disclosed to you! /
- Patent Document 1 discloses an actuator that is interposed between each wheel of the vehicle and the vehicle body, and that can adjust the force to support the vehicle body with respect to each wheel, and the roll of the vehicle is suppressed.
- the distribution setting means for setting the control distribution state between the left-wheel side actuator and the right-wheel side actuator among the above-mentioned actuators, and the above-mentioned actuator according to the control distribution state set by this distribution setting means
- Control means for controlling the operation of the vehicle and road surface condition determining means for determining whether or not the road surface of the vehicle is slippery.
- the distribution setting means is configured to make the road surface slippery by the road surface condition determining means.
- the vehicle active suspension is configured to set a control distribution state capable of reducing the roll suppression of the vehicle when it is determined that the vehicle is in a state. Location is that not disclose.
- Patent Document 2 discloses a screw means having a male screw member and a female screw member that mesh with each other;
- an electromagnetic actuator comprising a motor for extending and retracting the screw means is disposed between a wheel and a vehicle body, at least one of the motor or the screw means is provided on at least one of the wheel or the vehicle body.
- An active suspension device is disclosed, characterized in that it is elastically supported via spring means.
- Patent Document 3 a hydraulic cylinder interposed between a wheel and a vehicle body and provided in parallel with a suspension spring, a hydraulic pump and tank connected to the hydraulic cylinder, a flow rate of the hydraulic cylinder, or Or a control valve that controls the pressure and the like according to the command value, a detection means that detects the longitudinal and lateral accelerations of the vehicle, a vehicle speed, and the like, and a controller that calculates the detection value of the detection means and outputs a control signal
- an active suspension control device comprising a driver for driving the hydraulic pump and a control valve based on a control signal of a controller, wherein a hydraulic cylinder, which is controlled to expand and contract via the hydraulic pump according to the output of the driver, is partitioned into upper and lower chambers.
- a double-acting hydraulic pump that controls the discharge direction and start / stop by the output of the driver is configured as a forward / reverse dual-use type, and the control valve is hydraulically operated. Consists of a pair of electromagnetic proportional pressure control valves provided in the return path to Linda's upper and lower chamber force tank. The driver, hydraulic pump, hydraulic cylinder, and electromagnetic proportional pressure control valve are independent for each wheel. The electromagnetic proportional pressure control valve generates a control force that controls the pressure in the upper and lower chambers of the hydraulic cylinder to suppress expansion and contraction of the hydraulic cylinder, and is further controlled by the output of the driver.
- a control device for an active suspension is disclosed, in which the oil discharged from is selectively supplied to one of the upper and lower chambers of the hydraulic cylinder via a check valve to control the attitude of the vehicle. .
- Patent Document 4 Japanese Patent Laid-Open No. 10-203221
- ABS anti-lock 'brake' system
- a stability control system equipped with a YAW sensor was developed.
- ABS is a system that detects the rotation state of each tire and controls the braking force so as to prevent each tire from being locked based on the detection result.
- Patent Document 5 an automobile brake device (hereinafter referred to as Patent Document 5) disclosed in Japanese Patent Laid-Open No. 05-338528 and Japanese Patent Laid-Open No. 2001-018775.
- Brake control device hereinafter referred to as Patent Document 6
- Patent Document 7 vehicle control method and device disclosed in Japanese Patent Application Laid-Open No. 2001-182578
- Patent Document 9 Japanese Patent Application Laid-Open No. 2002-137721
- Patent Document 8 vehicle motion control device
- Patent Document 9 a brake device disclosed in Japanese Patent Application Laid-Open No. 2002-160616
- Patent Document 5 negative pressure is supplied from a vacuum tank to a vacuum booster connected to a brake pedal, and vacuum pump power negative pressure is supplied to the vacuum tank, and this vacuum pump is driven by a pump motor.
- the acceleration sensor 14 detects that the deceleration acceleration of the vehicle has reached a predetermined value
- the pump motor for operating the vacuum pump is controlled, and during and after a sudden braking operation.
- a brake device has been disclosed that prevents changes in the operational feeling when the brake is operated.
- a lateral acceleration estimation unit that estimates lateral acceleration generated in a vehicle is included in the control unit.
- the estimated lateral acceleration by the lateral acceleration estimating means, the estimated lateral acceleration by the vehicle behavior detecting means, and the detected lateral acceleration detected by the lateral acceleration sensor included in the vehicle behavior detecting means are compared, and the difference between them is less than a predetermined value. If this is the case, it is determined that the vehicle is turning normally according to the steering angle.
- a brake control device is disclosed in which control is switched between a determination time and an abnormal turn determination time.
- Patent Document 7 describes a vehicle control method and device in which a control signal for adjusting deceleration and Z or acceleration of a vehicle is formed by a corresponding set value.
- a vehicle control method and apparatus is disclosed in which a correction factor representing vehicle deceleration is formed and superimposed on a set value to improve vehicle deceleration and Z or acceleration settings.
- the lateral slip angle change speed 13 'of the center of gravity is acquired as an actual amount of state of motion of a vehicle having a plurality of wheels, and the absolute value of the change speed 13' is set to the set value ⁇
- the brake fluid pressure ⁇ ⁇ is applied to one of the left and right rear wheel brakes. (Change speed) Whether or not slip control is necessary for the wheel to which the brake fluid pressure ⁇ is applied even during this momenting control is generated by generating a bowing moment that reduces the absolute value of 8 '. If the determination is continued and slip control is required, a vehicle motion control device is disclosed that performs slip control that keeps the slip ratio within an appropriate range by suppressing the brake fluid pressure ⁇ .
- Patent Document 9 describes at least two of an acceleration sensor that detects vehicle longitudinal acceleration, a wheel speed sensor that detects the wheel speed of each wheel, and a brake pressure sensor that detects brake pressure.
- the target brake pressure is calculated by feedback from at least two sensors.
- the command current is calculated by the command current calculation unit, and the command current is supplied to the brake drive actuator.
- a brake device is disclosed that can suppress an output abnormality even if a disturbance occurs or one sensor breaks down by generating a braking force according to the magnitude of the motor.
- a general method is to detect the number of rotations of a tire by using a rotor 1 and a pickup sensor 2 that rotate together with a carrier.
- a plurality of irregularities provided at equal intervals on the circumferential surface of the rotor 1 cross the magnetic field generated by the pickup sensor 2 to change the magnetic flux density, and a Nors voltage is applied to the coil of the pickup sensor 2.
- the number of rotations can be detected by detecting this pulse.
- An example of the basic principle of this method is disclosed in Japanese Patent Laid-Open No. 52-109981.
- Patent Document 1 Japanese Patent Laid-Open No. 05-185820
- Patent Document 2 JP 08-197931 A
- Patent Document 3 Japanese Patent Laid-Open No. 2000-264034
- Patent Document 4 JP-A-10-203221
- Patent Document 5 Japanese Patent Laid-Open No. 05-338528
- Patent Document 6 JP 2001-018775 A
- Patent Document 7 Japanese Patent Laid-Open No. 2001-182578
- Patent Document 8 JP 2002-137721 A
- Patent Document 9 Japanese Patent Laid-Open No. 2002-160616
- Patent Document 10 Japanese Patent Laid-Open No. 52-109981
- an object of the present invention is to provide a road surface state detection system that can quickly and accurately detect a road surface state during vehicle travel, and an active suspension system and an anti-lock brake using the same. ⁇ To provide the system and its sensor unit.
- the present invention is provided in a rotating mechanism unit that is provided on a vehicle body of a vehicle and includes a rotating body that fixes a wheel and rotates the wheel, and the wheel.
- a sensor unit that detects acceleration generated in the direction of rotation and converts it into an electrical signal, converts the detected acceleration signal into digital data, and transmits digital information including the digital data, and is provided on the vehicle body.
- a monitor device that receives the digital information transmitted from the sensor unit and obtains the acceleration signal, the monitor device including a variation characteristic of the acceleration signal detected for each state of the road surface on which the vehicle travels.
- Road surface state storage means for storing a plurality of types of information related to the road surface state information in correspondence with the road surface state information, acceleration signals received from the sensor unit, and the road surface state storage
- the road surface state specifying means for specifying the road surface state corresponding to the received acceleration signal and the road surface state specifying means are stored on the basis of the information on the fluctuation characteristics of the acceleration signal stored in the means.
- a road surface state detection system having road surface state information output means for extracting and outputting information relating to the road surface state extracted from the road surface state storage means is proposed.
- the acceleration in the rotational direction of the wheel when the vehicle is running is detected by the sensor unit, and the electrical signal of the acceleration is received by the monitor device as digital information. Further, in the monitor device, the road surface state corresponding to the received acceleration signal is identified based on the received acceleration signal and the information on the fluctuation characteristics of the acceleration signal stored in the road surface state storage means, Information on the identified road surface condition is output.
- the acceleration signal variation characteristic pattern is stored in the road surface state storage means as information relating to the variation characteristic of the acceleration signal in the wheel rotation direction, and the monitor device uses the acceleration signal variation characteristic pattern.
- the road surface condition is specified by comparing the received acceleration signal with the received acceleration signal.
- information obtained by applying a predetermined processing to the fluctuation characteristics of the acceleration signal is stored in the road surface storage means as information regarding the fluctuation characteristics of the acceleration signal in the wheel rotation direction.
- the monitoring device identifies the road surface state based on the information obtained by performing this processing and the received acceleration signal.
- the sensor unit receives a first frequency electromagnetic wave, a means for converting the received first frequency electromagnetic wave energy into driving electric energy, and the electric Means for operating by energy and transmitting the digital information using an electromagnetic wave of a second frequency
- the monitoring device receives the electromagnetic wave of the second frequency and means for radiating the electromagnetic wave of the first frequency. And means for extracting the digital information from the received electromagnetic wave having the second frequency.
- the sensor unit operates by the energy of the electromagnetic waves of the first frequency that also received the monitoring device force, and transmits the digital data of the acceleration signal to the monitoring device by the electromagnetic waves of the second frequency. Communication with the monitoring device can be performed wirelessly. Furthermore, it is not necessary to install a battery or other power source in the sensor unit.
- the first frequency and the second frequency are set to the same frequency, and transmission / reception is performed in a time division manner.
- the sensor unit includes means for including identification information unique to the digital information and transmitting the digital information to the monitor device, and the sensor unit is provided by the identification information received from the sensor unit by the monitor device. Rotation mechanism part can be identified.
- the sensor unit includes a semiconductor acceleration sensor having a silicon piezo-type diaphragm in order to detect acceleration in the rotational direction of the wheel.
- the present invention is such that the road surface state detection system having the above-described configuration is applied to an active suspension 'system so that suspension control can be performed in response to the road surface state during vehicle travel. .
- the road surface state detection system having the above-described configuration is applied to an anti-lock 'brake' system so that the brake control can be performed quickly corresponding to the road surface state during vehicle travel.
- the present invention is provided in a rotating mechanism portion that is provided on the vehicle body side and includes a rotating body that fixes a wheel and rotates the wheel, and the wheel.
- This is a sensor unit that detects the acceleration that occurs.
- Proposed is a sensor unit comprising means for detecting a generated acceleration and converting it into an electrical signal, means for converting the acceleration signal into digital data, and means for transmitting digital information including the digital data. .
- the acceleration generated in the rotation direction with the rotation of the wheel is detected and converted into an electric signal, and the acceleration signal is converted into digital data. Digital information including data is transmitted.
- the position of the sensor unit is moved in accordance with the number of rotations in the rotation mechanism section, and the combined value of the acceleration in the vehicle traveling direction and the acceleration in the wheel rotation direction applied to the sensor unit changes.
- the electric signal of acceleration in the direction of rotation of the wheel fluctuates in a sine wave shape with the rotation. Furthermore, the period of this fluctuation becomes shorter as the rotational speed increases, and the magnitude and period of the fluctuation change according to the road surface condition. Therefore, it is possible to detect the number of rotations of the acceleration signal force wheel per unit time and the road surface condition.
- the fluctuation cycle of the detected electrical signal of the acceleration in the wheel rotation direction when the vehicle is running is shortened with an increase in the number of rotations, and the fluctuation is large according to the road surface condition. Therefore, the road surface condition can be quickly detected from the acceleration signal.
- an active 'suspension' system to which the road surface condition detection system of the present invention is applied can perform suspension control in response to the road surface condition during vehicle travel.
- the anti-lock 'brake' system to which the road surface condition detection system of the present invention is applied can perform brake control in a prompt manner corresponding to the road surface condition during vehicle travel.
- the acceleration in the rotational direction caused by the rotation of the wheel can be achieved only by providing the sensor unit at a predetermined position of the rim, the wheel, and the rotating body such as the wheel and the axle of the tire body. Can be easily detected.
- FIG. 1 is a block diagram showing an electric circuit of a road surface condition detection system in a first embodiment of the present invention.
- FIG. 2 is a diagram for explaining a mounting state of the sensor unit and the monitor device in the first embodiment of the present invention.
- FIG. 3 is a diagram for explaining a mounting state of the sensor unit according to the first embodiment of the present invention.
- FIG. 4 is a diagram for explaining another mounting state of the sensor unit according to the first embodiment of the present invention.
- FIG. 5 is a configuration diagram showing an electric circuit of the sensor unit in the first embodiment of the present invention.
- FIG. 6 is an external perspective view showing the semiconductor acceleration sensor according to the first embodiment of the present invention.
- FIG. 7 is a cross-sectional view in the direction of arrows BB in FIG.
- FIG. 8 is a cross-sectional view in the direction of arrow CC in FIG.
- FIG. 9 is an exploded perspective view showing the semiconductor acceleration sensor according to the first embodiment of the present invention.
- FIG. 10 is a configuration diagram showing an electric circuit of the semiconductor acceleration sensor according to the first embodiment of the present invention.
- FIG. 11 is a diagram showing a bridge circuit that detects acceleration in the X-axis direction using the semiconductor acceleration sensor according to the first embodiment of the present invention.
- FIG. 12 is a diagram showing a bridge circuit that detects acceleration in the Y-axis direction using the semiconductor acceleration sensor according to the first embodiment of the present invention.
- FIG. 13 is a diagram showing a bridge circuit that detects acceleration in the Z-axis direction using the semiconductor acceleration sensor according to the first embodiment of the present invention.
- FIG. 14 is a diagram for explaining the operation of the semiconductor acceleration sensor according to the first embodiment of the present invention.
- FIG. 15 is a diagram for explaining the operation of the semiconductor acceleration sensor according to the first embodiment of the present invention.
- FIG. 16 is a diagram for explaining accelerations in the X, Y, and Z-axis directions detected by the acceleration sensor of the sensor unit according to the first embodiment of the present invention.
- FIG. 17 is a diagram showing an actual measurement result of acceleration in the Z-axis direction in the first embodiment of the present invention.
- FIG. 18 is a diagram showing an actual measurement result of acceleration in the Z-axis direction in the first embodiment of the present invention.
- FIG. 19 is a diagram showing an actual measurement result of acceleration in the Z-axis direction in the first embodiment of the present invention.
- FIG. 20 is a diagram showing an actual measurement result of acceleration in the X-axis direction in the first embodiment of the present invention.
- FIG. 21 is a diagram showing an actual measurement result of acceleration in the X-axis direction in the first embodiment of the present invention.
- FIG. 22 is a diagram showing an actual measurement result of acceleration in the X-axis direction in the first embodiment of the present invention.
- FIG. 23 is a diagram showing an actual measurement result of acceleration in the Y-axis direction in the first embodiment of the present invention.
- FIG. 24 is a diagram showing an actual measurement result of acceleration in the Y-axis direction in the first embodiment of the present invention.
- FIG. 25 is a diagram showing an actual measurement result of acceleration in the X-axis direction when the brake is applied in the first embodiment of the present invention.
- FIG. 26 is a diagram showing an actual measurement result of acceleration in the Z-axis direction when the brake is applied in the first embodiment of the present invention.
- FIG. 27 is a diagram showing an actual measurement result of acceleration in the wheel rotation direction on a dry paved road in fine weather in the first embodiment of the present invention.
- FIG. 28 is a diagram showing an actual measurement result of acceleration in the wheel rotation direction on a paved road in which the road surface is covered with a water film having a depth of 2-3 mm in rainy weather in the first embodiment of the present invention.
- FIG. 29 is a diagram showing an actual measurement result of acceleration in the wheel rotation direction on a paved road having a frozen surface in the first embodiment of the present invention.
- FIG. 30 is a schematic configuration diagram showing an active “suspension” system according to a second embodiment of the present invention.
- FIG. 31 is a configuration diagram showing a suspension body in a second embodiment of the present invention.
- FIG. 32 is a schematic configuration diagram showing an active “suspension” system according to a third embodiment of the present invention.
- FIG. 33 is a schematic configuration diagram showing a vehicle braking control device in an anti-lock braking system according to a fourth embodiment of the present invention.
- FIG. 34 is a configuration diagram showing an electric circuit of the monitor device in the fourth embodiment of the present invention.
- FIG. 35 is a schematic configuration diagram showing a vehicle braking control apparatus according to a fifth embodiment of the present invention.
- FIG. 36 is a configuration diagram showing an electrical circuit of a monitor device in a fifth embodiment of the present invention.
- FIG. 37 is a diagram for explaining a wheel rotation speed detection mechanism in a conventional example.
- FIG. 38 is a view for explaining a wheel rotation speed detection mechanism in a conventional example.
- Pressure sensor 174 .AZD conversion circuit, 200,200A, 200B ... Monitor device, 210 ... Radiation unit, 211 ... Antenna, 212 ... Transmission unit 220 ... receiving unit, 221 ... antenna, 222 ⁇ detection unit, 230 ⁇ control unit, 240 ⁇ calculation unit, 250 ⁇ storage unit, 260 ⁇ operation unit, 300 'tire, 301 ⁇ cap tread, 302... Under tread, 303A, 303B... Belt, 304 ⁇ Carcass, 305 ⁇ Tire book Body, 306, rim, 410 ... Suspension drive source, 420 ... Suspension body, 421 ... Upper mount, 422 ... Spring upper seat, 423 ... Coil spring, 424 ...
- FIG. 1 is a block diagram showing an electric circuit of the road surface condition detection system according to the first embodiment of the present invention.
- the road surface condition detection system according to this embodiment includes a sensor unit 100 and a monitor device 200.
- the electrical circuit of the monitor device 200 includes a radiation unit 210, a receiving unit 220, a control unit 230, a calculation unit 240, and a storage unit 250.
- the control unit 230 and the arithmetic unit 240 are composed of a well-known CPU and a powerful memory circuit such as a ROM that stores a program for operating the CPU and a RAM necessary for performing arithmetic processing. Yes.
- the radiation unit 210 includes an antenna 211 for radiating electromagnetic waves having a predetermined frequency (first frequency) in the 2.45 GHz band and an antenna 211 based on an instruction from the control unit 230. To radiate electromagnetic waves of the first frequency.
- the transmission unit 212 As an example of the transmission unit 212, a configuration including an oscillation circuit 161, a modulation circuit 162, and a high-frequency amplification circuit 163 can be given, like the transmission unit 160 of the sensor unit 100. As a result, electromagnetic waves of 2.45 GHz from antenna 211 are radiated.
- the high frequency power output from the transmitting unit 212 is set to a value that can supply electric energy from the electromagnetic wave radiation antenna 211 of the monitor device 200 to the sensor unit 100.
- the acceleration 320 of each tire 300 can be detected for each monitoring device 200.
- the wave receiving unit 220 includes an antenna 221 and a wave detection unit 222 for receiving electromagnetic waves of a predetermined frequency (second frequency) in the 2.45 GHz band.
- the second frequency electromagnetic wave received by the antenna 221 is detected, and the signal obtained by the detection is converted into a digital signal and output to the arithmetic unit 250.
- the detection unit 222 a circuit similar to the detection unit 150 of the sensor unit 100 described later can be cited.
- control unit 230 drives the transmission unit 212 to radiate electromagnetic waves only for a predetermined time t3, and then drives the detection unit 222 for a predetermined time t4 to detect the detection unit 222. To output the digital signal to the calculation unit 240.
- the calculation unit 240 Based on this digital signal, the calculation unit 240 detects acceleration in directions orthogonal to each other including acceleration in the wheel rotation direction transmitted from the sensor unit 100, and stores the acceleration in the wheel rotation direction in the storage unit 250. Based on the road surface state information stored, the road surface state is specified, and the specified road surface state information and three acceleration detection values are output. Thereafter, the control unit 230 repeats the same processing as described above.
- the storage unit 250 information on the fluctuation characteristics of the acceleration signal in the rotational direction of the wheel detected by the sensor unit 100 is associated with the road surface state information for each state of the road surface on which the vehicle travels. Are stored in multiple types. These pieces of information are obtained in advance by performing a test run of the vehicle.
- the storage unit 250 stores a variation characteristic pattern of an acceleration signal generated in the wheel rotation direction as information on the variation characteristic of the acceleration signal.
- information obtained by performing a predetermined processing on the variation characteristic of the acceleration signal may be stored as information regarding the variation characteristic of the acceleration signal in the wheel rotation direction.
- the noise component information corresponding to the road surface state obtained by mixing the acceleration component with the opposite phase component of the acceleration signal in advance and removing the acceleration component is stored in the storage unit 250 in advance.
- the road surface condition may be determined based on information on noise components obtained by performing the same processing as described above on the acquired acceleration signal and information stored in the storage unit 250.
- information obtained by integrating the noise component of the acceleration signal for example, a voltage value obtained by integrating the noise component may be used as the information obtained by performing the above-mentioned caloche processing.
- the radiation time t3 in the monitor device 200 is set to 0.15 ms.
- the reception time t4 is set to 0.85 ms.
- the monitor device 200 can acquire an acceleration signal for each lms from the sensor unit 100, and can acquire an acceleration signal in a state close to an analog signal.
- electromagnetic waves are radiated from the radiation unit 210 for a time t3 so that a voltage of 3 V or more can be stored as sufficient electric energy to drive the sensor unit 100.
- the sensor unit 100 and the monitor device 200 are fixed to the rotation mechanism portion of the vehicle tire 300, and the monitor device is further attached to the tire housing 3 of the tire 300. 200 is fixed.
- the rotation mechanism unit 500 provided with the sensor unit 100 includes a brake disc 520 that rotates together with the axle 510, a wheel carrier 530 for fixing the wheel of the tire 300, and the tire 300. Including rotating bodies such as tire bodies and rims.
- the sensor unit 100 is fixed to a predetermined position of a brake disk 520 that rotates together with the tire 300, and is provided in the sensor unit 100.
- the acceleration sensor which will be described later, detects accelerations in three directions orthogonal to each other caused by the rotation of the tire 300 and converts them into electrical signals, and also converts the acceleration signals into digital data. Furthermore, digital information including digital data of the acceleration signal as a detection result is generated and transmitted.
- a tire 300 is a well-known tubeless radial tire, for example, and includes a wheel and a rim in this embodiment.
- reference numeral 300 denotes a tire, which includes a tire body 305, a rim 306, and a wheel (not shown). Etc.
- each rotation mechanism unit 500 is not limited to one, and two or more sensor units 100 may be provided for auxiliary purposes.
- the sensor unit 100 includes an antenna 110 and an antenna.
- the tena switch 120, the rectifier circuit 130, the central processing unit 140, the detection unit 150, the transmission unit 160, and the sensor unit 170 are configured.
- the antenna 110 is used for communication with the monitor device 200 using electromagnetic waves, and is matched to a predetermined frequency (first frequency) in the 2.4 GHz band, for example.
- the antenna switch 120 is configured with, for example, an electronic switch equal force, and is controlled by the central processing unit 140 to connect the antenna 110 to the rectifier circuit 130 and the detection unit 150, and to connect the antenna 110 to the transmission unit 160. And switch.
- the rectifier circuit 130 includes diodes 131 and 132, a capacitor 133, and a resistor 134, and forms a known full-wave rectifier circuit.
- An antenna 110 is connected to the input side of the rectifier circuit 130 via an antenna switch 120.
- the rectifier circuit 130 rectifies the high-frequency current induced in the antenna 110 and converts it into a direct current, and outputs this as a drive power source for the central processing unit 140, the detection unit 150, the transmission unit 160, and the sensor unit 170.
- the central processing unit 140 includes a well-known CPU 141, a digital Z analog (hereinafter referred to as DZA) conversion circuit 142, and a storage unit 143.
- DZA digital Z analog
- the CPU 141 operates based on a program stored in the semiconductor memory of the storage unit 143.
- the CPU 141 is driven by being supplied with electrical energy, the digital data of the acceleration signal acquired from the sensor unit 170 and the identification described later
- the digital information including the information is generated, and the digital information is transmitted to the monitor device 200.
- the storage unit 143 stores the identification information unique to the sensor unit 100 in advance.
- the storage unit 143 includes a ROM in which a program for operating the CPU 141 is recorded, and an exemplary [replaceable nonvolatile semiconductor memory] such as an EEPROM (electrically erasable programmable read-only memory).
- an exemplary [replaceable nonvolatile semiconductor memory] such as an EEPROM (electrically erasable programmable read-only memory).
- the detection unit 150 includes a diode 151 and an AZD conversion 152.
- the anode of the diode 151 is connected to the antenna 110, and the force sword is connected to the CPU 141 of the central processing unit 140 via the AZD converter 152. Yes.
- the electromagnetic wave received by the antenna 110 is detected by the detection unit 150, and the signal obtained by the detection is converted into a digital signal. Converted and input to the CPU 141.
- the transmission unit 160 includes an oscillation circuit 161, a modulation circuit 162, and a high-frequency amplification circuit 163.
- the transmission unit 160 includes a well-known PLL circuit and the like, and is oscillated by the oscillation circuit 161.
- 2. 45 GHz carrier wave Is modulated by the modulation circuit 162 based on the information signal input from the central processing unit 140, and this is modulated via the high-frequency amplifier circuit 163 and the antenna switch 120 to the 2.45 GHz band frequency (second frequency).
- the current is supplied to the antenna 110 as a current.
- the same frequency as the first frequency and the second frequency is set, but the first frequency and the second frequency may be different.
- the sensor unit 170 includes the acceleration sensor 10 and the AZD conversion circuit 171.
- the acceleration sensor 10 is constituted by a semiconductor acceleration sensor as shown in FIGS.
- FIG. 6 is an external perspective view showing the semiconductor acceleration sensor according to the first embodiment of the present invention.
- FIG. 7 is a cross-sectional view in the direction of arrows BB in FIG. 6,
- FIG. 8 is a cross-sectional view in the direction of arrows CC in FIG. 6, and
- FIG. 9 is an exploded perspective view.
- reference numeral 10 denotes a semiconductor acceleration sensor, which includes a pedestal 11, a silicon substrate 12, and a support 19.
- the pedestal 11 has a rectangular frame shape, and a silicon substrate (silicon wafer) is formed on one opening surface of the pedestal 11.
- a silicon substrate 12 is provided at the opening of the pedestal 11, and a thin film diaphragm 13 having a cross shape is formed at the center of the wafer outer peripheral frame portion 12a, and is formed on the upper surface of each diaphragm piece 13a-13d.
- Piezoresistors (diffusion resistors) Rxl—Rx4, Ryl—Ry4, Rzl—Rz4 are formed.
- one diaphragm piece 13a among the diaphragm pieces 13a, 13b arranged in a straight line is formed with piezoresistors Rxl, Rx2, Rzl, Rz2, and the other diaphragm piece 13b is formed on the other diaphragm piece 13b.
- Piezoresistors Rx3, Rx4, Rz3, Rz4 are formed.
- one of the diaphragm pieces 13c and 13d arranged on a straight line perpendicular to the diaphragm pieces 13a and 13b is formed with piezoresistors Ryl and Ry2, and the other diaphragm piece is formed.
- Piezoresistors Ry3 and Ry4 are formed on the piece 13d.
- piezoresistors Rxl—Rx4, Ryl—Ry4, Rzl—Rz4 are designed so that a resistance bridge circuit can be configured to detect acceleration in the X, Y, and Z axis directions orthogonal to each other. 10 and connected to a connection electrode 191 provided on the outer peripheral surface of the silicon substrate 12.
- a thick film portion 14 is formed on one surface side of the central portion of the diaphragm 13 at the intersection of the diaphragm pieces 13a to 13d, and the surface of the thick film portion 14 has, for example, a glass isotropic force.
- a shaped weight 15 is attached.
- the support members 19A and 19B connect the outer frame portion 191 having a rectangular frame shape, the four support posts 192 standing at the four corners of the fixed portion, and the tip portions of the support posts.
- the outer frame portion 191 is fitted and fixed to the outer peripheral portion of the base 11 so that the protrusion 194 is positioned on the other surface side of the diaphragm 13, that is, the side where the weight 15 is not present.
- the tip 194a of the projection 194 is set to be at a distance D1 from the surface of the diaphragm 13 or the weight 15.
- This distance D1 causes acceleration in the direction perpendicular to the surface of the diaphragm 13, and even when a force of a predetermined value or more is applied to both surfaces of the diaphragm 13 due to this acceleration, the diaphragm pieces 13a to 13d
- the displacement is set to a value that can be limited by the protrusion 194 so as not to extend.
- FIGS. three resistance bridge circuits are configured as shown in FIGS. That is, as a ply circuit for detecting acceleration in the X-axis direction, as shown in FIG. 11, the positive electrode of the DC power supply 32A is connected to the connection point between one end of the piezoresistor Rxl and one end of the piezoresistor Rx2. Connect the negative electrode of the DC power supply 32A to the connection point between one end of the piezoresistor Rx3 and one end of the piezoresistor Rx4.
- one end of voltage detector 31 A is connected to the connection point between the other end of piezoresistor Rxl and the other end of piezoresistor Rx4, and the other end of piezoresistor Rx2 and the other end of piezoresistor Rx3 Connect the other end of the voltage detector 31 A to the connection point with.
- a bridge circuit for detecting the acceleration in the Y-axis direction Connect the positive electrode of the DC power supply 32B to the connection point between one end of the piezoresistor Ry1 and one end of the piezoresistor Ry2, and connect the DC power supply to the connection point between one end of the piezoresistor Ry3 and one end of the piezoresistor Ry4. Connect the negative electrode of 32B. Furthermore, one end of the voltage detector 31B is connected to the connection point between the other end of the piezoresistor Ryl and the other end of the piezoresistor Ry4, and the other end of the piezoresistor Ry2 and the other end of the piezoresistor Ry3. Connect the other end of the voltage detector 31B to the connection point.
- the positive electrode of the DC power supply 32C is connected to the connection point between one end of the piezoresistor Rzl and one end of the piezoresistor Rz2.
- the negative electrode of DC power supply 32C is connected to the connection point between one end of piezoresistor Rz3 and one end of piezoresistor Rz4.
- one end of the voltage detector 31C is connected to a connection point between the other end of the piezoresistor Rzl and the other end of the piezoresistor Rz3, and the other end of the piezoresistor Rz2 and the other end of the piezoresistor Rz4 are connected. Connect the other end of the voltage detector 31C to the connection point.
- the apex 194a of the projection 194 is used as a fulcrum and the position of the weight 15 is displaced, so that it is parallel to the surface of the diaphragm 13. Acceleration in any direction can be detected.
- the sensor unit 100 is a tire
- the X axis corresponds to the 300 rotation direction
- the Y axis corresponds to the rotation axis direction
- the Z axis corresponds to the direction orthogonal to the rotation axis.
- the AZD conversion circuit 171 converts the analog electrical signal output from the acceleration sensor 10 into a digital signal and outputs the digital signal to the CPU 141.
- This digital signal corresponds to the acceleration values in the X, ⁇ , and Z axes.
- acceleration generated in the X, ⁇ , and Z axis directions there are a positive acceleration and a negative acceleration. In the present embodiment, both accelerations can be detected.
- the acceleration force in the X-axis direction can also be obtained for the rotational speed of the wheel, and the central processing unit 140 of the sensor unit 100 calculates the rotational speed of the wheel per unit time. It is also possible to transmit the digital value of the calculation result by including it in the digital information.
- the belts 303A and 303B in which metal wires for reinforcement of the tire 300 are woven are used. Since it is less affected, stable communication can be performed even if the sensor unit 100 is fixed to the rim 306. Thus, in order to make it less susceptible to the influence of metal in the tire such as a reinforcing metal wire, it is preferable to use a frequency of 1 GHz or more as the first and second frequencies.
- the sensor unit 100 can be embedded in the tire 300 at the time of manufacturing the tire 300.
- an IC chip or other configuration is used so as to sufficiently withstand the heat during vulcanization. Needless to say that the parts are designed!
- FIGS. Figs. 17 to 19 show the measured results of acceleration in the Z-axis direction
- Figs. 20 to 22 show the measured results of acceleration in the X-axis direction
- Figs. 23 and 24 show the measured results of acceleration in the Y-axis direction
- Fig. 25 shows the brakes.
- Fig. 26 shows the measured results of acceleration in the X-axis direction when applied
- Fig. 26 shows the measured results of acceleration in the Z-axis direction when the brake is applied.
- Fig. 17 shows measured values of acceleration in the Z-axis direction when traveling at 2.5 km / h
- Fig. 18 shows measured values of acceleration in the Z-axis direction when driving at 20 km / h
- Figure 19 shows the measured values of acceleration in the Z-axis direction when traveling at a speed of 40 km / h.
- the traveling speed increases As the wheel's centrifugal force increases, the acceleration in the Z-axis direction also increases. Therefore, the traveling speed can also be obtained from the acceleration force in the z-axis direction.
- the measured value has a sine wave shape because it is affected by gravitational acceleration.
- Fig. 20 shows the measured value of acceleration in the X-axis direction when traveling at a speed of 2.5km
- Fig. 21 shows the measured value of acceleration in the X-axis direction when traveling at a speed of 20km
- Figure 22 shows measured values of acceleration in the X-axis direction when traveling at a speed of 40 km / h.
- the acceleration force in the X-axis direction can also determine the rotation speed of the wheel.
- the measured values are sinusoidal because they are affected by gravitational acceleration as described above.
- FIG. 23 shows measured values of acceleration in the Y-axis direction when the steering wheel is turned to the right during driving
- FIG. 24 shows measured values of acceleration in the Y-axis direction when the steering wheel is turned to the left during driving.
- the state of the acceleration signal in the X-axis direction changes depending on the road surface state during vehicle travel.
- Figs. 27 through 29 all record changes in the acceleration signal in the X-axis direction (wheel rotation direction) when the vehicle travels at a speed of 60 km Zh.
- Fig. 27 shows the change in acceleration signal on a dry paved road in fine weather
- Fig. 28 shows the result on a paved road covered with a 2-3mm deep water film in rainy weather
- Fig. 29 shows the change in acceleration signal on a paved road (including a snowy road) where the entire surface of the road is frozen.
- the amplitude and period of the acceleration signal in the X-axis direction are substantially constant.
- the tire film may slip due to the water film, so the amplitude of the acceleration signal in the X-axis direction and Disturbance occurs in the cycle.
- the tire force S always slips to V, so the amplitude of the acceleration signal in the X-axis direction is dry in fine weather. Compared to paved roads, it is smaller and has a longer cycle.
- the calculation unit 240 of the monitor device 200 determines the road surface state based on the acceleration signal in the wheel rotation direction (X-axis direction) received from the sensor unit 100 and the road surface state information stored in the storage unit 250.
- the specified road surface condition information can be output.
- the state of the road surface can be detected quickly and accurately based on the acceleration signal in the X-axis direction.
- FIG. 30 is a schematic configuration diagram showing an active suspension system in a second embodiment of the present invention
- FIG. 31 is a configuration diagram showing a suspension main body in the second embodiment.
- the same components as those of the above-described embodiment are denoted by the same reference numerals, and the description thereof is omitted.
- 100 is the sensor unit
- 200 is the monitoring device
- 300 is the tire
- the monitor device 200 is fixed to each tire house as described above, and each monitor device 200 is connected to the suspension drive control unit 450 by a cable, It operates by the electric energy sent from the drive control unit 450, and sends the detected road surface state information to the suspension drive control unit 450.
- Suspension drive control unit 450 is mainly composed of a well-known CPU, takes in road surface information output from each motor device 200, and drives suspension drive source 410 based on these information. Take control!
- Suspension drive source 410 is configured with a known hydraulic pump as a main body, and controls the hydraulic pressure in the damper of suspension body 420 based on an electrical signal from suspension drive control unit 450.
- the suspension body 420 includes an upper mount portion 421 for absorbing a change in the angle of the damper 425 with respect to the vehicle body, a spring upper seat 422, a coil spring 423, a rubber member 424, a hydraulic type And a damper connecting member 426.
- the upper surface of the suspension body 420 is connected to the vehicle body (not shown), and the spring upper seat 422 is attached to the bottom surface of the upper mount portion 421.
- a coil spring 423 is mounted between the spring upper sheet 422 and the annular tray-shaped guide 433 provided on the cylindrical damper 425.
- the piston rod 432 of the remindo 425 is positioned substantially at the central axis of the coil spring 423 and is provided so as to protrude radially from the tip of the piston rod 432. Comes into contact with the bottom surface of the upper mount portion 421.
- a substantially cylindrical rubber member 424 is provided so as to be positioned between the piston rod 432 and the coil spring 423.
- the piston rod 432 of the damper 425 is inserted into the outer cylinder 431 from the upper end thereof, and is inserted into the outer cylinder 431 in accordance with the pressure of oil filled in the outer cylinder 431 and the external force.
- the amount of the rod 432 changes, and the length of the damper 425 itself changes.
- the lower end of the damper 425 is fixed to the damper connecting member 426, the damper connecting member 426 is connected to the hub carrier 440, and the axle is supported by the hub carrier 440 as shown in FIG. Further, the hub carrier 440 is connected to a vehicle body (not shown) via a lower arm.
- the suspension drive control unit 450 includes the above X obtained from the monitor device 200. , Y, ⁇ axis direction acceleration and acceleration signals, and hydraulic characteristic information representing the relationship between the road surface information and the hydraulic pressure in the damper 425 are obtained and stored in advance by actual measurements such as experiments. Further, the suspension drive control unit 450 estimates the vertical fluctuation amount of each tire 300 based on the acceleration, the acceleration signal, the road surface state detection result, and the hydraulic pressure characteristic information, and based on the estimated vertical fluctuation amount of the tire. Then, the operation of the suspension drive source 410 is controlled, and the hydraulic pressure injected from the suspension drive source 410 to the damper 425 is controlled. As a result, the suspension drive control unit 450 performs active suspension control.
- each X-axis direction (wheel rotation direction) for each rotation mechanism unit 500 output from the monitor device 200 is provided. Since the information on the road surface state based on the acceleration signal is taken into the suspension drive control unit 450 and active suspension control is performed, control with higher accuracy than before can be performed.
- the type of tire mounted on the vehicle is different, and high-precision control is possible even if the frictional force between the tire and the road surface changes. Furthermore, even a vehicle that individually controls driving for each tire, such as a 4WD vehicle, can perform high-precision control.
- the active 'suspension' system may be applied to a seat seat suspension as in the conventional example described above.
- FIG. 32 is a schematic configuration diagram showing an active “suspension” system according to a third embodiment of the present invention.
- the same components as those of the above-described embodiment are denoted by the same reference numerals and the description thereof is omitted.
- the difference between the third embodiment and the second embodiment is that in the third embodiment, one monitor device 200 ⁇ and the sensor unit 100A provided in each rotation mechanism unit 500 are used.
- the sensor unit 100A has the same configuration as that of the sensor unit 100 of the above embodiment.
- the difference from the sensor unit 100 of the above embodiment is that an information request instruction including its own identification information is issued from the monitor device 200 ⁇ ⁇ ⁇ .
- the CPU 141 program is set to detect each acceleration when it is received and send the detection result as digital information together with its own identification information. It is that.
- the monitor device 200A has the same configuration as the monitor device 200 of the above-described embodiment, and is different from the monitor device 200 of the above-described embodiment in that the sensor unit 100A provided in each tire 300 is identified.
- An operation unit (not shown) for storing information in advance in the control unit 230 is provided, and is provided in the vehicle during driving, so that a predetermined unit for the sensor units 100A of all tires 300 is provided.
- the program of the control unit 230 is set to transmit the information request instruction including the identification information of the sensor unit 100A in order or at random, and the detection result is output to the suspension drive control unit 450 In this case, together with the detection result, the detected position information indicating the position corresponding to the rotation mechanism unit 500 of the vehicle is output.
- the detection results can be acquired from all the sensor units 100A by one monitor device 200A.
- FIG. 33 is a schematic configuration diagram showing an antilock brake system according to a fourth embodiment of the present invention
- FIG. 34 is a configuration diagram showing an electric system circuit of a monitor device according to the fourth embodiment.
- the same components as those of the above-described embodiment are denoted by the same reference numerals and the description thereof is omitted.
- 100 is a sensor unit
- 200 is a monitoring device
- 300 is a tire
- 500 is a rotating mechanism
- 600 is a braking control unit
- 610 is a brake pedal
- 620 is a master cylinder for braking
- 630 is for braking
- a pressure control valve 640 for controlling the hydraulic pressure of the brake is an actuator for driving the brake.
- the monitor device 200 is fixed to each tire house 3, and each monitor device 200 is connected to the brake control unit 600 by a cable as shown in FIG.
- the detected road surface condition information is sent to the braking control unit 600.
- the braking control unit 600 is mainly composed of a well-known CPU, captures the detection results output from the sensors 510 and 520 that detect the number of rotations of each tire 300, and monitors each device. Information on the road surface state output from 200 is taken in, and the pressure control valve 630 is controlled based on the information.
- the braking control unit 600 estimates the strain amount of each tire 300 based on the acceleration and acceleration signal, the road surface state detection result, and the strain characteristic information, and the estimated tire strain amount and the tire 300 Based on the detection result of the rotational speed, the pressure control valve 630 is controlled to drive the brake drive activator 640. As a result, the braking control unit 600 performs the braking control.
- the braking control unit 600 automatically controls the operation state of each pressure control valve 630 to prevent the tire 300 from locking and slipping.
- the braking control unit 600 electrically controls the operating state of each pressure control valve 630 based on the road surface information output from the monitor device 200.
- the conventional general anti-lock brake system is output from a sensor that detects the number of rotations of the tire 300 that is mounted on the vehicle.
- the pressure control valve 630 was controlled by taking in the detected result, but the sensor unit 100 described above was provided, and the X-axis direction (wheel rotation direction) of each rotation mechanism unit 500 output from the monitor device 200 was Since the information on the road surface state based on each acceleration signal is taken into the braking control unit 600 and the braking control is performed, the control can be performed with higher accuracy than before.
- the sensor unit 100 is radiated from the monitor device 200. Since the detection result is transmitted when electric energy is obtained by receiving the emitted electromagnetic wave, the above effect can be obtained without providing the detection unit 150.
- the sensor unit 100 by configuring the sensor unit 100 to include the detection unit 150, by setting a program or the like so that the detection result is transmitted from the sensor unit 100 when the identification information is received from the monitor device 200, This prevents the detection result from being transmitted by unnecessary noise from the external force, thereby preventing unnecessary electromagnetic radiation.
- the force with which the sensor unit 100 is fixed to the brake disc 520 is not limited to this, and any rotating body that rotates in the rotating mechanism unit 500 can be applied to a rotating shaft (axle), a rotor, or the like. You can fix it.
- transfer of digital information between the sensor unit 100 and the monitor device 200 may be performed by electromagnetic induction coupling using a coil, and the brush used for a motor or the like may be reduced. You can use it by wire.
- FIG. 35 is a schematic configuration diagram showing an antilock brake system according to a fifth embodiment of the present invention
- FIG. 36 is a configuration diagram showing an electric system circuit of a monitor device according to the fifth embodiment.
- the same components as those of the above-described embodiment are denoted by the same reference numerals and the description thereof is omitted.
- the difference between the fifth embodiment and the fourth embodiment is that in the fifth embodiment, one monitor device 200A and the sensor unit 100A provided in each rotation mechanism unit 500 are used.
- the sensor unit 100A has the same configuration as the sensor unit 100 of the above-described embodiment, and differs from the sensor unit 100 of the above-described embodiment in that an information request instruction including its own identification information is issued from the monitor device 200A. Each acceleration is detected when received, and the program of the CPU 141 is set so that the detection result is transmitted as digital information together with its own identification information.
- the monitor device 200A has the same configuration as the monitor device 200 of the above-described embodiment, and is different from the monitor device 200 of the above-described embodiment in that the sensor unit 100A provided in each tire 300 is identified.
- the operation unit 260 for storing the information in the control unit 230 in advance is provided, and the sensor unit 100A of all tires 300 provided in the vehicle during driving is provided.
- the control unit 230 program is set to transmit an information request instruction including the identification information of the sensor unit 100A in a predetermined order or at random, and the brake control unit 600A is detected. When outputting the result, the detection position information indicating the force corresponding to the rotation mechanism unit 500 at any position of the vehicle is output together with the detection result.
- the detection results can be acquired from all the sensor units 100A by one monitor device 200A.
- both the first and second frequencies are set to 2.45 GHz.
- the present invention is not limited to this. As described above, if the frequency is 1 GHz or more, metal in the tire is used.
- the detection data by the sensor unit 100 can be obtained with high accuracy by significantly reducing the influence of reflection and blocking of electromagnetic waves by the sensor, and the first and second frequencies may be different frequencies. These first and second frequencies are preferably set as appropriate during design.
- the anti-lock brake system for a four-wheel vehicle has been described as an example, but the same effect can be obtained even in a vehicle other than a four-wheel vehicle, such as a two-wheel vehicle or a vehicle having six or more wheels. It goes without saying that you can get it.
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- Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- Mechanical Engineering (AREA)
- Automation & Control Theory (AREA)
- Transportation (AREA)
- General Physics & Mathematics (AREA)
- Mathematical Physics (AREA)
- Computer Networks & Wireless Communication (AREA)
- Vehicle Body Suspensions (AREA)
- Regulating Braking Force (AREA)
Abstract
Description
Claims
Priority Applications (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
PCT/JP2005/004232 WO2006095429A1 (ja) | 2005-03-10 | 2005-03-10 | 路面状態検出システム及びアクティブ・サスペンション・システム及びアンチロック・ブレーキ・システム並びにそのセンサユニット |
EP05720503A EP1857325A1 (en) | 2005-03-10 | 2005-03-10 | Road surface condition detection system, active suspension system, anti-lock brake system, and sensor unit for the road surface condition detection system |
US11/908,282 US20090012688A1 (en) | 2005-03-10 | 2005-03-10 | Road surface condition detection system, active suspension system, anti-lock brake system, and sensor unit therefor |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
PCT/JP2005/004232 WO2006095429A1 (ja) | 2005-03-10 | 2005-03-10 | 路面状態検出システム及びアクティブ・サスペンション・システム及びアンチロック・ブレーキ・システム並びにそのセンサユニット |
Publications (1)
Publication Number | Publication Date |
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WO2006095429A1 true WO2006095429A1 (ja) | 2006-09-14 |
Family
ID=36953040
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
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PCT/JP2005/004232 WO2006095429A1 (ja) | 2005-03-10 | 2005-03-10 | 路面状態検出システム及びアクティブ・サスペンション・システム及びアンチロック・ブレーキ・システム並びにそのセンサユニット |
Country Status (3)
Country | Link |
---|---|
US (1) | US20090012688A1 (ja) |
EP (1) | EP1857325A1 (ja) |
WO (1) | WO2006095429A1 (ja) |
Cited By (4)
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JP2008100610A (ja) * | 2006-10-19 | 2008-05-01 | Yokohama Rubber Co Ltd:The | 走行路面状態検出システム及びそのセンサユニット |
WO2017179238A1 (ja) * | 2016-04-15 | 2017-10-19 | 住友電気工業株式会社 | 計測情報送信装置、管理システムおよび情報処理プログラム |
CN109703315A (zh) * | 2019-01-14 | 2019-05-03 | 南京航空航天大学 | 基于能量回收的主被动悬架模式切换控制系统与方法 |
CN117246287A (zh) * | 2023-11-15 | 2023-12-19 | 山西科达自控股份有限公司 | 一种矿用巡检机器人制动保护装置 |
Families Citing this family (15)
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JP2005035523A (ja) * | 2003-06-26 | 2005-02-10 | Yokohama Rubber Co Ltd:The | 車両駆動制御システム及びそのセンサユニット |
US8451140B2 (en) * | 2007-12-20 | 2013-05-28 | International Business Machines Corporation | Monitoring road surface conditions |
US8260496B2 (en) | 2009-06-18 | 2012-09-04 | Honda Motor Co., Ltd. | Adaptive active suspension and aware vehicle network system and method |
US8498773B2 (en) * | 2010-05-20 | 2013-07-30 | GM Global Technology Operations LLC | Stability enhancing system and method for enhancing the stability of a vehicle |
US9102209B2 (en) * | 2012-06-27 | 2015-08-11 | Bose Corporation | Anti-causal vehicle suspension |
DE102014107765A1 (de) * | 2014-06-03 | 2015-12-03 | Dr. Ing. H.C. F. Porsche Aktiengesellschaft | Verfahren und Vorrichtung zum automatischen oder halbautomatischen Einstellen eines Fahrwerks |
KR101790906B1 (ko) * | 2015-09-09 | 2017-10-26 | 다이헤요 고교 가부시키가이샤 | 타이어 상태 검출 장치 및 차륜 위치 특정 장치 |
CN105404790A (zh) * | 2015-12-29 | 2016-03-16 | 四川港通医疗设备集团股份有限公司 | 一种智能化医用护理信息系统及实现方法 |
JP6286091B1 (ja) | 2017-05-30 | 2018-02-28 | 株式会社ショーワ | 車両状態推定装置、制御装置、サスペンション制御装置、及びサスペンション装置。 |
JP6286092B1 (ja) * | 2017-05-30 | 2018-02-28 | 株式会社ショーワ | サスペンション制御装置、及びサスペンション装置。 |
JP6915507B2 (ja) * | 2017-11-23 | 2021-08-04 | 株式会社デンソー | 路面状態判別装置 |
DE102019208590A1 (de) * | 2019-06-13 | 2020-12-17 | Zf Friedrichshafen Ag | Verfahren und Vorrichtung zum Bestimmen einer Fahrbahnbeschaffenheit und/oder einer Fahrwerkbelastung eines Kraftfahrzeugs |
KR20210061507A (ko) * | 2019-11-19 | 2021-05-28 | 현대자동차주식회사 | 차량 및 그 제어 방법 |
WO2021247016A1 (en) * | 2020-06-03 | 2021-12-09 | Sensata Technologies, Inc. | Detecting a condition of a road surface |
CN113580852B (zh) * | 2021-08-27 | 2023-04-07 | 深圳市其利天下技术开发有限公司 | 一种胎压无线监测报警系统 |
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- 2005-03-10 US US11/908,282 patent/US20090012688A1/en not_active Abandoned
- 2005-03-10 EP EP05720503A patent/EP1857325A1/en not_active Withdrawn
- 2005-03-10 WO PCT/JP2005/004232 patent/WO2006095429A1/ja not_active Application Discontinuation
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Publication number | Priority date | Publication date | Assignee | Title |
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JP2008100610A (ja) * | 2006-10-19 | 2008-05-01 | Yokohama Rubber Co Ltd:The | 走行路面状態検出システム及びそのセンサユニット |
WO2017179238A1 (ja) * | 2016-04-15 | 2017-10-19 | 住友電気工業株式会社 | 計測情報送信装置、管理システムおよび情報処理プログラム |
JP2017191570A (ja) * | 2016-04-15 | 2017-10-19 | 住友電気工業株式会社 | 計測情報送信装置、管理システムおよび情報処理プログラム |
CN109703315A (zh) * | 2019-01-14 | 2019-05-03 | 南京航空航天大学 | 基于能量回收的主被动悬架模式切换控制系统与方法 |
CN117246287A (zh) * | 2023-11-15 | 2023-12-19 | 山西科达自控股份有限公司 | 一种矿用巡检机器人制动保护装置 |
CN117246287B (zh) * | 2023-11-15 | 2024-01-23 | 山西科达自控股份有限公司 | 一种矿用巡检机器人制动保护装置 |
Also Published As
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EP1857325A1 (en) | 2007-11-21 |
US20090012688A1 (en) | 2009-01-08 |
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