1423 results about "Wheel speed sensor" patented technology

The invention provides a cooperative anti-collision device based on vehicle-vehicle communication, belonging to the technical field of intelligent transportation/automobile safety control. The device comprises a vehicle operation information acquisition unit, a vehicle-vehicle communication unit, an information processing control unit, a data storage unit, an alarm unit and an execution unit. The vehicle operation information acquisition unit comprises a wheel speed sensor and a ranging module. Through the invention, the safety guarantee in vehicle running is enhanced; however, each vehicle executing cooperative collision prevention needs to be additionally provided with a cooperative anti-collision device, and a single vehicle only can implement the functions of a common anti-collision device; the vehicle-vehicle communication unit can acquire the information of space, speed and the like of the vehicles around in real time and perform real-time information interaction with the vehicles around; when the space is less than the safe space, the information processing control unit of the rear vehicle calculates the expected deceleration to avoid collision by reducing speed; and if the collision can not be prevented only by the rear vehicle, acceleration allocation information is sent to the front vehicle to notify the front vehicle to accelerate for cooperative collision prevention.

Road map feedback is used in a tightly coupled GPS and dead-reckoning system that collects wheel speed transducer data over a vehicle's CANbus network to compute vehicle range and direction. Road segment information provided by a network server provides a database of constraints that are templated on to current navigation solutions so that corrective feedback can be derived. The dead-reckoning bridges over gaps in navigation solutions that would otherwise occur when GPS signal transmission is lost in tunnels, parking garages, and other common situations. The road map fitting controls drift that would otherwise accumulate during long periods of dead reckoning only operation.

A turbocharger includes a cylindrical wall and a non-ferromagnetic compressor wheel within the cylindrical wall. The non-ferromagnetic compressor wheel has fins. A magnetoresistive sensor housing is threaded through the cylindrical wall and houses a permanent magnet and at least one magnetoresistor. The permanent magnet is positioned so as to induce eddy currents on the fins. The permanent magnet magnetically biases the magnetoresistor, and the magnetoresistor senses rotation of the non-ferromagnetic compressor wheel.

An intelligent turn signal control system for turning on and off left and right turn signals in a vehicle includes a computer, such as an antilock braking system computer, with programmed software operably disposed on a vehicle, a driver interface switch assembly as input to the computer. Two or more wheel speed sensors transmit differential wheel movement data as input to the computer, a circuit drives turn signal indicator lamps from conditionally computed output data from the computer to turn on and off turn signals in a situation-appropriate manner. Upon turn signal indication intent data input from the driver, extensive travel and turn data is computed, including yaw rotation and steering system position to turn off or cancel the turn signal at the appropriate point.

The present invention discloses one kind of antiskid control system for electromobile. The antiskid control system includes wheel speed sensors for detecting the real-time speeds of the wheels, wheel brakes for braking the wheels separately, one motor for driving the electromobile, and one ABS/ASR integrated control unit connected to all the sensors, the brakes and the motor. When it receives an acceleration signal, the ABS/ASR integrated control unit regulates the real-time output torque of the motor based on the wheel slip rate; and when it receives a braking signal, it regulates the real-time braking force based on the wheel slip rate. The present invention can reduce the slip rate of electromobile effectively and raise its running stability.

An integrated sensing system for an automotive vehicle includes a plurality of sensors sensing the dynamic conditions of the vehicle. The sensors include a sensor cluster, a steering angle sensor, wheel speed sensors, any other sensors required by subsystem controls. The outputs from the sensing system are used to drive various vehicle control systems and to warn the drivers for certain abnormal operating conditions. The vehicle controls coupled with the integrated sensing system controller achieve control objectives including: fuel economy, chassis controls, traction controls, active safety, active ride comfort, active handling, and passive safety.

A wheel speed transducer including a magnetic device associated with a wheel and a sensor device associated with the axle of the wheel provides data indicative of the velocity of the wheel. A processor located at the axle receives the wheel speed data and processes it to perform antiskid control functions. The velocity data is stored in a data concentrator also associated with the axle. A tire pressure sensor, a brake temperature sensor and a brake torque sensor, each associated with the wheel, send data to the processor at the axle, for storage in the data concentrator. A transmitting antenna associated with the axle and in communication with the data concentrator transmits stored data to a receiving antenna associated with the wheel. A data port at the wheel and in communication with the receiving antenna provides an interface to an external device for receiving the data.

The invention provides a train tracking and approaching pre-warning system. The security states of trains running in the same line and the same direction are subjected to real-time efficient calculation and estimation by adopting train locating information and safety pre-warning logic according to the advantages of a plurality of information wireless transmission modes. Thus, reasonable, accurate and efficient safety pre-warning is provided for possibly appearing dangerous situations and the potential safety hazard caused by signal system failure in tracking operation of the train. Train locating is achieved by a differential satellite navigation locating receiver in combination with a wheel speed sensor by the train tracking and approaching pre-warning system; the position information of each train is transmitted by a wireless communication network between the train and the ground; the position information of each train comprises train running kilometer post, speed, direction, line number, timestamp and the like; and a ground train position controller is used for carrying out comprehensive detection and processing on the position information of each train in the obtained prefecture, carrying out position judgment logic calculation and dynamic distance calculation of front and back trains, and transmitting the pre-warning information to the back train through the wireless information transmission network when the distance between the front train and the rear train is smaller than each of different levels of safety pre-warning thresholds.

A system (18) for controlling a safety system (44) of an automotive vehicle (10) includes a longitudinal acceleration sensor (36), a vehicle speed sensor (20), a lateral acceleration sensor (32), a yaw rate sensor, and a controller (26). The controller (26) determines a stability index and provides a first observer that determines a reference longitudinal velocity in response to the longitudinal acceleration signal, the yaw rate signal, a pitch attitude and vehicle speed from wheel speed sensors. The controller (26) determines a reference lateral velocity in response to the lateral acceleration signal, the yaw rate signal, a roll attitude, a pitch attitude and vehicle speed from the wheel speed sensors. The controller provides a second observer that determines a second longitudinal velocity in response to the longitudinal acceleration signal, the yaw rate signal, a lateral velocity, the pitch attitude and a first adjustment based on the longitudinal reference velocity. The controller determines a second lateral velocity in response to the lateral acceleration signal, the yaw rate signal, a roll attitude, a pitch attitude and a second adjustment based on the lateral reference velocity. The controller determines an output lateral velocity and an output longitudinal velocity in response to the first observer, second observer and the stability index. The controller controls the safety system in response to the output lateral velocity and the output longitudinal velocity.

The invention relates to an airplane anti-skid brake control system and an airplane anti-skid brake control method. In the airplane anti-skid brake control system, two airplane wheel speed sensors are respectively applied to a left airplane wheel and a right airplane wheel of the airplane and connected with the input end of an electronic anti-skid control box; an electro-hydraulic servo valve is connected with a brake valve, a brake device, the electro-hydraulic servo valve and the electronic anti-skid control box respectively; the input port of the electronic anti-skid control box is connected with the airplane wheel speed sensors; and the output port of the electronic anti-skid control box is connected with the electro-hydraulic servo valve. In the invention, the electronic anti-skid control box judges true and false of the received airplane speed signal by comparing the airplane speed signal to be judged with the speed of the airplane wheels at different time or comparing the speed signals of the two airplane wheels so as to perform anti-skid control according to the speed signals of the airplane wheels which are judged to be true; and the airplane wheel brake pressure is adjusted according to the received instruction through the electro-hydraulic servo valve, so safe and reliable brake of the airplane wheels is realized.

The dynamic state amount of a tire when a load is applied to the tire while running can be estimated accurately and stably by installing tire deformation amount measuring means 11A and 11B at axisymmetrical positions which are equally distant in the axial direction from the center in the axial direction of the tire on the cross-section in the radial direction of the tire on the inner side of the belt portion of a tire tread in the radial direction, such as at the inner surface of the tread, between an inner liner and a ply, between plies or between a ply and a belt to measure the waveforms of deformation of the tire, detecting the contact time which is the time difference between contact edges from the waveforms of deformation, calculating contact length indices k_A and k_B

from the contact time and the wheel speed detected by a wheel speed sensor 15, calculating the average value k of the above indices k_A and k_B, and obtaining a load applied to the tire by using the calculated average value k of the indices of contact length and a map 18M showing the relationship between the average value of the indices of contact length and load pre-stored in memory means 18.

A method and a system for estimating a friction coefficient between a driven wheel and a surface. The method uses a Fourier series to calculate the friction coefficient. More specifically, a desired wheel slip ratio is calculated using received sensor readings related to a system state and a desired wheel speed determined from various system conditions or user inputs. A Fourier series is used to estimate the friction coefficient. The method is generally cycled many times each second to allow for varying road conditions by adjusting the Fourier series coefficients after each cycle. The system generally includes a wheel speed sensor and an accelerometer providing signals to a processor or various modules to perform the above method.

A tightly coupled GPS and dead-reckoning system collects wheel speed transducer data over a vehicle's network to compute vehicle range and direction. The dead-reckoning bridges over gaps in navigation solutions that would otherwise occur when GPS signal transmission is lost in tunnels, parking garages, and other common situations. Continual calibration of the wheel radii and compensation for speed effects are calculated from GPS position fixes, and such improves the performance and accuracy of dead-reckoning during long outages of GPS signal reception. When the GPS signals are restored, the dead-reckoning solutions provide a high quality starting place for the GPS receiver to search around.

An intelligent self-balanced two-wheel allow the driver to stand or sit on it is composed of two individual wheels transversely installed to a pedal which can be freely rotate around the axle, a control computer system consisting of a balance module comprising gravitatiion sensor, tilt angle sensor and posture sensor, speed sensor, left and right drive modules control loop, feedback loop, CPU, power amplifier and power supply, a person-bearing pedal with the tilt angle sensor, a handle-bar with steering switch, a man-machine interface control screen, and a seat.

A wheel speed sensor includes a hall IC that outputs a signal representing a change of magnetic field generated by rotation of a detection object and that is simply covered with resin coating. In the process of molding the resin coating, a resin injection opening is positioned away from an end face of a sheath of a cable to be coated by a length no less than a minimum adhesion length for ensuring adhesion between the sheath and the resin coating. In addition, the holder and a cover of the detector are provided with waterproof protrusions extending along the entire peripheries of contact areas in which pressing pins are brought into contact with the holder and the cover. Accordingly, immersion of the detector is reliably prevented even when a void or the like occurs in the resin coating at a position near the injection opening.

A software compass used during a GPS outage calculates vehicle heading and presents it upon request. The software compass gathers information from a yaw rate sensor, wheel steering angle sensor, wheel speed sensor, and PRNDL gear position sensor to calculate vehicle heading using a weighting algorithm. Because the yaw rate sensor data is a central factor in calculating vehicle heading, the quality of calibration of the yaw rate sensor is of importance. The disclosed calibration algorithm calculates the yaw rate bias and scale factors to calibrate the yaw rate sensor.

The invention discloses a parking line parking space recognition method and device based on information fusion. The parking line parking space recognition method comprises the steps that a parking space angular point is recognized from an aerial view of the side face of a car body, when the parking space angular point and a camera are parallel, coordinates of the parking space angular point at themoment are recorded, and the parking space angular point is made as the first parking space angular point; an ultrasonic radar of the car starts to detect whether or not a barrier exists in the sidedirection of the car towards the first parking space angular point, if yes, the last step is executed, and if not, the next step is executed; similarly, a second parking space angular point is obtained; according to the two parking space angular points, the approximate parking space width of the parking line parking space and the later distance between the parking line parking space and the car are calculated. Detection recognition for the parking space with standard parking marking lines can be achieved, the ultrasonic radar is used for recognizing whether or not a barrier exists inside the parking space for detection, a running distance value obtained by a wheel speed sensor and visual information are fused to obtain coordinates of the parking space angular point, and finally recognitionof the parking line parking space is achieved.

The invention discloses an automobile active anti-collision early warning system based on millimeter-wave radars. The automobile active anti-collision early warning system mainly comprises a signal acquiring and processing module I, an automobile information acquiring module II, a judgment recognition module III, a man-machine interaction module IV and an execution system module V. The signal acquiring and processing module I utilizes the millimeter-wave radars I-1 to obtain the speed, a distance and an azimuth angle of a target X relative to an automobile Z and outputs the information processed by a processor I-2. The automobile information acquiring module II utilizes an ABS wheel speed sensor II-1 to obtain the automobile speed and road adhesion coefficient of the automobile Z and outputs the information processed by an auxiliary II-2. The judgment recognition module III judges the type of the target X, transmits the target type to the man-machine interaction module IV and transmits a control strategy to the execution system module V. By taking corresponding avoidance control measures, the automobile active anti-collision early warning system can remind a drive to take the measures so as to ensure safe and comfortable driving in advance of enough time, effectively recognize a dangerous target, remind the driver and improve the system safety.

A control system for a vehicle includes an ECU, a front wheel speed sensor, a rear wheel speed sensor, and an engine. The ECU detects an actual slip speed and an actual slip ratio of a rear wheel on the basis of respective detected values of a front wheel speed sensor and a rear wheel speed sensor. Slip speed traction control is started when the actual slip speed exceeds a threshold value of a slip speed when a vehicle is at a low speed, and slip ratio traction control is started when the actual slip ratio exceeds a threshold value of a slip ratio when it is at an intermediate or high speed. An output of the engine is adjusted depending on the actual slip speed in the slip speed traction control, while being adjusted depending on the actual slip ratio in the slip ratio traction control.

A vehicle control device includes a wheel speed sensor and a controller. The wheel speed sensor detects wheel speed. The controller estimates a sprung mass state based on information in a predetermined frequency region of wheel speed and controls an actuator to bring the estimated sprung mass state to a target sprung mass state. The controller calculates a first wheel speed as a reference wheel speed for individual wheels. The controller calculates a second wheel speed as a reference wheel speed of front and rear wheels. The controller calculates a third wheel speed as a reference wheel speed of all wheels. The controller calculates a reference wheel speed of each wheel. The controller detects that the estimation accuracy has deteriorated when a differential among reference wheel speeds of the wheels is equal to or greater than a prescribed value.

A Kalman filter in a roll angle estimation device estimates a roll angle of a vehicle body, a vehicle speed, a roll angular velocity sensor offset, a yaw angular velocity sensor offset, and a vertical acceleration sensor offset on the basis of detected values of a roll angular velocity sensor, a yaw angular velocity sensor, a vertical acceleration sensor, a longitudinal acceleration sensor, a lateral acceleration sensor, and a rear-wheel speed sensor, and also on the basis of estimated values of the roll angle, the vehicle speed, the roll angular velocity sensor offset, the yaw angular velocity sensor offset, and the vertical acceleration sensor offset obtained in a previous estimation operation.

The present invention provides a suspension control apparatus requiring a reduced number of sensors. A pitch rate estimating unit 21 calculates a pitch rate used for creating a control instruction value, with use of a wheel-speed time-rate-of change obtained based on wheel speeds vc_FL and vc_FR detected by wheel speed sensors 7FL and 7FR, and an estimated forward/backward acceleration a_es calculated by a forward/backward acceleration estimating unit 20.

The invention discloses a vehicle rear-end collision preventing system and method based on road surface conditions. The system comprises a driving information obtaining device, a safe state judgment device, a touch alarm device, an autonomous brake output device and a data information storage unit. The driving information obtaining device comprises a distance measuring sensor, a wheel speed sensor and an in-tire sensor and is used for sensing vehicle motion information and the road surface attachment state; the safe state judgment device is used for selecting target deceleration through driver characteristics based on the different road surface conditions, inputting the target deceleration into a safe distance module, and comparing the vehicle relative distance with the current relative distance to determine the real-time operating safe state of a vehicle; the touch alarm device comprises a touch sensor installed on the surface of a driver seat and a touch sensor installed on an accelerator pedal. Road information and vehicle information can be obtained through the multiple sensors, an alarm is given or autonomous brake measures are taken in time according to the safe state of the current vehicle, vehicle rear-end collision can be effectively avoided, and road potential safety hazards are reduced.

A wireless rotational speed sensor system that includes a coil wound around a permanent magnet, the coil co-operating with a rotating ferrous target to induce a voltage for powering an active speed sensor element. The active speed sensor generates an output signal that is a function of the rotational speed of the target. The output signal is supplied to a wireless transmitter and antenna for transmission to other electronic components.