CA2086598A1 - Procedure for automatically determining the assignment of direction-linked sensors to the directions of movement of a vehicle - Google Patents
Procedure for automatically determining the assignment of direction-linked sensors to the directions of movement of a vehicleInfo
- Publication number
- CA2086598A1 CA2086598A1 CA002086598A CA2086598A CA2086598A1 CA 2086598 A1 CA2086598 A1 CA 2086598A1 CA 002086598 A CA002086598 A CA 002086598A CA 2086598 A CA2086598 A CA 2086598A CA 2086598 A1 CA2086598 A1 CA 2086598A1
- Authority
- CA
- Canada
- Prior art keywords
- vehicle
- sensors
- data acquisition
- signal
- signals
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Abandoned
Links
Classifications
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01P—MEASURING LINEAR OR ANGULAR SPEED, ACCELERATION, DECELERATION, OR SHOCK; INDICATING PRESENCE, ABSENCE, OR DIRECTION, OF MOVEMENT
- G01P13/00—Indicating or recording presence, absence, or direction, of movement
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01P—MEASURING LINEAR OR ANGULAR SPEED, ACCELERATION, DECELERATION, OR SHOCK; INDICATING PRESENCE, ABSENCE, OR DIRECTION, OF MOVEMENT
- G01P1/00—Details of instruments
- G01P1/12—Recording devices
- G01P1/127—Recording devices for acceleration values
-
- G—PHYSICS
- G07—CHECKING-DEVICES
- G07C—TIME OR ATTENDANCE REGISTERS; REGISTERING OR INDICATING THE WORKING OF MACHINES; GENERATING RANDOM NUMBERS; VOTING OR LOTTERY APPARATUS; ARRANGEMENTS, SYSTEMS OR APPARATUS FOR CHECKING NOT PROVIDED FOR ELSEWHERE
- G07C5/00—Registering or indicating the working of vehicles
- G07C5/08—Registering or indicating performance data other than driving, working, idle, or waiting time, with or without registering driving, working, idle or waiting time
- G07C5/0841—Registering performance data
Landscapes
- Physics & Mathematics (AREA)
- General Physics & Mathematics (AREA)
- Navigation (AREA)
- Traffic Control Systems (AREA)
- Time Recorders, Dirve Recorders, Access Control (AREA)
- Lighting Device Outwards From Vehicle And Optical Signal (AREA)
- Length Measuring Devices With Unspecified Measuring Means (AREA)
- Testing Or Calibration Of Command Recording Devices (AREA)
- Feedback Control In General (AREA)
- Arrangements For Transmission Of Measured Signals (AREA)
- Steering Control In Accordance With Driving Conditions (AREA)
Abstract
The invention concerns a data-acquisition device (1) with a directional measurement unit (2) designed to determine the dynamic behaviour of the vehicle. It is proposed that the measurement-unit signals are combined with signals generated by vehicle components and unequivocally associated with a known direction of motion of the vehicle, thus giving automatic correlation of the directions of motion of the vehicle (6) with the measurement-unit sensors.
Description
2 ~ 9 ~
Procedure for Automatically Determining the Assignment of Direction-Linked Sensors to the Directions of Movement of a Vehicle.
The invention relates to a procedure for automatically determining the assignment of direction-linked sensors to the directions of movement of a vehicle, whereby the measuring device which contains the sensors and the estimating device for evaluating the signals which are combined, form part of a data acquisition unit, e.g. accident data-storage, installed in a vehicle, and which is suitable for the reconstruction of a path of movement.
The technical construction of data acquisition units of the type specified is well known. For example, it is known from EP 0 118 818 Ba, as shown in Figure 1 of that document, that such devices, often in the form of a so-called black box, not only record the data of vehicle dynamics, such as accelerated motion in both longitudinal and lateral directions, but may also register current information about the state of the vehicle, e.g. turn-signal function. It is also suggested elsewhere in the same document, that a measuring device dependent on a magnetic field could be integrated into a data acquisition unit for the purpose of measuring the movement of a vehicle other than in a straight line, which would enable the path of a vehicle to be completely reconstructed.
~8~ ~J'i3 To make a proper and meaningful evaluation of the signals of these direction-linked sensors, mentioned here by way of example, it is absolutely essential to know the place of installation of the data acquisition unit where these sensors are fixed in a certain arrangemen-t.
The necessity therefore arises for identifying the proper place of installation, e.g. by marking this on the housing of the unit. However, proper technical functioning of the unit requires that the rules governing installation be scrupulously followed, as the installation of the unit has to fulfil some rather stringent requirements; when the data acquisition unit is added at a later date, certain practical problems of placing and positioning arise, owing to the relatively large size of the housing, rendered necessary by the various assemblies which are required to fit into it. There are very few permissible locations where installation can take place, and these are further limited by considerations of safety, and are necessarily rather cramped to work in, and often not very accessible for mounting. This usually results in wasted time, and therefore creates additional expense to the user for mounting.
This aspect is a considerable disincentive to the voluntary installation of a data acquisition unit in a vehicle. The purpose of the present invention is, therefore, 2~ g to simplify the installation of the data acquisition unit, and to make the technical functioning of the direction-linked measuring device independent of the location where the device is mounted.
The solution offered by the present invention is characterized in that signals from direction-linked sensors of the same type are compared and that by using a logical signal combination and signal evaluation, that particular sensor will be selected as a source of data for a particular direction of movement of a vehicle which displays significantly different changes in measurement when at least one further signal is given, generated by a different functional unit of the vehicle, which for its part is also assigned in a precise and known manner to a particular direction of movement of the vehicle.
The subclaims display advantageous developments of the solution set out in the invention.
The invention has the advantage that the measuring device for registering the vehicle dynamics which is usually constructed with each sensory channel in duplicate, can be built absolutely identical with respect to the sensors, i.e.
direction-neutral, and can be supplied from the factory without it being necessary to supply any indication as to which sensory channel is intended for the longitudinal or lateral dynamics of the vehicle. Markings on the housing of ~ 23~o~
the data acquisition unit are no longer necessary, and direction-linked installation rules can be dispensed with.
Also, when the unit is removed, for instance for reading the data into an external electronic data processing device for the purpose of reconstructing the circumstances of an accident, it is no longer necessary to specially note the direction-linked location where the data acquisition unit was installed in the vehicle, which must be ~nown in order to reconstruct the path of movement.
This aspect is likewise extremely advantageous to the user of the data acquisition unit. This is because it enables installation of the data acquisition unit to take place in almost any desired position with respect to the main spatial axes of the vehicle without danger of error. Thus, the unit can be installed quite simply by almost anyone, without necessarily needing to involve a specialized workshop. One restriction which should be mentioned, however, is that owing to the fact that the sensors are generally arranged at right-angles to each other, those locations are not suitable for installation where the sensor main axes are at exactly 45 degrees to the principal directions of movement of the vehicle. It is preferable to use the two arrangements shown in the figures.
The data acquisltion unit automatically recognizes which part of the sensory measuring device relates to which ,' : ' ' ' 2~5~98 directional components, by means of a logical signalcombination and the evaluation of significant measured signals. No manual intervention in the hardware of the data acquisition unit is required. Furthermore, when the device is installed in the vehicle, no measuring or calibration is necessary, a feature which is particularly advantageous in applications for the general public e.g. for data acquisition units built specially as accident memory-storage suitable for private automobiles. The invention will now be briefly explained once again with the aid of three figures. These show:
Fig. 1 is a schematic diagram of the implementation of the invention in a vehicle in combination with its flashing turn-signal;
Fig. 2 is a schematic diagram similar to Fig. 1 with the invention combined with the brake light; and Fig. 3 is a schematic diagram similar to Fig. 1 with the invention combined with an angle transmitter.
In a data acquisition unit (1) of the type mentioned earlier, the measuring device (2) for sensory registration of the vehicle dynamics, which can be ascertained, for example by measuring the acceleration (a) and the magnetic field surrounding the vehicle (b), is generally located internally within the unit housing. In order to prevent unauthorized access, the latter is often sealed at the factory.
-6- 2~G;-~3 No provision is generally made for the use of active serviceable components in measuring device (2).
Particularly when data acquisition unit (1) is intended for use as accident data-storage, the user should be in a position to install the device (1) himself in almost any relationship he chooses with respect to the spatial axes of his vehicle. For instance, supposing the installation positions to be la/2a, and lb/2b, it is then requisite that device (1) when it begins to operate, should automatically recognize the position in which it was located, especially with respect to the longitudinal axis of the vehicle (3) and the lateral axis (4).
Since all vehicles are required by traffic regulations to activate their turn-signals when changing direction, e.g. from direction (3) to direction (7), it is therefore advantageous to combine this signal, for example, which shows the current state of the vehicle, with the multi-channel sensory measuring device (2) in data acquisition unit (1), designed specifically for the purpose of assigning a direction.
If the flashing-light switch (5) is activated, and the vehlcle changes its direction of travel in a time-frame determined by the flashing signal, then one of the two sensors of each type provided will generate a stronger signal of the measured values than the other. ~easuring device ~2) generally consists of two sensors of each type, arranged at _7_ 2v~9~
right-angles to each other. The measuring device could however be enlarged by using the third spatial axis in a similar manner. Changes in measured values are evaluated S duriny a time-period ~which may include the running-times immediately preceding and/or following, depending on the time-frame for which the flashing signal is set) by comparison of the changes in signal which occur in sensors of the same type.
The longitudinal dynamic values, for example, do not vary equally in value in the same significant way before and after the time-interval set by the flashing signal.
By comparing the signal changes of both sensors, the decision is made as to which of the sensors of measuring device (2) is to register the lateral dynamics. Owing to the fact that the placing of data acquisition unit (1) in the vehicle (6), e.g. position la/2a or position lb/2b does not generally change after its original installation, the directional assignment may be regarded as constant once it has been made. Nevertheless, should particular circumstances require it, this direction-linked relationship may be checked from time to time, or even on a regular basis in the way described above.
Since activation of the turn-signal indicator when changing the direction of travel is part of normal driving procedure as laid down by traffic regulations, and movements other than those in a straight line are usual in the operation -8- 2 iJg VJ 9 ~
of a vehicle, the data acquisition unit reaches the state necessary for reconstructing the path of movement in the shortest possible time. In general, this condition is reached as soon as the vehicle is started, or very shortly thereafter.
In addition to signal combinations with the flashing turn-signal, other functional and eyually effective combinations are possible, with a view to achieving the yoal of automatically determining the assignment of the direction-linked sensors to the directions of movement of the vehicle.
Figure 2 illustrates another possibility. In this case, a precise signal is generated from the braking-system of the vehicle and picked up by the sensors assigned to the longitudinal axis of the vehicle and thus to its usual main direction of travel. The decision as to which particular component of the braking system (8) is to be used for emitting the signal can be made on purely practical grounds. As soon as the signal - the braking signal in general for the purpose of this example - is generated, and the evaluation unit simultaneously detects a delay which exceeds a predetermined threshold value, of 0.2 g for example, in one of the acceleration sensors placed at right-angles to each other, the measuring unit of the data acquisition unit automatically recognizes through the combination and evaluation of these signals, which sensor is to be assigned to the longitudinal _9_ v~ ~JJ(j direction, because the measured signals of the acceleration sensors which are assigned to the vehicle's direction of travel change in a significantly different way during the braking process, e.g. by having a signal deviation greater than the measured signals of the sensor of the same type placed at right-angles to it.
Quite apart from this, Figure 3 shows yet a third possibility of signal combination. For example, if the vehicle is equipped with a turning-angle transmitter and this transmitter feeds a signal to the evaluation unit of the data acquisition device, then while the vehicle is travelling, owing to the presence of a signal which maintains a constant angle, preferably that of the main path of movement of the vehicle, over a prescribed period of time, it is also possible for assignment of the place of installation of the sensors to the main spatial axes of the vehicle to take place automatically, by combining this angular signal with the measured signals of the acceleration sensor. Steering-angle transmitters, electronic compasses or similar devices may be considered for use as angle transmitters. Another vehicle movement signal could also be generated by a different unit, e.g. the tachometer (lO).
The three examples given here are by no means exclusive, but merely serve to illustrate the idea of the invention, namely to combine the signals from sources whose relationship 2 ~ ~ v ~, n g to the main spatial axes of the car is known with the signals of the measurin~ device of a da-ta acquisition unit by means of an evaluation device, so that the direction-linked sensors of the unit may be automatically assigned to the directions of movement of the vehicle.
Procedure for Automatically Determining the Assignment of Direction-Linked Sensors to the Directions of Movement of a Vehicle.
The invention relates to a procedure for automatically determining the assignment of direction-linked sensors to the directions of movement of a vehicle, whereby the measuring device which contains the sensors and the estimating device for evaluating the signals which are combined, form part of a data acquisition unit, e.g. accident data-storage, installed in a vehicle, and which is suitable for the reconstruction of a path of movement.
The technical construction of data acquisition units of the type specified is well known. For example, it is known from EP 0 118 818 Ba, as shown in Figure 1 of that document, that such devices, often in the form of a so-called black box, not only record the data of vehicle dynamics, such as accelerated motion in both longitudinal and lateral directions, but may also register current information about the state of the vehicle, e.g. turn-signal function. It is also suggested elsewhere in the same document, that a measuring device dependent on a magnetic field could be integrated into a data acquisition unit for the purpose of measuring the movement of a vehicle other than in a straight line, which would enable the path of a vehicle to be completely reconstructed.
~8~ ~J'i3 To make a proper and meaningful evaluation of the signals of these direction-linked sensors, mentioned here by way of example, it is absolutely essential to know the place of installation of the data acquisition unit where these sensors are fixed in a certain arrangemen-t.
The necessity therefore arises for identifying the proper place of installation, e.g. by marking this on the housing of the unit. However, proper technical functioning of the unit requires that the rules governing installation be scrupulously followed, as the installation of the unit has to fulfil some rather stringent requirements; when the data acquisition unit is added at a later date, certain practical problems of placing and positioning arise, owing to the relatively large size of the housing, rendered necessary by the various assemblies which are required to fit into it. There are very few permissible locations where installation can take place, and these are further limited by considerations of safety, and are necessarily rather cramped to work in, and often not very accessible for mounting. This usually results in wasted time, and therefore creates additional expense to the user for mounting.
This aspect is a considerable disincentive to the voluntary installation of a data acquisition unit in a vehicle. The purpose of the present invention is, therefore, 2~ g to simplify the installation of the data acquisition unit, and to make the technical functioning of the direction-linked measuring device independent of the location where the device is mounted.
The solution offered by the present invention is characterized in that signals from direction-linked sensors of the same type are compared and that by using a logical signal combination and signal evaluation, that particular sensor will be selected as a source of data for a particular direction of movement of a vehicle which displays significantly different changes in measurement when at least one further signal is given, generated by a different functional unit of the vehicle, which for its part is also assigned in a precise and known manner to a particular direction of movement of the vehicle.
The subclaims display advantageous developments of the solution set out in the invention.
The invention has the advantage that the measuring device for registering the vehicle dynamics which is usually constructed with each sensory channel in duplicate, can be built absolutely identical with respect to the sensors, i.e.
direction-neutral, and can be supplied from the factory without it being necessary to supply any indication as to which sensory channel is intended for the longitudinal or lateral dynamics of the vehicle. Markings on the housing of ~ 23~o~
the data acquisition unit are no longer necessary, and direction-linked installation rules can be dispensed with.
Also, when the unit is removed, for instance for reading the data into an external electronic data processing device for the purpose of reconstructing the circumstances of an accident, it is no longer necessary to specially note the direction-linked location where the data acquisition unit was installed in the vehicle, which must be ~nown in order to reconstruct the path of movement.
This aspect is likewise extremely advantageous to the user of the data acquisition unit. This is because it enables installation of the data acquisition unit to take place in almost any desired position with respect to the main spatial axes of the vehicle without danger of error. Thus, the unit can be installed quite simply by almost anyone, without necessarily needing to involve a specialized workshop. One restriction which should be mentioned, however, is that owing to the fact that the sensors are generally arranged at right-angles to each other, those locations are not suitable for installation where the sensor main axes are at exactly 45 degrees to the principal directions of movement of the vehicle. It is preferable to use the two arrangements shown in the figures.
The data acquisltion unit automatically recognizes which part of the sensory measuring device relates to which ,' : ' ' ' 2~5~98 directional components, by means of a logical signalcombination and the evaluation of significant measured signals. No manual intervention in the hardware of the data acquisition unit is required. Furthermore, when the device is installed in the vehicle, no measuring or calibration is necessary, a feature which is particularly advantageous in applications for the general public e.g. for data acquisition units built specially as accident memory-storage suitable for private automobiles. The invention will now be briefly explained once again with the aid of three figures. These show:
Fig. 1 is a schematic diagram of the implementation of the invention in a vehicle in combination with its flashing turn-signal;
Fig. 2 is a schematic diagram similar to Fig. 1 with the invention combined with the brake light; and Fig. 3 is a schematic diagram similar to Fig. 1 with the invention combined with an angle transmitter.
In a data acquisition unit (1) of the type mentioned earlier, the measuring device (2) for sensory registration of the vehicle dynamics, which can be ascertained, for example by measuring the acceleration (a) and the magnetic field surrounding the vehicle (b), is generally located internally within the unit housing. In order to prevent unauthorized access, the latter is often sealed at the factory.
-6- 2~G;-~3 No provision is generally made for the use of active serviceable components in measuring device (2).
Particularly when data acquisition unit (1) is intended for use as accident data-storage, the user should be in a position to install the device (1) himself in almost any relationship he chooses with respect to the spatial axes of his vehicle. For instance, supposing the installation positions to be la/2a, and lb/2b, it is then requisite that device (1) when it begins to operate, should automatically recognize the position in which it was located, especially with respect to the longitudinal axis of the vehicle (3) and the lateral axis (4).
Since all vehicles are required by traffic regulations to activate their turn-signals when changing direction, e.g. from direction (3) to direction (7), it is therefore advantageous to combine this signal, for example, which shows the current state of the vehicle, with the multi-channel sensory measuring device (2) in data acquisition unit (1), designed specifically for the purpose of assigning a direction.
If the flashing-light switch (5) is activated, and the vehlcle changes its direction of travel in a time-frame determined by the flashing signal, then one of the two sensors of each type provided will generate a stronger signal of the measured values than the other. ~easuring device ~2) generally consists of two sensors of each type, arranged at _7_ 2v~9~
right-angles to each other. The measuring device could however be enlarged by using the third spatial axis in a similar manner. Changes in measured values are evaluated S duriny a time-period ~which may include the running-times immediately preceding and/or following, depending on the time-frame for which the flashing signal is set) by comparison of the changes in signal which occur in sensors of the same type.
The longitudinal dynamic values, for example, do not vary equally in value in the same significant way before and after the time-interval set by the flashing signal.
By comparing the signal changes of both sensors, the decision is made as to which of the sensors of measuring device (2) is to register the lateral dynamics. Owing to the fact that the placing of data acquisition unit (1) in the vehicle (6), e.g. position la/2a or position lb/2b does not generally change after its original installation, the directional assignment may be regarded as constant once it has been made. Nevertheless, should particular circumstances require it, this direction-linked relationship may be checked from time to time, or even on a regular basis in the way described above.
Since activation of the turn-signal indicator when changing the direction of travel is part of normal driving procedure as laid down by traffic regulations, and movements other than those in a straight line are usual in the operation -8- 2 iJg VJ 9 ~
of a vehicle, the data acquisition unit reaches the state necessary for reconstructing the path of movement in the shortest possible time. In general, this condition is reached as soon as the vehicle is started, or very shortly thereafter.
In addition to signal combinations with the flashing turn-signal, other functional and eyually effective combinations are possible, with a view to achieving the yoal of automatically determining the assignment of the direction-linked sensors to the directions of movement of the vehicle.
Figure 2 illustrates another possibility. In this case, a precise signal is generated from the braking-system of the vehicle and picked up by the sensors assigned to the longitudinal axis of the vehicle and thus to its usual main direction of travel. The decision as to which particular component of the braking system (8) is to be used for emitting the signal can be made on purely practical grounds. As soon as the signal - the braking signal in general for the purpose of this example - is generated, and the evaluation unit simultaneously detects a delay which exceeds a predetermined threshold value, of 0.2 g for example, in one of the acceleration sensors placed at right-angles to each other, the measuring unit of the data acquisition unit automatically recognizes through the combination and evaluation of these signals, which sensor is to be assigned to the longitudinal _9_ v~ ~JJ(j direction, because the measured signals of the acceleration sensors which are assigned to the vehicle's direction of travel change in a significantly different way during the braking process, e.g. by having a signal deviation greater than the measured signals of the sensor of the same type placed at right-angles to it.
Quite apart from this, Figure 3 shows yet a third possibility of signal combination. For example, if the vehicle is equipped with a turning-angle transmitter and this transmitter feeds a signal to the evaluation unit of the data acquisition device, then while the vehicle is travelling, owing to the presence of a signal which maintains a constant angle, preferably that of the main path of movement of the vehicle, over a prescribed period of time, it is also possible for assignment of the place of installation of the sensors to the main spatial axes of the vehicle to take place automatically, by combining this angular signal with the measured signals of the acceleration sensor. Steering-angle transmitters, electronic compasses or similar devices may be considered for use as angle transmitters. Another vehicle movement signal could also be generated by a different unit, e.g. the tachometer (lO).
The three examples given here are by no means exclusive, but merely serve to illustrate the idea of the invention, namely to combine the signals from sources whose relationship 2 ~ ~ v ~, n g to the main spatial axes of the car is known with the signals of the measurin~ device of a da-ta acquisition unit by means of an evaluation device, so that the direction-linked sensors of the unit may be automatically assigned to the directions of movement of the vehicle.
Claims (7)
PROPERTY OR PRIVILEGE IS CLAIMED ARE DEFINED AS FOLLOWS:
1. A method for automatically determining the assignment of direction-linked sensors to the directions of a vehicle (6) whereby a measuring device (2) containing several sensors together with an evaluation unit for the evaluation of signals to be combined, are components of a data acquisition unit (1) suitable for reconstruction of a path of movement and installed in the vehicle, characterized in that:
the temporal sequence of the emitted signals of the sensors of similar type is registered within a certain interval of time;
these emitted signals are logically combined with a further signal, generated by a functional unit of the vehicle, assigned in a precise and known manner to one direction of movement of the vehicle; and the sensor, for which the temporal sequence of the emitted signal displays significant changes in measured value, is assigned to a particular direction of movement of the vehicle.
the temporal sequence of the emitted signals of the sensors of similar type is registered within a certain interval of time;
these emitted signals are logically combined with a further signal, generated by a functional unit of the vehicle, assigned in a precise and known manner to one direction of movement of the vehicle; and the sensor, for which the temporal sequence of the emitted signal displays significant changes in measured value, is assigned to a particular direction of movement of the vehicle.
2. The method in accordance with Claim 1, further characterized in that the signals of the sensors of the data acquisition unit are combined with the flashing turn-signal of the vehicle.
3. The method in accordance with Claim 1, further characterized in that the signals of the sensors of the data acquisition unit are associated with the braking signal of the vehicle.
4. The method in accordance with Claim 1, further characterized in that the signals of the sensors of the data acquisition unit are combined with the signals of an angle-transmitter in such a way that while the vehicle is moving, the angle-transmitter signal has the effect of a constant angle from which the vehicle deviates over a prescribed time-interval.
5. The method in accordance with Claim 1, further characterized in that the signals of the sensors of the data acquisition unit are combined with the signal of an angle-transmitter, whereby the signal from the angle-transmitter is related to the curved path of the vehicle.
6. The method in accordance with any one of Claims 1 to 5, characterized in that the assignment of the sensors of the data acquisition unit to the directions of movement of the vehicle occurs by the detection and evaluation of the changes in measured values of the sensors during a time-period before and/or after the time-interval which is set by the activation of functional units of a vehicle, which stand in a known spatial relationship to the main spatial axes of the vehicle.
7. The method in accordance with any one of Claims 1 to 6, characterized in that the assignment relationship of the sensors of the data acquisition unit to the directions of movement of the vehicle is checked either from time to time or continuously.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE4115694 | 1991-05-14 | ||
| DEP4115694.3 | 1991-05-14 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2086598A1 true CA2086598A1 (en) | 1992-11-15 |
Family
ID=6431626
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA002086598A Abandoned CA2086598A1 (en) | 1991-05-14 | 1992-05-08 | Procedure for automatically determining the assignment of direction-linked sensors to the directions of movement of a vehicle |
Country Status (11)
| Country | Link |
|---|---|
| EP (1) | EP0552322B1 (en) |
| JP (1) | JP2556644B2 (en) |
| KR (1) | KR100225446B1 (en) |
| AT (1) | ATE125950T1 (en) |
| AU (1) | AU654353B2 (en) |
| CA (1) | CA2086598A1 (en) |
| ES (1) | ES2077413T3 (en) |
| FI (1) | FI930138A0 (en) |
| HU (1) | HU214415B (en) |
| PL (1) | PL168184B1 (en) |
| WO (1) | WO1992021034A1 (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102011121822A1 (en) * | 2011-12-21 | 2013-06-27 | Wabco Gmbh | Method and device for determining the installation position of a sensor module in a vehicle and vehicle with such a device |
Family Cites Families (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| IT8243505A0 (en) * | 1982-02-19 | 1982-02-19 | Domenico Colonnelli | CAR BLACK BOX |
| EP0129949A3 (en) * | 1983-06-17 | 1985-11-06 | Fleetmaster (Proprietary) Limited | Vehicle monitoring system |
| DE3341471A1 (en) * | 1983-11-17 | 1985-05-30 | SWF Auto-Electric GmbH, 7120 Bietigheim-Bissingen | Instrument for motor vehicles |
-
1992
- 1992-05-08 WO PCT/EP1992/001016 patent/WO1992021034A1/en active IP Right Grant
- 1992-05-08 KR KR1019930700074A patent/KR100225446B1/en not_active IP Right Cessation
- 1992-05-08 PL PL92297604A patent/PL168184B1/en unknown
- 1992-05-08 EP EP92909822A patent/EP0552322B1/en not_active Expired - Lifetime
- 1992-05-08 ES ES92909822T patent/ES2077413T3/en not_active Expired - Lifetime
- 1992-05-08 HU HU9300178A patent/HU214415B/en not_active IP Right Cessation
- 1992-05-08 AT AT92909822T patent/ATE125950T1/en not_active IP Right Cessation
- 1992-05-08 CA CA002086598A patent/CA2086598A1/en not_active Abandoned
- 1992-05-08 AU AU16992/92A patent/AU654353B2/en not_active Ceased
- 1992-05-13 JP JP4120256A patent/JP2556644B2/en not_active Expired - Fee Related
-
1993
- 1993-01-13 FI FI930138A patent/FI930138A0/en not_active Application Discontinuation
Also Published As
| Publication number | Publication date |
|---|---|
| JPH05250600A (en) | 1993-09-28 |
| HU214415B (en) | 1998-03-30 |
| EP0552322A1 (en) | 1993-07-28 |
| FI930138A (en) | 1993-01-13 |
| FI930138A0 (en) | 1993-01-13 |
| HUT68574A (en) | 1995-06-28 |
| WO1992021034A1 (en) | 1992-11-26 |
| PL297604A1 (en) | 1993-06-28 |
| KR100225446B1 (en) | 1999-10-15 |
| AU1699292A (en) | 1992-12-30 |
| EP0552322B1 (en) | 1995-08-02 |
| AU654353B2 (en) | 1994-11-03 |
| KR930701751A (en) | 1993-06-12 |
| ES2077413T3 (en) | 1995-11-16 |
| ATE125950T1 (en) | 1995-08-15 |
| JP2556644B2 (en) | 1996-11-20 |
| PL168184B1 (en) | 1996-01-31 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| EEER | Examination request | ||
| FZDE | Discontinued |