Process for compensating acceleration sensor errors

• US 5,265,472 A
• Filed: 07/26/1990
• Issued: 11/30/1993
• Est. Priority Date: 07/26/1989
• Status: Expired due to Fees

• Current Assignee: Daimler-Benz AG (Mercedes-Benz Group AG)
• Original Assignee: Daimler-Benz AG (Mercedes-Benz Group AG)
• Inventors: Pfeifle, Eberhard, Faulhaber, Andreas, Muller, Armin, Zimmer, Richard
• Primary Examiner(s): Noland, Tom
• Assistant Examiner(s): BROCK, MICHAEL J
• Application Number:
  US07/558,319
• Time in Patent Office: 1,223 Days
• Field of Search: 73/505, 73/510, 73/511, 73/512, 73/515, 73/1 R, 73/1 D, 73/514, 33/366, 364/424.01, 364/426.01, 364/566, 364/571.01, 364/571.02, 364/571.05, 364/575
• US Class Current: 73/514.02
• CPC Class Codes: G01P 21/00 Testing or calibrating of apparatus or devices covered by the preceding groups

Abstract

A process for compensating systematic errors of an acceleration sensor. The result of a sliding average of the output of the accelerometer, determined when acceleration in the primary measurement direction is zero, is subtracted from the output of the accelerometer thus producing a signal representative of acceleration only in the primary direction. A functional check of the accelerometer is provided by aligning the accelerometer in a second direction and comparing the acceleration measured in this second direction to the acceleration measured in the primary direction by a second device for determining acceleration and indicating a malfunction when the two measured accelerations are different and it is determined that acceleration only in the primary direction is present.

Claims

1. A process for compensating errors of a vehicle acceleration sensor and determining if a vehicle acceleration sensor for the measurement of an acceleration in a defined direction of a vehicle is functioning, comprising the steps of using at least one of a sliding average method and a functional check method, wherein the sliding average method includes subjecting an output signal of the acceleration sensor to a sliding average when it is concluded from general driving conditions of the vehicle that the acceleration to be measured in the defined direction must momentarily be equal to zero to detect part of the output signal of the acceleration sensor based on an acceleration in a direction differing from the defined direction of the acceleration to be measured, generating a signal of the acceleration sensor from the output signal of the acceleration sensor by subtracting a result of the sliding average from the output signal of the acceleration sensor in order to arrive at the signal of the acceleration sensor representing the acceleration to be measured in the defined direction, using the generated signal in lieu of the output signal, and the functional check method includes conducting a functional check of the acceleration sensor by basing part of the output signal of the acceleration sensor on an acceleration in a direction which is the same as the measurement direction of at least one further device for the determination of the acceleration in an at-least-one-further-device-determined direction, the output signal of the acceleration sensor being compared with the determined value of the acceleration in the at-least-one-further-device-determined direction, and determining the existence of a functional fault of the acceleration sensor from a deviation when it is derived from general driving situations that only an acceleration in the at-least-one-further-device-determined direction acts on the acceleration sensor.

2. The process according to claim 1, wherein the defined direction of the measured acceleration lies in a horizontal plane of the vehicle.

3. The process according to claim 1, wherein the acceleration in the direction differing from the defined direction is the acceleration in the vertical direction caused by gravitational acceleration.

4. The process according to claim 3, wherein the general driving conditions, from which it is concluded that the measured acceleration in the defined direction must momentarily be equal to zero, correspond to the general driving conditions that the vehicle has zero longitudinal acceleration and transverse acceleration, or zero vehicle speed.

5. The process according to claim 3, wherein output signals of the acceleration sensor which differ from a momentarily valid result of the sliding average method by an amount above a threshold value are used to determined the sliding average by the sliding average method when the output signals are generated in a predetermined frequency.

6. The process according to claim 5, wherein the general driving conditions, from which it is concluded that the measured acceleration in the defined direction must momentarily be equal to zero, correspond to the general driving conditions that the vehicle has zero longitudinal acceleration and transverse acceleration, or zero vehicle speed.

7. The process according to claim 6, in which an output signal is excluded from a sliding average determined by the sliding average method when a difference between the output signal and the sliding average is above a predeterminable threshold value, even when it is concluded from the general driving conditions that the measured acceleration in the defined direction must momentarily be equal to zero, and deriving, from the threshold value for the acceleration, a threshold for at least one of gradient and lateral inclination so as to take the gradient and lateral inclination into account with respect to the output signal.

8. The process according to claim 7, including the further step of interrupting the sliding average method for a specific period of time when the vehicle is travelling along a stretch with a gradient and/or lateral inclination which is above the threshold of the gradient and/or lateral inclination.

9. The process according to claim 8, including the further step of deriving the gradient from the engine torque of the vehicle and from the transmission ratio of the engine speed to the wheel speed.

10. The process according to claim 9, wherein the defined direction of the measured acceleration lies in a horizontal plane of the vehicle.

11. The process according to claim 5, wherein the specific frequency of occurrence of the output signals which differ from the momentarily valid result of the sliding average method by the amount of the difference above the threshold value is determined on the basis that the frequency of the output signals of the acceleration sensor which are above the threshold value amounts to approximately 10% of the number of output signals of the acceleration sensor to be taken into account in the sliding average method.

12. The process according to claim 5, wherein the output signals of the acceleration sensor which differ from the momentarily valid result of the sliding average method by the amount of the difference above the threshold value are given increasing weight in the sliding average method.

13. The process according to claim 12, wherein the specific frequency of occurrence of the output signals which differ from the momentarily valid result of the sliding average method by the amount of the difference above the threshold value is determined on the basis that the frequency of the output signals of the acceleration sensor which are above the threshold value amounts to approximately 10% of the number of output signals of the acceleration sensor to be taken into account in the sliding average method.

14. The process according to claim 12, wherein the increasing weight in the sliding average method given to the output signals of the acceleration sensor which differ from the momentarily valid result of the sliding average method by the amount of the difference above the threshold value is a linear increasing weight.

15. The process according to claim 12, wherein the increasing weight in the sliding average method given to the output signals of the acceleration sensor which differ from the momentarily valid result of the sliding average method by the amount of the difference above the threshold value is a progressively increasing weight.

16. The process according to claim 15, wherein the output signals of the acceleration sensor which differ from the momentarily valid result of the sliding average method by the amount of the difference above the threshold value are given increasing weight in the sliding average method.

17. The process according to claim 3, wherein the defined direction of the measured acceleration lies in a horizontal plane of the vehicle.

18. The process according to claim 1, in which an output signal is excluded from a sliding average determined by the sliding average method when a difference between the output signal and the sliding average is above a predeterminable threshold value, even when it is concluded from the general driving conditions that the measured acceleration in the defined direction must momentarily be equal to zero, and deriving, from the threshold value for the acceleration, a threshold for at least one of gradient and lateral inclination so as to take the gradient and lateral inclination into account with respect to the output signal.

19. The process according to claim 18, wherein the general driving conditions, from which it is concluded that the measured acceleration in the defined direction must momentarily be equal to zero, correspond to the general driving conditions that the vehicle has zero longitudinal acceleration and transverse acceleration, or zero vehicle speed.

20. The process according to claim 18, including the further step of interrupting the sliding average method for a specific period of time when the vehicle is travelling along a stretch with at least one of a gradient and lateral inclination which is above the threshold of the at least one of the gradient and lateral inclination.

21. The process according to claim 20, including the further step of deriving the gradient from the engine torque of the vehicle and from the transmission ratio of the engine speed to the wheel speed.

22. The process according to claim 1, including the step of determining, from one of the output signal in the case of the functional check method and the signal of the acceleration sensor which represents the measured acceleration in the defined direction in the case of the sliding average method, an acceleration in a third direction differing from the defined direction in such a way that the vectorial addition of the acceleration in the a third differing direction and of the acceleration in the at least-one-further-device-determined direction produces precisely the measured acceleration in the defined direction.

23. The process according to claim 22, wherein the defined direction of the measured acceleration lies in a horizontal plane of the vehicle.

24. The process according to claim 23, wherein the acceleration in the direction differing from the defined direction is the acceleration in the vertical direction caused by gravitational acceleration.

25. The process according to claim 24, wherein the general driving conditions, from which it is concluded that the measured acceleration in the defined direction must momentarily be equal to zero, correspond to the general driving conditions that the vehicle has zero longitudinal acceleration and transverse acceleration, or zero vehicle speed.

26. The process according to claim 25, in which an output signal is excluded from a sliding average determined by the sliding average method when a difference between the output signal and the sliding average is above a predeterminable threshold value, even when it is concluded from the general driving conditions that the measured acceleration in the defined direction must momentarily be equal to zero, and deriving, from the threshold value for the acceleration, a threshold for at least one of gradient and lateral inclination so as to take the gradient and lateral inclination into account with respect to the output signal.

27. The process according to claim 26, including the further step of interrupting the sliding average method for a specific period of time when the vehicle is travelling along a stretch with a gradient and/or lateral inclination which is above the threshold of the gradient and/or lateral inclination.

28. The process according to claim 27, including the further step of deriving the gradient from the engine torque of the vehicle and from the transmission ratio of the engine speed to the wheel speed.

29. The process according to claim 28, wherein output signals of the acceleration sensor which differ from a momentarily valid result of the sliding average method by an amount above a threshold value are used to determined the sliding average by the sliding average method when the output signals are generated in a predetermined frequency.

30. The process according to claim 29, wherein the specific frequency of occurrence of the output signals which differ from the momentarily valid result of the sliding average method by the amount of the difference above the threshold value is determined on the basis that the frequency of the output signals of the acceleration sensor which are above the threshold value amounts to approximately 10% of the number of output signals of the acceleration sensor to be taken into account in the sliding average method.

31. The process according to claim 22, further including the step, in a vehicle where an acceleration sensor is used for determining the acceleration in the third differing direction which is a direction transverse relative to a longitudinal direction of the vehicle, of mounting the acceleration sensor in such a way that part of its output signal represents the acceleration in the longitudinal direction of the vehicle which is determined by the at least one further device for the determination of the acceleration, the direction in the longitudinal direction of the vehicle corresponding to the at-least-one-further-device-determined direction, and the direction of the measured acceleration, represented by one of the signal or output signal of the acceleration sensor, corresponding to the defined direction.

32. The process according to claim 31, wherein the defined direction of the acceleration to be measured by the acceleration sensor is at an angle of about 30°

relative to the direction transverse relative to the longitudinal direction of the vehicle toward the longitudinal axis of the vehicle.

33. The process according to claim 31, wherein the at least one further device for the determination of the acceleration of the vehicle in the direction corresponding to the longitudinal direction of the vehicle is operatively configured in such that the acceleration in the at-least-one-further-device determined direction is determined from the speeds of at least one vehicle wheel.

34. The process according to claim 33, wherein the defined direction of the acceleration to be measured by the acceleration sensor is at an angle of about 30°

relative to the direction transverse relative to the longitudinal direction of the vehicle toward the longitudinal axis of the vehicle.

35. The process according to claim 33, including the step of concluding, when travel on a bend is detected, that there is a functional fault of the acceleration sensor when the calculated acceleration in the third direction gives the value zero.

36. The process according to claim 33, wherein the step of conducting the functional check of the acceleration sensor occurs when the general driving situations include vehicle travelling in a straight line.

37. The process according to claim 36, further including the step of detecting travel in a straight line when the steering angle is equal to zero.

38. The process according to claim 37, including the step of comparing a first time change of the acceleration determined by the at least one further device, in the direction corresponding to the longitudinal direction of the vehicle with a second time change of the acceleration to be measured in the defined direction, and deriving a criterion for the driving state of travelling on a bend when at least one of the two time changes is not equal to zero, by forming, during accelerated travelling in a straight line, a quotient of the first time change and the second time change, and by comparing the quotient with an instantaneous quotient constituted by an instantaneous value of the second time change, and concluding that there is travel on a bend when the instantaneous quotient is equal to the quotient of the first time change and second time change, and that there is travel in a straight line when the instantaneous quotient is not equal to the quotient.

39. The process according to claim 31, wherein the step of conducting the functional check of the acceleration sensor occurs when the general driving situations include vehicle travelling in a straight line.

40. The process according to claim 39, including the step of rotating the defined direction of the accelerations to be measured by the acceleration sensor through an angle of about 30°

out of the direction transverse relative to the longitudinal direction of the vehicle toward of the longitudinal axis of the vehicle.

41. The process according to claim 40, wherein the at least one further device for the determination of the acceleration of the vehicle in the direction corresponding to the longitudinal direction of the vehicle is operatively configured in such that the acceleration in the at-least-one-further-device determined direction is determined from the speeds of at least one vehicle wheel.

42. The process according to claim 39, further including the step of detecting travel in a straight line when a steering angle is equal to zero.

43. The process according to claim 39, including the step of comparing a first time change of the acceleration determined by the at least one further device, in the direction corresponding to the longitudinal direction of the vehicle with a second time change of the acceleration to be measured in the defined direction, and deriving a criterion for the driving state of travelling on a bend when at least one of the two time changes is not equal to zero, by forming, during accelerated travelling in a straight line, a quotient of the first time change and the second time change, and by comparing the quotient with an instantaneous quotient constituted by an instantaneous value of the second time change, and concluding that there is travel on a bend when the instantaneous quotient is equal to the quotient of the first time change and second time change, and that there is travel in a straight line when the instantaneous quotient is not equal to the quotient.

44. The process according to claim 43, further including the step of detecting travel in a straight line when the steering angle is equal to zero.