WO2002081250A1 - Method and apparatus for generating a slip warning signal - Google Patents

Method and apparatus for generating a slip warning signal Download PDF

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Publication number
WO2002081250A1
WO2002081250A1 PCT/SE2002/000659 SE0200659W WO02081250A1 WO 2002081250 A1 WO2002081250 A1 WO 2002081250A1 SE 0200659 W SE0200659 W SE 0200659W WO 02081250 A1 WO02081250 A1 WO 02081250A1
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WO
WIPO (PCT)
Prior art keywords
wheel
vehicle
warning signal
speed
slip value
Prior art date
Application number
PCT/SE2002/000659
Other languages
French (fr)
Inventor
Roger HÄLLEBERG
Original Assignee
Scania Cv Ab
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Scania Cv Ab filed Critical Scania Cv Ab
Publication of WO2002081250A1 publication Critical patent/WO2002081250A1/en

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/48—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition connecting the brake actuator to an alternative or additional source of fluid pressure, e.g. traction control systems
    • B60T8/4809—Traction control, stability control, using both the wheel brakes and other automatic braking systems
    • 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
    • B60T8/176—Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS
    • B60T8/1761—Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS responsive to wheel or brake dynamics, e.g. wheel slip, wheel acceleration or rate of change of brake fluid pressure
    • B60T8/17616—Microprocessor-based systems

Definitions

  • the present invention relates to a method and an apparatus for generating a skid warning signal on a wheeled vehicle.
  • skid warning systems for engine-powered wheeled vehicles whereby speed differences between the vehicle's wheels during braking or skidding are used for generating a skid warning signal which can be fed back to the driver and or be used for activating an active antislip system. These systems thus use a signal which corresponds to the occurrence of an undesirable situation such as skidding or unsuccessful braking.
  • Said systems do in principle work well on light vehicles such as passenger cars, since such vehicles take a relatively limited time to react to control action by the driver.
  • a signal which is only generated in response to a more or less unsuccessful manoeuvre may be delivered too late in that the vehicle takes such a long time to react to remedial action as not to allow sufficient correction of direction and speed to rectify the situation.
  • One object of the invention is to indicate a method and an apparatus of the kind mentioned in the introduction whereby the problems of the state of the art are eliminated or at least alleviated.
  • a particular object is to indicate a system which provides the possibility of early skid warning.
  • the road surface state relative to the vehicle can thus be detected so that the driver can receive a skid warning signal without any incident necessarily having to occur.
  • the driver is thus able to adjust his her driving, and in particular the speed of the vehicle, to values which correspond to the vehicle's road holding ability and braking capacity in the prevailing road conditions.
  • Fig. 1 depicts schematically a heavy vehicle equipped with a system for implementing a method according to the invention
  • Fig. 2 depicts a block diagram for illustrating an implementation of the invention.
  • ref. 1 denotes a heavy road vehicle with wheels powered by an engine 2 via a driveline 3 leading to powered rear wheels, one of which is denoted by ref. 4.
  • the wheel 4 is driven at a rotation speed or angular velocity ⁇ i.
  • Ref. 5 denotes an unpowered front wheel which rotates at a rotation speed or angular velocity ⁇ 2 .
  • the angular velocities ( ⁇ i and ⁇ 2 are registered by a calculation unit 6, which may take the form of a separate computer, or be incorporated in the vehicle's normal control system.
  • Ref. 7 denotes a skid warning lamp intended to deliver a signal to the driver when according to the system there is a road surface state with low friction coefficient, equivalent to high "slip value”.
  • Slip value here means rotation of, in this case, a powered wheel which exceeds the rotation caused solely by the vehicle's forward movement. Low friction coefficient between a powered wheel and the running surface thus causes a higher slip value than would obtain if the friction coefficient was higher. This is because the lower the friction coefficient between the powered wheel and the running surface, the more the wheel will slip.
  • the slip value also depends on the normal force on the powered wheel in that higher normal force results in lower slip value. For slip value calculation with good precision it is therefore necessary to ascertain the normal force prevailing on the powered wheel intended for measurement.
  • This normal force is easy to arrive at by measurement or calculation of the vehicle's axle weight.
  • One way of calculating the axle weight is to register the vehicle's acceleration and retardation in various operating situations, e.g. during application of engine power and during gearchange manoeuvres, when the engine power applied (and hence the powering of the wheels) is nil.
  • Information on and utilisation of these acceleration and retardation values, and information on engine power applied, gear positions etc. provide a basis for estimating the vehicle's weight with good accuracy. This can be subjected to distributional calculation to arrive at an estimated value for the axle weight and hence also for the prevailing normal force.
  • a fixed axle weight may be used in the case of vehicles on which it is relatively constant.
  • a memory connected to the calculation unit 6 can be used for storing tables of permissible slip values for different operating situations, loads etc. These table values are fed in for the particular vehicle, e.g. on the basis of previous measurements on the type of vehicle concerned. Typically, the work of creating the tables can be simplified by simulation in combination with field measurements.
  • Nalues may also be stored in the form of discrete values in tables or be calculated from a continuous function or discrete functions so that stepless or partly stepless values may be arrived at. Both of these alternatives are regarded as covered by the definition "obtained from a memory”.
  • An apparatus according to the invention can be created with simple means. All the hardware apart from a speed sensor for an unpowered wheel is certainly already present typically in the most modern heavy vehicles. For example, vehicles with brake regulating systems also have such sensors installed. In principle, the only other thing which the invention needs is programming of the control unit and of the memory for storing said table values or the function or functions which describes/describe the permissible slip values.
  • Fig. 2 The purpose of Fig. 2 is to illustrate in more detail an application of the invention on a heavy vehicle.
  • the following notations apply:
  • Ref. 8 beginning of a method sequence according to the invention.
  • Ref. 9 calibration of ⁇ values arising from measurements taken during operation of the vehicle but with the wheels in an unpowered state, i.e. when both a normally unpowered wheel serving as reference wheel (wheel 5 in Fig. 1) and a normally powered wheel (wheel 4 in Fig. 1) are unpowered. Corrections are thus made to cater for different wheel sizes, worn tyres etc.
  • Ref. 14 calculation or extraction from a memory of a permissible slip value ⁇ per m for the prevailing operating conditions, such as tractive power relative to estimated or measured normal force.
  • One way to calculate the tractive force is to start from a value for the instantaneous engine power or instantaneous torque and take the prevailing gear ratio into account. These values are typically available on modern heavy vehicles or are in any case easy to generate.
  • the invention may be varied within the scope of the invention.
  • any other known method may be used for determining the vehicle's reference speed. This means without using an unpowered wheel, i.e. by means of GPS system, contactless speed measuring system etc.
  • the system may also be applied to all- wheel drive vehicles.
  • the system may also be applicable for trailers with some wheels powered
  • the normal force prevailing on powered wheels may be determined in some other way than as described, e.g. by some direct measuring method.
  • Wheel rotation speeds may be measured or determined in any conventional manner, whether directly or indirectly.
  • the calculation is preferably done on each powered wheel, or alternatively on one of the powered wheels or possibly on a powered axle, in which case an average value of the wheels arranged on the axle is adopted.
  • slip value does not mean an absolute scientifically calculated value but a system-specific value which may vary between systems for different types of vehicle. The value nevertheless describes the slip applicable to the prevailing conditions.
  • the duration of the warning signal e.g. the period of time for which the lamp is lit, may be selected by the driver or be set from the outset. It is also possible to choose, for example, whether a signal should be delivered even if skidding is observed for only a brief period.
  • the level for delivery of the signal should be set depends inter alia on the type of vehicle and the prevailing operating parameters such as the vehicle's total weight, speed, acceleration, tractive force and gear position. By way of example, it may be mentioned that it may be appropriate to set the warning level higher at high acceleration than at zero acceleration.

Abstract

An apparatus and an method for generating a skid warning signal on a wheeled vehicle (1) whereby a calculated slip value is compared with slip values from a memory, and a skid warning signal delivered if the calculated slip value corresponds to skidding.

Description

METHOD AND APPARATUS FOR GENERATING A SLIP WARNING SIGNAL
TECHNICAL FIELD
The present invention relates to a method and an apparatus for generating a skid warning signal on a wheeled vehicle.
STATE OF THE ART
There are previously known skid warning systems for engine-powered wheeled vehicles whereby speed differences between the vehicle's wheels during braking or skidding are used for generating a skid warning signal which can be fed back to the driver and or be used for activating an active antislip system. These systems thus use a signal which corresponds to the occurrence of an undesirable situation such as skidding or unsuccessful braking.
Said systems do in principle work well on light vehicles such as passenger cars, since such vehicles take a relatively limited time to react to control action by the driver. In the case of heavy commercial vehicles in particular, however, a signal which is only generated in response to a more or less unsuccessful manoeuvre may be delivered too late in that the vehicle takes such a long time to react to remedial action as not to allow sufficient correction of direction and speed to rectify the situation.
In many situations, today's systems may therefore prove to entail a disadvantage when the vehicle is being driven, since the feeling of safety which they tend to induce in the driver may lead to the vehicle being driven too fast, resulting in "near-misses" and, in the worst case, accidents.
OBJECTS AND MOST IMPORTANT CHARACTERISTICS OF THE INVENTION
One object of the invention is to indicate a method and an apparatus of the kind mentioned in the introduction whereby the problems of the state of the art are eliminated or at least alleviated. A particular object is to indicate a system which provides the possibility of early skid warning.
This object is achieved with a method and apparatus of the kind mentioned in the introduction by means of the features in the characterising parts of claims 1 and 7 respectively.
The road surface state relative to the vehicle can thus be detected so that the driver can receive a skid warning signal without any incident necessarily having to occur. The driver is thus able to adjust his her driving, and in particular the speed of the vehicle, to values which correspond to the vehicle's road holding ability and braking capacity in the prevailing road conditions.
Estimation or measurement of prevailing axle weights by estimating or measuring the vehicle's weight when it is in motion and using the axle weight values obtained results, according to a further aspect of the invention, in greater accuracy in calculating the so- called slip value, since the amount of what is known as "slip" depends very greatly on prevailing axle weights.
Feedback to the driver is conceivable by visual information, e.g. via warning lamps, display instruments etc. Acoustic signals such as those from a buzzer type of sound generator are also within the scope of the invention. Another possibility not excluded is that the skid-warning signal generated may be caused to influence the operation of the vehicle, e.g. by reduced application of power.
BRIEF DESCRIPTION OF THE DRAWINGS
The invention will now be described in more detail on the basis of an exemplifying embodiment with reference to the attached drawing, in which:
Fig. 1 depicts schematically a heavy vehicle equipped with a system for implementing a method according to the invention, and Fig. 2 depicts a block diagram for illustrating an implementation of the invention.
DESCRIPTION OF AN EMBODIMENT
In Fig. 1, ref. 1 denotes a heavy road vehicle with wheels powered by an engine 2 via a driveline 3 leading to powered rear wheels, one of which is denoted by ref. 4. The wheel 4 is driven at a rotation speed or angular velocity ωi. Ref. 5 denotes an unpowered front wheel which rotates at a rotation speed or angular velocity ω2. The angular velocities (ύi and ω2 are registered by a calculation unit 6, which may take the form of a separate computer, or be incorporated in the vehicle's normal control system.
Ref. 7 denotes a skid warning lamp intended to deliver a signal to the driver when according to the system there is a road surface state with low friction coefficient, equivalent to high "slip value".
"Slip value" here means rotation of, in this case, a powered wheel which exceeds the rotation caused solely by the vehicle's forward movement. Low friction coefficient between a powered wheel and the running surface thus causes a higher slip value than would obtain if the friction coefficient was higher. This is because the lower the friction coefficient between the powered wheel and the running surface, the more the wheel will slip.
The slip value also depends on the normal force on the powered wheel in that higher normal force results in lower slip value. For slip value calculation with good precision it is therefore necessary to ascertain the normal force prevailing on the powered wheel intended for measurement.
This normal force is easy to arrive at by measurement or calculation of the vehicle's axle weight. One way of calculating the axle weight is to register the vehicle's acceleration and retardation in various operating situations, e.g. during application of engine power and during gearchange manoeuvres, when the engine power applied (and hence the powering of the wheels) is nil. Information on and utilisation of these acceleration and retardation values, and information on engine power applied, gear positions etc. provide a basis for estimating the vehicle's weight with good accuracy. This can be subjected to distributional calculation to arrive at an estimated value for the axle weight and hence also for the prevailing normal force.
A fixed axle weight may be used in the case of vehicles on which it is relatively constant.
According to the invention, a memory connected to the calculation unit 6 can be used for storing tables of permissible slip values for different operating situations, loads etc. These table values are fed in for the particular vehicle, e.g. on the basis of previous measurements on the type of vehicle concerned. Typically, the work of creating the tables can be simplified by simulation in combination with field measurements.
Nalues may also be stored in the form of discrete values in tables or be calculated from a continuous function or discrete functions so that stepless or partly stepless values may be arrived at. Both of these alternatives are regarded as covered by the definition "obtained from a memory".
An apparatus according to the invention can be created with simple means. All the hardware apart from a speed sensor for an unpowered wheel is certainly already present typically in the most modern heavy vehicles. For example, vehicles with brake regulating systems also have such sensors installed. In principle, the only other thing which the invention needs is programming of the control unit and of the memory for storing said table values or the function or functions which describes/describe the permissible slip values.
The purpose of Fig. 2 is to illustrate in more detail an application of the invention on a heavy vehicle. In the block diagram in Fig. 2, the following notations apply:
Ref. 8, beginning of a method sequence according to the invention. Ref. 9, calibration of ω values arising from measurements taken during operation of the vehicle but with the wheels in an unpowered state, i.e. when both a normally unpowered wheel serving as reference wheel (wheel 5 in Fig. 1) and a normally powered wheel (wheel 4 in Fig. 1) are unpowered. Corrections are thus made to cater for different wheel sizes, worn tyres etc.
Ref. 10, measurement of ωj. for powered wheel by means of a suitable sensor.
Ref. 11, measurement of ω2 for unpowered wheel by means of a suitable sensor in order to arrive at a reference value for the vehicle's speed.
Ref. 12, calculation of the difference in rotation speeds or angular velocities between the powered and unpowered wheels, in other words ωsl = ω - ω2.
Ref. 13, calculation of axle weight on the basis of accelerations, information on power applied etc. (see above) or on the basis of measurements taken, e.g. via a pneumatic suspension system or the like. The purpose here is to obtain a value for the prevailing normal force.
Ref. 14, calculation or extraction from a memory of a permissible slip value ωperm for the prevailing operating conditions, such as tractive power relative to estimated or measured normal force.
Ref. 15, comparison between ωsl and ωPerm, whereby an ωsι value exceeding ωPerm is regarded as denoting skidding, i.e. impermissible low friction coefficient between the wheel concerned and the running surface. This results in a skid warning signal being generated at Ref. 16.
Ref. 17, end of sequence. The system will now be ready to repeat the sequence or selected parts of the sequence. There is for example no need to calculate the axle weight every time the sequence is run. The method is appropriate in operation substantially continuously, at least when the prevailing weather is such that the risk of skidding is within the realms of possibility. The driver can thus receive a skid warning signal in good time before any incident occurs. The calculation may also be done at certain specified or selected intervals of time.
One way to calculate the tractive force is to start from a value for the instantaneous engine power or instantaneous torque and take the prevailing gear ratio into account. These values are typically available on modern heavy vehicles or are in any case easy to generate.
The invention may be varied within the scope of the invention. For example, any other known method may be used for determining the vehicle's reference speed. This means without using an unpowered wheel, i.e. by means of GPS system, contactless speed measuring system etc. As the speed can be calculated without using an unpowered wheel, the system may also be applied to all- wheel drive vehicles. The system may also be applicable for trailers with some wheels powered
Moreover, the normal force prevailing on powered wheels may be determined in some other way than as described, e.g. by some direct measuring method. Wheel rotation speeds may be measured or determined in any conventional manner, whether directly or indirectly.
It is also conceivable and within the scope of the invention to derive a calculated slip value from a parameter describing a wheel rotation speed without the actual rotation speed being "calculated".
The calculation is preferably done on each powered wheel, or alternatively on one of the powered wheels or possibly on a powered axle, in which case an average value of the wheels arranged on the axle is adopted.
Instead of comparing the calculated slip value with permissible slip values obtained from the memory, alternative evaluation methods may of course be employed, e.g. comparison with an impermissible slip level. It should also be noted that slip value here does not mean an absolute scientifically calculated value but a system-specific value which may vary between systems for different types of vehicle. The value nevertheless describes the slip applicable to the prevailing conditions.
The duration of the warning signal, e.g. the period of time for which the lamp is lit, may be selected by the driver or be set from the outset. It is also possible to choose, for example, whether a signal should be delivered even if skidding is observed for only a brief period.
How the level for delivery of the signal should be set depends inter alia on the type of vehicle and the prevailing operating parameters such as the vehicle's total weight, speed, acceleration, tractive force and gear position. By way of example, it may be mentioned that it may be appropriate to set the warning level higher at high acceleration than at zero acceleration.

Claims

Claims
1. A method for generating a skid warning signal on an engine-powered wheeled vehicle (1), characterised in - that the rotation speed of at least one powered wheel (4) is related to the vehicle speed in order to arrive at a calculated slip value, that the calculated slip value is compared with slip values obtained from a memory, that a skid warning signal is delivered if this comparison results in the conclusion that the calculated slip value corresponds to impermissible low friction coefficient between said wheel and the running surface.
2. A method according to claim 1, characterised in that the slip value obtained from the memory is related to various of the following operating parameters: the vehicle's tractive power, speed, gear position and acceleration.
3. A method according to claim 1 or 2, characterised in that the normal force prevailing on a powered wheel (4) is estimated or measured.
4. A method according to any one of the foregoing claims, characterised in that the rotation speed of at least one unpowered wheel (5) is used for arriving at a value for the speed of the vehicle.
5. A method according to any one of the foregoing claims, characterised in that each rotation speed is calibrated during operation with wheels (4,5) in an unpowered state.
6. A method according to any one of the foregoing claims, characterised in that the skid warning signal is delivered in the form of a visual or acoustic signal (7).
7. An apparatus for generating a skid warning signal on a wheeled vehicle (1), characterised by means for relating the rotation speed of at least one powered wheel (4) to the vehicle's speed in order to arrive at a calculated slip value, means for comparing the calculated slip value with slip values obtained from a memory, an arrangement (6,7) for delivering a skid warning signal if this comparison results in the conclusion that the calculated slip value corresponds to impermissible low friction coefficient between said wheel and the running surface.
8. An apparatus according to claim 7, characterised by means for estimating or measuring the normal force which prevails on a powered wheel (4).
9. An apparatus according to claim 7 or 8, characterised by means for registering the rotation speed of at least one unpowered wheel (5) for use as a vehicle speed value.
10. An apparatus according to claim 7, 8 or 9, characterised by means for calibrating each rotation speed during operation with wheels (4,5) in an unpowered state.
11. An apparatus according to any one of claims 7 - 10, characterised in that the arrangement for delivering the skid warning system is designed to deliver a visual or acoustic signal (7).
PCT/SE2002/000659 2001-04-09 2002-04-08 Method and apparatus for generating a slip warning signal WO2002081250A1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
SE0101247A SE0101247L (en) 2001-04-09 2001-04-09 Method and apparatus for generating a slip warning signal
SE0101247-5 2001-04-09

Publications (1)

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WO2002081250A1 true WO2002081250A1 (en) 2002-10-17

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Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1419947A2 (en) * 2002-11-13 2004-05-19 Sumitomo Rubber Industries Limited Method, apparatus and program for judging road surface conditions
WO2012000579A1 (en) 2010-06-30 2012-01-05 Wabco Gmbh Device and method for outputting a signal when there is a hazardous underlying surface under a vehicle
CN102376169A (en) * 2010-08-25 2012-03-14 佛山市顺德区顺达电脑厂有限公司 System and method for sensing vehicle movement state

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US4779447A (en) * 1985-05-07 1988-10-25 Lucas Industries Public Limited Company Method for determining the coefficient of friction between a vehicle tire and a roadway
US4969103A (en) * 1988-11-09 1990-11-06 Mitsubishi Denki Kabushiki Kaisha Speed control apparatus for an automotive vehicle with creep control
US5357434A (en) * 1991-01-26 1994-10-18 Mercedes-Benz Ag Method and apparatus for adapting motor vehicle drive slip threshold values for a drive slip and/or a brake slip control system to tires
EP0621155A1 (en) * 1993-04-22 1994-10-26 Selectiebedrijf Kooi Beheer B.V. Road grip detection method and vehicle having a road grip detector
US5842143A (en) * 1994-03-25 1998-11-24 Siemens Aktiengesellschaft Circuit configuration for evaluating yaw rate sensor signals

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US4779447A (en) * 1985-05-07 1988-10-25 Lucas Industries Public Limited Company Method for determining the coefficient of friction between a vehicle tire and a roadway
US4969103A (en) * 1988-11-09 1990-11-06 Mitsubishi Denki Kabushiki Kaisha Speed control apparatus for an automotive vehicle with creep control
US5357434A (en) * 1991-01-26 1994-10-18 Mercedes-Benz Ag Method and apparatus for adapting motor vehicle drive slip threshold values for a drive slip and/or a brake slip control system to tires
EP0621155A1 (en) * 1993-04-22 1994-10-26 Selectiebedrijf Kooi Beheer B.V. Road grip detection method and vehicle having a road grip detector
US5842143A (en) * 1994-03-25 1998-11-24 Siemens Aktiengesellschaft Circuit configuration for evaluating yaw rate sensor signals

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1419947A2 (en) * 2002-11-13 2004-05-19 Sumitomo Rubber Industries Limited Method, apparatus and program for judging road surface conditions
EP1419947A3 (en) * 2002-11-13 2004-07-28 Sumitomo Rubber Industries Limited Method, apparatus and program for judging road surface conditions
US7389170B2 (en) 2002-11-13 2008-06-17 Sumitomo Rubber Industries, Ltd. Method and apparatus for judging road surface conditions and program for judging road surface conditions
WO2012000579A1 (en) 2010-06-30 2012-01-05 Wabco Gmbh Device and method for outputting a signal when there is a hazardous underlying surface under a vehicle
DE102010025719A1 (en) 2010-06-30 2012-05-16 Wabco Gmbh Device and method for emitting a dangerous ground signal under a vehicle
US8890713B2 (en) 2010-06-30 2014-11-18 Wabco Gmbh Device and method for outputting a signal when there is a hazardous underlying surface under a vehicle
CN102376169A (en) * 2010-08-25 2012-03-14 佛山市顺德区顺达电脑厂有限公司 System and method for sensing vehicle movement state

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SE0101247L (en) 2002-10-10

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