U.S. patent application number 09/268249 was filed with the patent office on 2002-01-10 for measuring device for vehicular diagnostics.
Invention is credited to KNESTEL, ANTON.
Application Number | 20020002860 09/268249 |
Document ID | / |
Family ID | 7863088 |
Filed Date | 2002-01-10 |
United States Patent
Application |
20020002860 |
Kind Code |
A1 |
KNESTEL, ANTON |
January 10, 2002 |
MEASURING DEVICE FOR VEHICULAR DIAGNOSTICS
Abstract
A universal battery operated measuring device for vehicular
diagnostics, which offers a number of diagnostic options due to the
universal use of various internal and external sensors and their
link-up to one another. The measuring device has a housing top part
and a housing bottom part. A keyboard and a display are provided on
the housing top part. In addition, a slot is provided through which
a strip of paper can be output, showing the measured parameters and
results. In addition, a bubble level is provided so that the
measuring device can be leveled.
Inventors: |
KNESTEL, ANTON; (HOPFERBACH,
DE) |
Correspondence
Address: |
LAWRENCE A MAXHAM
BAKER & MAXHAM
750 B STREET SUITE 3100
SYMPHONY TOWERS
SAN DIEGO
CA
92101
|
Family ID: |
7863088 |
Appl. No.: |
09/268249 |
Filed: |
March 15, 1999 |
Current U.S.
Class: |
73/121 |
Current CPC
Class: |
G01M 17/04 20130101;
G01M 17/007 20130101 |
Class at
Publication: |
73/121 |
International
Class: |
G01L 005/28 |
Foreign Application Data
Date |
Code |
Application Number |
Mar 31, 1998 |
DE |
198 14 357.5 |
Claims
What is claimed is:
1. A measuring device for vehicles, in particular for motor
vehicles, the device comprising: a housing having a keyboard and a
display unit; and a control unit arranged in the housing to receive
measured values from at least one external sensor and for analyzing
the measured values.
2. The measuring device according to claim 1, wherein a braking
deceleration is measured on motor vehicles, where the acceleration
component supplied by the sensor is corrected for the measurement
error occurring due to the deflection of the motor vehicle by means
of a separate angle sensor.
3. The measuring device according to claim 2, wherein the angle
sensor is integrated into the measuring device, and the angle
signal .phi. output by the angle sensor is compensated by placing
marks at the beginning and end of the braking operation, and the
integral of the angle signal is=0.
4. The measuring device according to claim 3, wherein the required
filters for the acceleration and angle sensors preferably have the
same lag times, or the different signal transit times of the
sensors are compensated with different transit times of the
filters.
5. The measuring device according to any one of claims 2-4, wherein
the pedal force or the trailer hitch force between the tractor rig
and the towed trailer as well as several brake operating pressures
are detected at the same time as the braking deceleration.
6. The measuring device according to any one of claims 1-4, wherein
transverse acceleration is measured by a transverse acceleration
sensor and pitching and rolling motion of the vehicle body is
compensated by an angle sensor arranged across the direction of
travel.
7. The measuring device according to claim 6, wherein the signal
determined on the basis of the longitudinal acceleration sensor and
the angle sensor arranged in the longitudinal direction is offset
by the transverse acceleration sensor or the transverse angle
sensor, or both, so that the braking deceleration can be evaluated
separately for the right and left sides of the vehicle.
8. The measuring device according to claim 2, wherein for trucks
with a towed trailer, first the deceleration of the tractor rig is
determined, and then in a second test the deceleration of the
tractor rig with the trailer is determined, and after separate
input of the tractor rig mass and the trailer mass, the
deceleration of the towed trailer is determined.
9. The measuring device according to claim 8, wherein the total
deceleration is split into the deceleration of the tractor rig and
the deceleration of the trailer on the basis of the measured
trailer hitch force with the trailer mass which is entered on a
keyboard.
10. The measuring device according to one of claims 8 or 9, and
further comprising a compressed air supply to the trailer which is
decoupled by a valve in a braking test, where the braking operation
thereby initiated through the spring loaded brake yields a certain
deceleration of the tractor rig and trailer which in turn yields
the trailer deceleration on the basis of the vehicle masses which
are entered separately on the keyboard.
11. The measuring device according to claim 2, wherein the vehicle
speed is calculated by integration of the deceleration thus
determined, and the braking distance is calculated by performing
integration again.
12. The measuring device according to any one of claims 1, 2 or 11,
and further comprising a tachograph, wherein to measure the vehicle
speed, the input signal of the tachograph is used, and to adjust
the actual speed, the tachograph constant is entered on the
keyboard, with the acceleration being determined by differentiation
from the real vehicle speed thus derived.
13. The measuring device according to claim 12, wherein the
calibrated tachograph output signal is used as a speed signal and
is differentiated to determine the acceleration.
14. The measuring device according to claim 5, wherein pressures
are available for the pedal force, and deceleration threshold
variables are available for the trailer hitch force, starting the
documentation on the measuring device and simultaneously activating
an output by means of which the valve is connected to the trailer
compressed air supply or to an ink mark generator.
15. The measuring device according to claim 1, wherein the display
unit comprises a paper strip which documents the measured
parameters in addition to an electronic memory, the power can be
supplied by a battery or by an on-board power supply system, and
the built-in battery can be charged during the measurement or
during printing, with the instantaneous charge status being
determined by a built-in current sensor by integration of the
battery current.
16. The measuring device according to claim 3, wherein deflection
and rebound of the vehicle are recorded by sensors selected from a
pitch angle sensor, a rolling angle sensor, a longitudinal
acceleration sensor and a transverse acceleration sensor to test
the shock absorbers installed in the vehicle, and a shock absorber
evaluation curve is output, with a measure of shock absorber
performance being a reduction in amplitude from one vibration
process to the next.
17. The measuring device according to claim 6, wherein deflection
and rebound of the vehicle are recorded by sensors selected from a
pitch angle sensor, a rolling angle sensor, a longitudinal
acceleration sensor and a transverse acceleration sensor to test
the shock absorbers installed in the vehicle, and a shock absorber
evaluation curve is output, with a measure of shock absorber
performance being a reduction in amplitude from one vibration
process to the next.
18. The measuring device according to claim 16, wherein the
evaluation of the shock absorbers is performed directly dur ing the
braking test by considering the pitch angle relative to the
resulting acceleration (degrees per m/s.sup.2), by calculating a
pitch angle which is then divided by the prevailing deceleration,
thus yielding a relative pitch angle per unit of acceleration.
19. The measuring device according to claim 18, wherein the
transverse acceleration is measured in addition to the pitch angle
during braking, thus yielding a separate evaluation of the shock
absorbers of each side of the vehicle.
20. The measuring device according to claims 16 or 18, wherein the
device is positioned centrally in the vehicle, preferably in the
foot space, and sequentially applies pressure downward and releases
it at each corner of the vehicle body with the angles thus
determined being detected by the longitudinal and transverse angle
sensors installed in the vehicle and converted to a percentage
evaluation of the shock absorber effect per wheel.
21. The measuring device according to claim 2, wherein a vehicle
tractive force, F=m.multidot.a, is calculated with the acceleration
values and the input vehicle mass to determine the power, and this
tractive force value together with the integrated acceleration
values yields a drive power P-Rad=F.multidot.V.
22. The measuring device according to claim 21, wherein after
measuring the drive power, the vehicle power loss is measured
during deceleration with the vehicle in gear but with the clutch
depressed, and then they are added to yield the total engine power
curve P-Mot=P-Rad-P-Ver.
23. The measuring device according to claims 1-4, wherein a manual
release is used for starting the measurement manually.
24. The measuring device according to claims 1-4, wherein the
measured values are output as analog values to measurement displays
through the analog output.
25. The measuring device according to claim 1, 2 or 11, wherein at
least one wheel speed is measured in addition to the vehicle body
speed, which is determined by integration of the acceleration over
the acceleration sensor, thereby permitting inferences as to the
efficacy of the anti-lock brake system.
26. The measuring device according to claim 12, wherein at least
one wheel speed is measured in addition to the vehicle body speed,
which is determined by integration of the acceleration over the
acceleration sensor, thereby permitting inferences as to the
efficacy of the anti-lock brake system.
27. The measuring device according to claim 1, wherein two stand
bases of the housing are provided due to the shape of a paper
supply and a third stand base with an adjustable height is provided
on the other end of the housing and serves to level the device
using a built-in bubble level.
28. The measuring device according to claim 27, wherein the 3-base
stand housing is arranged so that the two neighboring stand bases
are toward the front in the direction of travel so that the
greatest possible stability is achieved during braking or
deceleration in a curve.
29. The measuring device according to claim 27 or 28, wherein a
bubble level is built into a top part of the housing, so that the
device can be leveled by means of an adjusting element located at
the rear in the direction of travel.
30. A method of recording and analyzing measured values for
vehicles, especially motor vehicles, where a control unit receives
measured values from at least one sensor arranged in the housing
and analyzes the measured values.
Description
BACKGROUND
[0001] 1. Field of the Invention
[0002] This invention generally concerns a universal battery
operated measuring device for vehicular diagnostics which offers a
number of diagnostic options in particular due to the universal use
of various internal and external sensors and their link-up to one
another.
[0003] 2. Discussion of Related Art
[0004] Chassis dynamometers, such as those described in European
Patent 433,668, are often used to determine the minimum braking
deceleration stipulated by law. However, this device can be used
only with standard vehicles. Special vehicles are tested mainly by
driving tests, however.
[0005] Use of traditional braking deceleration measuring devices
with a spring-mass system has the disadvantage that they also
measure acceleration due to gravity to some extent. This occurs due
to the fact that the center of gravity of the vehicle body is above
the point where the forces act (contact: tires with road surface).
Therefore, the front shock absorbers of the vehicle are compressed
in braking deceleration while at the same time the rear shock
absorbers are elongated. As a result, the angle of the vehicle with
respect to the road surface changes, that is, it pitches forward.
This pitch angle .phi. produces a component attributable to
acceleration due to gravity which has nothing to do with the actual
deceleration of the vehicle. The acceleration due to gravity
component is calculated from g.multidot.sin(.phi.).
[0006] On the other hand, this angle causes a reduced sensitivity
to the actual acceleration, so the measured deceleration is
calculated from the actual deceleration multiplied by
cos(.phi.).
[0007] In the past, a so-called gyro-stabilized platform has been
used to overcome this problem for accurate measurements, and the
measuring devices have been mounted on this platform. This platform
holds the sensors in a horizontal position with respect to all
pitching and rolling motions (longitudinal and transverse) of the
vehicle body during the test run of the vehicle. Therefore, the
errors described above do not occur. It is obvious that such a
platform is an expensive device that is not easy to handle.
[0008] Another method is to "shoot" shots of color onto the ground
at intervals by using a special device. For example, an ink
cartridge may be ignited every second in such a device. An actual
deceleration can be calculated on the basis of the distances
measured manually after the braking test.
SUMMARY OF THE INVENTION
[0009] One object of this invention is to create a measuring device
for motor vehicles that will permit an accurate and inexpensive
method of detecting the deceleration and acceleration of a vehicle,
determining engine power and evaluating shock absorbers.
[0010] According to this invention, the longitudinal and/or
transverse acceleration which is subject to error is measured via a
sensor, and the corresponding influences of acceleration due to
gravity are corrected by means of a separate angle sensor, likewise
separated according to longitudinal and transverse directions. To
do so, an angle sensor may be mounted in the device in such a way
that the sensitive direction corresponds to the pitch angle (for
the longitudinal acceleration) or the pitching or rolling angle for
transverse acceleration. The respective signals for the
longitudinal and transverse acceleration can be compensated as
illustrated in FIG. 5.
[0011] In tests in decelerating from a high speed with relatively
low deceleration values, substantial braking distances and times
are obtained in some cases. Since inexpensive angle sensors (not
fully cardanic) indicate only a change in angle, this angle change
must be integrated to obtain the angle .phi.. Therefore, minor
offset errors with the sensor can result in a considerable angle
error after integration. Therefore, the offset error can be
compensated according to this invention.
[0012] The braking test can be stored online in a memory in the
device. After the measurement, a starting or stopping point
(beginning/end) can be defined. Then the zero point of the angle
sensor can be set so that the angle integral (all angles in the
entire measurement time) is zero. In addition, with utility
vehicles which have a tachograph, the path signal of the tachograph
is entered via an amplifier input and processed. This path signal
can be offset with the adjustment factor (k factor) of the
tachograph. This calculation yields a standardized path signal (for
example, one meter of distance traveled corresponds to eight
pulses).
[0013] The distance can be converted by a first differentiation
into a corresponding traveling speed. The acceleration signal can
be obtained by differentiating the speed once again.
[0014] Furthermore, it is possible to obtain a standardized signal
(for example, eight pulses per meter) for different types of
tachographs. This eliminates the correction in the device as
described above.
[0015] Due to the relatively high resolution of the path sensor,
the time resolution of the acceleration is not particularly great,
especially at low traveling speeds. Therefore, it is proposed
according to this invention that the built-in acceleration sensor
be adjusted with the tachograph signal at higher traveling
speeds.
[0016] Thus, a corrected deceleration and acceleration signal can
be obtained by means of the sensors present in the device and the
methods described above. Velocity is obtained by integrating the
acceleration signal thus derived.
[0017] In addition, engine power can be determined with the
portable measuring device according to this invention. The vehicle
mass can be input into the device for this purpose. Then the
acceleration can be determined in a driving test, and the velocity
can be obtained by integrating the acceleration. The tractive power
of the vehicle can be calculated according to Newton's second law,
F=m.multidot.a, where an acceleration power P-Rad [wheel
power]=F.multidot.v can be determined by multiplication by
velocity.
[0018] After reaching the maximum engine rpm, the drive can be
separated by a clutch. The driving resistances then brake the
vehicle mass. Again, a deceleration force (F=m.multidot.a) can be
obtained from the deceleration occurring here multiplied by the
vehicle mass, and a deceleration power (P-Ver [power
loss]=F.multidot.v) (or a so-called power loss) can be calculated
by multiplying by the integrated deceleration (speed). Then the
acceleration power and the deceleration power (or the power loss)
can be added geometrically, yielding a total power or engine power.
Since the engine is coupled during acceleration and is decoupled in
deceleration, a mass component of the engine corresponding to a
centrifugal mass is added to the vehicle mass during the
acceleration phase to compensate for the absence of the centrifugal
mass of the engine in the decoupled state. It should be pointed out
that either the mass component for the acceleration phase or the
mass component for the deceleration phase can be corrected. Thus,
according to this invention, no rolling set with corresponding
centrifugal masses are needed to determine the engine power.
[0019] In addition, the so-called pitching or rolling angles can
also be measured by means of the built-in sensors according to this
invention. In addition, the wheel base can also be input as
additional data, for example, by a keyboard. If the vehicle is set
in vibration, the damping can be calculated directly, and the
measuring device need be located only on a flat surface in the
passenger compartment.
[0020] In addition, it is possible to implement an evaluation of
the shock absorbers directly during the braking test. The pitch of
the vehicle is greater the greater the braking deceleration.
Therefore, a quantity is calculated which is modified by the
deceleration, that is, the pitch angle is measured per m/s.sup.2 of
deceleration. Thus, according to this invention the shock absorbers
of a vehicle can be tested and evaluated without any great
mechanical outlay.
BRIEF DESCRIPTION OF THE DRAWING
[0021] The objects, advantages, and features of the invention will
be more readily perceived from the following detailed description,
when read in conjunction with accompanying drawing, in which:
[0022] FIG. 1 is a perspective view of the measuring device of the
invention;
[0023] FIG. 2 is a plan view of the bottom part of the housing of
the device in FIG. 1, as seen from above;
[0024] FIG. 3 is a sectional view of the bottom part of the housing
taken along line III-III of FIG. 2;
[0025] FIG. 4 is a simplified block diagram of the measuring device
of the invention;
[0026] FIG. 5 shows a determination of the corrected braking
deceleration a.sub.korr according to the invention;
[0027] FIG. 6 shows interaction between the gyro sensor and the
angle sensor of the invention;
[0028] FIG. 7 is an equation for angle determination;
[0029] FIG. 8 is a determination of deceleration equation;
[0030] FIG. 9 shows how the measuring device of the invention is
used for a truck;
[0031] FIG. 10 shows a measurement chart for measurement of engine
power;
[0032] FIG. 11 shows a measurement chart for evaluation of a shock
absorber;
[0033] FIG. 12 shows a measurement chart for testing anti-lock
brakes; and
[0034] FIG. 13 shows a measurement chart for measuring
deceleration.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS
[0035] FIG. 1 shows a measuring device in accordance with the
invention with housing 1 having housing top part 200 and housing
bottom part 201. Input keyboard 3 and display 2 are provided on the
housing top part. In addition, top part 200 has a slot 202 through
which paper strip 10 can be output. Parameters and results can be
detailed and illustrated on the paper strip. Bubble level 4 is
provided on the housing top part to permit leveling of the
measuring device or housing 1. Receptacle 203 for stand base 5
(shown in FIG. 3) is provided on bottom part 201 of the housing. In
addition, connections 7, 8 or 9 are also shown on the side of the
measuring device; they serve to connect the measuring device to
external instruments and sensors. Connection 7, for example, may be
used to connect a pressure sensor (boiler pressure), a pedal force
meter or a trailer hitch force sensor. Connection 8, for example,
is for connecting a power supply unit or a battery charger, an
external pushbutton for manually starting predetermined operations,
a device for firing an ink cartridge or for controlling a valve
between a trailer and a traction vehicle. In addition, an IrDA
(infrared data association) interface or an RS 232 interface
connection can be made at connection 8. In addition, connection 8
may also be used as an analog output (0-5 V). Connection 9, for
example, may be used for connecting additional pressure sensors
(front and rear axle), and a tachograph, among others.
[0036] FIG. 2 shows a view of bottom part 201 of the housing as
seen from above with the top part 200 removed (not shown). In
addition, an adjusting screw 204 of the stand base 6 shown in FIG.
3 is also shown here.
[0037] FIG. 3 shows bottom part 201 of the housing in section, with
stand base 6 and adjusting screw 204. Two other stand bases 5 are
also provided on the front side (as seen in the direction of
travel). Stand base 6 has an outside thread 205 which is in contact
with an inside thread of threaded nut 206. Threaded nut 206 is
fixedly arranged in receptacle 203.
[0038] FIG. 4 shows a circuitboard that is the central processing
unit (CPU) or control unit 15 to which are connected working memory
59, variable memory (EEPROM) 60, real-time clock 61 and temperature
sensor 62. To display the measured values and for input by the
operator, there are also display unit 2, input keyboard 3, printer
18 and acoustic signal generator 19. A serial infrared interface 21
may also be used for communication and for storing the measured
data. Battery 35 is charged via plug connector 38. The battery
charge is monitored here by temperature sensor 36. The battery
charging or discharging current is measured across a shunt resistor
and connected to amplifier 34. The charge status of battery 35 can
be called up at any time on the basis of the integral of the
battery current, even when the battery is being charged at the same
time.
[0039] The acceleration sensors for longitudinal acceleration 22
and transverse acceleration 23 have frequency outputs, and the
acceleration can be measured directly by way of processors without
analog/digital converters.
[0040] Angle sensors 24 and 29 (pitch angle sensor 24 and roll
angle sensor 29) deliver a signal that is proportional to the
angular velocity. Since these signals have a great drift, the
offset voltages are compensated by the analog outputs through the
two filters 28, 33 and the amplifiers 27, 32. The resulting
offset-free sensor signal is amplified 25, 30 and sent to the
analog/digital converter of the controller by way of filters 26,
31.
[0041] An ink mark generator and an air valve 76 (FIG. 9) can be
connected by power driver 39 in plug connector 40. Ink signals can
be "shot" onto the road surface by the ink mark generator. The air
valve is used to brake the trailer separately in the case of
tractor trailer rigs (FIG. 9), so that the deceleration of the
trailer can be determined by measurements on the tractor and the
trailer.
[0042] A manual pushbutton 78 (FIG. 9) for starting the measurement
manually can be connected by plug connector 44 and filter 45.
[0043] An analog output available in connection 43 is controlled by
the pulse width modulator of the controller by way of filter 41 and
amplifier 42. It serves to output measured values, for example, of
pedal force, to analog displays.
[0044] Pneumatic compressed air sensors 72, 73, 74 (FIG. 9) can be
connected at inputs 50, 57, 58 and measured by way of amplifiers 52
and 54 and filters 51 and 55.
[0045] Input 48 is designed so that a trailer hitch force sensor 71
can be connected. Since both positive and negative forces can occur
on a trailer hitch force sensor, the zero point of input 48 can be
set through filter 47 and amplifier 46.
[0046] The signal from the vehicle tachograph or the pulse
generator for vehicle tachograph 75 is connected to the device at
plug connector 56 and sent to the controller via amplifier and the
Schmitt trigger 53.
[0047] Connection 49 is for connecting a pedal force meter with
which the operating force of the brake pedal or the hand brake is
measured.
[0048] FIG. 9 shows the measuring device with the various sensors
on a truck. Control pressures can be measured by pressure sensors
72, 73, 74. Pedal force meter 70 is shown here on the brake pedal,
where it measures the force between the foot and the brake pedal.
To be able to determine the braking deceleration for the tractor
and trailer separately, trailer hitch force sensor 71 is connected
between the tractor and the trailer. Therefore, the compressed air
brake system of trailer 77 is acted upon through valve 76. The
trailer braking is calculated from the trailer hitch force.
[0049] The distance signal is picked up from the test connection of
tachograph 75 and can be used to measure the vehicle braking
deceleration as an alternative.
[0050] As already mentioned in the preamble, long braking distances
and times are obtained in some cases in deceleration tests at high
speeds with relatively low deceleration values. Since inexpensive
angle sensors (not fully cardanic) yield only a change in angle,
this angle change must be integrated to obtain the angle .phi..
Therefore, even minor offset errors with the sensor can lead to a
considerable angle error after integration. The following procedure
is used to compensate for the offset error.
[0051] The braking test can be stored online in a memory in the
device. After the measurement, a starting or stopping point
(beginning/end) is defined. Then the zero point of the angle sensor
can be set so that the angle integral (all angles in the entire
measurement time) is zero.
[0052] FIG. 6 illustrates the relationships required for this. The
acceleration a (22) and the angular velocity U.sub..omega., are
entered into a memory in parallel through filters. The filters
compensate for the differences in transit time of the deceleration
sensor and the pitch angle sensor so that the two signals are again
in phase. The zero point of the inclination sensor is adjusted by a
pulse width modulator PWM. The pitching and rolling angle are
determined by the integral of the angular velocity, as shown by the
equation in FIG. 7. This procedure is used similarly for the
transverse acceleration sensor.
[0053] In FIG. 8 the measured braking deceleration is corrected on
the basis of the pitch angle .phi. thus determined.
[0054] In FIG. 5 this relationship is explained in a graphic plot,
where a.sub.mess is the quantity measured by the acceleration
sensor, composed of the real braking deceleration and the
acceleration component due to gravity. Then the acceleration
component due to gravity in the measurement signal is calculated
from the angle .phi. calculated as described above using
g.multidot.sin (.phi.), and this is then subtracted from the
measured acceleration. Accordingly, the measured acceleration is
corrected by cos (.phi.) to obtain the acceleration acting in the
direction of travel.
[0055] FIG. 5 shows the details of the relationships for the
corrected braking deceleration a.sub.korr which is calculated from
the measured deceleration a.sub.mess.
[0056] FIG. 6 illustrates the relationships between acceleration
and a gyro sensor or angle sensor.
[0057] FIG. 7 shows the equations for the angle calculation, where
the pitch angle .phi. is calculated by integration of the angular
velocity .omega.. To do so, a quantity .omega..sub.0 is calculated
from the accumulated measured values and used to correct the
measured angular velocity .omega..sub.1.
[0058] FIG. 8 shows how the corrected acceleration is calculated
with the angle .phi. thus determined.
[0059] FIG. 10 shows the diagram or the measurement chart of an
engine power measurement, where curve 80 is the acceleration power
of the vehicle, with power loss 81 being plotted after reaching the
maximum speed and decoupling the engine. One power is subtracted
from the other, yielding a power curve 82 which is greater by the
amount of the power loss.
[0060] FIG. 11 shows another test measurement chart, where the set
of curves 90 represents the body vibration range, and the extent of
damping by the shock absorber is formed from the logarithmic ratio
of amplitudes 91 and 92. The damping factor can be determined by
the period 93.
[0061] FIG. 12 shows a measurement chart, illustrating the testing
of a vehicle equipped with an anti-lock brake system. Deceleration
curve 100 here is represented by the compensated acceleration
signal. Curve 101 corresponds to a wheel speed which is determined
by a sensor mounted in the vehicle wheel (not shown here). This
process can take place for one wheel or multiple wheels at the same
time, or the individual vehicle wheels can be measured in
individual driving tests.
[0062] FIG. 13 shows a measurement of braking deceleration on a
motor vehicle, with the uncorrected acceleration signal a.sub.mess
being represented in set of curves 110. Set of curves 111 show the
pitch angle of the body (angle .phi.). The actual braking
deceleration 112 is the real deceleration of the motor vehicle
corrected according to this invention.
[0063] It should be pointed out here that all parts and functions
mentioned above may be used alone or in any combination. In
addition, this invention is not limited to the application shown
here, but instead it may be used for any moving objects.
[0064] In view of the above description it is likely that
modifications and improvements will occur to those skilled in the
relevant technical field which are within the scope of the
accompanying claims. The invention is to be limited only by the
appended claims, considering their spirit and scope, and
equivalents.
* * * * *