System and method for error correction in an electronic communication
원문보기
IPC분류정보
국가/구분
United States(US) Patent
등록
국제특허분류(IPC7판)
G08C-025/02
H04L-001/08
출원번호
US-0548945
(2000-04-13)
발명자
/ 주소
Smith, Brian L.
출원인 / 주소
Sun Microsystems, Inc.
대리인 / 주소
Park, Vaughan & Fleming LLP
인용정보
피인용 횟수 :
4인용 특허 :
6
초록▼
A system and method are provided for performing error correction for all or part of an electronic communication, such as a routing header of a packet. At a transmitting entity the routing information contained in the header is divided into a plurality of segments. Multiple iterations of the routing
A system and method are provided for performing error correction for all or part of an electronic communication, such as a routing header of a packet. At a transmitting entity the routing information contained in the header is divided into a plurality of segments. Multiple iterations of the routing segments are included in the packet, with the routing segments arranged in different sequences in different iterations. Thus, when transmitted across a communication link comprising multiple lines, each routing segment is carried across at least two different subsets of the lines, thus increasing the likelihood that at least one version of the segment will be received without error. Each segment of each iteration may be encoded with error detection information. For example, a parity bit may be added to each segment. At the receiving entity each iteration is received in turn, and each segment of the received iteration is checked for errors. When a segment is received without errors, it can be forwarded (e.g., for higher level processing) without waiting for the versions of the same segment to come in later iterations. Conversely, if an error is detected in a segment, a later version of the segment may be used. Thus, by the time the final iteration of routing segments is received, it may already be resolved or known whether they need to be examined. The error correction system is capable of detecting and correcting single bit errors, some instances of multiple bit errors, and broken lines as well.
대표청구항▼
A system and method are provided for performing error correction for all or part of an electronic communication, such as a routing header of a packet. At a transmitting entity the routing information contained in the header is divided into a plurality of segments. Multiple iterations of the routing
A system and method are provided for performing error correction for all or part of an electronic communication, such as a routing header of a packet. At a transmitting entity the routing information contained in the header is divided into a plurality of segments. Multiple iterations of the routing segments are included in the packet, with the routing segments arranged in different sequences in different iterations. Thus, when transmitted across a communication link comprising multiple lines, each routing segment is carried across at least two different subsets of the lines, thus increasing the likelihood that at least one version of the segment will be received without error. Each segment of each iteration may be encoded with error detection information. For example, a parity bit may be added to each segment. At the receiving entity each iteration is received in turn, and each segment of the received iteration is checked for errors. When a segment is received without errors, it can be forwarded (e.g., for higher level processing) without waiting for the versions of the same segment to come in later iterations. Conversely, if an error is detected in a segment, a later version of the segment may be used. Thus, by the time the final iteration of routing segments is received, it may already be resolved or known whether they need to be examined. The error correction system is capable of detecting and correcting single bit errors, some instances of multiple bit errors, and broken lines as well. reshold at a higher value as compared to the normal road surface condition when the drive-train vibration is determined by said operation (f); and (h) executing a skid control by regulating each wheel-brake cylinder pressure, said operation (h) executing a pressure build-up procedure, the pressure-reduction procedure, and a pressure-hold procedure depending on the pressure-reduction threshold set by said operation (g). 2. The method of claim 1, wherein said operation (h) comprises the operations of: (h1) changing a pressure-rising volume of the wheel brake cylinder depending on said operations (e) and (f), said operation (h1) changing the pressure-rising volume at a higher value as compared to the normal road surface condition when the bad road surface condition is determined by said operation (f), and said operation (h1) changing the pressure rising volume at a lower value as compared to the normal road surface condition when the drive-train vibration is determined by said operation (f); and (h2) changing a pressure-reduction volume of the wheel brake cylinder depending on said operations (e) and (f), said operation (h2) changing the pressure-reduction volume at a lower value as compared to the normal road surface condition when the bad road surface condition is determined by said operation (f). 3. The method of claim 2, wherein said operation (h) further comprises the operation of: (h3) controlling the pressure build-up procedure, said operation (h3) executing a gradual pressure build-up procedure after an initial pressure build-up procedure is executed, when said operation (h) determines a further pressure build-up procedure is needed; and wherein said operation (h1) changes the pressure-rising volume at least when said operation (h3) executes the initial pressure build-up procedure. 4. The method of claim 3, wherein, when said operation (h1) changes said pressure-rising volume at the higher value, said operation (h1) changes a pressure-rising period at a shorter value as compared to a normal pressure-rising period executed in the normal road surface condition, and, when said operation (h1) changes the pressure-rising volume at the lower value, said operation (h1) changes the pressure-rising period at a longer value as compared to the normal pressure-rising period. 5. The method of claim 4, wherein said operation (h) executes a vibration-preventing procedure within a predetermined period, when said operation (h) executes the skid control, by prohibiting executing the pressure build-up procedure and the pressure-reduction procedure. 6. The method of claim 5, wherein said operation (h) executes the vibration-preventing procedure at least right after an initial pressure-reduction procedure is executed. 7. The method of claim 6, wherein said operation (h) further comprises the operation of: (h4) detecting a jump of a road surface condition from a high friction to a low friction; and wherein said operation (h) further executes the vibration-preventing procedure when said operation (h4) detects the jump of the road surface condition. 8. The method of claim 7, wherein, when said operation (h) executes the vibration-preventing procedure, said operation (h) executes the pressure-hold procedure. 9. The method of claim 8, wherein said operation (h) executes the vibration-preventing procedure for a half time to three times of a cycle of the drive train vibration. 10. A method of executing an anti-skid braking procedure for an automotive vehicle having a plurality of road wheels comprising the operations of: (a) detecting a wheel speed of each of said plurality of road wheels; (b) calculating a wheel acceleration and a wheel deceleration of each of the road wheels, and in response to such calculation, calculating a maximum value of the wheel acceleration; (c) calculating a wheel acceleration cycle of each of the road wheels; (d) calculating a wheel acceleration amplitude of each of the road wheels; (e) compar ing said calculated wheel acceleration amplitude to a first predetermined value, and comparing said calculated wheel acceleration cycle to a second predetermined value, and in response to such comparisons, detecting a road-wheel vibration when said calculated wheel acceleration amplitude is larger than the first predetermined value, and when said calculated wheel acceleration cycle is smaller than the second predetermined value; (f) comparing said calculated maximum value of the wheel acceleration to a third predetermined value, and in response to such comparison, determining that the road-wheel vibration is caused by a bad road surface condition when said calculated maximum value of the wheel acceleration is smaller than the third predetermined value, and that the road-wheel vibration is caused by a drive-train vibration when said calculated maximum value of the wheel acceleration is larger than the third predetermined value; (g) setting a pressure-reduction threshold to determine a timing of executing a pressure-reduction procedure depending on said operations (e) and (f), said operation (g) setting the pressure-reduction threshold at a lower value as compared to a normal road surface condition when the bad road surface condition is determined by said operation (f), and said operation (g) setting the pressure-reduction threshold at a higher value as compared to the normal road surface condition when the drive-train vibration is determined by said operation (f); and (h) executing a skid control by regulating each wheel-brake cylinder pressure, said operation (h) executing a pressure build-up procedure, the pressure-reduction procedure, and a pressure-hold procedure depending on the pressure-reduction threshold set by said operation (g). 11. The method of claim 10, wherein said operation (h) comprises the operations of: (h1) changing a pressure-rising volume of the wheel brake cylinder depending on said operations (e) and (f), said operation (h1) changing the pressure-rising volume at a higher value as compared to the normal road surface condition when the bad road surface condition is determined, and said operation (h1) changing the pressure-rising volume at a lower value as compared to the normal road surface condition when the drive-train vibration is determined by said operation (f); and (h2) changing a pressure-reduction volume of the wheel brake cylinder depending on said operations (e) and (f), said operation (h2) changing the pressure-reduction volume at a lower value as compared to the normal road surface condition when the bad road surface condition is determined by said operation (f). 12. The method of claim 11, wherein said operation (h) further comprises the operation of: (h3) controlling the pressure build-up procedure, said operation (h3) executing a gradual pressure build-up procedure after an initial pressure build-up procedure is executed, when said operation (h) determines a further pressure build-up procedure is needed; and wherein said operation (h1) changes said pressure-rising volume at least when said operation (h3) executes the initial pressure build-up procedure. 13. The method of claim 12, wherein, when said operation (h1) changes the pressure-rising volume at the higher value, said operation (h1) changes a pressure-rising period at a shorter value as compared to a normal pressure-rising period executed in the normal road surface condition, and, when said operation (h1) changes the pressure-rising volume at the lower value, said operation (h1) changes the pressure-rising period at a longer value as compared to the normal pressure-rising period. 14. The method of claim 13, wherein said operation (h) executes a vibration-preventing procedure within a predetermined period, when said operation (h) executes the skid control, by prohibiting executing the pressure build-up procedure and the pressure-reduction procedure. 15. The method of claim 14, wherein said operation (h) executes the vib ration-preventing procedure at least right after an initial pressure-reduction procedure is executed. 16. The method of claim 15, wherein said operation (h) further comprises the operation of: (h4) detecting a jump of a road surface condition from a high friction to a low friction; and wherein said operation (h) further executes the vibration-preventing procedure when said operation (h4) detects the jump of the road surface condition. 17. The method of claim 16, wherein, when said operation (h) executes the vibration-preventing procedure, said operation (h) executes the pressure-hold procedure. 18. The method of claim 17, wherein said operation (h) executes the vibration-preventing procedure for a half time to three times of a cycle of the drive train vibration. 19. An anti-skid braking system for an automotive vehicle having a plurality of road wheels, comprising: a plurality of wheel-speed sensors, each for detecting the wheel speed of each of the road wheels; a hydraulic brake unit for regulating wheel-brake cylinder pressure of wheel-brake cylinders mounted to each of the road wheels, said hydraulic brake unit being capable of forming a pressure build-up mode, a pressure-reduction mode, and a pressure-hold mode of each of the wheel-brake cylinders; and a control unit being configured to be electrically connected to said wheel-speed sensors for processing a wheel-speed data signal detected from each of the wheel-speed sensors, said control unit comprising: a wheel acceleration calculating section for calculating a wheel acceleration and a wheel deceleration of each of the road wheels based on the wheel-speed data signal; a wheel acceleration cycle calculating section for calculating a wheel acceleration cycle of each of the road wheels; a vehicle deceleration calculating section for calculating a vehicle deceleration; a vibration detecting section for detecting a road-wheel vibration of the road wheel based on the wheel acceleration and the wheel acceleration cycle, said vibration detecting section detecting the road-wheel vibration when the wheel acceleration is larger than a first predetermined value, and when the wheel acceleration cycle is smaller than a second predetermined value; a vibration determining section for determining whether the road-wheel vibration is caused by a bad road surface condition, or the road-wheel vibration is caused by a drive-train vibration of the automotive vehicle, said vibration determining section determining that the road-wheel vibration is caused by the bad road surface condition when the vehicle deceleration is larger than a third predetermined value, and that the road-wheel vibration is caused by the drive-train vibration when the vehicle deceleration is smaller than the third predetermined value; a pressure-reduction threshold setting section for setting a pressure-reduction threshold to determine a timing of executing a pressure-reduction procedure depending on the road-wheel vibration detected and determined by said vibration detecting section and said vibration determining section, said pressure-reduction threshold setting section setting the pressure-reduction threshold at a lower value as compared to a normal road surface condition when the bad road surface condition is determined by the vibration determining section, said pressure-reduction threshold setting section setting the pressure-reduction threshold at a higher value as compared to the normal road surface condition when the drive-train vibration is determined by said vibration determining section; and a skid control section for preventing a skid of each of the road wheels by regulating each wheel-brake cylinder pressure, said skid control section executing a pressure build-up procedure, the pressure-reduction procedure, and a pressure-hold procedure depending on the pressure-reduction threshold set by said pressure-reduction threshold setting section. 20. The anti-skid braking system according to claim
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