Semiconductor acceleration sensor and vehicle control system using the same

Abstract: A semiconductor acceleration sensor (1) is formed by a cantilever (4) having a conductive movable electrode (5) of predetermined mass at one end, at least one pair of fixed conductive electrodes (8, 9) which are stationary with respect to the movable electrode (5) located on opposing sides of the movable electrode, and gaps provided between the movable electrode and the fixed electrodes. To prevent the movable electrode becoming fused to the contacted fixed electrode, in a first aspect of this invention, an insulating layer (6) is provided between the movable electrode and fixed electrodes, the layer being either on the movable electrode or on the fixed electrodes and in a second aspect of this invention the movable electrode or, preferably, the fixed electrodes, are formed of a high melting point material. In such a second aspect, to improve adhesion between the high melting point material and a substrate (3a, 3b) to which the fixed electrodes (8′, 9′) are mounted, a lower melting point material is firstly coated on said substrates. In a feature of the invention, a detector unit processing circuit (Figure 20) is described in which the output characteristic of the circuit may be digitally adjusted by suitable switching of a plurality of resistors (Rs, Rf), and in a second feature, the sensor chip and the detector unit integrated circuit are located on a common base (303) and mounted in a hermetically sealed chamber to prevent adverse environmental effects affecting operation of the sensor and detector unit assembly. A gas having a dew point of -40°C or lower is, advantageously, charged into the hermetically sealed chamber.

Description: This invention relates to a semiconductor acceleration sensor and to a vehicle control system using the semiconductor acceleration sensor. A known semiconductor acceleration sensor, particularly of a semiconductor electrostatic capacitance type and a semiconductor electrostatic servo type, is described in Japanese Patent Laid-Open No. 62-27666 (1987) and EP-A-0338688. In the reference a cantilever which forms an inertia body has a conductive movable electrode of predetermined mass at one end and the movable electrode is disposed between opposed fixed conductive electrodes which are stationary with respect to the movable electrode, there being a gap between the movable electrode and the fixed electrodes. The inertia force on the movable electrode and the electrostatic force between the movable and fixed electrodes are arranged to balance one another, and the position of the movable electrode is controlled to be at a fixed position independent of the acceleration by changing the electrostatic force. The electrostatic force required is dependent on the gap between the movable and fixed electrodes and decreases with increasing gap width. In the prior art reference, the gap between the movable electrode and the fixed electrodes is required to be as wide as possible since, otherwise, there is the problem that during acceleration, or deceleration, the conductive surfaces of the movable electrode come into contact with the opposing electrode surface of the corresponding fixed electrode. As a result, due to current passing through the electrodes, a short circuit may occur resulting in a high current flowing through the small area of contact between the electrodes which, in turn, results in melting the conductive material of the electrodes and fusing the electrodes together. It will be realised that, once fused together, the sensor is useless. Another difficulty is that the static charges that accumulate on a human body during the sensor manufacturing process may transfer to the sensor, generating a high voltage between the inertia body surface and the electrode surfaces. The force of electrostatic charge attracts the inertia body surface and the electrode surfaces to each other and may cause them to come into contact with each other. This in turn results in a short-circuit current flowing, fusing the movable electrode to one of the fixed electrodes. Such a fusing difficulty keeps the sensor yield at low levels and is a main factor contributing to the high cost of the sensor. A possible countermeasure would be to increase the air gap between the inertia body and the stationary electrodes. However, such a step degrades the sensor's detection sensitivity and accuracy. Another problem is that, without a desired damping, the inertia body will oscillate with large amplitudes at a resonance frequency. Such oscillation limits the measuring range of acceleration, making a highly precise measurement impossible. FR-A-2637984 discloses a magnetic servo accelerometer and a signal processing circuit for the accelerometer. The accelerometer disclosed has a pendulum made of insulating material and is supported by a hinge. The pendulum is controlled by feeding back a magnetic force so as to try and maintain the pendulum in a predetermined position, the magnetic force being required to maintain the predetermined position providing detection of the accelerating force. The magnetic force exerted on the pendulum is determined by electric current flow in magnets and a coil. On upper and lower surfaces of the insulating material are located electrodes which are formed from an insulator and which have, on a surface adjacent the insulating material, the coil. A further electrode is formed of a thin conducting layer on a surface of the insulator remote from the insulating material and the outer surfaces of the electrodes are covered with an insulating layer. This reference is not concerned with a semiconductor acceleration sensor having a cantilever made of a conductive material. US-A-4574327 discloses a semiconductor accelerometer having a conductive movable electrode with a single fixed conductive electrode. In the reference spots of glass are provided over the surface of the movable electrode to act as stops for preventing electrical shorting of the movable and fixed electrodes. This reference fails to disclose a cantilever operating between a pair of fixed conductive electrodes and does not remotely hint at damping movement of the movable electrode. An object of a first aspect of this invention is to provide a semiconductor acceleration sensor, for example of semiconductor electrostatic capacitance type or semiconductor electrostatic servo type, which can prevent malfunctions caused by the above-mentioned electrode fusing and which also has the ability to generate an oscillation damping force. An object of a feature of the first aspect of this invention is to realize a vehicle control system that can be incorporated into the small space available in vehicles and which can still measure and control the vehicle with high sensitivity and precision. According to this invention there is provided a semiconductor acceleration sensor comprising a cantilever having a conductive, movable electrode of predetermined mass at one end thereof, at least one pair of fixed conductive electrodes which are stationary with respect to said movable electrode and located on opposing sides of said movable electrode, said fixed electrodes being separated from said movable electrode by a predetermined gap, and characterized by insulation means located symmetrically on opposing sides of the movable electrode and/or on the fixed electrodes for preventing a short-circuit between the movable and fixed electrodes, said insulation means being provided in a predetermined pattern on at least one of said movable electrode and said fixed electrodes, whereby said pattern provides a roughened surface on said electrodes to thereby entrap gas in areas not covered by said pattern of insulation means and to thereby provide a damping force to movement of said movable electrode. In a first embodiment said insulation means is provided on at least one of said movable electrode and said fixed electrodes only in the vicinity of initial contact between said movable electrode and said fixed electrodes. In a second embodiment said movable electrode is a polygonal shape and said insulation means is provided on either said movable electrode apexes and the surrounding area thereof, or at the near corners only of said fixed electrodes. Conveniently, said predetermined pattern is either a pattern of stripes or a pattern of continuous strips. In another embodiment said insulation means is provided on at least one of said movable electrode and said fixed electrodes only around a perimeter of said electrodes. Conveniently, said insulating means is an electrical insulating layer formed of silicon oxide or silicon nitride. Conveniently, said fixed electrode is formed of a metallic material having a surface adjacent said movable electrode formed by oxidation and said surface is coated with an electrical insulating material by sputtering or chemical vapor deposition. Preferably, said gap is less than 10µm. Advantageously, said gap is 3µm ± 1µm. Advantageously, said fixed pair of electrodes are formed on insulator plates or semiconductor plates or laminated plates consisting of an insulator layer and a semiconductor layer, whereby said plates sandwich the cantilever therebetween. In an embodiment of a first feature of this invention there is provided a vehicle control system adapted to provide the function of at least one of an antiskid control equipment and a traction control equipment, comprising a semiconductor acceleration sensor for measuring forward and backward accelerations of said vehicle, said acceleration sensor having a cantilever having a conductive movable electrode of predetermined mass at one end thereof, at least one pair of fixed conductive electrodes which are stationary with respect to said movable electrode and located on opposing sides of said movable electrode, said fixed electrodes being separated from said movable electrode by a predetermined gap, and insulation means located symmetrically on opposing sides of the movable electrode and/or on the fixed electrodes for preventing a short-circuit between the movable and fixed electrodes, said insulation means being provided in a predetermined pattern on at least one of said movable electrode and said fixed electrodes, whereby said pattern provides a roughened surface on said electrodes to thereby entrap gas in areas not covered by said pattern of insulation means and to thereby provide a damping force to movement of said movable electrode, wheel velocity sensors for measuring the velocity of the vehicle wheels, a control means for controlling a braking force, and means for determining the vehicle speed relative to the ground by using an output from the acceleration sensor. In another embodiment of the first feature there is provided a vehicle control system for controlling vehicle suspension units fitted to each wheel of a vehicle comprising semiconductor acceleration sensors attached to predetermined locations in a body of said vehicle to measure a vertical acceleration of the vehicle body and also longitudinal and lateral accelerations caused by a rotary motion of the vehicle, said semiconductor acceleration sensors each comprising a cantilever for having a conductive movable electrode of predetermined mass at one end thereof, at least one pair of fixed conductive electrodes which are stationary with respect to said movable electrode and located on opposing sides of said movable electrode, said fixed electrodes being separated from said movable electrode by a predetermined gap, and insulation means located symmetrically on opposing sides of the movable electrode and/or on the fixed electrodes for preventing a short-circuit between the movable and fixed electrodes, said insulation means being provided in a predetermined pattern on at least one of said movable electrode and said fixed electrodes, whereby said pattern provides a roughened surface on said electrodes to thereby entrap gas in areas not covered by said pattern of insulation means and to thereby provide a damping force to movement of said movable electrode, and a control means for determining a control quantity for each suspension unit by using the measured accelerations. The invention will now be described, by way of example, with reference to the accompanying drawings in which: Figure 1 shows a longitudinal cross-sectional side view of of one embodiment of a sensor in accordance with this invention, in which an electric insulation layer is provided on the surfaces of the movable electrode adjacent the fixed electrodes, and in which the sensor is in combination with a detector unit to thereby form a sensor assembly; Figures 2 to 6 are plan views each respectively showing a different pattern of the electric insulation layer provided to the surface of the movable electrode with Figures 3 to 6 being in accordance with this invention; Figure 7 shows a longitudinal cross-sectional side view of a sensor in which an electric insulation layer is provided to the surfaces of the electrodes; Figures 8 to 11 are plan views each respectively showing a different pattern of the electric insulation layer provided to the surfaces of the fixed electrodes in accordance with this invention; Figure 12 shows a schematic diagram of an embodiment of a vehicle control system in accordance with the first feature of this invention which the semiconductor acceleration sensor of the invention is used; Figure 13 shows a schematic diagram of another embodiment of a hydraulic active suspension control system in accordance with the first feature of this invention in which the semiconductor acceleration sensor of the invention is used; and Figure 14 shows a chart of the relationship between the displacement of a movable electrode and electrostatic capacitance. In the Figures like reference numerals denote like parts. The semiconductor acceleration sensor assembly shown in Figure 1 has a semiconductor acceleration sensor 1 and a detector unit 10 control circuit for the sensor, the sensor being used as an electrostatic servo type acceleration sensor. The sensor has a laminated structure consisting of a semiconductor silicon plate 2 interposed between two insulating plates 3a and 3b, made, for example from glass. The semiconductor silicon plate 2 is treated by anisotropic etching to form a cantilever 4 and an inertia body, that is movable electrode 5, and channels 21 through which connecting wires may pass to the detector unit 10. Thus, the cantilever 4 and movable electrode 5 are formed from the silicon plate 2 and the cantilever joins the movable electrode to the silicon plate. The inertia body 5 functions as an electrode and has electric insulating layers 6, 7 of, for example, 1µm or less formed on opposing (top and bottom) surfaces thereof. The electric insulating layers 6, 7 are formed of a material such as silicon oxide or silicon nitride. The insulating plates 3a, 3b have thin film electrodes, that is stationary electrodes 8, 9 respectively, of a metallic conductor formed thereon at areas opposing the movable electrode 5. There are small air gaps of, for example, 10µm or less, preferably 3µm ± 1µm between the movable electrode 5 and the upper and lower electrodes 8, 9. The movable electrode 5 and the upper electrode 8 form a capacitor C1, and the movable electrode 5 and the lower electrode 9 form a capacitor C2. In the plan view (Figure 2) of the semiconductor silicon plate 2, the movable electrode 5 has its entire upper and lower surfaces covered with the electric insulating layers 6, 7. The provision of insulating layers 6, 7 has been found to give insulation between touching electrodes of up to 100V. When an acceleration is applied to the sensor 1 in the direction of double arrow-headed line Y, the inertia is exerted upon the inertia body formed by movable electrode 5 thereby deflecting the cantilever 4, so that the movable electrode 5 is displaced in a direction opposite to that in which the acceleration acts on the sensor. As a result, the air gaps between the movable electrode 5 and the electrodes 8, 9 change, which in turn changes the electrostatic capacitance of the capacitors C1 and C2 formed by the upper 8 and lower 9 electrodes and the inertia body 5. The electrostatic capacitance can be calculated from the general expression:- C = εS/d where ε is the dielectric constant of a substance or vacuum present between the electrodes; S is the area of electrode; and d is the size of the air gap. The electrostatic capacitance type acceleration sensor utilizes the dependence of electrostatic capacitance on acceleration in determining the acceleration by an acceleration detector unit 10. In the electrostatic servo type acceleration sensor of Figure 1, a detector 101 of the acceleration detector unit 10 measures the difference AC between electrostatic capacitances C₁ and C₂ of the two capacitors formed by the upper and lower electrodes and the moving electrode. The difference of the two electrostatic capacitances ΔC is then amplified by an amplifier 102 and a pulse width modulator 103 is controlled in such a way as to make this amplified signal become zero independent of the acceleration acting on the sensor. That is, with the output voltage of the pulse width modulator 103 applied to the upper electrode 8 and with a voltage converted from the pulse width modulator output voltage by a converter 104 applied to the lower electrode 9, the pulse width of the pulse width modulator 103 is controlled in such a manner that the electrostatic forces exerted between the movable electrode 5 and the upper and lower electrodes 8, 9 will try and maintain the displacement of the movable electrode 5 constant even when acceleration or deceleration occurs. The output signal of the pulse width modulator 103 is passed through a low-pass filter 105 to an amplifier 106 to determine the acceleration or deceleration by the width of pulses from the pulse width modulator. The above may be expressed as follows:- The equation of force balance between the inertia force on the movable electrode and the electrostatic forces is given as follows:- mG = ε SV 2 2 d 2 · D - ε SV 2 2 d 2 · 1- D where mG is the inertia force, ε SV 2 2 d 2 · D is the electrostatic force between the movable and upper fixed electrode, and ε SV 2 2 d 2 · 1- D is the electrostatic force between the movable electrode and the lower fixed electrode, where V = applied voltage, D = duty ratio of applied signal to upper fixed electrode and movable electrode, m = mass of the movable electrode, G = acceleration applied to the detector, ε = dielectric constant of medium between the fixed electrodes and movable electrode, S = operational surface area of the electrodes. The above equation, thus, provides the relation between the acceleration G and the duty ratio D. With this embodiment, since both the upper and lower surfaces of the inertia body 5 are completely covered with the electric insulating layers, no current flows between the movable electrode 5 and the upper and lower electrodes 8, 9 if they should make close contact with each other for some reason during operation, so that the movable electrode 5 can be prevented from fusing with the upper or lower electrode 8, 9. Where the electric insulating layers provided to the entire surfaces of the movable electrode 5 or those of the upper and lower electrodes 8, 9 are very flat and smooth like a mirror, as in the above embodiment, there is the possibility of the movable electrode 5 becoming stuck to the upper or lower electrode 8 or 9 causing a malfunction of the sensor. Such a situation is created by the opposing surfaces contacting each other and thereby expelling the gas normally present between the opposed surfaces to thereby develop a negative pressure whereby the movable electrode becomes stuck to the associated fixed electrode. To avoid such a phenomenon, the area of the electric insulating layer should be made as small as possible. Figure 3 shows a first embodiment of the movable electrode 5 of this invention, in which electric insulating layers 6, 7 are provided only at the area in the vicinity where the movable electrode is most likely to contact the upper or lower electrodes 8, 9. As shown in the Figure 3, the areas of the movable electrode 5 surface that first contact the upper and lower electrodes 8, 9 are those remote from the cantilever 4. Hence, the provision of the insulating layers 6, 7 to these areas offers a good insulating effect when the displacement of the inertia body is not too great. Figure 4 shows a second embodiment of the movable electrode used in this invention. The surface structure of the movable electrode 5 is generally a polygon, since it is formed by etching the silicon plate. Figure 4 shows an example in which the electric insulating layers 6, 7 are provided at the apexes and the surrounding area thereof. In this case, when the movable electrode 5 is strongly urged against the upper and lower electrodes 8, 9, the conductive portion of the inertia body surface, again, does not contact the electrodes. If one or more locations in the inner portion of the polygon surfaces are provided with small regions of electric insulating layer, the insulation effect can be retained even when the inertia body is deflected by a large force. A damping force proportional in amplitude to the velocity of the inertia body motion - a force that mechanically hinders the displacement of the inertia body - has an important role in the operation of the acceleration sensor. In a mechanical system like the acceleration sensor of this invention, there is a resonance frequency that is determined by the mass of the inertia body and the spring constant of the cantilever. When a damping force greater than a predetermined value is exerted upon the inertia body, the oscillating amplitude of the inertia body does not increase even when an external force of the same frequency as the resonance frequency is applied to the inertia body, because of the offsetting action of the damping force. As a result, the precision of measuring the acceleration is improved. The action of the damping force ensures the stable operation of the servo system in the electrostatic servo-type acceleration sensor. In an acceleration sensor constructed as shown in Figure 1, a large damping force can be produced by forming a small gap between the movable electrode and the upper and lower stationary (fixed) electrodes and filling an inert gas, for example, nitrogen, therein at a pressure of 1 atmosphere. The magnitude of the damping force can be controlled by adjusting the size of the gap. It is noted that the size of the gap has an influence on the electrostatic capacitances between the movable electrode and the upper and lower stationary electrodes and also on the electrostatic force in the electrostatic servo-type accceleration sensor. While it is desired from the characteristic point of view that the gap, for example an air gap, be made as small as possible, there is a limiting factor in what can be readily manufactured. The magnitude of the damping force changes not only with the size of the air gap but also with the roughness of the surface that defines the air gap. The coarser the surface, the greater the damping force will be. Thus, by changing the pattern of the insulating layer on the inertia body or on the surfaces of the upper and lower stationary electrodes, it is possible to adjust the roughness of the facing surfaces to produce an optimum damping force. Figure 5 shows a third embodiment of the movable electrode used in this invention, in which the electrical insulating layer is so arranged as to increase the damping force. In Figure 5, a plurality of narrow strips of insulating layer are formed over the surface of the movable electrode. An adjustment is made of the width and the number of the insulating layer strips to have a desired damping force. Instead of strips as shown in the Figure 5, the insulation layer may be formed into a grid or radial pattern to produce a similar effect. Figure 6 shows a fourth embodiment of the movable electrode used in this invention. The periphery of the movable electrode surface is provided with a peripheral strip of an electrical insulating layer. This construction also increases the damping force as follows. When the size of the gap changes, the peripheral frame of the insulating layer strip helps prevent the gas contained in the gap between the movable electrode and fixed electrodes from escaping, thereby increasing the damping. An alternative pattern may be of concentric strips formed over the surface of the movable electrode. As mentioned above, the third and fourth embodiments and similar patterns of insulating layer have the advantage of being able not only to prevent fusing but also to control the magnitude of the damping force of the inertia body. While the preceding four embodiments of the invention have an electric insulation layer on the inertia body, it is also, alternatively, possible to provide the electric insulation layer to the surfaces of the upper and lower stationary (fixed) electrodes on the insulating plates for the purpose of preventing fusing. Figure 7 shows a longitudinal cross-section of the sensor in which the electric insulation layer is provided to the entire surfaces of the stationary electrodes. Figures 8 through 11 show the insulating layer patterns over the stationary electrodes 6, 7 in corresponding fashion to the insulating patterns on the movable electrode of Figures 3 to 6. When the stationary electrodes 8, 9 are formed of metallic material, an electrical insulating layer of oxide can be readily produced over surfaces of the electrodes through thermal oxidation in an oxygen atmosphere or through anode oxidation, a kind of electrochemical reaction. It is also possible to deposit the insulating material on the electrodes by sputtering or chemical vapor deposition. Next will be described exemplary control systems that employ a semiconductor acceleration sensor of the first aspect of this invention, or of the second aspect of this invention described hereinafter. An antiskid braking system is a system that controls the braking force in such a way as to make the slip rate of the wheels equal to an appropriate predetermined value whenever a driver depresses the brake pedal, so that the stability of the vehicle can be maintained while at the same time producing a large braking force. In Figure 12, a semiconductor acceleration sensor 51 which may be in accordance with the first aspect of this invention described above or the second aspect of the invention described hereinafter is mounted so as to be able to detect the acceleration of the car body in the forward and backward directions. An acceleration detecting circuit 52 and wheel velocity sensors 53, 54 that determine the car speed from the wheel revolutions or wheel speed are connected to a control circuit 57. A brake pedal 55 is connected with a hydraulic unit 56 having a built-in master cylinder. The slip rate S of the wheels is defined by S = (V r - V w )/V r where V r is a real speed relative to the road, that is, the vehicle speed to the road; V w is a vehicle speed calculated from the wheel velocity sensors. The vehicle speed V w is equal to the vehicle speed to the road V r when there is no slip, and is smaller than V r when the wheels skid during braking. As mentioned above, the antiskid braking system automatically controls the braking force so that the slip rate will assume the predetermined optimum value. To calculate the slip rate requires measuring the vehicle speed relative to the road. The system shown in Figure 12 uses signals from the semiconductor acceleration sensor to calculate the vehicle speed relative to the ground from the following equation. v(t) = V(0) + ∫α(t)dt That is, the vehicle speed is calculated from the initial velocity value V(0) and the acceleration α(t) integrated over a specified time. When no slip occurs, the wheel speed equals the vehicle speed relative to the ground. Hence, the wheel speed immediately before the driver starts applying the brake, for example, is taken to be the initial velocity V(0). In Figure 13, electric signals from the acceleration detecting circuit 52, wheel speed sensors 53, 54 and hydraulic unit 56 are sent to the control circuit 57, which calculates the skid rate and controls the braking force through the hydraulic system. A traction control system controls the skid rate at time of initial motion so as to produce a large traction force. Such a system also requires a sensor to determine the vehicle velocity relative to ground and can be calculated by using the above-mentioned semiconductor acceleration sensor based on the equation (2). Another representative vehicle body control system using a small, high precision acceleration sensor includes an active suspension system. A hydraulic active suspension, which actively controls the vertical oscillation and attitude of the vehicle body by use of hydraulic force, is provided to each of the four wheels and changes the hydraulic actuator force according to the uneveness of the road and the vehicle running condition to minimize the vibrations and attitude changes of the car body, thereby assuring both good ride comfort and stable drivability. Figure 13 shows a diagram of a hydraulic active suspension system using the semiconductor acceleration sensor. A hydraulic actuator 59 is fitted to each of the four wheels 60 on a surface 61. The hydraulic actuator 59 comprises a piston and a cylinder, with the cylinder secured to the car body 58 and the piston to the wheel 60. The semiconductor acceleration sensor 51 and the acceleration detecting circuit 52 detect longitudinal and lateral accelerations caused by rotary motion as well as a vertical acceleration and feeds them to the control circuit 57. A pressure control valve 62, oil pump 63, and oil reservoir 64 provide hydraulic fluid to actuate the actuator 59. A control signal from the control circuit 57 changes the pressure control valve state to control the hydraulic pressure to the hydraulic actuator 59. Highly precise detection of vertical vibrations and attitude of the car body by the acceleration sensor and also the active control of the suspensions using measurements from the acceleration sensor of this invention offer substantial improvements in both ride comfort and drivability. As far as car body control is concerned, applications for the present sensor also include engine overall control, transmission control, and four-wheel drive control systems. In other than vehicle control systems, the sensor of this invention can be used on an air bag system related to passengers' safety. In fields other than the automotive industry, the present acceleration sensor can be used for controlling electric trains and improving ride comfort of elevators and also as an acceleration and vibration detecting sensor for space equipment, robots and home electric appliances. In the first aspect of this invention there is provided a sensor that prevents fusing between the inertia body and the stationary electrodes in the sensor during operation or during handling in the manufacturing process and which detects acceleration with high reliability and accuracy. The use of the sensor can provide a vehicle control system that offers a responsive, stable control. The chart of Figure 14 shows the relationship between the electrostatic capacitances C1 and C2 and the difference ΔC between C1 and C2 and the displacement of the movable electrode 5. The transverse axis indicates a displacement ω (µm) of the movable electrode 5. Assuming that the displacement at the neutral point holding the initial gap d o at 3 µm is 0, a positive displacement indicates that the movable electrode 5 moves upward (toward the fixed electrode 8 or 8') and a negative displacement indicates that the movable electrode 5 moves downward (toward the fixed electrode 9 or 9'). The chart shows that as the movable electrode 5 moves toward the fixed electrode 8 or 8', the electrostatic capacitance C1 increases, while as the movable electrode 5 moves toward the fixed electrode 9 or 9', the electrostatic capacitance C2 increases. The difference ΔC between the electrostatic capacitances C1 and C2 also increases in the positive or negative direction on the assumption that the displacement at the neutral point (reference point) is 0. When the movable electrode 5 is at the neutral point, the electrostatic capacitances C1 and C2 are the same (about 6.5pF). Therefore, the displacement of the movable electrode 5 can be seen by detecting one of C1, C2, and ΔC. The difference ΔC is detected by a capacitance detector. The movable electrode 5 detects, for example, an acceleration ranging from 0 to ± 1G at 0 to 10 Hz. Under the above conditions, the movable electrode moves extremely slightly and deforms within a micro range of ±30 fF (femto farad) round the reference point 0. Therefore, linear change signals using characteristics of each of C1, C2, and ΔC can be obtained.

Claims: A semiconductor acceleration sensor comprising a cantilever (4) having a conductive, movable electrode (5) of predetermined mass at one end thereof, at least one pair of fixed conductive electrodes (8, 9) which are stationary with respect to said movable electrode (5) and located on opposing sides of said movable electrode, said fixed electrodes (8, 9) being separated from said movable electrode (5) by a predetermined gap, and characterized by insulation means (6, 7) located symmetrically on opposing sides of the movable electrode and/or on the fixed electrodes for preventing a short-circuit between the movable and fixed electrodes, said insulation means being provided in a predetermined pattern on at least one of said movable electrode and said fixed electrodes, whereby said pattern provides a roughened surface on said electrodes to thereby entrap gas in areas not covered by said pattern of insulation means and to thereby provide a damping force to movement of said movable electrode. A sensor as claimed in claim 1 wherein said insulation means is provided on at least one of said movable electrode (5) and said fixed electrodes (8, 9) only in the vicinity of initial contact between said movable electrode and said fixed electrodes. A sensor as claimed in claim 1 wherein said movable electrode is a polygonal shape and insulation means is provided on either said movable electrode (5) apexes and the surrounding area thereof, or at the corners only of said fixed electrodes (8, 9). A sensor as claimed in claim 1 wherein said predetermined pattern is a pattern of stripes or a pattern of continuous strips. A sensor as claimed in claim 1 wherein said insulation means is provided on at least one of said movable electrode and said fixed electrodes only around a perimeter of said electrodes. A sensor as claimed in any preceding claim wherein said insulating means is an electrical insulating layer formed of silicon oxide or silicon nitride. A sensor as claimed in any preceding claim wherein said fixed electrode is formed of a metallic material having a surface adjacent said movable electrode formed by oxidation and said surface is coated with an electrical insulating material by sputtering or chemical vapor deposition. A sensor as claimed in any preceding claim wherein said gap is less than 10µm. A sensor as claimed in claim 8 wherein said gap is 3µm ± 1µm. A sensor as claimed in any preceding claim wherein said fixed pair of electrodes are formed of insulator plates or semiconductor plates or laminated plates consisting of an insulator layer and a semiconductor layer, whereby said plates sandwiching the cantilever therebetween. A sensor as claimed in any preceding claim wherein each fixed electrode is located on a separate substrate (3a, 3b), each said substrate being formed of borosilicate glass containing an alkaline component and the thickness ration between the upper and lower substrates ranging from 0.5 to 2.0. A sensor as claimed in any preceding claim wherein the thickness of each said substrate is in the range from 0.2mm to 1.5mm. A sensor as claimed in any preceding claim wherein the weight ration between said movable electrode and said cantilever is 100 to 250 : 1. A sensor as claimed in any preceding claim wherein the thickness ratio between the substrates of the fixed electrodes is two times or less. A sensor as claimed in any preceding claim wherein said gas is an inert gas at a pressure approximately of 1 atmosphere. A vehicle control system adapted to provide the function of at least one of an antiskid control equipment and a traction control equipment, comprising a semiconductor acceleration sensor (51) for measuring forward and backward accelerations of said vehicle, said acceleration sensor having a cantilever (4) having a conductive movable electrode (5) of predetermined mass at one end thereof, at least one pair of fixed conductive electrodes (8, 9) which are stationary with respect to said movable electrode and located on opposing sides of said movable electrode, said fixed electrodes (8, 9) being separated from said movable electrode by a predetermined gap, and insulation means (6, 7) located symmetrically on opposing sides of the movable electrode (5) and/or on the fixed electrodes (8, 9) for preventing a short-circuit between the movable and fixed electrodes, said insulation means being provided in a predetermined pattern on at least one of said movable electrode and said fixed electrodes, whereby said pattern provides a roughened surface on said electrodes to thereby entrap gas in areas not covered by said pattern of insulation means and to thereby provide a damping force to movement of said movable electrode, wheel velocity sensors (53) for measuring the velocity of the vehicle wheels, a control means (57) for controlling a braking force, and means (51, 52) for determining the vehicle speed relative to the ground by using an output from the acceleration sensor (51). A vehicle control system for controlling vehicle suspension units (59) fitted to each wheel of a vehicle comprising semiconductor acceleration sensors (51) attached to predetermined locations in a body of said vehicle to measure a vertical acceleration of the vehicle body and also longitudinal and lateral accelerations caused by a rotary motion of the vehicle, said semiconductor acceleration sensors (51, 52) each comprising a cantilever for having a conductive movable electrode (5) of predetermined mass at one end thereof, at least one pair of fixed conductive electrodes (8, 9) which are stationary with respect to said movable electrode and located on opposing sides of said movable electrode, said fixed electrodes (8, 9) being separated from said movable electrode (5) by a predetermined gap, and insulation means (6, 7) located symmetrically on opposing sides of the movable electrode and/or on the fixed electrodes for preventing a short-circuit between the movable and fixed electrodes, said insulation means being provided in a predetermined pattern on at least one of said movable electrode and said fixed electrodes, whereby said pattern provides a roughened surface on said electrodes to thereby entrap gas in areas not covered by said pattern of insulation means and to thereby provide a damping force to movement of said movable electrode, and a control means (57, 62) for determining a control quantity for each suspension unit (59) by using the measured accelerations.

Inventors: ASANO YASUHIRO, EBINE HIROMICHI, ICHIKAWA NORIO, KUBOTA MASANORI, MATSUMOTO MASAHIRO, MIKI MASAYUKI, SATO KANEMASA, SUGISAWA YUKIKO, SUZUKI MASAYOSHI, SUZUKI SEIKO, TANAKA TOMOYUKI, TSUCHITANI SHIGEKI, UENO SADAYASU, ASANO, YASUHIRO, EBINE, HIROMICHI, ICHIKAWA, NORIO, KUBOTA, MASANORI, MATSUMOTO, MASAHIRO, MIKI, MASAYUKI, SATO, KANEMASA, SUGISAWA, YUKIKO, SUZUKI, MASAYOSHI, SUZUKI, SEIKO, TANAKA, TOMOYUKI, TSUCHITANI, SHIGEKI, UENO, SADAYASU
Applicants: HITACHI AUTOMOTIVE ENG, HITACHI LTD, HITACHI AUTOMOTIVE ENGINEERING CO., LTD., HITACHI, LTD.
Application year: 1991
Main classification: G01P15
IPC codes: G01P15, G01P1