Abstract: A system and method of activating a restraint system of a vehicle is described. The method includes generating a vehicle speed signal that represents a longitudinal speed of a vehicle, generating a lateral acceleration signal that represents a lateral acceleration of the vehicle, filtering the lateral acceleration signal to generate a filtered lateral acceleration signal, comparing the filtered lateral acceleration signal to a predetermined lateral acceleration enable threshold, estimating a lateral speed of the vehicle based on the vehicle speed signal when the filtered lateral acceleration exceeds the predetermined lateral acceleration enable threshold, and activating a restraint system of the vehicle based in part on the estimated lateral velocity.

Abstract: In an optimized hydraulic brake system, a pedal travel sensor is used to improve pedal feel. In order to improve pedal feel, a low pressure is detected in the brake booster and the brake hydraulic system is used to increase wheel pressure. This prevents the operator from having to exert an increasing large force on the brake pedal during a deceleration situation.

Abstract: A breathable low pressure accumulator includes a housing with a cylindrical bore formed therein. A piston slides within the bore and includes an elastic piston head. A biasing member urges the piston towards a first end of the bore. At least one passage communicates between an exterior of the housing and a volume that is enclosed by the bore and the elastic piston head. The elastic piston head is formed of rubber. The elastic piston head is molded into the piston.

Abstract: A hydraulic control unit of an electronically controlled hydraulic brake system has a housing (49) accommodating a pump (35) and at least one low-pressure accumulator. The low-pressure accumulator is positioned in a location at a lower height than the cam cavity (51) of the pump (35), and a drainage bore (53) connects the cam cavity (51) with the spring chamber (68) of at least one of the low-pressure accumulators. This allows the drainage of brake fluid from the cam cavity (51) into the spring chamber (68) solely by way of gravity. Thus this measure eliminates the risk of damage to the pump motor in the event that ambient water penetrates the cam cavity (51), which might flush brake fluid from the cam cavity 51 into the housing (49) of the pump motor.

Abstract: The present invention features a system and method for estimating body states of a vehicle. The system includes at least two sensors mounted to the vehicle. The sensors generate measured vehicle state signals corresponding to the dynamics of the vehicle. A signal adjuster transforms the measured vehicle states from a sensor coordinate system to a body coordinate system associated with the vehicle. A filter receives the transformed measured vehicle states from the signal adjuster and processes the measured signals into state estimates of the vehicle, such as, for example, the lateral velocity, yaw rate, roll angle, and roll rate of the vehicle.

Abstract: Disclosed is a method of determining the ability to enter a parking gap starting from an initial position of a vehicle. The negotiability is determined by way of two characteristic diagrams (ymin(?,?,x); ymax(?,?,x)), with the two characteristic diagrams (ymin(?,?,x); ymax(?,?,x)) indicating for several predetermined sets of values of first vehicle quantities (?; ?; x) a minimum value (ymin(?,?,x)) and a maximum value (ymax(?,?, x)) for a second vehicle quantity (y), and with the first vehicle quantities (?; ?; x) and the second vehicle quantity (y) being selected from the group comprising a longitudinal (x) and a lateral (y) distance of the vehicle (1) from the parking gap (9), a yaw angle (?) of the vehicle (1) and a steering angle (?) at steerable wheels (2a, 2b) of the vehicle (1). A parking assist device is suitable to implement the method.

Abstract: Disclosed is an electrically controllable valve accommodating in its valve housing (4) a second valve member (6) that is operable by the first valve member (2) in order to be able to variably adjust a second valve opening cross-section (A2) that is arranged in series to the first valve opening cross-section (A1), and a third valve opening cross-section (A3) that is releasable by means of the first valve member (2) is positioned in series arrangement to the first valve opening cross-section (A1) in order to limit the hydraulic pressure to a mechanically preset value.

Abstract: A method for controlling a brake pressure in at least two wheel brakes preferably mounted on one axle of the vehicle, is performed during a braking operation on a road surface having a heterogeneous coefficient of friction. This method works as follows: A low coefficient of friction side and/or a high coefficient of friction side is detected, a stability index representing the driving state of the vehicle is formed, the stability index is evaluated on the basis of the low coefficient of friction side and/or of the high coefficient of friction side and the brake pressure is altered in at least one wheel brake as a function of the value of the stability index and as a function of the result of the evaluation of the stability index on the basis of the low coefficient of friction side and/or the high coefficient of friction side.

Abstract: In an unstable driving situation of a vehicle with an electronically controlled hydraulic brake system with a front/rear split of brake circuits, for instance during a lane change, the inlet valve of one of the two front wheel brakes may be closed for the ESC in order to raise the pressure in only the other wheel brake of the brake circuit. If then the vehicle runs the risk of tipping over, ARP sets in. The vehicle path needs to be readjusted to reduce lateral forces. The ARP demands a pressure build-up in the curve-outer front wheel brake. The corresponding inlet valve will be opened for the ARP to allow a pressure build-up. However, the ESC may still demand a higher pressure on the initially actuated wheel brake to counter understeering. In this event, the inlet valve of the curve-inner wheel brake, which is under high pressure from the ESC intervention, will remain open to allow a cross-flow of brake fluid from the ESC wheel to the ARP wheel.

Abstract: A hydraulic brake system for a motor vehicle supplies pressurized brake fluid to a wheel brake in response to a demand signal. The brake system includes a master cylinder in fluid communication with the wheel brake to control the actuation thereof. Furthermore, actuation of the master cylinder is controlled and/or amplified by first and second pressure-amplifying mechanisms, which are electrically controlled by an electrical control unit.

Abstract: The present invention is directed to a system for determining lift-off or wheel departure of one or more wheels associated with a vehicle from a road. The system includes a sensor that measures the wheel speed of at least one wheel, and a controller that calculates the resonance frequency of the at least one wheel, calculates variations in the resonance frequency, compares the variations with a threshold, and indicates lift-off of the wheel from the road if the variations exceed a threshold.

Abstract: A tandem master cylinder (1) with central valves has ball-shaped valve members (25, 40) with leaf springs (26, 41) serving as valve springs. The ball-shaped valve members (25, 40) can be manufactured of a plastic material, coated with an elastomer. The size of the balls is preferably adjusted to the size of the pistons (4, 5) to allow a maximum flow while ensuring at the same time that the piston walls retain a thickness. The leaf springs (26, 41) have a bowl-shaped body (61), which is shaped like a partial sphere. To avoid an entrapment of brake fluid or a vacuum between the balls (25, 40) and the leaf springs (26, 41), respectively, a central hole (62) has been provided in the bowl-shaped body (61). The leaf springs (26, 41) are equipped with a plurality of tongue-shaped extremities (63) extending radially outward with end portions (64) bent toward the axial side on which the valve members (25, 40) are located.

Abstract: Methods and systems for updating device software are disclosed, including a method for updating an information handling system, the method comprising: rebooting the information handling system; loading operational software for operating the information handling system; applying one or more updates to the operational software to obtain updated operational software; and executing the updated operational software.

Abstract: Methods and systems for updating device software are disclosed, including a method for updating an information handling system, the method comprising: receiving an update, wherein the update is identified with an update type selected from a predefined set of update types; determining a probability that the information handling system enters an essential operating state; and installing the update only in response to the probability being less than a threshold probability.

Abstract: The system includes a carbon dioxide sensor, a temperature sensor and a controller. The carbon dioxide sensor is in electrical communication with the controller and generates a carbon dioxide signal indicative of the carbon dioxide level contained in the air within the vehicle cabin. The temperature sensor is also in electrical communication with the controller and generates a temperature signal indicative of the temperature within the vehicle cabin. The controller is configured to initiate a safety precaution based on the carbon dioxide signal and the temperature signal.

Abstract: An apparatus and method for protecting against rollover in a vehicle. The method and apparatus determine a rollover tendency of the vehicle based on the lateral acceleration, the vehicle speed and the change rate of the steering angle. A database of empiric data is preferably provided that includes values for a critical change rate of the steering angle corresponding to specific lateral accelerations in specific vehicle speeds. A critical change rate of the steering angle is determined based on the sensed lateral acceleration and vehicle speed.

Abstract: A brake pedal feel simulator is provided which reduces the simulation force provided to the brake pedal during emergency or failed conditions. The simulator generally comprises a first spring having a first spring rate and a second spring having a second spring rate. The second spring rate is selected to be lower than the first spring rate. When a predetermined force level is achieved at the brake pedal and simulator, the spring rate provided by the simulator shifts to the second spring rate. In this manner, the rate resistance to translation of the brake pedal is reduced, thereby improving the operator's ability to brake the vehicle.

Abstract: An automotive braking system controls the flow of pressurized brake fluid from a tandem master cylinder to several wheel brakes via a pair of braking circuits. Each circuit features a pressure relief line having, in series, a normally-closed valve, low-pressure accumulator, check valve, pump, damping chamber, and throttling orifice. A bypass line including a normally-closed bypass valve that is operated to interconnect the pressure relief lines of the first and second braking circuits proximate to the suction side of the pump, preferably downstream of the wheel brake outlet valves between the low-pressure accumulator and the check valve, selectively feeds fluid from one braking circuit to the other braking circuit to thereby reduce system response time when, for example, one or more wheel brakes driven by the other braking circuit is actuated to enhance vehicle traction or stability.

Abstract: A system that detects a lateral acceleration and roll rate of the vehicle and estimates a mass distribution parameter. The system then generates a tuned mass distribution parameter that is based on the the lateral acceleration, the roll rate, and the mass distribution parameter and introduces the tuned mass distribution parameter to a rollover stability control system.

Abstract: A brake pedal feel simulator is provided which eliminates the simulation force during emergency, non-assisted and failure conditions. The brake pedal feel simulator generally comprises a spring, a spring seat and a spring stop. The spring is operatively connected to the brake pedal for providing the simulation force, while the spring seat receives an end of the spring. A spring stop is operable between an extended position and a retracted position to prevent and permit rearward axial translation of the spring seat. By permitting rearward axial translation of the spring seat, a simulation force provided by the spring is removed so that there is essentially no resistance to translation of the brake pedal, thereby improving the operator's ability to brake the vehicle.