Abstract: The present disclosure is relates to a conductive film and a manufacturing method thereof. The conductive film includes a base layer, a TPU complex layer, a conductive layer and a TPU surface layer. The TPU complex layer includes a TPU heat-resistant layer and a TPU melting layer. The TPU heat-resistant layer is disposed on the TPU melting layer, and the TPU melting layer is disposed on the base layer. The conductive layer includes a conductive circuit disposed on the TPU heat-resistant layer. The TPU surface layer is disposed on the conductive layer. Utilizing the TPU complex layer, the conductive layer does not contact directly with the base layer to avoid breaking the conductive line of the conductive layer when the base layer is pulled. Therefore, the lifetime of the conductive film can be increased.

Abstract: An inductor is disclosed, the inductor comprising: a T-shaped magnetic core, being made of a material comprising an annealed soft magnetic metal material and having a base and a pillar integrally formed with the base, wherein ?C×Hsat?1800, where ?C is a permeability of the T-shaped magnetic core, and Hsat (Oe) is a strength of the magnetic field at 80% of ?C0, where ?C0 is the permeability of the T-shaped magnetic core when the strength of the magnetic field is 0.

Abstract: An exemplary rocker assembly includes a vehicle rocker at a lateral side of a vehicle, and a battery rocker at a lateral side of a battery pack of the vehicle. An exemplary energy absorbing method includes directing a first portion of a side load through a first load path that extends through a vehicle rocker at a lateral side of a vehicle, and directing a second portion of the side load through a second load path that extends through a battery rocker at a lateral side of a battery pack.

Abstract: An exemplary rocker assembly includes a vehicle rocker at a lateral side of a vehicle, and a battery rocker at a lateral side of a battery pack of the vehicle. An exemplary energy absorbing method includes directing a first portion of a side load through a first load path that extends through a vehicle rocker at a lateral side of a vehicle, and directing a second portion of the side load through a second load path that extends through a battery rocker at a lateral side of a battery pack.

Abstract: A dashboard assembly that includes a cross-car beam extending across at least a portion of the width of the automobile. Also included is a cross-car beam post secured to the cross-car beam. Further included is an energy absorbing bracket operably connecting the cross-car beam post to a glove box assembly, where the energy absorbing bracket comprises a plurality of apertures for permitting deflection of the bracket in the event of movement of the cross-car beam post.

Abstract: A dashboard assembly that includes a cross-car beam extending across at least a portion of the width of the automobile. Also included is a cross-car beam post secured to the cross-car beam. Further included is an energy absorbing bracket operably connecting the cross-car beam post to a glove box assembly, where the energy absorbing bracket comprises a plurality of apertures for permitting deflection of the bracket in the event of movement of the cross-car beam post.

Abstract: A method (100) for cascading system level target to component level design objectives using machine learning and design synthesis techniques. The method (100) of the present invention uses machine learning techniques to build (106, 108) surrogate models from given system targets (102). The method then employs design synthesis methods to determine (110) a range of component level design objectives for the given system level targets using the surrogate models. The range of component level design objectives is fed back (112) to one of the surrogate models to determine (114) the component design objectives.

Abstract: A method of generating a calibration crash sensor pulse using the combination of a generated high frequency band of response (HFB) from a non-destructive impact test and a generated low frequency band (LFB) of response from computer aided engineering analysis.

Abstract: A crush tube assembly for absorbing impact energy is provided. A first tube substantially free from convolutions is disposed about a second tube substantially free from convolutions. A third tube having convolutions is also disposed within the first tube, and may be interposed between the first and second tubes. The convolutions support the axial integrity, and minimize lateral bucking of the first and second tubes during the absorption of impact energy. Additional alternating layers of smooth and convoluted tubes may be alternatively disposed within the assembly to provide further strength and control for absorbing energy. A method for absorbing impact energy is also provided. The method includes the steps of providing a first tube substantially free from convolutions, disposing within said first tube a second tube substantially free from convolutions, interposing between said first and second tubes a third tube having convolutions; and impacting said first, second, and third tubes.

Abstract: A crush tube assembly for absorbing impact energy is provided. A first tube substantially free from convolutions is disposed about a second tube substantially free from convolutions. A third tube having convolutions is also disposed within the first tube, and may be interposed between the first and second tubes. The convolutions support the axial integrity, and minimize lateral bucking of the first and second tubes during the absorption of impact energy. Additional alternating layers of smooth and convoluted tubes may be alternatively disposed within the assembly to provide further strength and control for absorbing energy. A method for absorbing impact energy is also provided. The method includes the steps of providing a first tube substantially free from convolutions, disposing within said first tube a second tube substantially free from convolutions, interposing between said first and second tubes a third tube having convolutions; and impacting said first, second, and third tubes.

Abstract: An impact system employs an accelerometer (40), which produces an acceleration signal (70), and communicates it with a restraints control module (38) that, in turn, determines when switches (58) for passive restraint actuation will be activated. The restraints control module (38) decomposes the acceleration signal (70) via low (44) and high (46) pass filters into a high frequency signal (74), which is used for impact mode determination (78), and a low frequency signal (76), which is used for impact severity determination (80). The results of the two determinations are then used to make a deployment decision (82) for one or more of the passive restraints (30, 32, 34) in the vehicle (20).