Abstract: A control system (18) has a roll angular rate sensor (34), a yaw angular rate sensor (28), a lateral acceleration sensor (32), a longitudinal acceleration sensor (36), and four wheel speed sensors (20). The controller (26) determines a relative pitch angle and relative roll angle using the lateral acceleration signal, the longitudinal acceleration signal and the roll rate signal; a first flatness index using the roll angular rate signal, the yaw angular rate signal, the relative roll angle and a relative pitch angle; a steady state pitch angle using the vehicle speed and the longitudinal acceleration, and a steady state roll angle using the lateral acceleration, speed, and yaw rate. The controller (26) determines a second flatness index using the steady state pitch angle, the relative pitch angle, the yaw rate, the steady state roll angle and a relative roll angle.

Abstract: An occupant classification system (12) for an automotive vehicle (14) is provided. The system (12) includes a weight-sensing device (24) that generates a weight signal and an accelerometer (26) that generates an acceleration signal. The weight-sensing device (24) and the accelerometer (26) are coupled to a seat system (20). A controller (22) is electrically coupled to the weight-sensing device (24) and the accelerometer (26). The controller (22) determines occupant classification in response to the weight signal and the acceleration signal by monitoring a frequency domain representation of the weight signal divided by the acceleration signal. A method for performing the same is also provided.

Abstract: An active vibration damper, such as a piezoelectric element (310, 400, 604, 800), a magnetostrictive element (510, 902) or a magnetic shaped alloy, is placed at a connection point (102) between a vehicle suspension component and a vehicle body or frame. The vehicle suspension component, for example, a suspension control arm (100) or shock absorber, determines, in part, noise, vibration and harshness (NVH) characteristics of the vehicle. In addition the vehicle suspension component determines steering and handling of the vehicle. Desirable NVH and good steering and handling are at odds; that is, good steering and handling typically requires a compromise in NVH characteristics. By virtue of the selective placement of vibration dampers in accordance with the invention, good steering and handling are achieved without sacrificing NVH characteristics.

Abstract: A system for reducing steering nibble and other vibrations in a power-assisted steering system increases the amount of damping force when a power steering boost system is applying little or no steering force to the steering actuator, and reduces the amount of damping force when the power boost system is applying significant steering force to the steering actuator. A damping member is formed of a polymer material and is urged into contact with the steering actuator by a spring-biased clamping member. A shuttle valve regulates pressure from the hydraulic steering boost system to overcome the spring biasing force whenever hydraulic pressure is applied to the steering actuator. The preload of the spring biasing mechanism is varied by an electronic control unit that receives inputs from a driver-activated switch, and from vehicle condition sensors to allow automatic, adaptive adjustment of the damping to optimize driving comfort and safety.

Abstract: A control system (18) for an automotive vehicle includes a lateral acceleration sensor (32), a yaw rate sensor (28), a longitudinal acceleration sensor (36), and suspension height sensors (50a-50d). The controller (26) determines a roll characteristic from the first angular rate signal, the suspension height signal, and the lateral acceleration signal and a pitch characteristic from the first angular rate signal, the suspension height signal and the longitudinal acceleration signal.

Abstract: An inflatable belt presenter for use with an occupant restraint belt of a motor vehicle has a stored condition wherein the presenter is deflated and allows the restraint belt to assume a stowed position, and a deployed condition wherein the presenter is inflated and urges the belt to a graspable position in which the occupant can more easily grasp the belt prior to fastening it. The presenter is inflated by a source of gas pressure carried on board the vehicle, such as a compressor, pressure vessel, or a seat-mounted bladder after an occupant has been seated in the seat and is ready to don the restraint belt. Inflation of the presenter preferably occurs upon activation by an electronic control system that receives inputs from one or more vehicle systems, such as a seat weight sensor, a door open/closed sensor, and/or an ignition switch. The inflated presenter is flexible and compliant enough that it will not cause any discomfort to the seat occupant if it should contact the occupant's body.

Abstract: A stability control system (24) for an automotive vehicle includes a plurality of sensors sensing the dynamic conditions of the vehicle. The controller (26) is coupled to the sensors. The controller (26) determines a road surface coefficient of friction, calculates a maximum slip angle based on the road surface coefficient of friction, determines a calculated side slip angle in response to measured dynamic vehicle conditions, and reduces a steering wheel actuator angle when the calculated side slip angle is greater than the maximum slip angle.

Abstract: A yaw stability control system (18) is enhanced to include roll stability control function for an automotive vehicle and includes a plurality of sensors (28-39) sensing the dynamic conditions of the vehicle. The sensors may include a speed sensor (20), a lateral acceleration sensor (32), a yaw rate sensor (28) and a longitudinal acceleration sensor (36). The controller (26) is coupled to the speed sensor (20), the lateral acceleration sensor (32), the yaw rate sensor (28) and a longitudinal acceleration sensor (36). The controller (26) generates both a yaw stability feedback control signal and a roll stability feedback control signal. The priority of achieving yaw stability control or roll stability control is determined through priority determination logic. If a potential rollover event is detected, the roll stability control will take the priority.

Abstract: A restraint and fuel pump cutoff control system is disclosed wherein a restraint control module controls the restraint system such as an air bag deployment system and a fuel system power supply based upon data inputs from sensors positioned at various locations on the vehicle. When data received from the sensors indicates that a collision event has occurred and has reached the predetermined level of severity, power to the fuel system is cut off to prevent undesired pumping of fuel. If power is interrupted during a collision event, the fuel system will be cut off and remain cut off until reset by turning the ignition switch to off and then to run/start indicating a clean shutdown. The restraint control module utilizes collision data profiles to distinguish between power shutdowns occurring during a collision event and power shutdowns occurring when only background data is being received from the sensors.

Abstract: The invention relates to a steering control device for a vehicle, comprising a steering actuator, a pair of steerable wheels (1a, 1b) attached to the same wheel axle, a steering transmitting device connecting the steering actuator and the steerable wheels(1a, 1b), and a sensor (5) arranged to detect at least one parameter relating to a condition of the steering actuator and generate a signal indicative of said condition, which signal also categorizes each of the steerable wheels (1a, 1b) as an inside and an outside wheel respectively. The control device further comprises an electronic control unit (10) for a vehicle brake control system, which system is arranged to brake the inside wheel when a signal from the sensor (5) exceeds a predetermined value for a particular condition, in order to reduce the turning radius (R1, R2) of the vehicle. A method for operating the control system is also disclosed.

Abstract: An active, resettable head restraint system includes a collision prediction system for detecting objects approaching the vehicle from the rear, a pressure tank containing a quantity of pressurized air, a motor-driven compressor for maintaining a desired pressure in the tank, and an expandable headrest. The headrest comprises a base mounted to the seat back in conventionally known fashion, a pad connected to the base for movement between a rearward pre-deployment position and a forward deployed position, and at least one inflatable bladder located between the base and the pad. The bladder is connected with the pressure tank for inflation when activated by the collision prediction system. When in the deflated condition, the bladder is substantially contained within the base, and the headrest has a relatively narrow pre-deployment configuration.

Abstract: A motor vehicle occupant protection system features an upper panel of an armrest is maintained in an arm supporting position during normal vehicle operation, and is moved to a safety position by an actuation device upon sensing of an actual or impending impact on the side of the vehicle. In the arm supporting position, the arm support panel contributes to the structural strength of the armrest so that it is able to withstand rugged use. In the safety position, the arm support panel is positioned so that it does not present a rigid edge oriented directly toward the occupant, but rather is in a partially or completely folded position. Both mechanical and electronic actuation systems are disclosed.

Abstract: A method of adjusting air bag deployment in a vehicle having a seat adjustable along a seat track and an adjustable pedal includes sensing the adjusted position of the seat along the seat track and sensing the adjusted position of the adjustable pedal. Air bag deployment is then adjusted based upon the sensed positions of the seat and pedal. Preferably, the air bag is deployable at low output and high output, and the adjusting step includes sending a signal operative to enable or disable the high output of air bag deployment.

Abstract: A pedestrian safety device for mounting to an automotive vehicle has a relatively low-resistance mechanical response when struck by an object having the approximate width of a human leg, and relatively high-resistance response when struck by an object wider than a human leg. The impact energy management device comprises a backplate attachable the vehicle and a plurality of seesaw elements attached to the backplate for pivoting movement relative to the backplate. Each element has a first and a second contact end spaced forwardly from the beam. When a narrow object like a pedestrian's leg strikes the device, only one end of each seesaw element is urged toward the backplate and the element pivots with respect to the backplate to absorb energy and offer a relatively low resistance. When a wider object strikes the device, both contact ends of a seesaw element are engaged so that the element bends toward the backplate. The strain caused by the bending offering a higher resistance to intrusion by the object.

Abstract: An occupant restraint belt for use with a seat of a motor vehicle has an inflatable section having a deflated condition wherein the belt assumes a stowed position and an inflated condition wherein the belt assumes a deployed position in which the belt is in a position making it easy for a seat occupant to see and grasp the belt in order to fasten it. The inflatable section is formed by sewing a layer of flexible material to the webbing that constitutes the main restraint member of the belt to form at least one gas-tight inflation chamber. The belt is inflated after an occupant is seated in the seat and ready to don the restraint belt. Inflation of the inflatable section preferably occurs upon activation by an electronic control system that receives inputs from one or more vehicle systems, such as a seat weight sensor, a door open/closed sensor, and/or an ignition switch.

Abstract: A side impact collision sensing system 10 for use on a vehicle 12. System 10 includes several door mounted impact sensors 18-24 and a sensor 26 which is disposed in relative close proximity to the center of the vehicle's passenger compartment 52. System 10 determines whether a side impact collision has occurred or is occurring and selectively activates one or more restraint assemblies 28-34 if such a determination is made. System 10 reduces the likelihood of a false and/or unnecessary activation of restraint assemblies 28-34 by using sensors 18-24 and sensor 26 in a distributed algorithm to detect side impact collisions.

Abstract: An automotive instrument panel (IP) has a thermostatically controlled electric heating element for maintaining the plastic material of the IP at a temperature warm enough to inhibit brittle fracture during deployment of an airbag mounted within the IP. The heating element is formed by depositing a layer of electrically conductive material on an inner surface of the outermost layer of the IP along the perimeter of an airbag deployment path, bonding the outermost layer to a substrate, and using a laser to simultaneously score the IP around the deployment path and cut the conductive layer so that it forms a circuit through which electric current may be passed for resistance heating.

Abstract: An air bag deployment system for a vehicle having an air bag cushion having at least one pyrotechnic vent, an inflator in communication with the air bag cushion for inflating the air bag cushion, at least one sensor, and a restraint control module electrically connected to the pyrotechnic vent and the at least one sensor. The restraint control module being operative to receive and analyze a signal from the at least one sensor and to signal the pyrotechnic vent to deploy thereby allowing gas to vent from inside the air bag cushion.

Abstract: An inflatable occupant restraint for protecting occupants seated in the third row of an automotive vehicle and includes a plurality of inflatable restraint devices mounted approximately vertically adjacent the window between the C pillar and the D pillar and horizontally tethered but movable from a stowed position to an inflated position in response to conditions indicative of the need for inflation of the restraint.

Abstract: A bumper system for reducing injury to a pedestrian struck by an automotive vehicle by lessening the likelihood of pedestrian knee joint damage or underbody entrapment while minimizing the point load applied to the lower leg. The bumper assembly includes a bumper beam having a front surface, cushioning material such as energy absorbent high-density foam disposed on the front surface of the bumper beam, and a pedestrian protection leg spoiler secured to the bumper beam and extending downwardly and forwardly therefrom to position the leading edge of the leg spoiler below the cushioning material. The cushioning material absorbs energy of the initial impact with the leg in the vicinity of the knee, and the leg spoiler contacts the leg at a lower position. The leg spoiler has stiffness characteristics such that the impact load applied by the leg to the leading edge causes the leg spoiler to bend rearward in the manner of a cantilever beam.