Abstract: An apparatus for detecting unwanted noise includes a reference sensor that generates a reference signal in response to stimulation by a source. A combined noise detector picks up a combined noise signal, which includes both background noise and the unwanted noise generated by the source. A noise separation synthesis device filters both signals to generate a coherent unwanted noise signal from the combined noise signal as a function of the reference signal generated by the reference sensor. A comparator determines the presence of unwanted noise by calculating the Kurtosis value of the coherent unwanted noise signal.

Abstract: A brake system for a vehicle having wheels. The brake system includes a brake housing and a flow chamber housing. The brake housing includes a friction element being adapted to move to engage a portion of the wheels for inhibiting rotation of the wheels. The flow chamber housing includes a substantially circular flow chamber and a brake fluid line. The substantially circular chamber housing includes an enlarged flow chamber has a circumferential wall and a peripheral wall and a pair of opposite walls. The enlarged flow chamber is fluidly interconnected to the brake housing for supplying fluid to the brake housing for moving the friction element. The brake fluid line is connected substantially tangentially to the circumferential wall of the flow chamber housing includes a first fluid line connected to the peripheral wall of the enlarged flow chamber and a master cylinder fluid line connected to one of the pair of substantially circular flow chamber whereby oppositely facing walls of the enlarged flow chamber.

Abstract: A vehicle brake assembly includes a brake rubbing interface operative to slow a vehicle when activated. The interface produces airborne brake dust particles when activated. A dust collector plate is positioned in close proximity to the brake rubbing interface to collect the brake dust. A charging circuit is operative to generate an electrostatic charge so that the brake dust is attracted to the charged collector plate.

Abstract: A system and method for detecting wheel lift of an automotive vehicle includes a yaw rate sensor (28) that generates a yaw rate signal, a lateral acceleration sensor (32) that generates a lateral acceleration signal, a roll rate sensor (34) generating a roll rate signal, and a longitudinal acceleration sensor (36) for generating a longitudinal acceleration signal. A controller (18) is coupled to the yaw rate sensor (28), the lateral acceleration sensor (32), the roll rate sensor (34), and the longitudinal acceleration sensor (36). The controller determines a dynamic load transfer acting on the plurality of wheels as a function of yaw rate, lateral acceleration roll rate, and longitudinal acceleration. Normal forces for each of the plurality of wheels is determined as a function of the dynamic load transfer. Wheel lift is indicated when at least one of the normal forces for each of the plurality of wheels is less than a normal force threshold.

Abstract: A vehicular frame assembly 10 having a pair of members 12, 14 which are generally parallel to the longitudinal axis of symmetry 16 of the vehicle which is constructed by use of the frame assembly 10. Each member 12, 14 is connected by use of members 11, 18, 20, 21, and 13 and has a pair of portions 22, 24 which each have a relatively tall sectional height which include an aperture 28. A unique one of the half shafts 32, 34, 36, and 38 are received within each of these apertures 28, thereby allowing the portions 22, 24 to have a relatively tall sectional height and thereby allowing the frame assembly 10 to have a lowest resonant frequency mode in excess of about fifty hertz.

Abstract: A rotary position sensing assembly (10) includes a sensor (12) that monitors angular position, and which is fixedly attached to a first member (14), and a first arm (16) having a first end (18) pivotally attached to the sensor (12) and a second end (22) including a first portion (24) of a universal joint (26). The rotary position sensing assembly (10) also includes a second arm (28) having a first end (30) that includes a second portion (32) of the first universal joint (26) pivotally attached to the first portion (24) of the first universal joint (26), and a second end (34), including a first portion (36) of a second universal joint (38). The rotary position sensor assembly (10) further includes a second portion (40) of the second universal joint (38) fixedly attached to a second member (42) and pivotally attached to the first portion (40) of the second universal joint (38).

Abstract: A releasable brake pedal system 10 for a vehicle includes a pedal assembly 12 operatively engageable by the driver of the vehicle and a hydraulic actuator assembly 20 for generating pressurized hydraulic fluid for actuating one or more brakes 44A-44D. The pedal system 10 further includes a pressure release valve 30 or 30′ coupled in fluid communication with the pressurized hydraulic fluid. The pressure release valve 30 or 30′ is operative to reduce the amount of pressure applied to the brakes 44A-44D during a detected vehicle deceleration indicative of a collision event. The pressure release valve 30 is responsive to a deceleration sensor 40 according to one embodiment, and valve 30′ employs a deceleration sensitive inertial mass 76 according to another embodiment. Accordingly, the pedal system 10 reduces forces that may otherwise be transferred to the pedal assembly 12 during a collision.

Abstract: For a motor vehicle 10, a method for generating a map of a vehicle's dynamic steering ratio as a function of vehicle velocity and yaw rate. The steering ratio accounts for vehicle system compliance during dynamic maneuvers. The mapping of the steering ratio is used in an algorithm to estimate the vehicle's steering wheel angle while the vehicle is in a dynamic maneuver such as a turning maneuver. This estimation is based on the front wheel steer angles that are derived from the yaw rate and longitudinal velocity and the steering ratio.

Abstract: A stability control system (18) for an automotive vehicle 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 roll rate sensor (34), a yaw rate sensor (20) and a longitudinal acceleration sensor (36). The controller (26) is coupled to the speed sensor (20), the lateral acceleration sensor (32), the roll rate sensor (34), the yaw rate sensor (28) and a longitudinal acceleration sensor (36). The controller (26) determines a global roll attitude and a global pitch attitude from the roll rate, lateral acceleration signal and the longitudinal acceleration signal. The controller determines a roll gradient based upon a past raw roll rate and current raw roll rate, the roll angular rate signal and the lateral acceleration signal, a pitch gradient based upon a past raw pitch rate and current raw pitch rate the calculated pitch angular rate signal and the longitudinal acceleration signal.

Abstract: A vehicle tire monitoring system provides enhanced information about the contact patch interface area between the tire and the underlying road surface. The system has first, second, and third sensors (20A, 20B, and 20C) located on a tire (12) and sensing first, second, and third tread contact lengths (LA, LB, and LC) during which the tire (12) contacts the ground surface (18). The system also includes a controller (42) for processing the first, second, and third tread contact lengths (LA; LB, and LC) to determine a characteristic of the monitored tire (12).

Abstract: A vehicle suspension attachment assembly 10 including a spring 17, a pair of spring seats 16, 18 which are coupled to the spring 17, a bushing 25 which is coupled to seat 16, and an attachment member 24 which is received by the seat 16 and the bushing 25 and which is substantially concentric to the seat 16 and to the bushing 25, thereby reducing the overall packaging requirements of a vehicle suspension 12 incorporating the assembly 10.

Abstract: A stability control system (24) for an automotive vehicle as includes a plurality of sensors (28-39) sensing the dynamic conditions of the vehicle and a controller controls a steering force to reduce a tire moment so the net moment of the vehicle is counter to the roll direction. The sensors may include a speed sensor (30), a lateral acceleration sensor (32), a roll rate sensor (34), a yaw rate sensor (20) and a longitudinal acceleration sensor (36). The controller (26) is coupled to the speed sensor (30), the lateral acceleration sensor (32), the roll rate sensor (34), the yaw rate sensor (28) and a longitudinal acceleration sensor (36). The controller (26) determines a roll angle estimate in response to lateral acceleration, longitudinal acceleration, roll rate, vehicle speed, and yaw rate. The controller (26) changes a tire force vector using by changing the direction and/or force of the steering actuator in response to the relative roll angle estimate.

Abstract: A method of performing passive countermeasures for an automotive vehicle (12) having a vehicle sensor complex (18) generating a vehicle sensor complex signal is provided. The method of performing passive countermeasures includes performing an accelerometer initiated passive countermeasure method and performing a sensor fusion initiated passive countermeasure method. An object is detected with a sensor fusion (14) and an object parameter signal is generated. The object parameter signal is compared with an object parameter threshold level. The sensor fusion initiated passive countermeasure method is terminated when the object parameter signal is greater than the object parameter threshold level.

Abstract: A system and method for braking a towed conveyance. In one embodiment, a system is provided for use on a trailer (102) having an axle assembly (108). The system (100) includes a motor controller (124), a pair of electric motor/generators (120), a battery (122), a battery controller (126), and sensors (128). Controller (124) monitors the yaw rate of trailer (102) by use of sensors (128). Based upon the monitored yaw rate, controller (124) selectively activates motor/generators (120) which provide a regenerative braking torque to axle assembly (108), thereby braking trailer (102) and generating electrical energy which may be used to recharge battery (122).

Abstract: A vehicle rollover sensor 10 is provided, including a movable member free 12 free to rotate about a single axis 14. The movable member 12 includes an inertial mass 18. A magnet 22 is mounted to the movable member 12. The vehicle rollover sensor 10 further includes a magnetoresistive sensor 24 capable of sensing changes in the magnetic field due to changes in the orientation of the moveable member 12.

Abstract: An integrated front body clip including an instrument panel support structure, steering column support structure, and cowl structure forming a shared, dependent, and complementary support structure between the A-Pillars of a vehicle. Front and rear magnesium casting, each having a plurality of cast in features, are clamshelled into a single integrated clip. The resultant integrated front body clip offers substantial weight and improves the torsional and bending strength characteristics as compared with traditional steel structures. By maximizing cast in features, redundancy between competing parts is eliminated with an increase in dimensional control. Further, by creating a hollow region within the resultant clip structure, heated or cooled air may be moved without complex ductwork. In an alternative preferred embodiment, the front casting is provided in three modular parts that may be arranged for use in left-side or right-side driving vehicles.

Abstract: A brake assembly 12 for use within an electric vehicle 10 and which allows the vehicle 10 to be selectively decelerated in substantially the same manner as is an internal combustion engine type vehicle upon the release of an accelerator pedal member 18 or the depression of a brake member 20.

Abstract: A tow hitch rear bumper assembly for a motor vehicle includes a rear bumper for attachment to a frame of the motor vehicle and a tow hitch integrated with the rear bumper.

Abstract: A rotary valve 10 which includes a first sleeve member 24 and a second shaft member 32. The members 24 and 32 cooperatively provide pressure to a cylinder assembly 36, effective to cause the cylinder assembly 36 to move the wheels 20, 22 in a desired direction. The valve 10 provides increased pressure to the low-pressure side of the piston as the amount of torque which is communicated to it is increased or as the velocity of the rack assembly 18 is increased from wheels 20, 22.

Abstract: A stability control system (24) for an automotive vehicle as includes a plurality of sensors (28-39) sensing the dynamic conditions of the vehicle and a controller controls a steering force to reduce a tire moment so the net moment of the vehicle is counter to the roll direction. The sensors may include a speed sensor (30), a lateral acceleration sensor (32), a roll rate sensor (34), a yaw rate sensor (20) and a longitudinal acceleration sensor (36). The controller (26) is coupled to the speed sensor (30), the lateral acceleration sensor (32), the roll rate sensor (34), the yaw rate sensor (28) and a longitudinal acceleration sensor (36). The controller (26) determines a roll angle estimate in response to lateral acceleration, longitudinal acceleration, roll rate, vehicle speed, and yaw rate. The controller (26) changes a tire force vector using by changing the direction and/or force of the steering actuator in response to the relative roll angle estimate.