Abstract: A vehicle roll control system comprises a torsion bar and a first arm extending-substantially perpendicular to the torsion bar. The first arm is fixed to the torsion bar at one end and connectable to one of the axles at the other end. A hydraulic actuator is attached to the torsion bar; and a control connected to the hydraulic actuator controls the operation thereof on detection of a predetermined vehicle condition. The hydraulic actuator comprises a housing, a piston making a sealing sliding fit inside the housing to define a first fluid chamber and a second fluid chamber, and a piston rod connected to the piston and extending through the second fluid chamber and out of the housing.

Abstract: A vehicle powertrain torque control provides an engine drag control mode of operation during periods of undesired engine drag induced wheel slip by modifying the torque of the vehicle engine in closed loop control to maintain a driven wheel speed at a predetermined target velocity lower than the vehicle speed by a target velocity difference providing as much engine braking as is consistent with a desired degree of lateral traction. The control derives a velocity error as the difference between the driven wheel speed and the target velocity and derives and delivers to the powertrain a torque command for reducing the velocity error. The torque control determines the engine drag control mode in response to the wheel speed sensors, preferably causing entry of the engine drag control mode when the driven wheel speed that is closest to the vehicle speed falls below the target velocity while powertrain delivered torque and throttle position are below predetermined values indicative of deceleration.

Abstract: A vehicle roll control system has a torsion bar and a first arm extending substantially perpendicular to the torsion bar. The first arm is fixed to the torsion bar at one end and connectable to one of the axles at the other end. A hydraulic actuator is attached to the torsion bar; and a control connected to the hydraulic actuator controls the operation thereof on detection of a predetermined vehicle condition. The hydraulic actuator comprises a housing, a piston making a sealing sliding fit inside the housing to define a first fluid chamber and a second fluid chamber, and a piston rod connected to the piston and extending through the second fluid chamber and out of the housing.

Abstract: Controllable dampers are used to improve vehicle responses and stability during severe vehicle handling maneuvers. A total handling damping value for the vehicle is derived, preferably from the greatest of a yaw rate error value, a lateral acceleration value and a time derivative of lateral acceleration value. In addition, a control ratio of front axle roll damping to total roll damping is derived, preferably from the yaw rate error value, an oversteer/understeer indication and possibly vehicle speed. From these values, handling damping values are derived for each wheel of the vehicle and blended with damping values for the same wheels derived from suspension component movement to determine a corner damping command for each controllable damper. Preferably, the damping values derived from suspension component movement are shifted away from damping control of the vehicle body toward handling damping control when yaw rate error is large in magnitude.

Abstract: A steering angle sensor providing an output signal indicating relative position within a full rotation, such as a relative dual track steering sensor, provides a signal to a digital processor coupled to a non-volatile memory for storing retained values of a centered vehicle steer angle, a rotation count and a mounting bias angle. The processor derives three test steer angle values utilizing, respectively, (1) the retained rotation count, (2) one greater than the retained rotation count and (3) one less than the retained rotation count and chooses as an initialized steer angle one of the three test steer angles that differs from the retained value of a centered vehicle steer angle by less than a first calibration value.

Abstract: An improved weight estimation apparatus in which an elastomeric bladder is supported on a semi-rigid backer board which is installed in a vehicle seat between the seat cushion and an underlying spring suspension. The bladder is secured onto the backer board, and the backer board is attached to the seat, enabling proper and consistent placement of the bladder relative to the seat surface. The backer board provides the reaction surface for the bladder, and masks non-uniformities of the seat structure. Additionally, the backer board will reduce or eliminate the effect of objects lying on the floor under the seat, which might otherwise pinch the bladder and produce weight estimation errors. Further, the board tends to protect the bladder from damage due to sharp objects, pinching by the suspension elements, and the effects of wires or cables routed through the seat.

Abstract: An association method for a multi-slope FMCW radar identifies candidate combinations of frequency components as being correctly or incorrectly associated based on calculated range-rate. Range and range-rate are calculated for various pairs of frequency components emanating from like-polarity slopes of the transmitted waveform, and pairs having similar ranges and range-rates are combined to form candidate associations. The range and range rate of the candidate associations are then computed using all four frequency components, and ambiguous candidate associations are resolved by selecting the candidate associations having similar range rates.

Abstract: A disc brake caliper assembly is provided that includes a housing having a bore. A piston is arranged within the bore and is movable between normal retracted and knock-back positions. A linkage is adjacent to the piston and is movable between first and second positions with a clearance between the piston and the linkage in the first position. The clearance undesirably permits the piston to move to the knock-back position during severe operating conditions. An actuator, which also may be used as part an electric parking brake, moves the linkage from the first position to the second position to eliminate the clearance when the linkage is moved from the first position to the second position where the linkage abuts the piston. The linkage is connected to the caliper housing by a support. The linkage prevents the piston from moving from the normal retracted position to the knock-back position.

Abstract: A vehicle brake control providing understeer correction through an increase in differential brake pressure favoring the inside wheel applies the increase, in the absence of anti-lock braking activity, across the rear wheels unless one or more sensors indicates a likely low traction condition on the inside rear wheel, in which case the increase is applied to the front pair of wheels. Preferred sensors include a suspension position sensor for the inside rear wheel or other sensor derived information from a suspension control system that indicates large body roll in a turn together with forward body pitch. In the absence of a suspension control system, preferred sensors include vehicle lateral and longitudinal accelerometers indicating vehicle roll and pitch together with a steer angle sensor indicating a significant turn. An indication could also be derived from a normal force sensor on the wheel or normal force information derived from other sensors such as a tire pressure sensor.

Abstract: A spring includes intermediate coils of larger and smaller diameter so that upon compression of the spring the smaller diameter coil may nest within one of the large diameter coils, thereby reducing the overall length of the spring without causing the coils to come in contact with one another. The spring may be used in automotive vehicle suspension assemblies and other applications. The axis of the smaller coil may be offset from the axes of the other coils, thereby providing a spring in which one side is softer and the other is stiffer, so that upon compression the spring bows or deflects along a curved line. In addition to the small diameter coil being offset from the remaining coils, the wire diameter of one or more of the coils may be changed to affect the local stiffness of the spring.

Abstract: An improved occupant weight detection system measures the pressure in a fluid-filled bladder disposed in or under a foam seat cushion as an indication of occupant weight, and periodically adjusts the pressure vs. occupant weight relationship to compensate for changes due to aging and usage of the foam seat cushion. The system controller develops an aging adjustment value based on a measure of the cumulative aging and usage of the seat, and uses the developed adjustment value to compensate the operation of the system. The aging adjustment value is determined primarily as a function of occupant weight and time of seat occupancy, and the compensation is achieved by using the aging adjustment value to adjust either the estimated weight, or a threshold to which the measured pressure is compared for purposes of deciding if restraint deployment should be enabled.

Abstract: An apparatus and method for detecting radar system blockage includes a radar system having an antenna unit configured to transmit radar signals and receive reflected radar signals. In one embodiment, fixed frequency continuous wave radar signals are transmitted, and corresponding reflected signals are sampled and processed to determine a mainbeam clutter signal peak in frequency bins near those corresponding to vehicle speed. If this peak is less than a power threshold, the antenna unit is at least partially blocked. In another embodiment, a number of most recent reflected tracking signal amplitudes are sampled, normalized to a predefined range value and filtered to produce a smoothed tracking amplitude. If the smoothed tracking amplitude drops below an amplitude threshold, the antenna unit is at least partially blocked. The two embodiments may be combined to determine a radar antenna blockage status as a function of both techniques.

Abstract: A traction control for a motor vehicle derives a target delta velocity as the sum of a longitudinal velocity of the vehicle and a target delta velocity derived from one or more of a longitudinal acceleration, a lateral acceleration and a turn curvature. The vehicle has a vehicle stability enhancement system of the type becoming active when a vehicle yaw rate error is sensed for providing braking control of individual wheels of the motor vehicle to reduce the vehicle yaw rate error below a predetermined value. In response to activity of the vehicle stability enhancement system in reducing a vehicle yaw rate error, the target delta velocity, and thus the target velocity, is bounding between a maximum target velocity value and a minimum target velocity value, at least one of which is derived from an estimated coefficient of friction between the vehicle drive wheels and the drive surface.

Abstract: A parking brake assembly for an automotive drum brake is provided. The parking brake assembly replaces a conventional mechanical strut with an electronic strut actuator subassembly that provides for parking brake engagement and disengagement, sensing of brake lining wear and adjustment of brake shoe-to-drum clearance.

Abstract: A stop determination for a vehicle is provided by requiring simultaneous stop determinations by at least one wheel speed sensor providing output pulses at a rate inversely proportional to vehicle speed and a forward looking radar unit for sensing an object in the vehicle's path and providing a range rate signal with respect to that object. The determination is particularly useful when the time between consecutive pulses at a predetermined minimum speed indicative of an essentially stopped vehicle is greater than a predetermined maximum time period allowed for the determination. Each of the signals complements the other to provide a vehicle stopped determination that is more reliable than either can provide by itself and is workable for most purposes, including stop and go vehicle speed control.

Abstract: A vehicle satellite crash sensor includes a microcomputer with a stored datum indicating intended use in a frontal application such as the front crush space or a side application such as a vehicle side door. The microcomputer also stores a program that processes a sensed acceleration signal, derives an oscillation value and derives an occupant restraint deployment signal at least in response to the oscillation value. The program includes stored code for two alternative oscillation derivation algorithms: one of which is used in frontal applications and derives an integral of the absolute value of the sensed acceleration signal; the other of which is used in side applications and derives an integral of the sensed acceleration. The stored datum determines which of the stored oscillation algorithms is used.

Abstract: An improved weight-based occupant characterization method reliably distinguishes between an empty seat and a seat occupied by an ultralight child seat. The seat occupancy is initially characterized using a primary classification technique in which the measured seat pressure is compared to an allow threshold representative of a minimum weight adult. If the primary classification technique determines that the seat is empty and a seat belt for the passenger seat is buckled, a secondary classification technique is initiated to compare the measured seat pressure to a predetermined pressure range characteristic of occupied ultralight child seats. If the measured pressure falls within the ultralight child seat range, characterization of the primary classification technique is discarded in favor of the characterization of the secondary classification technique.

Abstract: A full function antilock brake valve including a master cylinder port, a wheel port, and an accumulator port. The valve includes a first fluid path coupling the wheel port and the master cylinder port, and a second fluid path coupling the wheel port and the accumulator port. The valve has a normally open valve portion for controlling the flow of fluid through the first fluid path, and the normally open valve portion includes an armature having a plunger that engages a seat. The first fluid path includes an inflow portion that delivers flow from the wheel port to the normally open valve portion. The valve further includes a normally closed valve portion for controlling the flow of fluid from the wheel port to the accumulator port, the normally closed valve portion including an armature having a plunger that engages a seat.

Abstract: A method of forming a bond between a resilient rubber member with a chlorinated surface and a bracket, especially in a vehicle mount assembly, includes forming a cured epoxy coating on the bracket member and heating the bracket member and the chlorinated surface of the rubber body to a bonding temperature while pressing them together to form a bond between them.

Abstract: A vehicle restraint control system provides sophisticated, adaptable control of occupant restraints through the use of a system level architecture to predict the nature of a crash event at the earliest possible time and an occupant injury model to tailor the restraint deployment in an adaptable way to characteristics of the protected vehicle occupant(s) and the nature of the crash event. The occupant injury model derives the potential for injury in a particular vehicle crash in real time as a function of occupant mass, vehicle interior stiffness and occupant impact velocity with respect to the vehicle interior. Peak vehicle crush zone velocity is used as a predictor of occupant impact velocity with the vehicle interior. Predicted occupant impact velocity is preferably adjusted in response to derived impact angle factor, which is derived from orthogonal lateral and longitudinal accelerometers in the vehicle occupant compartment.