Abstract: An acceleration sensor assembly for a restraint retractor of a seat restraint system in a vehicle includes an acceleration sprocket operatively connected to the restraint retractor. The acceleration sensor assembly also includes an acceleration pawl cooperating with the acceleration sprocket to operatively cause lock up of the restraint retractor. The acceleration sensor assembly includes a mass member cooperating with the acceleration pawl to move the acceleration pawl when an acceleration force is present. The acceleration sensor assembly further includes an electromagnet assembly cooperating with the mass member to hold the mass member in a predetermined position until the acceleration force exceeds a predetermined value and the mass member moves to actuate the acceleration pawl to engage the acceleration sprocket to operatively cause lock up the restraint retractor and prevent unwinding of a belt from the restraint retractor.

Abstract: An improved splined cam phaser includes four assemblies: a sprocket assembly, an inner hub assembly, a cover assembly, and a piston assembly. The joined assemblies provide phaser function at reduced manufacturing cost. The cover assembly, at least in part, is stamped from sheet stock and is net formed to receive a seal.

Abstract: A processor controlled FM receiver implements a technique for reducing adjacent channel interference without requiring additional components. Initially, the technique determines whether a desired channel has interference. If so, signal information on adjacent channels is collected. The desired channel is then shifted away from one of the adjacent channels if the collected signal information indicates that only one of the adjacent channels is appreciably interfering with the desired channel.

Abstract: An improved splined cam phaser includes four assemblies: a sprocket assembly, an inner hub assembly, a cover assembly, and a piston assembly. The joined assemblies provide phaser function at reduced manufacturing cost. The piston assembly is formed, at least in part, of a plastic polymer wherein the seal groove is net formed.

Abstract: A gear reduction mechanism includes a gearbox housing, a first gear having a first axis of rotation about a first shaft and the second gear having a second axis of rotation about a second shaft. The first and second gears are rotatably mounted in a gearbox housing so that the first and second gears mesh with each other such that the first axis of the first gear is substantially perpendicular to the second axis of the second gear. The gear isolator assembly is preferably disposed within the gearbox housing about the second gear for reducing noise generated between the first and second gears during operation of the mechanism.

Abstract: A valve actuating mechanism includes opening and closing rotary cams rotatable together about a primary axis and a rocker pivotable about a first pivot axis spaced from the primary axis. The rocker includes first and second rocker arms connected to actuate a valve by oscillating motion about the pivot axis. The first and second rocker arms respectively carry opening and closing cam followers operable by the opening and closing cams for positively oscillating the rocker in either direction. The closing cam follower has a pad engagable with the closing cam and carried by a hydraulic lash control piston slidable in a cylinder of the second rocker arm. The cylinder is connected with a pressure oil supply having a check valve preventing reverse oil flow. A bleed orifice in the pad is sized to allow restricted oil flow from the cylinder to avoid excessive loading of the mechanism. The orifice may be blocked by the cam to limit oil flow during operation of the pad on the cam base circle.

Abstract: An apparatus for minimizing angular rotor position errors in an air core gauge includes an air core gauge (105) having a magnetic rotor (108) and at least three coils (102, 104 and 106) wound around the rotor (108). A probe signal is applied to the first coil (102), and output signals are developed and detected across the second and the third coils (104, 106) in response to the probe signal and low-frequency signals applied to one or more of the coils (102, 104 and 106). The output signals are processed by a demodulation circuit (110) and a number of DC voltage signals are produced therefrom. A control circuit (304) is responsive to the number of DC voltage signals to determine an actual angular position of the rotor (108), and to suitably adjust the low-frequency signals to thereby correct for errors between the actual angular position of the rotor (108) and the desired angular position thereof.

Abstract: A variable valve actuating comprising a spring guide for use with a curved spring includes an elongate, curved guide member having a centerline. The centerline has a centerline curvature that is substantially equal to the radius of curvature of the curved spring. The guide member has a first side having a side curvature. The side curvature is substantially equal to a curvature of the curved inside surfaces of the coils of the curved spring. The guide member is configured for being disposed within the curved spring such that the coils thereof substantially surround a periphery of the guide member.

Abstract: The invention relates to a connection element for the connecting of electrical leads which are provided in particular for motor vehicles and which comprise a plurality of parallel individual conductors which are connected to a common strip-like carrier, comprising an upper part and a lower part, each of which having at least one clamping surface. The clamping surfaces face one another in such a manner that in the connected state, two overlapping leads with mutually facing contact regions are clamped in between the clamping surfaces. The invention further relates to a method for the replacement of electrical components which are in particular provided for motor vehicles with the help of a connection element in accordance with the invention.

Abstract: A vehicle traction control increases the allowed wheel spin for a driven wheel when (1) sensed vehicle speed is within a predetermined speed range corresponding to near maximum engine speed for the sensed currently used gear of the transmission, (2) sensed vehicle turn curvature is within a predetermined curvature range of zero curvature, (3) sensed vehicle longitudinal acceleration has not been below a predetermined high acceleration for a predetermined time, and (4) sensed vehicle engine speed has not been below a predetermined high engine speed for the predetermined time. The tests are calibrated to provide the increase in a very narrow range of conditions corresponding to high performance operation, and particularly power shifts of a manual shift transmission, on a racetrack with a high coefficient surface.

Abstract: A system and method for closed loop speed control for stop and go applications allowing adaptive cruise control operation at low speeds below vehicle idle speed by use of traction control system braking. The system comprises: proportional controller to hold the vehicle speed at the desired vehicle speed; integral controller to reduce vehicle speed when the adaptive cruise control cuts off speed control; stopped controller to overcome static friction after a vehicle stop; open loop controller to hold the vehicle speed a set speed below the vehicle idle speed. The system also provides a switch to set the torque command to zero for large positive speed control errors, such as when the desired speed is above the vehicle idle speed, and a transition logic to provide a smooth transition between alternate control mode operation and speed control mode operation.

Abstract: A variable valve actuating mechanism includes a rocker having a central rocker axis that is substantially parallel with and spaced apart from a central axis of a rotary input shaft. A frame member has a first end configured for being pivotally mounted upon the input shaft and a second end pivotally carrying the rocker. A connecting rod has a first end configured for engaging an eccentric of the rotary input shaft and a second end pivotally attached to the rocker. The connecting rod transfers rotation of the input shaft to oscillation of the rocker relative to the rocker central axis. An output cam is configured for being pivotally mounted upon the input shaft. An output cam gear is affixed to the output cam. A crank gear is affixed to the rocker and engages the output cam gear.

Abstract: A ring gear variable valve train device is provided for installation on an internal combustion engine having a rotary input crankshaft provided with a cylindrical eccentric journal having a center offset from the rotational axis of the shaft. A connecting rod disposed on the journal is reciprocated by rotary motion of the input shaft. A frame disposed on the input shaft may be controllably varied to vary the lift and timing of the valve. A rocker arm pivotably disposed on the frame is attached to the connecting rod to oscillate a ring gear portion of the rocker arm in response to rotary motion of the input shaft, which ring gear drives a planetary-geared output cam to actuate an engine intake valve to open and close. The teeth of the ring gear and the planetary gear are axially tapered, and a coil spring disposed on the output shaft is operative axially to displace the planetary gear axially of the ring gear to eliminate gear lash therebetween.

Abstract: An air cycle automotive air conditioning system for providing conditioned air to an automotive passenger compartment (20) includes an air compressor (10) tandemed to an expander (12). The expander (12) is efficiently run so as to expand air to a very low temperature, sending recovered work back to the compressor (10). The very cold expander air is then mixed with warmer air from other sources, providing a proper volume flow and temperature of air to the passenger compartment (24).

Abstract: A suspension damper assembly capable of adjusting the height of an automobile includes a cylinder tube defining a pumping chamber aligned concentrically within a reservoir tube. A fluid reservoir is defined between the reservoir tube and the cylinder tube. A piston is slideably disposed within the cylinder tube. A gas cup is slideably disposed within the assembly and separates a fluid chamber within the cylinder tube from a gas chamber. The gas cup includes a cup conduit connecting the pumping chamber to the reservoir chamber whereby stroking the gas cup pumps fluid into the pumping chamber increasing the outward force of the piston for raising the height of the vehicle. A piston shaft guide includes a shaft valve allowing fluid to pass from the pumping chamber to the reservoir chamber for reducing the outward force of the piston and lowering the height of the vehicle.

Abstract: A split-body deactivation valve lifter for use in an internal combustion engine includes a lower body having a substantially cylindrical base and an elongate column extending in an axial direction a predetermined distance above the base. The base is associated with a cam of the internal combustion engine and converts rotary motion of the cam to linear motion of the lower body. A substantially cylindrical upper body defines an axial column bore therein. A portion of the elongate column of the lower body is slidably disposed within the column bore. The upper body is associated with a valve of the internal combustion engine. The upper body is normally coupled to the elongate column of the lower body to thereby transfer vertical movement of the lower body to vertical movement of the upper body. The upper body is selectively decoupled from the lower body such that a lost motion spring prevents movement of one of the bodies from being transferred to movement of the other body.

Abstract: A fuel pressure regulator includes three major components, a lower housing, a control member comprising an resilient diaphragm mounted on the housing and a tubular return member mounted in a fuel return opening of the housing. The control member is preferably formed of resilient sheet metal and includes at least one annular convolution between the mounting portion and a stiff center portion configured as an inverted dome with a lower center part that acts as a valve member. The control member acts as a cover closing the internal fuel chamber and responds as a diaphragm to changes in pressure within the fuel chamber to flex upwardly by a rolling action of the convolution, which lifts the domed central portion, opening the valve and allowing excess fuel to drain through the return member.

Abstract: This present invention provides an air bag assembly for use in a vehicle having a front structural member which preferably comprises an A-pillar of the vehicle. The air bag assembly comprises an inflator for generating gas and an air bag cushion deployable upon generation of gas by the inflator. The air bag cushion is preferably stored along a length of the front structural member while the inflator is preferably located at a position remote from the front structural member. The air bag assembly further includes a gas conduit which provides a gas path for transferring the gas from the inflator to the air bag cushion. The gas conduit comprises an expandable member extending along at least a length of the front structural member which permits the gas conduit to be packaged within the A-pillar structure underneath interior trim molding used to cover the A-pillar.

Abstract: A parallel guide mechanism includes a peripheral housing and a central mass, for accepting a mechanical input from a user, located within the peripheral housing. The central mass moves responsive to the mechanical input. A first beam and a second beam horizontally separated by a gap and substantially located in a first plane extend from a first vertical surface of the central mass and connect the central mass to a first inner vertical surface of the peripheral housing. A third beam located in a second plane is vertically spaced apart from the first and second beams and is horizontally positioned in the first gap between the first and second beams and extends from the first vertical surface of the central mass and connects the central mass to the first inner vertical surface of the peripheral housing.

Abstract: A terminal side load electrical connector positions a series of terminals of a flex circuit into a core in unison. The core has a peripheral surface extending between a contact surface and a conductor surface. The terminals are assembled to the core through the peripheral surface. A housing has a conductor opening opposite to a contact opening. The core with the pre-assembled terminals insert into the housing through the conductor opening. The contact surface of the core is exposed through the contact opening of the core. The housing engages the peripheral surface of the core thereby preventing the disengagement of the terminals from the core.