Abstract: A beam system of telescoping tubes is disclosed for absorbing side impacts to a passenger vehicle. A central outer tube is attached to a vehicle seat structure and extends between, e.g., a side door and the tunnel in the passenger compartment floor. Inner tubes in each end of the outer tube are moved between retracted positions to extended positions respectively engaging said tunnel and said door during vehicle operation. Each inner tube has a tapered piston carrying rolling elements for wedging against the outer tube for energy absorption upon a side impact.

Abstract: An actuator is adapted to selectively extend and retract a bumper member, the actuator is mounted at least partially within a tubular frame rail member of the motor vehicle. The main frame rail member may be of a standard length or of a shortened length. By mounting the actuator inside the tubular frame rail member, the bending stiffness is more effectively impacted by the outer tube of the actuator. An additional tubular frame rail member is optionally attached to the main tubular frame rail member. The actuator is mounted at least partially within the tubular frame rail member and at least partially within the additional tubular frame rail member. The wall thickness and cross-sectional shape of the additional tubular frame rail members may be adjusted to obtain a desired bending stiffness including the effect of the outer tube of the actuator.

Abstract: A method is disclosed for managing variation in acceleration values obtained from a vehicle acceleration sensor for use in on-board computer based crash evaluation algorithm. Sources contributing to the variation are identified and a determination is made of the magnitude of the variation from each source to a selected multiple of a standard deviation, for example, 3 to 6 &sgr;. The variation for each source is suitably combined to produce a database of acceleration-time history with the combined variations for use in calibrating and or validating a candidate crash algorithm.

Abstract: A computer based method for activating a vehicular safety device for passenger protection is disclosed. The method uses a centrally located front-end acceleration sensor and a passenger compartment sensor. When a crash situation is sensed, current acceleration data is integrated to produce velocity values for both sensor locations. Actual displacement values for the front-end sensor are calculated as well as displacement values based on absolute values of acceleration of that sensor. The velocity and displacement values are selectively used in at least three vehicle crash mode analyses. Examples of such crash modes are full frontal-like modes, pole-like modes and angle-like modes. When appropriate threshold values are exceeded, device activation for one or more activation stages is initiated.

Abstract: A telescoping column includes a first tube and a second tube arranged in telescoping fashion. A locking structure is disposed between a surface formed on the first tube and a ramp disposed on the second tube. The locking structure contacts the ramp at a first elongated area of contact, and the locking structure contacts the surface at a second elongated area of contact. Relative movement of the first and second tubes in response to an impact force applied to one of the first and second tubes causes the locking structure to become wedged between the ramp and the surface, and at least a portion of the impact force between the first and second tubes is transmitted through the first and second elongated areas of contact.

Abstract: An automobile exterior rearview mirror system in which adjustments by the vehicle operator to the driver side mirror are used to make automatic adjustments to the passenger side mirror without requiring the operator to make separate, independent adjustment of that mirror. The automatic adjustment is determined using the measured horizontal angle of the driver side mirror along with distance data related to the position of an inboard edge of each of the exterior mirrors.

Abstract: A computer based method for activating a vehicular safety device for passenger protection is disclosed. The method uses two front-end acceleration sensors and a passenger compartment sensor. When a collision situation is sensed, current acceleration data is integrated to produce velocity and displacement values for the sensor locations. The velocity and displacement values are selectively used in at least three vehicle collision mode analyses. Examples of such collision modes are a full frontal mode, an angle mode and an offset deformable barrier mode. Each collision mode has sub-modes corresponding to the desired levels of airbag inflation. When appropriate threshold values are exceeded, device activation for one or more activation stages is initiated.

Abstract: A method for continuous collision severity prediction, the method comprising receiving vehicle acceleration data. A collision event is detected in response to receiving the vehicle acceleration data and to the acceleration data. A collision mode is determined in response to detecting the collision event. Input to the collision mode determination includes the acceleration data. A collision severity value responsive to the acceleration data and the collision mode is calculated. The collision severity value corresponds to a percentage inflation level of an airbag.

Abstract: A computer based method for activating a vehicular safety device for passenger protection is disclosed. The method uses two front-end acceleration sensors and a passenger compartment sensor. When a collision situation is sensed, current acceleration data is integrated to produce velocity and displacement values for the sensor locations. The velocity and displacement values are selectively used in at least three vehicle collision mode analyses. Examples of such collision modes are a full frontal mode, an angle mode and an offset deformable barrier mode. Each collision mode has sub-modes corresponding to the desired levels of airbag inflation. When appropriate threshold values are exceeded, device activation for one or more activation stages is initiated.

Abstract: A pre-impact mode of a bumper system is provided by extending a bumper member outwardly and extending a stiffener member downwardly. Both the bumper member and the stiffener member are separately adapted to engage an object. The bumper system includes a bumper member movable between a retracted position and a laterally extended position. A stiffener member is movable between a retracted position and a downwardly extended position. An actuator mechanism is adapted to move the bumper member between the retracted and laterally extended positions and to cause the stiffener member to move between the retracted and downwardly extended positions as a result of moving the bumper member.

Abstract: A computer based method for activating a vehicular safety device for passenger protection is disclosed. The method uses a centrally located front-end acceleration sensor and a passenger compartment sensor. When a crash situation is sensed, current acceleration data is integrated to produce velocity values for both sensor locations. Actual displacement values for the front-end sensor are calculated as well as displacement values based on absolute values of acceleration of that sensor. The velocity and displacement values are selectively used in at least three vehicle crash mode analyses. Examples of such crash modes are full frontal-like modes, pole-like modes and angle-like modes. When appropriate threshold values are exceeded, device activation for one or more activation stages is initiated.

Abstract: An improved control for the deployment of individual stages of a vehicle inflatable restraint during a crash event utilizes a fuzzy logic control to determine the crash severity, and a deployment control algorithm to control deployment of the restraints based on the determined crash severity and the elapsed time. In a preferred implementation, the crash severity is not determined until the measured acceleration and the corresponding change in velocity exceed respective thresholds, and a prediction of occupant movement due to the measured acceleration exceeds a threshold. Once the respective thresholds are exceeded, the fuzzy logic control is initiated to determine the crash severity, and the deployment control algorithm determines whether to deploy individual stages of the restraint based on comparisons of the determined crash severity and the elapsed time with respective thresholds.

Abstract: A knee bolster system is capable of automatic extension and retraction during specified scenarios that are determined based on sensor input. A microprocessor electrically controls an actuator capable of extending at least one telescoping mechanism which is rigidly engaged to a knee bolster pad located in the lower portion of an instrument panel at knee height to an occupant. Each telescoping mechanism houses a plowing mechanism. This plowing mechanism generates reaction forces during actuation.

Abstract: A sensing algorithm for a dual stage airbag system is disclosed which applies a biased severity measure BSM to determine no-deployment, single-stage deployment or two-stage deployment of an airbag. A biased severity measure uses a bias factor to make a chosen severity measure in favor of the robustness or sensitivity of the algorithm, as desired. The sensing algorithm also employs a predicted occupant movement POM which must reach a preset occupant movement threshold before the biased severity measure is compared with first and second preset severity thresholds for determining actuation of the first and second stages of airbag actuation.

Abstract: A knee bolster system is capable of automatic extension and retraction during specified scenarios that are determined based on sensor input. A microprocessor electrically controls an actuator capable of extending at least one telescoping mechanism which is rigidly engaged to a knee bolster pad located in the lower portion of an instrument panel at knee height to an occupant. Each telescoping mechanism houses a plowing mechanism. This plowing mechanism generates reaction forces during actuation.

Abstract: A vehicle impact-sensing system is disclosed which discriminates a severe impact event from a minor impact incident. The sensing system is enabled by a preliminary stage of the sensing algorithm in response to an occurrence of an acceleration in excess of an enabling threshold. In the sensing algorithm, a first phase evaluates the likelihood potential of an impact event using a measure derived from the signals provided by a remote sensor at the front end of the vehicle. A second phase determines the timing to trigger the deployment of airbags by using the predicted occupant movement as the measure. A third phase determines the severity of the impact event using a measure derived from accelerometer signals and deploys either a single-stage or a multi-stage inflation of airbags.

Abstract: An improved control for the deployment of individual stages of a vehicle inflatable restraint during a crash event utilizes a fuzzy logic control to determine the crash severity, and a deployment control algorithm to control deployment of the restraints based on the determined crash severity and the elapsed time. In a preferred implementation, the crash severity is not determined until the measured acceleration and the corresponding change in velocity exceed respective thresholds, and a prediction of occupant movement due to the measured acceleration exceeds a threshold. Once the respective thresholds are exceeded, the fuzzy logic control is initiated to determine the crash severity, and the deployment control algorithm determines whether to deploy individual stages of the restraint based on comparisons of the determined crash severity and the elapsed time with respective thresholds.

Abstract: A self-locking telescoping device including an outer tube, an inner tube telescoped into the outer tube having a cone-shaped ramp at an inboard end, and a plurality of metal spheres between the ramp and the outer tube. The metal spheres wedge between the ramp and the outer tube when the inner tube is thrust into the outer tube in a collapse direction thereby locking the tubes together. When the thrust is attributable to a severe impact, the spheres plastically deform the outer tube by plowing tracks therein thereby to absorb energy. The self-locking telescoping device further includes an actuator rod, a driver which translates the actuator in the collapse direction and in an expansion direction, a first clutch which translates the inner tube with the actuator rod in the expansion direction, a second clutch which translates the inner tube with the actuator rod in the collapse direction, and a tubular retainer on the actuator rod having a plurality of closed-ended slots around the metal spheres.

Abstract: A self-locking telescoping device including an outer tube, an inner tube telescoped into the outer tube having a cone-shaped ramp at an inboard end, and a plurality of metal spheres between the ramp and the outer tube. The metal spheres wedge between the ramp and the outer tube when the inner tube is thrust into the outer tube in a collapse direction thereby locking the tubes together. When the thrust is attributable to a severe impact, the spheres plastically deform the outer tube by plowing tracks therein thereby to absorb energy. The self-locking telescoping device further includes an actuator rod, a driver which translates the actuator in the collapse direction and in an expansion direction, a first clutch which translates the inner tube with the actuator rod in the expansion direction, a second clutch which translates the inner tube with the actuator rod in the collapse direction, and a tubular retainer on the actuator rod having a plurality of closed-ended slots around the metal spheres.

Abstract: A self-locking telescoping device including an outer tube, an inner tube telescoped into the outer tube having a cone-shaped ramp at an inboard end, and a plurality of metal spheres between the ramp and the outer tube. The metal spheres wedge between the ramp and the outer tube when the inner tube is thrust into the outer tube in a collapse direction thereby locking the tubes together. When the thrust is attributable to a severe impact, the spheres plastically deform the outer tube by plowing tracks therein thereby to absorb energy. The self-locking telescoping device further includes an actuator rod, a driver which translates the actuator in the collapse direction and in an expansion direction, a first clutch which translates the inner tube with the actuator rod in the expansion direction, a second clutch which translates the inner tube with the actuator rod in the collapse direction, and a tubular retainer on the actuator rod having a plurality of closed-ended slots around the metal spheres.