Abstract: A vehicle collision sensing system having sensor modules distributed about the vehicle configured to receive initialization signals for coordinating communication with a control module over a time multiplexed communication network that is part of the control module. The control module has a switch that is open when a first sensor module is initialized and closed when a second sensor module is initialized so that each sensor module can be individually initialized or programmed after installation in the vehicle. By individually initializing each sensor module after the sensor modules are installed in the vehicle, identical sensor modules can be installed at various locations about the vehicle and thereafter initialized to make each sensor module unique.

Abstract: The invention relates to a mechanism to control the pitch and/or roll and/or center of gravity of a vehicle. The first embodiment is a track-based mass transfer system in which pathways are positioned along or radially terminate at a central horizontal plane of the vehicle to move one or more mass transfer devices to a desired location to control the pitch and/or roll and/or center of gravity of the vehicle. A second embodiment is a fluid mass distribution system in which one or more conduits selectively distribute a fluid to one or more tanks positioned near a central horizontal plane of the vehicle to control the pitch and/or roll and/or center of gravity of the vehicle.

Abstract: A permanent magnet motor operated by the magnetic interaction between two or more permanent magnets, and a control system therefor, is provided. The permanent magnet motor may be a piston motor having a magnetic piston assembly mounted on a crank shaft, and a rotatable cam shaft having a cam magnet corresponding to the piston assembly. When the cam shaft rotates about an axis, the poles of the cam magnet alternatingly face the adjacent magnetic pole of the corresponding piston magnet. The magnetic field interactions between the piston magnet and the cam magnet cause the piston to reciprocate within the cylinder. The permanent magnet motor may also be a rotary motor comprising a rotor having a plurality of rotor magnets, and a stator having a stator magnet. A stator motor drives the stator causing the rotor to rotate in response to alternating interactions between magnetic fields of the stator magnet and rotor magnets. A vehicle comprising a permanent magnet motor is also disclosed.

Abstract: A method for simultaneously transmitting data bits using multiple channels. The method may include receiving a plurality of source data bits, arranging the plurality of source data bits so that adjacent source data bits are to be transmitted on a different channel and transmitting the plurality of source data bits on a plurality of channels.

Abstract: An inertial propulsion unit converts centrifugal force to linear motion using two or more masses. The masses are connected to telescoping arms that rotate about a single axis. The rotating telescopic arms are guided along a closed path by a guide. The telescopic arms extend and retract as they rotate around the closed path changing the inertial moments of each of the telescopic arms. A resultant linear force from the rotating telescopic arms provides a propulsion force suitable for a vehicle.

Abstract: The invention relates to a mechanism to control the pitch and/or roll and/or center of gravity of a vehicle. The first embodiment is a track-based mass transfer system in which pathways are positioned along or radially terminate at a central horizontal plane of the vehicle to move one or more mass transfer devices to a desired location to control the pitch and/or roll and/or center of gravity of the vehicle. A second embodiment is a fluid mass distribution system in which one or more conduits selectively distribute a fluid to one or more tanks positioned near a central horizontal plane of the vehicle to control the pitch and/or roll and/or center of gravity of the vehicle.

Abstract: The invention relates to a mechanism to control the pitch and/or roll and/or center of gravity of a vehicle. The first embodiment is a track-based mass transfer system in which pathways are positioned along or radially terminate at a central horizontal plane of the vehicle to move one or more mass transfer devices to a desired location to control the pitch and/or roll and/or center of gravity of the vehicle. A second embodiment is a fluid mass distribution system in which one or more conduits selectively distribute a fluid to one or more tanks positioned near a central horizontal plane of the vehicle to control the pitch and/or roll and/or center of gravity of the vehicle.

Abstract: The invention relates to a mechanism to control the pitch and/or roll and/or center of gravity of a vehicle. The first embodiment is a track-based mass transfer system in which pathways are positioned along or radially terminate at a central horizontal plane of the vehicle to move one or more mass transfer devices to a desired location to control the pitch and/or roll and/or center of gravity of the vehicle. A second embodiment is a fluid mass distribution system in which one or more conduits selectively distribute a fluid to one or more tanks positioned near a central horizontal plane of the vehicle to control the pitch and/or roll and/or center of gravity of the vehicle.

Abstract: Various embodiments of the invention relate generally to systems for providing active vertical control of an airship. More particularly, at least one embodiment of the invention relates to a system for actively controlling the aerostatic lift of an airship by manipulating the ratio of air to lifting gas contained within the airship, and thus the overall mass of the airship. This manipulation is accomplished by actively compressing and/or decompressing the lifting gas or internal air, with the resulting pressure differential borne primarily by the hull and/or an internal pressure tank depending upon the configuration.

Abstract: An improved deployment method for a vehicular supplemental restraint system, wherein the existence of a rough road condition is indicated if a measure of crash severity obtained from an acceleration sensor exceeds a rough road threshold and the crash event reset criteria are subsequently met with no intervening deployment of the restraint device. The rough road indication is maintained for a timed period, and normal deployment of the restraint device is inhibited during the timed period unless the acceleration signal exceeds a minimum threshold and the measure of crash severity exceeds an additional deployment threshold which is initially higher than the normal deployment threshold. When the rough road condition is detected, a counter is initialized to a predefined value, and then periodically indexed so long as no potential crash event is in progress. If the counter is indexed to another predefined value prior to another rough road detection, the rough road condition is reset.

Abstract: A controller for airbags and seat belt pretensioners stores a digital flag for each restraint to enable or disable the corresponding deployment loop. A diagnostic tester is coupled by a communications link to the controller to selectively set the flags as desired. The controller stores a seed and a key and the tester is provided with an algorithm which can calculate the key from the seed. The tester requests the seed, which is supplied, and then calculates the key and sends the key to the controller along with a request to set the status of the deployment loops. If the transmitted key matches the stored key, the controller will comply with the request and set the flags accordingly.

Abstract: An improved automotive supplemental inflatable restraint system featuring a cost-effective approach to driver initiated inhibiting of air bag deployment. A multi-position key-operated switch is coupled to a circuit external to the sensing and diagnostic module (SDM) that is interfaced to the vehicle communications bus. The circuit interprets the switch position, and sends a message to the SDM via the communications bus indicating which, if any, of the air bags are to be inhibited. Since the SDM is normally configured for communications over the communications bus, the only cost impact on the SDM is that of a software modification. Additionally, the external circuitry is simple, and the switch can be low cost since it is not connected in the deployment loop of an air bag, and since one switch can be used to signal multiple inhibit selections.