Abstract: A control system (18) for an automotive vehicle (10) has a roll angular rate sensor (34) and a lateral accelerometer (32) that are used to determine the body roll angle of the vehicle when a rollover event has been sensed. A rollover event sensor (27) may be implemented physically or in combination with various types of suspension, load or other types of lifting determinations.

Abstract: A yaw stability control system (18) is enhanced to include roll stability control function for an automotive vehicle and 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 yaw rate sensor (28) and a longitudinal acceleration sensor (36). The controller (26) is coupled to the speed sensor (20), the lateral acceleration sensor (32), the yaw rate sensor (28) and a longitudinal acceleration sensor (36). The controller (26) generates both a yaw stability feedback control signal and a roll stability feedback control signal. The priority of achieving yaw stability control or roll stability control is determined through priority determination logic. If a potential rollover event is detected, the roll stability control will take the priority.

Abstract: A control system (18) and method for an automotive vehicle (10) used for detecting lift of a wheel includes a passive wheel lift detector (58) that generates a passive wheel lift signal, an active wheel lift detector (60) that generates an active wheel lift signal, and an integrated wheel lift detector (62) coupled to the passive wheel lift detector (58) and the active wheel lift detector (60). The integrated wheel lift detector (62) generates a final wheel lift signal in response to the passive wheel lift signal and the active wheel lift signal. The final wheel lift signal may be used to control a safety device such as a rollover prevention system.

Abstract: A method of operating a hydraulic safety system 38 includes determining a relative roll angle, determining a relative a slip angle, determining a yaw rate and determining a pressure build rate for the hydraulic safety system 38 in response to a relative roll angle, the yaw rate, slip angle, and yaw rate. The method further includes determining a precharge pressure level in response to the relative roll rate, the slip angle and the yaw rate and controlling the safety system 38 in response to the precharge pressure level.

Abstract: A control system (18) for an automotive vehicle (10) has a first roll condition detector (64A), a second roll condition detector (64B), a third roll condition detector (64C), and a controller (26) that uses the roll condition generated by the roll condition detectors (64A–C) to determine a wheel lift condition. Other roll condition detectors may also be used in the wheel lift determination. The wheel lift conditions may be active or passive or both.

Abstract: A strategy is provided using feedback control algorithms to monitor and dynamically modify front and rear braking torque to maintain controllability in a vehicle that initially favors regenerative braking. Simple proportional-integral-derivative feedback controllers can be used. The controller can monitor wheel speed, lateral acceleration, yaw rate, and brake position to selectively activate non-regenerative braking independently for each individual wheel and regenerative braking in varying proportion based on at least one actual vehicle controllability value and at least one predetermined target value for controllability and optimization of energy recovery. Controllability factors can include predetermined longitudinal slip ratio, comparison of tire slip angle or yaw rate. For rear wheel drive configurations, the non-regenerative brakes can be applied to just one front axle wheel on the outside of a turn.

Abstract: The present invention is a method and system to control regenerative braking during the operation of a yaw stability control system. The method and system use feedback control algorithms to monitor and dynamically modify regenerative and non-regenerative braking. The controller can use a simple proportional-integral-derivative feedback controller. A vehicle yaw stability control system can determine if a vehicle is experiencing an oversteer or understeer condition. The controller compares actual brake balance to a desired brake balance. The controller determines if the front axle wheels are overbraked relative to the rear axle wheels or if the rear axle wheels are overbraked relative to the front axle wheels as compared to the desired brake balance. The controller can adjust regenerative braking and non-regenerative braking levels according to the determinations.

Abstract: A method of controlling a safety system 38 of a vehicle 10 include determining a roll rate, determining a first control pressure in response to roll rate, determining a roll angle, and determining a second control pressure in response to the roll angle. The method further includes determining a final control pressure in response to the first control pressure and the second control pressure and controlling the safety system in response to the final control pressure.

Abstract: A method and apparatus providing a sign post assembly including a stabilizing post member, an outer tubular post and a horizontal post member. The stabilizing post member includes a spike portion and an inner post portion with a blocking portion coupled to the post member above the spike portion. The outer tubular post defines a post bore substantially extending through a length of the outer tubular post with at least a lower open end. The outer tubular post is configured to mate with the inner post portion to substantially extend within the post bore of the outer tubular post. The horizontal post member includes a horizontal post portion and a post coupling portion. The post coupling portion is configured to operatively couple with the inner post portion of the stabilizing post member so that the horizontal post portion extends transverse to the stabilizing post member to hang a sign thereto.

Abstract: An integrated sensing system for an automotive vehicle includes a plurality of sensors sensing the dynamic conditions of the vehicle. The sensors include a sensor cluster, a steering angle sensor, wheel speed sensors, any other sensors required by subsystem controls. The outputs from the sensing system are used to drive various vehicle control systems and to warn the drivers for certain abnormal operating conditions. The vehicle controls coupled with the integrated sensing system controller achieve control objectives including: fuel economy, chassis controls, traction controls, active safety, active ride comfort, active handling, and passive safety.

Abstract: A control system (18) for an automotive vehicle (10) having a vehicle body has a roll angular rate sensor (34) generating a roll angular rate signal corresponding to an roll angular motion of the vehicle body. A controller (26) is coupled to roll rate sensor and a plurality of sensors. The controller (26) generates a linear road bank angle, first reference bank angle and a relative roll angle in response to the roll angle generator and the plurality of sensor signals. The controller (26) determines a first reference bank angle and generates a second reference bank angle in response to linear bank angle and a first reference bank angle, a bank angle adjustment factor. The bank angle adjustment is a function of a relative roll angle estimate. The controller (26) controls the safety system in response to the second reference bank angle estimate.

Abstract: A control system (18) for an automotive vehicle (19) having a vehicle body includes a cluster (16) of vehicle dynamic sensors (27, 28, 30, 31), the output signals from the sensors (Yaw Rate Sensor, Roll Rate Sensor, Longitudinal Acceleration Sensor, Lateral Acceleration Sensor) are corrected for errors by removing the zero output DC bias. Such bias constitutes an error that may occur as a result of temperature changes, manufacturing defects, or other factors. The system (18) also compensates for the drift in the sensor output signals that occur during vehicle operation.

Abstract: A control system (18) and method for an automotive vehicle includes a roll rate sensor (34) generating a roll rate signal, a lateral acceleration sensor (32) generating a lateral acceleration signal, a pitch rate sensor (37) generating a pitch rate signal, a yaw rate sensor (28) generating a yaw rate signal and a controller (26). The controller (26) is coupled to the roll rate sensor (34), the lateral acceleration sensor, the yaw rate sensor and the pitch rate sensor. The controller (26) determines a roll velocity total from the roll rate signal, the yaw rate signal and the pitch rate signal. The controller (26) also determines a relative roll angle from the roll rate signal and the lateral acceleration signal. The controller (26) determines a wheel departure angle from the total roll velocity. The controller (26) determines a calculated roll signal from the wheel departure angle and the relative roll angle signal.

Abstract: A stability control system (24) for an automotive vehicle as includes a plurality of sensors (28–37) sensing the dynamic conditions of the vehicle and a controller (26) that controls a distributed brake pressure to reduce a tire moment so the net moment of the vehicle is counter to the roll direction. The sensors include a speed sensor (30), a lateral acceleration sensor (32), a roll rate sensor (34), and a yaw rate sensor (20). 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). The controller (26) determines a roll angle estimate in response to lateral acceleration, roll rate, vehicle speed, and yaw rate. The controller (26) changes a tire force vector using brake pressure distribution in response to the relative roll angle estimate.

Abstract: A yaw stability control system (18) is enhanced to include roll stability control function for an automotive vehicle and 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 yaw rate sensor (28) and a longitudinal acceleration sensor (36). The controller (26) is coupled to the speed sensor (20), the lateral acceleration sensor (32), the yaw rate sensor (28) and a longitudinal acceleration sensor (36). The controller (26) generates both a yaw stability feedback control signal and a roll stability feedback control signal. The priority of achieving yaw stability control or roll stability control is determined through priority determination logic. If a potential rollover event is detected, the roll stability control will take the priority.

Abstract: A vehicle control system includes a sensor cluster within a housing generating a plurality of signals including a roll rate signal, a pitch rate signal, a yaw rate signal, a longitudinal acceleration signal, a lateral acceleration signal, and a vertical acceleration signal. An integrated controller includes a reference signal generator generating a reference lateral velocity signal as a function of a kinematics road constraint condition, a dynamic road constraint condition, and singularity removal logic, all of which are responsive to sensor cluster signals. A dynamic system controller receives the reference lateral velocity signal and generates a dynamic control signal in response thereto. A vehicle safety system controller receives the dynamic control signal and further generates a vehicle safety device activation signal in response thereto.

Abstract: A control system (18) for an automotive vehicle (10) having a safety system includes a controller (26) determining a first body to road angle; determining a second body to road angle; determining a final body to road angle from the first body to road angle and the second body to road angle; and controlling the safety system in response to the final body to road signal.

Abstract: A method for preventing a valve orifice from switching to the small size when a high build gradient is required includes briefly bleeding off a small amount of fluid at the upstream side of the valve. This momentarily reduces the pressure difference when beginning the pressure build. After the valve is opened with the large orifice, the fluid flow through the valve prevents a high pressure difference. The resulting build with the large orifice has the maximum pressure gradient.

Abstract: A medical graft connector or plug is made, for example, by cutting end portions of a tube of highly elastic material axially at numerous locations spaced circumferentially around the tube to produce a plurality of fingers which extend axially from each end of an uncut medial portion of the tube. The fingers are deflected radially outwardly from the medial portion and set in that condition. For a graft connector, the medial portion is coaxially connected to an end portion of a tubular graft. The connector is then installed through an aperture in the side wall of a patient's tubular body conduit, for example, by using a delivery tube in which the fingers are elastically deflected back to approximately their initial positions. When the delivery conduit is withdrawn from the connector, the fingers spring out to engage the inner and outer surfaces of the body conduit wall.

Abstract: A system 18 for controlling a safety system of an automotive vehicle has a first controller 76 generating a first control signal, a second controller 78 generating a second control signal and an arbitration module 80 coupled to the first controller 76 and the second controller 78. The arbitration module 80 chooses the higher of the first control signal and the second control signal to generate a final control signal. The safety system 38 is coupled to the arbitration module. The safety system 38 is operated in response to the final control signal.