Abstract: A method of controlling a vehicle includes determining a lateral tire force, a front lateral tire force, a rear lateral tire force, and determining a linear sideslip angle from the front lateral tire force and the rear lateral tire force. The method further includes determining a linear lateral velocity in response to the linear sideslip angle and controlling the vehicle in response to the linear sideslip angle.

Abstract: A slide assembly for use with a door of a furniture piece is disclosed. The slide assembly includes a pair of cambered slides and an alignment element. The pair of slides is for slidably mounting the door. The alignment element is for aligning the movement of the pair of slides. The camber is for compensating for the weight of the door to maintain the movement of the door substantially true relative to the furniture piece. Preferably, the pair of cambered slides is universally cambered. The universal camber is for permitting one design to be used without having to be concerned about the handedness of the cambered slide assembly.

Abstract: A control system (10) for a vehicle (16) includes a sensor (228-240) that generates a sensor signal and a stability control system (14). A tire pressure monitoring system (12) generates a tire pressure signal. A brake (262) is coupled to the stability control system (14) and is associated with a rotational object (212) of the vehicle (16). A controller (18, 226) is coupled to the sensor (228-240), has multiple tire pressure associated brake control ranges R1-R3, and detects an unstable event in response to the sensor signal. The controller (18, 226) also applies a brake pressure in response to the tire pressure signal and the tire pressure associated brake control ranges R1-R3 via the stability control system (14).

Abstract: A vehicle control system includes a housed sensor cluster generating a plurality of signals. An integrated controller includes a sensor signal compensation unit and a kinematics unit, wherein the sensor signal compensation unit receives at least one of the plurality of signals and compensates for an offset within the signal and generates a compensated signal as a function thereof. The integrated controller further generates a kinematics signal including a sensor frame with respect to an intermediate axis system as a function of the compensated signal and generates a vehicle frame signal as a function of the kinematics signal. A dynamic system controller receives the vehicle frame signal and generates a dynamic control signal in response thereto. A safety device controller receives the dynamic control signal and further generates a safety device signal in response thereto.

Abstract: A vehicle control system includes a housed sensor cluster generating a plurality of signals. An integrated controller includes a sensor signal compensation unit and a kinematics unit, wherein the sensor signal compensation unit receives at least one of the plurality of signals and compensates for an offset within the signal and generates a compensated signal as a function thereof. The integrated controller further generates a kinematics signal including a sensor frame with respect to an intermediate axis system as a function of the compensated signal and generates a vehicle frame signal as a function of the kinematics signal. A dynamic system controller receives the vehicle frame signal and generates a dynamic control signal in response thereto. A safety device controller receives the dynamic control signal and further generates a safety device signal in response thereto.

Abstract: A vehicle control system includes a housed sensor cluster generating a plurality of signals. An integrated controller includes a sensor signal compensation unit and a kinematics unit, wherein the sensor signal compensation unit receives at least one of the plurality of signals and compensates for an offset within the signal and generates a compensated signal as a function thereof. The integrated controller further generates a kinematics signal including a sensor frame with respect to an intermediate axis system as a function of the compensated signal and generates a vehicle frame signal as a function of the kinematics signal. A dynamic system controller receives the vehicle frame signal and generates a dynamic control signal in response thereto. A safety device controller receives the dynamic control signal and further generates a safety device signal in response thereto.

Abstract: A control system for an automotive vehicle (10) and method for operating the same includes a controller (26) that is used to control the brake system in response to an adaptive brake gain coefficient. The adaptive brake gain coefficient may be used by a safety system so that a desired brake torque is applied to the wheel.

Abstract: A method for controlling a vehicle having a suspension, the method comprising during longitudinal oscillations of the vehicle, adjusting a suspension member to vary a normal force between the vehicle and the surface, where said suspension adjustment is based on said longitudinal oscillations.

Abstract: An audio system has an enclosure and a transducer that is mounted to the enclosure. The transducer creates a vibration of the enclosure in response to being driven by an audio signal. A cradle assembly mechanically couples a portable device to the enclosure through one or more isolators such that only a portion of the vibration is coupled to the portable device. The enclosure is supported substantially entirely by the cradle assembly.

Abstract: A method of controlling a trailer brake system using a trailer brake controller positioned within a passenger vehicle is provided. The method includes obtaining intended braking inputs and developing an effective baseline trailer brake controller output profile based thereon. The method scales the effective baseline trailer brake controller output profile in response to an adjustable gain setting set by an operator. The wheel speed is determined at a plurality of wheel locations and vehicle acceleration is calculated. The vehicle acceleration is utilized to selectively choose one of the wheel speed. The vehicle velocity is based on the selectively chosen wheel speed. The vehicle velocity is used to calculate a correction factor to the effective baseline trailer brake controller output profile. The effective baseline trailer brake controller output profile is then adjusted using the correction factor to generate a corrected trailer brake controller output signal.

Abstract: To fabricate a composite item, a device places a composite ply on a curved form at about 0° relative to a longitudinal axis of the form. The form includes a web surface and a cap surface. The device includes a web compaction roller and a set of guides. The web compaction roller compacts a composite material upon the web surface and generate a web ply. The set of guide rollers urges against the cap surface. The compaction roller is directed along the form by the guide rollers.

Abstract: A method of controlling a trailer brake system using a trailer brake controller positioned within a passenger vehicle is provided. The method includes obtaining intended braking inputs and developing an effective baseline trailer brake controller output profile based thereon. The method scales the effective baseline trailer brake controller output profile in response to an adjustable gain setting set by an operator. The wheel speed is determined at a plurality of wheel locations and vehicle acceleration is calculated. The vehicle acceleration is utilized to selectively choose one of the wheel speed. The vehicle velocity is based on the selectively chosen wheel speed. The vehicle velocity is used to calculate a correction factor to the effective baseline trailer brake controller output profile. The effective baseline trailer brake controller output profile is then adjusted using the correction factor to generate a corrected trailer brake controller output signal.

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 method of manufacturing curved composite structural elements can include fabricating a web ply in a flat curve over a removable substrate and laying up the ply on a curved web surface of a manufacturing tool. The method also can include laying up a diagonal ply with fibers oriented at +/?45° from the centerline of the web surface. The method further can include cutting a unidirectional composite tape into segments and laying up the tape segments to form a cross ply with a fiber orientation normal to the centerline of the web surface. One or both edges of the diagonal and cross plies may be folded over one or two sides of the manufacturing tool to form one or two flange surfaces. Additionally, a cap ply can be laid up on one or both flange surfaces using composite tape. The structural element layup can then be inspected and any excess composite material can be trimmed away.

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 system (18) for controlling a system (44) of an automotive vehicle (10) includes a roll sensor (34). The controller (26) determines a lateral velocity of the vehicle in response to the roll rate. The controller (26) controls a vehicle system in response to the lateral velocity.

Abstract: The invention may comprise devices and methods for headfirst vehicle parallel parking using front and/or rear wheel steering systems.

Abstract: A slide assembly for use with a door of a furniture piece is disclosed. The slide assembly includes a pair of cambered slides and an alignment element. The pair of slides is for slidably mounting the door. The alignment element is for aligning the movement of the pair of slides. The camber is for compensating for the weight of the door to maintain the movement of the door substantially true relative to the furniture piece. Preferably, the pair of cambered slides is universally cambered. The universal camber is for permitting one design to be used without having to be concerned about the handedness of the cambered slide assembly.

Abstract: A control system (18) and method for controlling an automotive vehicle (10) includes a number of sensors that are used to generate a potential rollover signal. In response to the potential rollover, active differentials (112, 114, 116) may be used alone or in addition to braking to prevent the vehicle from rolling over.

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.