Abstract: Triangular left and right load transmission members each have a first arm interconnecting a front sub frame and a left or right rear frame, a second arm interconnecting the front sub frame and a left or right side sill, and a third arm interconnecting the left or right side sill and the left or right rear frame. The transmission members each transmit an impact load from the front sub frame to the left or right rear frame via the first arm and to the left or right side sill via the second arm. A cross member spans between the side sills and fixedly connected to the rear frames. Left and right rigid areas are formed by the transmission members, cross member and right rear frames.

Abstract: A collision prediction ECU of a collision prediction apparatus estimates a state of presence of a detected front obstacle. At this time, the collision prediction ECU estimates the state of presence on the basis of road shape data supplied from a navigation ECU of a navigation apparatus. Further, the collision prediction ECU checks and corrects the calculated road gradient value. At this time, the collision prediction ECU corrects the gradient value on the basis of road gradient data supplied from the navigation ECU. Further, the collision prediction ECU changes a collision avoidance time on the basis of travel environment data supplied from the navigation ECU. Moreover, the collision prediction ECU obtains an ETC gate pass-through signal from the navigation ECU and determines whether the vehicle is passing through the gate. The collision prediction apparatus performs collation prediction on the basis of the corrected values.

Abstract: A saddle-type vehicle is provided with an impact member for deflecting a front wheel sideways in the event of a collision. The saddle-type vehicle includes a body frame having a head pipe for rotatably supporting a steering shaft for the front wheel, main frames extending rearwards from the head pipe, and an engine operatively mounted to the main frames. The impact member is disposed in front of a lower portion of the engine. The impact member includes a support part, which extends forwardly from the engine, and a load-receiving deflector plate mounted to the support part and which is inclined away from a vehicle width direction.

Abstract: A device for controlling a passenger protection system of a motor vehicle includes at least one structure-borne noise sensor, used to receive body vibrations, and an evaluation device, used to evaluate the structure-borne noise signal. The evaluation provides information about an impact object and/or the characteristics of the impact. The evaluation device is configured to analyze the structure-borne noise signal in relation to the frequencies contained therein, wherein the frequency spectrum contained in a signal section is distributed into a plurality of frequency ranges. The current signal energy is determined for each frequency range, and the signal energy of the frequency range is a standardized. The device also comprises a passenger protection system, which can be actuated according to the information relating to the impact object and/or the characteristics of the impact.

Abstract: A connecting structure includes a hollow member or a half hollow member including two side portions opposed apart to each other; a collar; and a bolt. The collar includes two contact surfaces at both ends of the collar. The two contact surfaces are adapted to respectively abut on the two side portions between the two side portions. At least one of the two contact surfaces is formed with a receiving portion for caulking. Moreover, the collar is formed with a bolt-hole passing through the two contact surfaces. The collar is disposed between the two side portions, and is caulked with the hollow member or half hollow member at a caulked portion formed from at least one of the two side portions toward the receiving portion. The bolt is adapted to pass through the two side portions and the bolt-hole to connect the hollow member or half hollow member with another member.

Abstract: The automatic vehicle braking device is equipped with a braking force control processing portion which, based on the judgment result of a collision judgment processing portion and the judgment result of a steering avoidance judgment processing portion, imparts a turning property in a direction of head-on collision to the vehicle when the lateral position of the obstacle with respect to a travel route curve is large in a condition in which the driver is unconscious of a high possibility of collision between the vehicle and the obstacle and has taken no steering avoidance action yet. As a result, it is possible to reduce the speed of the vehicle and, at the same time, mitigate the damage suffered by the vehicle occupants at the time of collision.

Abstract: A method and a system of controlling a restraint device in a vehicle during a crash. The method includes sensing a lateral condition, classifying the crash, sensing a roll value, comparing the roll value with a plausibility region, and activating the restraint device based on the classified crash and when the roll value falls within the plausibility region.

Abstract: A fuel cell vehicle includes: a motor chamber provided in a front part of the vehicle; side frames extending on right and left sides of the vehicle in a front-to-back direction of the vehicle; a fuel cell; a motor for driving the vehicle, wherein the motor is driven using electric power generated by the fuel cell, and the fuel cell, the motor, and the side frames are installed in the motor chamber; and a support frame for coupling rear portions of the side frames with each other in a width direction of the vehicle, and for supporting the fuel cell installed on the support frame, wherein the motor is arranged below the support frame. The fuel cell vehicle may further include a guide member for guiding the motor toward a lower-back side of the support frame when a front collision of the vehicle occurs.

Abstract: A vehicle having an engine support structure. A cradle for supporting an engine is provided that has first and second apertures that are spaced apart from each other and receive a frame rail.

Abstract: A safety device for a vehicle, capable of relaxing a collision load acting on a colliding body. The safety device (10) for a vehicle has colliding body receiving sections (24), and opposite longitudinal ends of each colliding body receiving section (24) are bent to form legs (26) having ends (26A). The ends (26A) are fixed to side frames (16) on the vehicle body side to form impact absorption members (22). The safety device (10) is adapted so that, while supporting a collision load, the impact absorption members (22) are displaced to absorb collision energy of the colliding body. The impact absorption members (22) can produce displacement regions that acts against an increase in the displacement in the direction of collision to suppress an increase in supporting load.

Abstract: An electric vehicle has a first bracket (23) that supports a battery unit (10)-side end of a power unit (16) and extends in a width direction of the vehicle. The first bracket (23) is coupled to a vehicle body through a first coupling section (26) formed in one end of the first bracket (23) and a second coupling section (26) formed in the other end, and the power unit (16) is coupled to the first bracket (23) through at least two inner coupling sections (24) that are located more inside than the first and second coupling sections (26) as considered in the width direction of the vehicle. A first fragile portion (48) is formed between the first coupling section (26) and the inner coupling section (24) closest to the first coupling section (26), and between the second coupling section (26) and the inner coupling section (24) closest to the second coupling section (26).

Abstract: A system for absorbing impact energy includes a container formed with a plurality of faces. An energy absorbing material is substantially contained within the container. A first elongated member has a proximate end and a distal end. The proximate end is proximate and approximately perpendicular to a first face of the container. A long axis of the first elongated member intersects the first face. A first bumper is connected to the distal end of the first elongated member. A second elongated member has a proximate end and a distal end. The proximate end is proximate and approximately perpendicular to a second face of the container. A long axis of the second elongated member intersects the second face. The second elongated member is approximately perpendicular to the first elongated member. A second bumper connected to the distal end of the second elongated member.

Abstract: An engine mounting device for a motor vehicle having a casing attached to the engine, a flexible annular cylinder disposed inside the casing with a longitudinal axis generally parallel to the longitudinal axis of the vehicle body, a shaft attached to the vehicle body and disposed within the annulus of the flexible cylinder, whereby the casing and the flexible annular can move along the shaft in response to a frontal impact on the vehicle, and a retainer mounted on the shaft and arranged to prevent movement of the casing along the shaft below a predetermined threshold force on the casing.

Abstract: A system for absorbing impact energy includes a container formed with a plurality of faces. An energy absorbing material is substantially contained within the container. A first elongated member has a proximate end and a distal end. The proximate end is proximate and approximately perpendicular to a first face of the container. A long axis of the first elongated member intersects the first face. A first bumper is connected to the distal end of the first elongated member. A second elongated member has a proximate end and a distal end. The proximate end is proximate and approximately perpendicular to a second face of the container. A long axis of the second elongated member intersects the second face. The second elongated member is approximately perpendicular to the first elongated member. A second bumper connected to the distal end of the second elongated member.

Abstract: A motorcycle frame includes hollow left and right frame members that define a fuel-containing volume. Left-center, right-center, left-rear, and right-rear engine supports each depend from a corresponding left and right frame member. Each engine support includes a first portion that is coupled to the frame member and a second portion that is coupled to the engine. Each engine support also includes a stress riser defined between the first and second portions. The stress riser is configured to cause the first and second portions to separate from one another in response to application of sufficient force to the engine or second portion. By causing the first and second portions of the engine mount to separate in a predetermined way, the frame members and the fuel-containing volume are left intact.

Abstract: A front structure for a vehicle comprises a power unit mounted at a front end of the vehicle, a steering gear box provided in front of or behind the power unit in the vehicle, and a suspension member supporting the steering gear box, the steering gear box being situated at a bottom surface of the suspension member so as to move beneath the power unit when the front end of the vehicle is deformed due to a frontal collision.

Abstract: A system for clearing crush space in an automotive vehicle, the system including a vehicle having a passenger compartment, an impact displaced component assembled to the vehicle in a spaced relationship to the passenger compartment, an intervening component mounted on the vehicle between the passenger compartment and the impact displaced component, an active component secured to the vehicle in close proximity to the intervening component, a controller mounted on the vehicle, the controller activating the active component when the vehicle is involved in a collision, and the active component causing the intervening component to move when the active component is activated wherein crush space for movement of the impact displaced component is at least partially cleared in the event of a collision.

Abstract: The present invention relates to a connecting device (8) arranged in a motor vehicle (1) for releasably connecting a structural member (2) of the vehicle (1) to the vehicle chassis (3), said connecting device (8) comprising a bolt joint system (9). The connecting device (8) further comprises a pyrotechnical charge (23) and an igniter (23), said igniter (23) being adapted to, when receiving an ignition signal, bring said pyrotechnical charge (23) to detonate, said pyrotechnical charge (23) being located near the bolt joint system (9) such that it, upon detonation, destroys the connecting function of the bolt joint system (9), for releasing said structural member (2) from the chassis (3).

Abstract: A mine vehicle and a method of preventing a mine vehicle from colliding. The mine vehicle (1) includes at least one scanner (13, 14) to scan the environment in front of the vehicle. On the basis of the scanning, an obstacle-free route is determined whose outermost points in a sideward direction are stored as memory points (21). At least one sideward safe area (15b) has been predetermined around the vehicle (1). A control system checks that no memory point (21) resides within the safe area (15b).

Abstract: An engine support structure improves energy absorbing efficiency at the vehicle body frame in relation to impact input from the vehicle front to rear direction. The support structure includes a vehicle body frame having front frame side members extending in the front to rear direction of the vehicle, a sub-frame disposed below the vehicle body frame and that supports the engine, and connecting members that connect the front frame side members and sub-frame. A suspension device for an automobile prevents insecure tightening. A support member which connects a body vehicle side member and sub-frame is provided with an outer tubular member connected to the sub-frame and that extends in the upper to lower direction, an inner tubular member mated into the upper portion of outer tubular member, and an insulator mated into inner tubular member and whose length in the upper to lower direction is shorter than outer tubular member.

Abstract: A centroid of bend portions of a front side frame (frame member) is offset to a specified direction of a vehicle width direction (a bending direction of the front side frame) from a centroid of a different portion from the bend portions. Accordingly, a frame structure which can properly provide the bend portion without causing any improper increase of the number of members can be provided.

Abstract: A vehicle safety system, vehicle (10) air bladders (12) hydraulic jacks (14) solution spray nozzles (16) front, rear absorber eject out bumpers (18) cluster sensing unit (20) dual door brace to interlock with eject out absorbers to body frame (22) single door brace to interlock with eject out absorbers to body frame (24) stand alone eject out door brace without interlock to body frame (26) interlock with eject out absorbers to body frame to dual door brace (28) interlock with eject out absorbers to body frame to single door brace (30) air bags (32).

Abstract: A vibration isolation assembly is disclosed. The vibration isolation assembly comprises a first body member, a second body member, a first isolation member, a second isolation member, and a least one fastener. The first and second body members are configured to matingly engage one another and the first and second isolation members are partially retained by portions of the first and second body members, respectively. The fastener serves to securing the first and second body members together.

Abstract: An engine mounting device for a motor vehicle having a casing attached to the engine, a flexible annular cylinder disposed inside the casing with a longitudinal axis generally parallel to the longitudinal axis of the vehicle body, a shaft attached to the vehicle body and disposed within the annulus of the flexible cylinder, whereby the casing and the flexible annular can move along the shaft in response to a frontal impact on the vehicle, and a retainer mounted on the shaft and arranged to prevent movement of the casing along the shaft below a predetermined threshold force on the casing.

Abstract: In installation structure and method of a vehicular suspension, each of left and right suspension links couples a corresponding one of the left and right side members with the suspension member and is provided with a breakable portion which breaks due to a load generated when the load applied to a forward end portion of at least one of left and right front side members causes a drive unit and a drive shaft to be moved toward a rearward direction of a vehicle body to bring the drive shaft in contact against a corresponding one of the left and right suspension links.

Abstract: A vehicle chassis comprises two longitudinal side rails (10, 12). A first cross member (14) extends in a transverse direction between the front ends of the side rails (10, 12) and a second cross member (20) extends in a transverse direction between the central portions of the side rails. The chassis further comprises two secondary longitudinal members (22, 24) extending between the first cross member (14) and the second cross member (20), and the secondary longitudinal members are each connected to the side rails by means of a central support section (28, 30) which is longitudinally spaced between the first and second cross members (14, 20). The structure provides rigid support for the vehicle suspension and for a eye recovery (42), and crumples in a controlled way on frontal impact.

Abstract: A vehicle has two acceleration sensors, which are provided forward and rearward respectively from the rear end of a driver seat in the vehicle. The acceleration sensors output signals, which are the basis for sensing a signal related to rotation of the vehicle. The sensed signal is the basis for determining whether the vehicle has a lateral collision.

Abstract: A safety device for a motor vehicle including a front-end structure, a front bulkhead, which separates the front-end structure from an interior, and a brake apparatus fixed to the front bulkhead and including a brake cylinder, the brake cylinder includes a device for pivoting the brake apparatus, which device, in the event of a vehicle crash, interacts with structural elements disposed in the front-end structure. The safety of a driver present in the motor vehicle may be increased. The device for pivoting the brake apparatus includes a fastening portion and a slide portion with a slide plane.

Abstract: An engine component (2, 3) is disposed in front of or behind the vehicle engine with respect to the direction of vehicle travel. The component (2, 3) is covered by a protective shell (10) from an opposite direction from the engine (1). The protective shell (10) is fixed to the engine (1) by brackets (5, 6). Stoppers (11-13) in the protective shell (10) limit the displacement of the protective shell (10) towards the engine (1) from exceeding a predetermined distance. The brackets (5, 6) are provided with deformable members (5, 6A) which deform in response to an impact load applied to the protective shell (10) and guide the protective shell (10) only in a direction towards the engine (1) up to the position which is limited by the stoppers. In this manner, the protective properties of the external components (2, 3) with respect to an impact load is enhanced.

Abstract: Front vehicle body structure includes left and right front side frames, a subframe provided on the undersides of the side frames, and left and right mounting brackets for connecting the side frames and subframe. Engine-transmission unit is mounted on the subframe. Respective rear half portions of the side frames extend toward the rear of the vehicle body while gradually approaching the centerline of the vehicle body. Left and right mounting brackets are provided, on the respective rear half portions, to project toward the centerline. The left and right mounting brackets are detachably connected to the subframe. When an impact load greater than a predetermined intensity has been applied, the left and right mounting brackets are detached from the subframe and then squashed by the engine-transmission unit while effectively absorbing the impact.

Abstract: In a front body structure of a vehicle according to the present invention, satisfactory impact absorption can be achieved both at the time of offset collision and at the time of full-lapped collision. When a load applied to an offset-collided front side member from a front side of the vehicle is equal to or more than a predetermined value, the collided front side member is deformed. Thus, a front suspension member rotates. As a result, a bolt passing through the front suspension member fits into a branch of a slit of a rear mounting bracket disposed on the collided front side member, and the state in which the collided front side member is fixed to the front suspension member is maintained.

Abstract: In a motorcycle provided with an antilock brake system, a front fork supporting a front wheel of a motorcycle is supported to be rotatable by a head pipe which is located at the front end portion of a body frame of a motorcycle, a handle-bar is secured to an upper end portion of the head pipe, master cylinders attached to the handle-bar are connected to hydraulic wheel brakes, respectively, via brake pipes. An antilock brake system includes an ABS-unit for antilock control disposed in an intermediate portion of the brake pipes. The ABS-unit is disposed immediately behind the head pipe and between a pair of body frame components disposed on both lateral sides of the motorcycle body and extending, from the head pipe, obliquely downward and backward, while extending outward in directions opposite to each other in the width direction of the motorcycle body.

Abstract: In a power train supporting apparatus and method for an automotive vehicle, at least three mount portions support a power train constituted by an engine and a transmission on a frame of a vehicle body in such a manner that the output axle of the engine intersects a center line of a vehicular longitudinal direction as viewed from a top of the vehicle. The three mount portions comprise engine front and rear side mounts arranged on a vehicular front side and a vehicular rear side with respect to the engine and a transmission side mount arranged in the vicinity of the transmission. The mounts are arranged in such a manner that a distance from a weight center of the power train to each of the engine front and rear side mounts is shorter than a distance from the weight center of the power train to the transmission side mount.

Abstract: In a subframe structure at a lower front portion of a vehicle, the subframe structure includes a load input portion arranged between a front end of a side frame and a bumper beam, a load introducing portion extending rearwardly downward from the load input portion, and a body portion extending rearward from the load introducing portion. The load input portion, the load introducing portion and the body portion are continuously provided.

Abstract: A bridge-shaped frame member is disposed on a front side frame in front of a suspension tower so as to extend vertically and stride over a No. 4 mount. Accordingly, there can be provided a vehicle front body structure that can attain a proper energy absorption of the front side frame with its axial compression can be attained at a vehicle crash.

Abstract: Road wheels of a vehicle are provided with a steering shaft for transmitting a steering force from a steering wheel. An electric power steering unit (accessory) is disposed to a lateral side of the steering shaft. A clutch pedal is disposed below the electric power steering unit and pivotally mounted to a dash panel. The electric power steering unit is provided with an anti-intrusion bracket extending to the vicinity of the rear of the clutch pedal so that the anti-intrusion bracket can abut on the clutch pedal pushed rearward in a collision.

Abstract: A dual-sectioned automotive propeller shaft features a weakened area in a first section. Under an axial load, the first section buckles transversely to a longitudinal axis of the shaft to absorb substantially all of the energy exerted against the shaft. A second section of the shaft is thereby isolated from consequences of the axial load enabling its placement and proximity to other components mounted to the undercarriage of the vehicle.

Abstract: A vehicle front body structure includes a pair of front side frames each of which has, at a rear portion thereof, an easily deformable portion that is easily deformable during a collision, a support frame for mounting a unit box thereon, which has a pair of rear legs that are fixed to the easily deformable portions of the pair of front side frames, and a pair of front legs that are fixed to portions of the pair of front side frames, the portions being located in the front as viewed from the easily deformable portions. Displacement allowing spaces for allowing displacement of the unit box during a collision are provided near side portions of the unit box adjacent to the rear legs.

Abstract: A subframe 1 is mounted on a vehicle body (body side frame 2) through mounts (subframe mounts B1–B6) with elastic bodies (rubber members 6, 7, 11), at two points located on both sides in lateral directions of a front portion of the subframe, at two points located on both sides in lateral directions of a middle portion thereof near a location where a suspension link is attached to the subframe 1, and at two points located on both sides in lateral directions of a rear portion thereof. The mounts at the points located on the both sides in lateral directions of the middle portion of the subframe each have a fracture stress upon crash smaller than that which the mounts at the points located on the both sides in lateral directions of at least one of the front and rear portions of the subframe 1 have. This subframe mount structure serves to mitigate damage of a passenger caused on collision of the vehicle to protect the passenger.

Abstract: A vehicle front body structure includes a side-member front area 11F inclined outwardly in the width direction of a vehicle as directing ahead of the vehicle, a strength control mechanism C provided in the side-member front area 11F, a sub-side member 20 extending from the vicinity of a continuous base of the side-member front area 11F toward the front of the vehicle, substantially straight to an extension of a side-member rear area 11R. The front end of the sub-side member 20 is connected with the rear face of a bumper reinforcement 12. The sub-side member 20 is provided with a deformation-mode control mechanism D that allows the sub-side member 20 to be deformed inwardly in the width direction of the vehicle due to a collision input and interferes with a power unit P, forming an impact load transfer mechanism B.

Abstract: A vehicle front structure includes a side member to be placed to extend in the longitudinal direction of a vehicle. The side member includes a support portion to support a power unit at a support point, and a weak section which is formed on the front side of the support point toward the front of the vehicle, and which is weakened in an upper side and lateral sides of the side member with respect to a lower side of the side member.

Abstract: This body structure is suitable for motor vehicles, especially for passenger cars and comprises a passenger compartment structure and at least one supporting structure adjoining thereon, for example, for accommodating a driving unit and wheel suspension elements. The supporting structure is connected to the passenger compartment structure through holding elements. To optimize the supporting structure, having a region connecting with the passenger compartment structure and a rear end region, the supporting structure is formed as an enveloping device of a high-strength, especially a fiberglass reinforced plastic, which is reinforced with a supporting device and surrounds the driving unit at least regionally, the enveloping device having several openings, each of which forms an access to the driving unit, and being provided with bearing mountings for the driving unit.

Abstract: At the time of head-on collision of a vehicle, an intermediate portion of a subframe 6 is folded and deformed downwardly into a form of L-shape, an engine body 8 is moved downward, a radiator core upper rail 11 is rearwardly deformed and moved, a collision load is input to an upper portion of the engine body 8 through a rod 10, and the engine body 8 is rotated rearward around a connecting member 9. With this, a distance of a shortest portion between the engine body 8 and a dash panel 3 is increased, and a crushing stroke of the engine room 1 is increased.

Abstract: A power unit arrangement structure for a vehicle is provided with a side-member extending in a fore and aft direction of a mounting room and enabled to achieve buckling deformation in the fore and aft direction during a frontal collision, a sub-frame extending in the mounting room along the fore and aft direction at an area below the side-member, a mount member having respective an insulating function and permitting a power unit to be supported with the side-member, a bent portion disposed at a substantially intermediate portion of the sub-frame in the fore and aft direction and having a downwardly bent configuration, and a connecting member connecting a lower portion of the power unit to the sub-frame in the vicinity of the bent portion. The mount member is capable of tearing in response to relative movement of the side-member and the power unit in the fore and aft direction during the frontal collision. The sub-frame has a part having a substantially V-shaped configuration in a side view.

Abstract: To provide a collision detecting apparatus for a vehicle, including an integrating apparatus for cumulatively integrating an output from the acceleration sensor when the output exceeds a specific calculation start level, and a collision detecting apparatus for outputting a collision signal when a cumulative integral value calculated by the integrating apparatus exceeds a threshold value. The collision detecting apparatus is intended to accurately perform a collision decision with a high responsiveness irrespective of the severeness of the collision. The collision detecting apparatus includes a differentiating apparatus D for differentiating the output G from the acceleration sensor S, and a correcting apparatus H for correcting the threshold value &agr; on the basis of a differential value (dG/dt) calculated by the differentiating apparatus D.

Abstract: Improved system for absorbing impacts in motor vehicles consisting in coupling solidly to the vehicle body front beams which are intended to receive the impacts and deformable devices which are secured to the rear part of the body structure and which are intended to absorb strains. The front beams and the rear deformable devices are connected and hinged by a cable which is guided by a pulley provided at the front of the car; the pulley is characterized in that its support shaft is designed with a structure which can be progressively deformed longitudinally by the cable tension upon an impact with the aim to determine an appropriate displacement of the pulley towards the rear part of the vehicle, in accordance with its specific function.

Abstract: A method is indicated according to which the triggering of a restraining device or devices in a vehicle can be adjusted to specific characteristics of the vehicle involved in the impending crash in such a way as to furnish optimum protection for the vehicle occupants. To this end, before a crash between two vehicles, each vehicle transmits data concerning its own vehicle-specific characteristics that can affect the course of the crash, and each vehicle receives the vehicle-specific data transmitted by the other vehicle and derives from them control data for triggering its restraining device or devices.

Abstract: A vehicle occupant protection activation system includes a satellite sensor which communicates with a safety controller for controlling each safety system. If a heightened likelihood of a vehicle crash or roll-over condition exists, the satellite sensor sends a safing message to the safety controller. When the safing message is received by the safety controller, it responds to the satellite sensor with a safing response including a seed message therein. The seed message is temporarily stored in the safety controller and is also stored by the satellite sensor. If it is determined that the event requires deployment, the satellite sensor sends a deploy command to the safety controller that includes the seed message therein to authenticate the command. The safing controller is thus assured that the deploy command is authorized and inadvertent deployment due to a single point fault in the satellite sensor is prevented.

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: The present invention provides a multi-task system which can suppress the increase of required volume of RAM and which enables a multiplex interruption, and a car controlling unit utilizing that system. A memory area (RAM) utilized in executing a processing is divided into a task area 50 for carrying out a task processing and an interrupt area 60 for carrying out an interrupt processing. An interrupt level is given to the interrupt processing in accordance with its priority. The interrupt area is prepared so that the number thereof is same as that of the interrupt level. This system can suppress the increase of memory areas to be consumed as the interrupt area and can guarantee that all interrupt processings are operated.