A vehicle rollover sensing system using driving information for optimization includes a longitudinal-velocity estimator determining a longitudinal velocity of a vehicle using a wheel speed, a steering angle, and GPS vehicle velocity information; a lateral-velocity estimator determining a lateral velocity of the vehicle using the longitudinal velocity, a yaw rate, a steering angle, a lateral acceleration, and GPS vehicle heading direction information; a rollover type determinater deciding a rollover type of the vehicle using the longitudinal velocity and the lateral velocity of the vehicle; and a restraint device deployment determinater determining whether or not to deploy a vehicle restraint device according to the decision by the rollover type determinater.

A method of controlling an active seatbelt includes checking whether a seatbelt is fastened, collecting driving information from a sensor or driving assist/safety system installed in a vehicle, determining a safety state of the vehicle based on the driving information, checking whether an airbag is deployed, and outputting a motor control signal for restraint control of the seatbelt in response to the safety state when the airbag is not deployed.

An airbag device for a panorama roof may include: a roller disposed under a panorama roof and having a blind wound therearound, the blind serving to cover the panorama roof; a head liner covering the roller; an inflator disposed at sides of the panorama roof; a guide tunnel connected to the inflator to guide gas; and a cushion connected to the guide tunnel, and deployed by gas guided through the guide tunnel so as to cover the panorama roof.

An airbag device for a panorama roof may include: a roller disposed under a panorama roof and having a blind wound therearound, the blind serving to cover the panorama roof; a head liner covering the roller; an inflator disposed between the panorama roof and the roller; a guide tunnel connected to the inflator to guide gas; and a cushion connected to the guide tunnel, and deployed by gas guided through the guide tunnel so as to cover the panorama roof.

A tool holder apparatus for a motorized vehicle for residential use includes an attachment member, a rotary table attached to the attachment member, the table having fixed and relatively movable table members, and a tool holder attached to the movable table member. The attachment member removably fastens the tool holder apparatus to a member of the motorized vehicle.

An active seat belt control apparatus is controlled according to a state of a vehicle. A control method for the active seat belt control apparatus includes: collecting, by a communication unit, state information about the vehicle; determining, by a controller, whether to activate a pulling operation of a seat belt using the collected state information; and activating the pulling operation of the seat belt using a motor.

An apparatus and methods are provided for a chassis for an off-road vehicle that includes a roll cage chassis structural spine. The chassis is a welded-tube variety of chassis that includes a front portion and a rear portion that are joined to an intervening passenger cabin portion. The roll cage chassis spine includes a front canopy and a rear canopy comprising an overhead spine to the chassis that increases the strength of the chassis and improves the safety of occupants within the vehicle. The rear canopy couples to the rear portion of the chassis, and the front canopy couples to the front portion of the chassis and the rear canopy. The front canopy and the rear canopy are configured to cooperatively reinforce the chassis during loading forces on the front portion due to front struts and loading forces on the rear portion due to rear struts.

A pre/post-tensioning controller system for a wheelchair tie-down and occupant restraint system (WTORS) will be a comprehensive energy management system for controlling excessive excursions of a wheeled mobility device during various adverse driving scenarios. The system uses multiple pre-tensioning and post-tensioning events during a front, side, or rear impact crash or rollover scenarioand effectively controls excursions by the tensioning of the WTORS equipment at specific and ideal moments. The system also uses tensioning events on the tie-down equipment during a long duration turn or other aggressive maneuvers. The system may also use tensioning events on the occupant restraints. The energy management system can be adapted for use with traditional four-point tie-downs and newer three- and two-point tie-down systems that incorporate fixed or movable bumpers, as well as compressive-type securement systems, and other systems as well, including docking systems.

One general aspect includes a deployable containment system for a vehicle roof panel, the system including: a pair of guide channels proximate to an opening through the vehicle roof panel, each guide channel of the pair having a first end and a second end; a housing mounted to the first end of the pair of guide channels. The deployable containment system also includes a shield configured to deploy from the housing and travel along the pair of guide channels so as to cover at least a portion of the opening. The deployable containment system also includes an actuator disposed proximate to the pair of guide channels, the actuator configured to deploy the shield from the housing after a deployment event.

A vehicle safety system for a vehicle includes an electronic control unit (ECU) and at least one remote crash sensor mounted in the vehicle at a location remote from the ECU and operatively connected to the ECU. The remote crash sensor is configured to sense vehicle crash conditions and to provide data related to the sensed vehicle crash conditions to the ECU. An ECU remote sensor is mounted in the vehicle at a location remote from the ECU and near a vehicle center-of-gravity (COG). The ECU remote sensor includes an inertial measurement unit (IMU), and is configured to sense vehicle roll conditions and to provide data related to the sensed vehicle roll conditions to the ECU. The ECU is operative to receive the data provided by the at least one remote crash sensor and the ECU remote sensor, perform calculations to determine whether the data is indicative of a vehicle crash condition, and to provide a signal for actuating a vehicle occupant protection device.