Engineering trends at the NAIAS the tech behind the searchlights - North American International Auto Show 2003

Automotive Industries, Dec, 2002 by Dan McCosh

This has led to a provocative line of development. The sensors that provide such mundane information as wheel speed and steering wheel angle, or even brake pressure, lay the sensory groundwork for second-guessing the driver himself. This concept was first explored by Mercedes, which introduced a system that sensed the acceleration of the brake pedal, with the assumption that a quick stab meant that the driver wanted to slam on the brakes. This activated a full antilock brake stop, minimizing the stopping distance.

On the new S-class, this philosophy led to using the onboard diagnostics to analyze various combinations of steering wheel input and brakes to anticipate an accident. This information is used to signal the restrain system to tighten the seatbelt and readjust the seat, thus putting the driver in the best position to survive a crash.

The system depends on a specific algorithm that analyzes the input from the braking system and other driving-control sensors. It's a potentially powerful way of inferring what the driver is encountering. And since the signals come from sensors already in place, it is potentially lower cost than the radar-based early warning devices still under development. Another offshoot goes so far as to shut off the radio and other potential distractions during severe maneuvers. Mercedes has hopes that such anticipatory analysis could eventually gain valuable microseconds in airbag deployment as well.

Airbags themselves continue to proliferate, particularly the side-curtain bags that protect the head area on SUVs. But the critical issue of producing a smart deployment system that accurately senses passenger position, size and even age is still in flux. GM is expanding the use of a seat-pressure sensor that is a key element of system that also includes monitoring the belt latch and seat position. Launched on its line of SUVs, the system automatically depowers the bag for short drivers, and shuts the passenger-side system off for small children.

The progress made in such electronics systems continues at a quick pace. Not so quick is a transition of body materials. Still, it's worth noting that the nextgeneration Audi A8, now in its second generation as an experiment in aluminum bodywork, will be on display, as well as the new bonded-aluminum body on the new Jaguar XJ series sedans.

* The real trucks

SUVs--crossover and traditional--get most of the new-truck attention these days. But full-size pickups still are the highest-volume vehicles in the U.S. And while a polyglot, international group is represented in the SUV marketplace, good old full-size pickups still are mainly an American stronghold. It's been five years since the current aero-look Ford F-series trucks were introduced in 1997. Ford will unveil a major revision of its F-series trucks at the NAJAS. As big as this is, Ford may well be upstaged by Nissan's new full-size pickup. This is arguably the first pickup from a Japanese manufacturer attacking the mainstream pickup market, unlike the efforts from Toyota that never quite got into the payload and power range of the American-made mainstays. Nissan is aiming at becoming class leader in power and payload.