Abstract: An electronic control unit (ECU) is coupled to a vehicle network, such as a controller area network (CAN), which network can be either encrypted or non-encrypted. The ECU includes input and output ports (at least one) which provides a non-encrypted access into the vehicle network. The electronic control unit, also referred to as a specialized ECU or as an enhanced gateway module, in one embodiment includes at least one port for configuring the ECU through a personal computer or other computing device. The ECU in one embodiment includes multiple input/output ports which can interface with vehicle subsystems either through or separate from the CAN. The ECU, in one embodiment, includes a non-encrypted serial data port which allows for communication between the ECU and subsystems provided by a third-party for interfacing into an OEM vehicle network, and especially an encrypted network.

Abstract: At least one analog load sensor, such as a force sensitive resistor is situated between upper and lower seat structures to generate a signal correlating with weight placed upon the seat. A vehicle has multiple seats fitted with sensors. Weight related information is communicated to a processor and an optional display, along with seatbelt latch sensor outputs to communicate to an operator if any seats are occupied without seatbelt latched. A weight force threshold for each seat is adjustable in one embodiment to customize the system to accommodate occupants of different weights and non-occupant loads of different weights. Loading information for the vehicle, such as total weight of occupants and/or objects on the seats and location of these loads upon the vehicle can be calculated and utilized to ensure that gross vehicle weight rating and load center of gravity and related parameters are within acceptable ranges.

Abstract: A switch is interposed between an ignition antenna associated with a vehicle ignition switch and an auxiliary antenna located spaced from the ignition switch. A reader is selectively connected through the switch to either the ignition antenna or to the auxiliary antenna, the reader configured to determine if an authorized key is present adjacent to an antenna. An authorized key is kept adjacent to the auxiliary antenna. The vehicle ignition switch can be operated either with an authorized key brought adjacent to the ignition switch and adjacent to the ignition antenna or by adjusting the switch to connect the reader to the auxiliary antenna to read the authorized key kept adjacent thereto. A controller can cause this switch to adjust from connecting the reader to the ignition antenna to connecting the reader to the auxiliary antenna, so that the controller can automatically cause vehicle ignition operation when desired.

Abstract: A controller is integrated into a vehicle with the controller coupled to a fob detector and also coupled to a vehicle disabler. Examples of vehicle disablers include a brake transmission shift interlock (BTSI), a transmission shift interlock (TSI) and an air brake or electric parking brake of the vehicle. The fob detector can be provided along with the controller and separate from a mechanical key ignition of the vehicle, or can be a fob detector associated with a keyless ignition of the vehicle. A mobile fob is used as part of the system, carried on the person of an authorized driver of the vehicle. This fob can be provided separately from the vehicle, along with the controller, or can be a fob associated with a keyless entry of the vehicle. The controller causes the vehicle disabler to not be disengaged unless presence of the fob is detected by the fob detector.

Abstract: A controller is integrated into a vehicle with the controller coupled to a fob detector and also coupled to a vehicle disabler and/or other vehicle subsystems. Examples of vehicle disablers include a brake transmission shift interlock (BTSI), a transmission shift interlock (TSI) and an air brake or electric parking brake of the vehicle. The fob detector can be provided along with the controller and separate from a mechanical key ignition of the vehicle, or can be a fob detector associated with a keyless ignition of the vehicle. A mobile fob is used as part of the system, carried on the person of an authorized driver of the vehicle. This fob can be provided separately along with the controller, or can be a fob associated with a keyless entry of the vehicle. The controller causes the vehicle disabler or other vehicle subsystems to adjust performance based on fob presence or absence.

Abstract: A system which allows an aftermarket ECM to control/alter vehicle behavior by only sending special network messages when no provision for doing so was originally designed into the original equipment manufactured system.

Abstract: A microprocessor controlled system for ensuring the safe operation of an auxiliary device, such as a wheelchair lift used in conjunction with a vehicle. The microprocessor preferably allows operation of the lift device when one or more parameters are met. These parameters include the following: the vehicle is in “park”, the parking brake is engaged, the vehicle ignition is “on”, the lift power switch is “on”, and the lift door is open. The present invention does not allow the vehicle to be shifted out of park if the lift door is open and/or when the parking brake is “on”.

Abstract: A microprocessor controlled system for ensuring the safe operation of an auxiliary device, such as a wheelchair lift used in conjunction with a vehicle. The microprocessor preferably allows operation of the lift device when one or more parameters are met. These parameters include the following: the vehicle is in park, the parking brake is engaged, the vehicle ignition is on, the lift power switch is on, and the lift door is open. The present invention further does not allow the vehicle to shifted out of park if the lift door is open and/or when the parking brake is on.

Abstract: For motor vehicles equipped with overdrive-equipped transmissions normally biased in one of the overdrive or non-overdrive modes of operation, a method for automatically biasing the transmission to the alternate mode of operation, and apparatus to practice the method. Normally used to bias transmissions from the overdrive to the non-overdrive mode of operation, the apparatus and method taught herein are particularly well-suited for operation in conjunction with automatic transmissions, and are actuated uniquely with each ignition run cycle. Alternatively, the method and apparatus may, with equal facility, incorporate other vehicle operations and conditions to actuate its overdrive biasing function.