Abstract: A method is provided for determining a battery capacity for a vehicle battery. Open circuit voltages of a vehicle battery are measured during ignition startups. A battery parameter is estimated for the vehicle battery that is a function of a present open circuit voltage measurement for a present ignition startup, a function of at least one open circuit voltage observation of a previous ignition startup, a function of a current draw integration over a time period from a previous ignition startup event to a present ignition startup event, and a function of an adjustment factor. A battery parameter is determined based on a new battery. The battery capacity is calculated as function of the battery parameter for the vehicle battery and the battery parameter for the new battery.

Abstract: A method is provided for fusing a plurality of self-contained diagnostics for generating a combined state of belief for a monitored system. A plurality of predetermined diagnostic states of self-contained diagnostic routines is executed. Each self-contained routine generates a respective state of belief result for the monitored system. Respective belief vectors are formulated as a function of belief results. A state space is provided that includes a plurality of sub-state spaces. Each of the sub-state spaces is representative of the predetermined diagnostic states of the monitored system. Belief vectors are assigned to the sub-state spaces of the state space. Belief vectors relating to each sub-state space are fused. A combined belief value is determined for each fused sub-state space. The sub-state space having the highest combined belief value is indicated in response to the determined probabilities as the actual diagnostic state of the monitored system.

Abstract: A method for monitoring a starter motor for an internal combustion engine includes calculating a first engine power during a starting event based on an electric power flow from the battery to the starter motor, calculating a second engine power during the starting event based on an engine kinetic energy, and detecting a fault associated with the starter motor as a function of the difference between the first engine power and the second engine power.

Abstract: A method is provided for automatically transitioning a cruise control speed from a current speed zone to a next speed zone. A location at which the speed zone limit changes from the current speed limit to the next speed limit forward of a driven vehicle is determined. A speed profile is determined for changing the vehicle speed from the current speed limit to the next speed limit. The speed profile includes non-linear changes in the vehicle speed between the current speed zone and the next speed zone for eliminating abrupt changes in the vehicle speed. A relative location is determined for initiating the non-linear changes in the speed of the vehicle. The non-linear changes are actuated in the speed of the vehicle at the relative location for gradually changing the speed to the next speed limit.

Abstract: A system and method for determining whether a particular wheel on a vehicle is un-balanced during operation of the vehicle. The method includes providing wheel angle signals from the wheels of the vehicle and providing a vibration measurement signal from a response point on the vehicle, such as from an accelerometer on a steering column of the vehicle. The method also includes generating a regression vector using the wheel angle signals. The method also includes generating an estimated parameter vector using a recursive least squares algorithm, the regression vector and the vibration measurement signal. The method then calculates an imbalanced magnitude value of each wheel of the vehicle using the estimated parameter vector. The method uses a persistency of excitation test to determine whether the parameter vector has converged to a true value to determine whether the calculated imbalanced magnitude values are accurate.

Abstract: A system and method for providing component and sub-system state of health prognosis in a complex system using fault models and component aging models. The method includes determining a current state of health value for a sub-system using fault signature test results and determining current state of health values for a plurality of components in the sub-system using the fault signature test results. The method also determines current state of health values for components in the system that cannot use fault signature test results using a first probability model and the current state of health values for the plurality of components. The method determines predicted future state of health values for the components in the sub-system using component aging models and determines a predicted future state of health value for the sub-system using a second probability model and the future state of health values of the components.

Abstract: A system and method for determining the health of a component includes retrieving measured health signatures from the component, retrieving component usage variables, estimating component health signatures using an aging model, determining an aging derivative using the aging model and calculating an aging error based on the estimated component health signatures, the aging derivative and the measured health signatures.

Abstract: A system adapted for counteracting engine produced vibratory forces and isolating the forces from a body, includes active engine mounts, force or acceleration sensors, and a controller communicatively coupled to the mounts and sensors, and configured to execute an integrated open and closed-loop control method.

Abstract: A control circuit for an active engine mount is provided, including an electrical bridge circuit, and a pulse-width modulation (‘PWM’) circuit. The PWM circuit receives an input signal from a controller, and generates first and second PWM output signals. The first PWM signal, derived from the input signal, controls first and third switches of the electrical bridge circuit. The second PWM signal comprises a digitally inverted signal of the first PWM signal, and controls second and fourth switches of the electrical bridge circuit. First and second outputs of the bridge circuit are connectable to first and second terminals of the mount device. The controller receives an input signal from crank and cam sensors, as part of the control scheme.

Abstract: An open-loop control system that provides control signals to active engine mounts to reduce or eliminate the transfer of engine vibration to a vehicle body structure, where the system uses only a crank signal from the engine as an input. The control system includes an instant crank speed variation sensing processor that receives the crank signal from the engine, where the crank signal is a pulsed signal including missing pulses as a result of teeth missing on the vehicle crank wheel. The crank speed variation sensing processor provides a measurement of the instant crank speed variation of the crank signal and minimizes an error in the measurement as a result of the missing pulses. The crank speed variation sensing processor outputs a crank speed sensing variation signal as a sine wave that identifies order content in the crank pulse signal.

Abstract: A method of generating a crankshaft synchronized sine wave signal for an internal combustion engine is provided. The method includes the steps of: A) sensing an observed crankshaft angle of the crankshaft; B) using a dynamic observer to generate an estimated crankshaft angle from said observed crankshaft angle; and C) generating the crankshaft synchronized sine wave signal as a function of the estimated crankshaft angle. The crankshaft synchronized sine wave signal is preferable output to at least one of an active vibration control system and an active noise control system. An apparatus for generating a crankshaft synchronized sine wave for an internal combustion engine according to the method of the present invention is also disclosed.

Abstract: A system and method for determining whether a particular wheel on a vehicle is un-balanced during operation of the vehicle. The method includes providing wheel angle signals from the wheels of the vehicle and providing a vibration measurement signal from a response point on the vehicle, such as from an accelerometer on a steering column of the vehicle. The method also includes generating a regression vector using the wheel angle signals. The method also includes generating an estimated parameter vector using a recursive least squares algorithm, the regression vector and the vibration measurement signal. The method then calculates an imbalanced magnitude value of each wheel of the vehicle using the estimated parameter vector. The method uses a persistency of excitation test to determine whether the parameter vector has converged to a true value to determine whether the calculated imbalanced magnitude values are accurate.

Abstract: An active front-wheel vehicle steering control system that employs closed-loop control includes an adaptive compensation sub-system that compensates for changes in vehicle dynamic parameters. The control system includes a dynamic parameter estimation sub-system that provides an estimated front cornering compliance and rear cornering compliance based on a steering wheel angle signal, a vehicle lateral acceleration signal, a vehicle yaw rate signal and a vehicle speed signal. The closed-loop control includes active gain for each of vehicle yaw rate, yaw acceleration, side-slip and side-slip rate, all based on the vehicle speed and vehicle dynamic parameter changes for use in generating a steering angle control signal to the front wheels of the vehicle.

Abstract: The velocity of a vehicle is controlled according a cruise control system that has a plurality of cruise control features. Each of the cruise control features has a current desired velocity requirement which can be used to determine a single current desired velocity for controlling the vehicle. A future desired velocity requirement can be predicted for each of the cruise control features over a time period. Vehicle acceleration can be determined from the difference of the current desired velocity and the predicted future velocity for controlling the velocity and acceleration of the vehicle to the predicted future velocity.

Abstract: A host vehicle's speed is controlled with a target vehicle following control system when following a target vehicle. The target vehicle following control system monitors a range with respect to a target vehicle and a speed of the host vehicle. The target vehicle following device determines operation of the vehicle based upon a control region by comparing the range and the speed of the host vehicle to a simple sliding surface, which defines a minimum range between the host vehicle and target vehicle and a modified sliding surface, which increases the margin to the simple sliding surface as the speed of the host vehicle increases. The host vehicle has an acceleration determined based on the control region and is used to control operation of the host vehicle.

Abstract: Systems and methods for automatically adjusting the orientation of one or more mirrors present on a motorized vehicle are responsive to the spatial position of a component of a driver seat present in such motorized vehicle and the vehicle's primary rear-view mirror.

Abstract: Systems and methods for automatically adjusting the orientation of one or more mirrors present on a motorized vehicle are responsive to the spatial position of at least one component of a driver seat present in such motorized vehicle.

Abstract: A method is provided for automatically transitioning a cruise control speed from a current speed zone to a next speed zone. A location at which the speed zone limit changes from the current speed limit to the next speed limit forward of a driven vehicle is determined. A speed profile is determined for changing the vehicle speed from the current speed limit to the next speed limit. The speed profile includes non-linear changes in the vehicle speed between the current speed zone and the next speed zone for eliminating abrupt changes in the vehicle speed. A relative location is determined for initiating the non-linear changes in the speed of the vehicle. The non-linear changes are actuated in the speed of the vehicle at the relative location for gradually changing the speed to the next speed limit.

Abstract: A method is provided for fusing a plurality of self-contained diagnostics for generating a combined state of belief for a monitored system. A plurality of predetermined diagnostic states of self-contained diagnostic routines is executed. Each self-contained routine generates a respective state of belief result for the monitored system. Respective belief vectors are formulated as a function of belief results. A state space is provided that includes a plurality of sub-state spaces. Each of the sub-state spaces is representative of the predetermined diagnostic states of the monitored system. Belief vectors are assigned to the sub-state spaces of the state space. Belief vectors relating to each sub-state space are fused. A combined belief value is determined for each fused sub-state space. The sub-state space having the highest combined belief value is indicated in response to the determined probabilities as the actual diagnostic state of the monitored system.

Abstract: A system and a method for detecting the eyes of a driver of a vehicle using a single camera. The method includes determining a set of positional parameters corresponding to a driving seat of the vehicle. The camera is positioned at a pre-determined location inside the vehicle, and a set of parameters corresponding to the camera is determined. The location of the driver's eyes is detected using the set of positional parameters, an image of the driver's face and the set of parameters corresponding to the camera.