Abstract: A method is provided for determining a pitch angle of a perception system of a vehicle with respect to a road surface on which the vehicle is located. Via the perception system, road perception information is detected from the road surface, and object perception information is detected from objects being different from the road surface. A primary pitch angle is determined by using the road perception information, and a relative pitch angle is determined by using the object perception information. The primary pitch angle and the relative pitch angle are combined in order to determine a final pitch angle of the perception system.

Abstract: The present disclosure presents an electrical connector comprising a connector housing with machine-readable indicia printed on its surface. The indicia is bordered by a darker background on the surface, ensuring ample contrast for accurate reading by a digital scanner. This innovative design enhances the readability and reliability of the indicia, facilitating efficient data capture and identification processes.

Abstract: A method is provided for determining radar transmission and reflection characteristics of a vehicle component in proximity to a radar system. A parameter sweep array including input data sets is defined, each input data set including array elements which cover a range of a respective predefined parameter associated with the vehicle component. A reflection coefficient is calculated for radar waves transmitted by the radar system for each array element of the input data sets and for predefined angles with respect to a surface of the vehicle component. For each input data set and for each predefined angle, a respective worst-case element is determined having a maximum value of the reflection coefficient. A worst-case data set including the worst-case elements is generated for each input data set and for the predefined angles in order to provide a validation of the transmission and reflection characteristics of the vehicle component.

Abstract: Perception systems and methods include use of occlusion constraints for resolving tracks from multiple types of sensors. An occlusion constraint is applied to an association between a radar track and vision track to indicate a probability of occlusion. The perception systems and methods refrain from evaluating occluded and collected radar tracks and vision tracks. The probability of occlusion is utilized for deemphasizing pairs of radar tracks and vision tracks with a high likelihood of occlusion and therefore, not useful for tracking. Improved perception data is provided and more closely represents multiple complex data sets for a vehicle to prevent a collision with an occluded object as the vehicle operates in an environment.

Abstract: The techniques and systems herein enable ESA modification based on manual steering inputs. Specifically, a score is determined for a manual steering input to a host vehicle while an ESA is actively applying an ESA steering input to the host vehicle. The score quantifies an amount of additional steering input relative to the ESA steering input (e.g. additional steering angle, steering wheel torque). The ESA steering input is maintained, modified, or canceled based on the score. By doing so, the system is able to effectively adapt the ESA to the manual steering inputs thereby allowing for effective collision mitigation while ensuring that the vehicles operate as intended by the drivers.

Abstract: Disclosed are aspects of a method, carried out by a vehicle data recording device, that includes downloading, from a host data collecting system, a recording target and determining a plurality of possible routes for the vehicle. The method also includes, for each route, generating a route encoding in numerical values an information on predicted values of the route for metrics, a metric being a function assigning a value representing an amount of progress in achieving an elementary recording target to a piece of data. The method additionally includes providing the route encodings and additional environmental information independent of the routes to a reinforcement learning agent that selects one of the routes to optimize a reward. The method further includes recording data from in-vehicle sources while the vehicle drives along the selected route and uploading at least part of the recording data to the host data collecting system.

Abstract: An electrical connector assembly includes a connector housing, a planar busbar having a rectangular cross section defining two opposed major surfaces and four minor surfaces, a cooling plate that is sized, shaped, and arranged to be in conductive thermal contact with a first major surface of the planar busbar, and an L-shaped busbar partially disposed within the connector housing having a first end connected to an electrical terminal and having a second end attached to, and in conductive thermal contact with, a second major surface of the planar busbar. The cooling plate is configured to reduce a temperature of the planar busbar and the attached L-shaped busbar. A method of assembling such an electrical connector is also presented.

Abstract: A bus bar assembly includes a nonconductive terminal cap configured to at least partially surround an electrically conductive terminal. The terminal cap has a perimeter wall configured to circumscribe at least a portion of the terminal to provide a gap configured to expose the terminal. The terminal cap includes a first attachment feature. The bus bar assembly also includes a bus bar having an end configured to mechanically and electrically engage the terminal in an assembled condition and a nonconductive shroud enclosing the bus bar. The shroud includes a second attachment feature configured to removably engage the first attachment feature in the assembled condition to secure the shroud to the terminal cap. A method of electrically connecting cells of a battery is also provided.

Abstract: An electrical connector assembly includes a first electrical connector housing configured to retain an electrical terminal. The first electrical connector housing has a first shroud surrounding the electrical terminal. The electrical connector assembly also includes a second electrical connector housing configured to retain a mating electrical terminal. The second electrical connector housing has a second shroud surrounding the mating electrical terminal that is configured to be received within the first shroud. The second electrical connector housing includes a circular band in which the first shroud is received. The circular band defines a gap therein and is configured to apply a circumferential clamping force to the first shroud when the gap is narrowed by a lateral force applied to the second electrical connector housing, thereby decreasing an effective internal diameter of the circular band.

Abstract: This document describes techniques and systems for a vertical microstrip-to-waveguide transition. A radar system may include a monolithic microwave integrated circuit (MIMIC) to generate electromagnetic signals and a printed circuit board (PCB) that includes a first surface, a microstrip, and a grounding pattern. The microstrip can be located on the first surface and operatively connect to the MIMIC. The grounding pattern is located on the first surface and made of conductive material. The radar system also includes a transition channel positioned over the grounding pattern, which includes a vertical taper between a bottom surface and a top surface. The transition channel defines a dielectric-filled portion formed by the grounding pattern and its interior surface. The described vertical transition can reduce manufacturing costs and support a wide bandwidth by tolerating an air gap at the transition-to-waveguide interface.

Abstract: An electrical connector assembly includes a connector housing defining a plurality of terminal cavities in which electrical terminals attached to wire cables are received, a mat seal formed of a compliant material and having a plurality of seal apertures through which the electrical terminals are inserted into the plurality of terminal cavities, and a seal retainer. The mat seal is disposed between the seal retainer and the connector housing and wherein the seal retainer is connected to the connector housing by a flexible member configured to urge the mat seal into contact with the connector housing and allow longitudinal movement of the seal retainer relative to the connector housing. A method of assembling such an electrical connector is also provided.

Abstract: Disclosed are aspects of a radar system for a vehicle that includes a radar circuit for generating and processing radar signals, wherein the radar circuit includes a ground plane connector for an electrical connection with an antenna ground plane. The radar system also includes a radar antenna assembly for transmitting radar signals into a traffic space and for receiving radar signals reflected by objects present in the traffic space. The radar system further includes a component of the vehicle. The ground plane connector is electrically connected to the component of the vehicle.

Abstract: A computer implemented method for determining information related to an environment of a vehicle comprises the following steps carried out by computer hardware components: determining a point cloud based on measurement data, the point cloud comprising a plurality of points; determining respective features for each point of the point cloud; determining a grid structure based on the point cloud; determining a processed grid structure based on processing the grid structure using an artificial neural network; and determining at least one final grid structure based on the point cloud, the respective features for each point of the point cloud, and the processed grid structure.

Abstract: A rack assembly unit for mounting a control unit to a vehicle rack system is provided; a rack chassis and a tray are configured to receive the control unit for coupling to a vehicle system. The tray is movably coupled to the rack chassis at a coupling mechanism, which provides for movement of the tray relative to the rack chassis between open and closed positions. At the open position, the tray is spaced apart from rack chassis to facilitate user access to the tray and receiving the control unit therein. At the closed position, the tray is located fully inserted relative to the rack chassis and such that the control unit located in the tray is provided at a control unit operating position thermally coupled to a cold plate of a cooling system to provide for cooling of components of the control unit.

Abstract: Disclosed are aspects of a radar system for a vehicle that includes a first radar antenna assembly connected to at least one radar transmitter for transmitting radar signals into a traffic space and a second radar antenna assembly connected to at least one radar receiver for receiving radar signals reflected by objects present in the traffic space. The first radar antenna assembly is spaced apart from the second radar antenna assembly. The at least one radar transmitter is coupled to the at least one radar receiver by a synchronization line for a bistatic radar operation of the radar system. Further, at least one of the first radar antenna assembly or the second radar antenna assembly includes a feed horn and a reflector for the feed horn.

Abstract: Systems and methods are provided and include a radar system that transmits radar signals within frames having radar chirps. The radar chirps have a stepped frequency waveform such that the initial and end frequencies are changed for subsequent chirps and have a constant pulse repetition period between chirps. The radar system performs range fast Fourier transform (FFT) processing and Doppler FFT processing on receive values corresponding to reflected signals from an object. The radar system estimates range and range-rate information about the object based on range FFT values and Doppler FFT values using a signal model and determines information about the object based on the estimated range and range-rate information. The signal model includes (1) a fast-time dimension term corresponding to samples within a radar chirp and (2) a slow-time dimension term corresponding to individual radar chirps within the frame, with the slow-time dimension term including a second degree term.

Abstract: A method is provided for positioning a perception sensor on a vehicle. A three-dimensional coverage map of the perception sensor is determined, and vehicle specific geometry characteristics are received. A coverage region for the perception sensor in a vicinity of the vehicle is estimated by combining the vehicle specific geometry characteristics and the three-dimensional coverage map of the perception sensor and by varying a spatial location of the perception sensor until the coverage region in the vicinity of the vehicle is optimized.

Abstract: A method of operating a data recording device for Autonomous Driving, or Advanced Driver Assistant Systems applications for vehicles is provided. The data recording device comprises a data logging unit, a computing unit, a storage unit and a relevancy determination unit including at least one relevancy determination module. The storage unit includes a circular buffer and a persistent storage region. The method comprises retrieving sensor data acquired by sensors, storing the sensor data in the circular buffer, retrieving and storing perception results or neural network embeddings from the sensor data and deciding whether the retrieved perception results or neural network embeddings are considered relevant or irrelevant, and triggering a transfer of the sensor data from the circular buffer to the persistent storage region in case the perception results or neural network embeddings corresponding to the sensor data are considered relevant.

Abstract: The techniques and systems herein are configured for dynamically calculating lane change trajectories. An offset that corresponds to an amount of asymmetry of a lane change trajectory (a zero-offset may be a symmetrical lane change trajectory) is determined for a lane change based on vehicle/driver preferences, road curvature, and/or road conditions. The offset is then used to calculate the lane change trajectory for the lane change, which is then provided to a vehicle system to execute the lane change according to the lane change trajectory. By dynamically calculating the lane change trajectory (e.g., actively determining the offset), lane change trajectories may be tailored to driver preferences, including asymmetry preferences and actions for different types of curves, as well as for road and weather conditions. Doing so, may not only improve driver experience due to better emulation of their behavior but also increase safety by decreasing unsafe lane change trajectories.

Abstract: Described are techniques and systems for secure camera based IMU calibration for stationary systems, including vehicles. Existing vehicle camera systems are employed, with enhanced security to prevent malicious attempts by hackers to try and cause a vehicle to enter IMU calibration mode. IMU calibration occurs when a calibration system determines the vehicle is parked in a controlled environment; calibration targets are positioned at different viewing angles to vehicle cameras to act as sources of optical patterns of encoded data. Features of the patterns are for security as well as for alignment functionality. Images of the calibration targets enable inference of a vehicle coordinate system, from which calculations for IMU mounting error compensations are performed. A relative rotation between the IMU and the vehicle coordinate system are applied to IMU data to compensate for relative rotations between the vehicle and the IMU, thereby improving vehicle slope and bank metrics.