Abstract: A method for reducing power consumption in an active suspension system through the selective use of high performance, associated with high power demand, only in situations instantaneously deemed to provide a high ratio of benefit to cost. Input events are classified ahead of time, and are identified during operation of the system, ahead of time if possible through the use of look-ahead sensing or statistical analysis, or at the beginning of the event through the use of motion sensing. Once an event is detected, an estimation of the cost and benefits for an intervention of the active suspension system is made, and the intervention is scaled in a way to provide a good compromise. Relying on the nonlinearity of the cost and benefit expressions, this leads to overall reduced power consumption with small loss in perceived benefit.

Abstract: The turning amount of a turning unit is controlled according to the steering amount of a steering unit mechanically uncoupled from the turning unit. A steering reaction force characteristic such that the larger the self-aligning torque, the larger the steering reaction force is set on coordinates with the self-aligning torque and the steering reaction force as coordinate axes. When a steering reaction force corresponding to the self-aligning torque is applied to the steering unit based on the steering reaction force characteristic, the steering reaction force characteristic is offset on the coordinates in such a direction that the larger the integral value of a yaw angle, the larger the absolute value of the steering reaction force, the yaw angle being an angle formed by a white line and a traveling direction of an own vehicle.

Abstract: There is provided a hydraulic pressure controller to be mounted on a vehicle which is configured so that a driving torque transmitted to wheels during a stop of the vehicle reduces. The hydraulic pressure controller includes a vehicle holding controller configured to carry out a vehicle holding control to hold a brake hydraulic pressure applied to the wheels during the stop of vehicle stop. In the case that an actual-pressure-equivalent hydraulic pressure corresponding to a brake hydraulic pressure actually applied to the wheels is not more than a predetermined hydraulic pressure at a start time of the vehicle holding control, the vehicle holding controller sets a pressurization target pressure using a specific driving torque applied at the start time of the vehicle holding control and carries out a pressurization control to raise the brake hydraulic pressure to the pressurization target pressure.

Abstract: A vehicle seat adjustment assembly has an actuator adapted to move a component of the vehicle seat assembly, and a generally planar sensor array in communication with the controller and accessible from an outer surface of the vehicle seat assembly. The sensor array has a plurality of adjacent sensors accessible from an outer surface of the vehicle seat assembly. A controller is in communication with the actuator for controlling the actuator and in communication with the sensor array. The controller is configured to control the actuator to move the component in response to receiving a signal indicative of a touch input of the sensor array by a user such that the movement of the component correlates with the input to the sensor array.

Abstract: A management system is provided for managing a hybrid vehicle having an engine and a motor/generator as power sources. The management system includes an acquisition unit and an area identifying unit. The acquisition unit acquires engine operating information from a plurality of vehicles, during the operation of the motor/generator. The engine operating information includes a moving distance or an engine operating time from the start of to the stop of the engine, and an engine operating position indicating the point at which the engine is operating. The area identifying unit identifies on map data an engine start-up suppressing area in which the start of the engine is suppressed based on the engine operating information.

Abstract: An exemplary method is implemented by an unmanned air vehicle (UAV) for providing voice communications to an air traffic control (ATC) station. Two-way first voice communications are supported with a human operator at a control station that is in control of the UAV over a digital radio frequency (RF) link. Two-way second voice communications are supported with a controller at the ATC station over an analog RF link. The first and second voice communications are coupled to each other so that two-way voice communications are provided between the human operator and the controller. A determination is made that the first communications with the human operator is not operative. Based on this determination, autonomous voice announcements of flight parameters of the UAV are generated, and transmitted via the analog radio frequency link to the ATC station.

Abstract: A vehicle airbag system comprising an airbag. The airbag may include at least one tether attached to first and second walls of the airbag, wherein each tether includes a tear seam configured to detach when the airbag is inflated with a pressure higher than a predetermined pressure. The airbag may include at least a first tether and a second tether, each tether attached to first and second walls of the airbag, wherein the first tether includes a tear seam configured to detach when the airbag is inflated with a pressure higher than a predetermined pressure. The system may further comprise a controller that may be used for determining whether to inflate an airbag with one of a high pressure and a low pressure depending on whether a detected impact is oblique.

Abstract: A communication device for a motor vehicle includes a first control unit (BDC), a second control unit (SAS), a control unit arrangement (SGA), a first data bus (SB), to which the first control unit (BDC) and the control unit arrangement (SGA) are connected for the exchange of data, as well as a second data bus (AB), to which the second control unit (SAS) and the control unit arrangement (SGA) are connected for the exchange of data. The control unit arrangement includes at least a first sensor control unit (SSG1) for controlling a first sensor and a second sensor control unit (SSG2) for controlling a second sensor. The first and the second sensor have mutually overlapping sensor acquisition ranges. The first and the second sensor control unit can exchange at least preprocessed sensor data by way of a third data bus (PB). The first and the second sensor control unit are constructed to be operated in a master-slave operation with respect to at least one functionality.

Abstract: A brake control system for a motor vehicle having a plurality of wheels, brakes for applying a braking force to one or more of the wheels, sensing means for detecting movement of the vehicle, and one or more selectable drive gears each associated with an intended direction of movement of the vehicle. The system comprises: brake actuation means for actuating the brakes to supply a braking effort; and brake control means for controlling the brake actuation means, wherein the brake control means is arranged to detect the selection of a drive gear and, when a drive gear is selected, to limit a movement of the vehicle in a direction opposed to the intended direction of movement associated with the selected drive gear by ensuring that the brake actuation means supplies a braking effort.

Abstract: There is provided a warning device for detecting attachment integrity issues of a wheel assembly of a vehicle while the vehicle is in motion, the system comprising: a rigid body having: a first side and a second side to define an axis there between; a plurality of circumferentially distributed apertures extending axially between the first side and the second side, such that a spatial distribution of the plurality of circumferentially distributed apertures corresponds to a spatial distribution of wheel hub studs configured to receive a rim of the wheel; a plurality of wheel nut mounting locations positioned about each of the plurality of circumferentially distributed apertures on the first side, each of the plurality of wheel nut mounting locations having a mating surface for mating with an underside of a respective wheel nut; one or more rim mounting surfaces on the second side for mating with an outwardly facing exterior surface of the rim; and a plurality of indicators positioned adjacent to each of the plu

Abstract: A blocked rail crossing detection and notification system is described. The system includes a processing device, a communications interface communicatively coupled to the processing device and operable for facilitating communications between the processing device and at least one external device, and at least one vehicle detection mechanism placed proximate to a rail grade crossing. The at least one vehicle detection mechanism is communicatively coupled to the processing device and operable to provide signals to the processing device indicative of the presence or non-presence of a vehicle within a defined area surrounding an intersection of a roadway and one or more railroad tracks. The processing device is further programmed to communicate the presence or non-presence of a vehicle along with supporting correlative visual data within the defined area to the at least one external device via the communications interface.

Abstract: A vehicle includes an engine, a transmission, and an electrical system. The electrical system has an auxiliary starter motor connected to a crankshaft of the engine, a high-voltage motor generator unit (MGU) connected to the crankshaft, and a controller. Execution of instructions by a processor causes the controller to determine a set of powertrain conditions in response to a requested autostart of the engine, e.g., state of charge and/or power limits of a high-voltage energy storage system (HV-ESS), torque limits of the MGU, and/or a crank angle of the engine. The controller determines whether the requested autostart may not succeed relative to a time or noise standard using the set of powertrain conditions, and transmits an autostart command to the MGU when the requested autostart may succeed. The controller transmits the autostart command to the auxiliary starter motor when the requested autostart will not succeed.

Abstract: A hybrid vehicle includes an engine and an electric machine selectively coupled to the engine via a disconnect clutch. At least one controller issues commands to control the engine, the electric machine, and the clutch. During cruise control, the controller controls the torque output of the engine and electric machine, as well as the slipping of the clutch, such that the speed of the vehicle is attempted to be maintained at the cruise control set speed. For example, when the engine is off and additional torque is necessary to maintain the speed, the controller can issue a command to change the state of the engine from off to on. When the vehicle experiences oscillations in road load, the controller delays or inhibits changing the on/off state of the engine for an amount of time that is based on the oscillation associated with road load.

Abstract: A system for configuring a trailer model for a trailer maneuvering system is disclosed. The system comprises a controller having a memory and being operable to communicate with the trailer maneuvering system. The controller is configured to receive trailer dimensional data from a mobile device. The trailer dimensional data may then be stored in the memory as a first trailer profile. The controller is operable to access the trailer dimensional data in the first trailer profile to determine at least one vehicle operation configured to maneuver the trailer.

Abstract: Parking lot (18, 20) locations and geometries are discerned from probe data (22) and integrated with a digital map (12) for use in navigation and other map-related activities. The steps of this invention include: identifying the positions in the probe data (22) where cars are probably parked, detecting the positions of parking lots (18, 20), determining the extension and shape of the detected parking lots (18, 20), and adjusting the parking lots (18, 20) into the road network (14). Optionally, the parking lot (18, 20) can be classified and additional attributes computed. Finally, a topological connection of the parking lot (18, 20) is made to the road network (14) during which entrances (34) and exits (36) are identified.

Abstract: A reference value for controlling a vehicle's speed is obtained by: receiving a choice from two selectable driving modes, each driving mode having a unique set of settings that influence the calculation of the reference value; making a first prediction, based on an engine torque Tret that retards the vehicle as compared with conventional cruise control, and a second prediction based on an engine torque Tacc that accelerates the vehicle as compared with conventional cruise control; comparing the first and second predictions with a lower limit value and/or an upper limit value, which delineate a speed range within which the speed should be; and determining the reference value based on the mode choice and on at least one of the comparisons and said first prediction and second prediction of the speed along the horizon, such that the reference value is within the speed range.

Abstract: An autothrottle retard initiation method includes receiving an aircraft's ground speed, receiving the aircraft's vertical speed, determining autothrottle retard initiation height based on the aircraft's ground speed, the aircraft's vertical speed, and an aircraft vertical landing speed factor, receiving the aircraft's height above ground, and initiating autothrottle retard when the aircraft's height above ground and the autothrottle retard initiation height are equal.

Abstract: A mobile device having a transceiver, a microphone, and a processor programmed to control a vehicle function at a vehicle computing system based on a received voice command via the microphone. The transceiver is configured to receive key fob security codes having predefined key assignments from the vehicle computing system. The microphone is configured to receive voice command inputs associated with the key fob security codes. The processor is programmed to configure a mobile device application to initiate vehicle control functions using the security codes, and in response to a voice command, transmit a vehicle function request to the vehicle computing system via the transceiver.

Abstract: A system and method for providing an air conditioning compressor efficiency in a vehicle. The method and system includes determining one or more vehicle driving scores based on one or more vehicle driving factors. The system and method additionally includes predicting when the vehicle will be put into the vehicle idle stop state based on the one or more vehicle driving scores and providing air conditioning during a plurality of vehicle operating states. The providing of air conditioning during a plurality of vehicle operating states includes disabling an air conditioner compressor and providing cooling to a vehicle cabin from a cold storage evaporator when the vehicle is put into the vehicle idle stop state and continuing to provide cooling from the cold storage evaporator when the vehicle operating state changes from the vehicle idle stop state to an engine enabled state.

Abstract: Bias values of pitch axis and roll axis angular velocity sensors in a stationary state where a reference yaw axis of a two-wheeled inverted pendulum vehicle body is stationary in parallel with a vertical direction are acquired. Bias values of the pitch axis and roll axis angular velocity sensors in a turning state where a two-wheeled inverted pendulum vehicle is turned at a predetermined turning angular velocity in a state where the reference yaw axis of the two-wheeled inverted pendulum vehicle body remains parallel to the vertical direction are acquired. Mounting angle errors of the pitch axis and roll axis angular velocity sensors with respect to the two-wheeled inverted pendulum vehicle body are estimated on the basis of the bias values of the sensors in the stationary state, the bias values of the sensors in the turning state and the predetermined turning angular velocity.