Abstract: An eLSD control system includes: an eLSD configured to adjust torque to shafts of an axle of a vehicle; a preemptive planar coordinator module configured to determine targets for an eLSD clutch torque and generate a first clutch torque request based on the targets; a direct yaw feedback control module configured to track a target yaw rate for the vehicle, determine a yaw rate error, and generates a second clutch torque request to reduce the yaw rate error; a wheel stability control module configured to generate a third clutch torque request to minimize at least one of i) slip between wheels of the axle, and ii) slip on one of the wheels experiencing higher traction; and a core arbitration clutch response module configured to control the eLSD clutch torque of the eLSD based on the first clutch torque request, the second clutch torque request, and the third clutch torque request.

Abstract: A method for controlling a steer-by-wire system, comprising receiving vehicle data and a steering request from a vehicle, determining whether a steering road wheel actuator of the vehicle has failed using the vehicle data, in response to determining that the steering road wheel actuator of the vehicle has failed, determining a target wheel slip of the vehicle based on the steering request, maintaining the target wheel slip of the vehicle while the vehicle is in motion; and adjusting a wheel speed of at least one wheel of the vehicle based on a feedback signal, wherein the feedback signal is indicative of a road wheel angle while the vehicle is in motion.

Abstract: A method for powerhop identification and mitigation includes receiving sensor data of a vehicle, such as wheel speed; determining a wheel jerk characteristics of the vehicle based on the wheel speed; determining a ride height of the vehicle; determining whether the vehicle is experiencing powerhop based on the wheel jerk characteristics and the ride height of the vehicle; and in response to determining that the vehicle is experiencing powerhop, adjusting a torque of the vehicle to mitigate the powerhop.

Abstract: Vehicles and related systems and methods are provided for assisting operation of a vehicle by enabling dynamic tuning of vehicle responsiveness. One method involves obtaining an auxiliary driver input indicative of an auxiliary driver command to influence responsiveness of the vehicle from an auxiliary human-machine interface device different from a primary human-machine interface device for receiving primary driver input indicative of a driver command to influence a trajectory of the vehicle. In response to the auxiliary driver input, a relationship between a vehicle state command and the driver input is adjusted based on the auxiliary driver input, wherein an actuator control system operates one or more actuators of the vehicle in accordance with the adjusted vehicle state command to influence the trajectory of the vehicle responsive to the primary driver input.

Abstract: The invention relates to a method and plant for obtaining a main product stream with hydrocarbons from a reactant comprising at least one substance of the group of alcohols and the group of ethers, for the production of transport fuel The reactant is fed to a prereactor stage, which is at least partially catalytically converted into an intermediate product stream, wherein the molar proportion of C2 to C5 hydrocarbon among all hydrocarbon of the inter-mediate product stream is at least 55 percent. The intermediate product stream is fed to a main reactor stage, in which the hydrocarbons of the intermediate product stream are oligomerized by means of a main reactor stage catalyst. The weight proportion of C10 to C16 hydrocarbons among all hydrocarbons of the main product stream is at least 15 percent.

Abstract: The present invention relates to a metal organic framework (MOF) composition configured to be used as MOF catalyst in a method for converting a first hydrocarbon composition to a second hydrocarbon composition. Finally, the invention relates to a method of preparing said MOF composition.

Abstract: A fault remediation system for a vehicle includes one or more controllers in electronic communication with one or more consumed interfaces and one or more provided interfaces. The one or more controllers execute instructions to receive, from the one or more consumed interfaces, a consumed signal and perform fault detection upon the consumed signal to determine the presence of an active fault within the consumed signal. In response to detecting an active fault with the consumed signal, the one or more controllers select a remediation state from a group of two or more prospective remediation states based on a significance analysis of the consumed signal. The one or more controllers evaluate a relevant subfunction that corresponds to the consumed signal that the remediation state addresses for the presence of remediation tolerance and generates arbitration instructions based on the remediation tolerance.

Abstract: A chassis control system of a vehicle includes: a first torque source providing torque to a first axle of the vehicle; a second torque source providing torque to a second axle of the vehicle independently of the first torque source; and a vehicle control module controlling the first and second torque sources to transition between a torque redistribution and torque limit control modes based on a wheel torque redistribution threshold, a wheel torque limit of the first axle and/or second axle, and a torque limit of one of the first and second torque sources. The torque redistribution mode refers to when torque is being selectively provided to the first axle by the first torque source and to the second axle by the second torque source. The torque limit control mode refers to when torque to at least one of first axle and the second axle is limited.

Abstract: A system to map control system configurations for vehicle torque actuators includes a control unit of a vehicle. A first torque actuator of a first power unit delivers torque to rear wheels of the vehicle, and a second torque actuator of a second power unit delivers torque to front wheels of the vehicle. Multiple input items are received by the control unit, including: multiple configurations; one or more operating points; multiple configuration classifications including: a torque constraint; a torque reference; and an enabling condition; and identification of one or more priority assignments. The priority assignments are applied to the configurations, the operating points and the configuration classifications to determine a control action as sensed vehicle operating conditions change. Individual ones of the configurations are mapped to a normalized torque split ratio.

Abstract: The present invention relates to a multi-core optical fiber having a plurality of cores (102) and a cladding (108) surrounding the plurality of cores (102). The cladding (108) has a peripheral cladding layer (108b) that is down doped such that a leakage loss of the multi-core optical fiber (100) is less than 0.001 Decibel/Kilometer (dB/Km) at a wavelength 1550 nanometers (nm).

Abstract: A data health monitoring and recording system for a vehicle includes a data recording infrastructure and one or more controllers. The one or more controllers include a multi-layer control software architecture including two or more software layers. The one or more controllers execute instructions to monitor, by a health monitoring structure that is part of the multi-layer control software architecture, one or more parameters calculated by each of the two or more software layers. The one or more controllers compare a respective parameter of a respective software layer with a predetermined corresponding performance metric for a required time horizon. In response to determining the respective parameter of the respective software layer does not meet the predetermined corresponding performance metric for the required time horizon, a trigger that instructs the data recording infrastructure to record the parameters calculated by each of the two or more software layers is generated.

Abstract: Systems and methods for determining whether a vehicle is in an understeer or oversteer situation. The system includes a controller circuit coupled to an IMU and an EPS, and programmed to: calculate, for a steered first axle, an axle-based pneumatic trail for using IMU measurements and EPS signals and estimate a saturation level as a function of a distance between the axle-based pneumatic trail and zero. The system estimates, for an unsteered second axle, an axle lateral force curve with respect to a slip angle of the second axle, and a saturation level as a function of when the axle lateral force curve with respect to the slip angle transitions from positive values to negative values. The saturation level of the first axle and the second axle are integrated. The system determines that the vehicle is in an understeer or oversteer situation as a function of the integrated saturation levels.

Abstract: A fault remediation system for a vehicle includes one or more controllers in electronic communication with one or more consumed interfaces and one or more provided interfaces. The one or more controllers execute instructions to receive, from the one or more consumed interfaces, a consumed signal and perform fault detection upon the consumed signal to determine the presence of an active fault within the consumed signal. In response to detecting an active fault with the consumed signal, the one or more controllers select a remediation state from a group of two or more prospective remediation states based on a significance analysis of the consumed signal. The one or more controllers evaluate a relevant subfunction that corresponds to the consumed signal that the remediation state addresses for the presence of remediation tolerance and generates arbitration instructions based on the remediation tolerance.

Abstract: A system comprises a computer including a processor and a memory. The memory includes instructions such that the processor is programmed to generate vehicle-level commands based on received vehicle operation commands. The received vehicle operation commands can comprise input commands corresponding to at least one of an autonomous vehicle (AV) mode of operation or a manual mode of operation. The processor is also programmed to generate target actuator commands based on the vehicle-level commands and transmit the target actuator commands to at least one actuator.

Abstract: A system comprises a computer including a processor and a memory. The memory includes instructions such that the processor is programmed to: determine an occurrence of intentional drift event, and in response to determining the occurrence of the intentional drift event, determine a front torque target and a rear torque target.

Abstract: An aerodynamic deflector on the vehicle is repositionable. An actuator is coupled with the aerodynamic deflector. A controller configured to: detect a performance mode of operation of the vehicle; determine a requested lateral acceleration; calculate a control adjustment of the aerodynamic deflector to generate a downforce to achieve the requested lateral acceleration and maximize lateral grip of the vehicle; and operate the actuator to effect the control adjustment of the aerodynamic deflector to generate the downforce on the vehicle.

Abstract: The present invention relates to an optical fiber (100, 200, 300, 400) comprising one or more cores (102), a clad enveloping the one or more cores and a buffer clad layer (202, 302, 402) between the first clad layer and the second clad layer. Particularly, the clad includes a first clad layer (104) is made of silica with less than 0.1% metallic impurity and a second clad layer (106) is made of silica with greater than 0.1% of metallic impurity. Further, the first clad layer has less than 800 ppm OH content, less than 10 ppm aluminium and less than 2 ppm sodium and the second clad layer has less than 50 ppm OH content, more than 10 ppm aluminium and more than 2 ppm sodium.

Abstract: Systems and methods for determining whether a vehicle is in an understeer or oversteer situation. The system includes a controller circuit coupled to an IMU and an EPS, and programmed to: calculate, for a steered first axle, an axle-based pneumatic trail for using IMU measurements and EPS signals and estimate a saturation level as a function of a distance between the axle-based pneumatic trail and zero. The system estimates, for an unsteered second axle, an axle lateral force curve with respect to a slip angle of the second axle, and a saturation level as a function of when the axle lateral force curve with respect to the slip angle transitions from positive values to negative values. The saturation level of the first axle and the second axle are integrated. The system determines that the vehicle is in an understeer or oversteer situation as a function of the integrated saturation levels.

Abstract: A process of manufacturing a foot mat is disclosed. The process includes providing a mold containing a plurality of first and second cavities, pouring a first solution of predefined colors in the plurality of first cavities of the mold and injection molding of a second solution in the plurality of second cavities of the mold to form a foot mat.

Abstract: A vehicle, system and method of operating the vehicle. A sensor measures a dynamic parameter of the vehicle. A processor determines a lateral force on a first tire based on the dynamic parameter of the vehicle, determines a longitudinal force on the first tire that achieves a maximal grip of the first tire for the lateral force, and adjusts a first torque on the first tire in order to achieve the determined longitudinal force at the first tire.