Abstract: Methods and systems are described that enable world geodetic system (WGS) to cartesian coordinate conversion for driving. A path of a vehicle comprising lane-group segments (LGSs) is received. The LGSs comprise respective origins in WGS coordinates, respective path points in WGS coordinates; and respective groups of constants. For a first of the LGSs, global cartesian path coordinates are calculated, based on modified Bowring techniques, for the path points of the first LGS. The coordinates are calculated using the constants of the first LGS and respective differences between the path points of the first LGS and an origin of the first LGS. The vehicle can navigate along the path using the global cartesian path coordinates calculated for the first LGS. By using modified Bowring techniques and pre-calculated constants for each LGS of the path, accuracy can be maintained over long distances and across boundaries without requiring substantial computational overhead.

Abstract: A vehicle control system includes a controller circuit in communication with a steering sensor and one or more perception sensors. The steering sensor is configured to detect a steering torque of a steering wheel of a host vehicle. The one or more perception sensors are configured to detect an environment proximate the host vehicle. The controller circuit is configured to determine when an operator of the host vehicle requests a take-over from fully automated control of the host vehicle based on the steering sensor. The controller circuit classifies the take-over request based on the steering sensor.

Abstract: Methods and systems are described that enable world geodetic system (WGS) to cartesian coordinate conversion for driving. A path of a vehicle comprising lane-group segments (LGSs) is received. The LGSs comprise respective origins in WGS coordinates, respective path points in WGS coordinates; and respective groups of constants. For a first of the LGSs, global cartesian path coordinates are calculated, based on modified Bowring techniques, for the path points of the first LGS. The coordinates are calculated using the constants of the first LGS and respective differences between the path points of the first LGS and an origin of the first LGS. The vehicle can navigate along the path using the global cartesian path coordinates calculated for the first LGS. By using modified Bowring techniques and pre-calculated constants for each LGS of the path, accuracy can be maintained over long distances and across boundaries without requiring substantial computational overhead.

Abstract: A method of providing evasive steering assist (ESA) includes storing yaw rate data related to a host vehicle, wherein yaw rate data includes a yaw rate stored at each time step from an initial time step [0] to a current time step [n]. The method further includes determining whether to initiate ESA, wherein in response to a determination to initiate ESA, the method includes calculating a current position, a current heading angle, a destination position, and a destination heading angle, wherein the stored yaw rate data is utilized to determine the current heading angle and the destination heading angle. The method further includes generating an evasive steering assist (ESA) output based on the current position, the current heading angle, the destination position, and the destination heading angle.

Abstract: A vehicle control system includes a controller circuit in communication with a steering sensor and one or more perception sensors. The steering sensor is configured to detect a steering torque of a steering wheel of a host vehicle. The one or more perception sensors are configured to detect an environment proximate the host vehicle. The controller circuit is configured to determine when an operator of the host vehicle requests a take-over from fully automated control of the host vehicle based on the steering sensor. The controller circuit classifies the take-over request based on the steering sensor.

Abstract: A system includes a controller circuit configured to monitor, while a host vehicle is operated in a manual driving mode, a speed change response of an operator of the host vehicle based on a movement of a first vehicle traveling on a roadway, identify at least one speed parameter based on the speed change response, and apply, when the host vehicle is controlled in an autonomous driving mode, the at least one speed parameter based on the movement of a second vehicle traveling on the roadway.

Abstract: A system includes a controller circuit configured to monitor, while a host vehicle is operated in a manual driving mode, a speed change response of an operator of the host vehicle based on a movement of a first vehicle traveling on a roadway, identify at least one speed parameter based on the speed change response, and apply, when the host vehicle is controlled in an autonomous driving mode, the at least one speed parameter based on the movement of a second vehicle traveling on the roadway.

Abstract: A lane assignment system includes a digital-map, a ranging-sensor, and one or more controller-circuits. The digital-map indicates a position of a host-vehicle traveling in a travel-lane on a roadway. The ranging sensor detects a lateral-distance to an other-vehicle traveling on the roadway proximate the host-vehicle. The one or more controller-circuits are in communication with the digital-map and the ranging-sensor. The one or more controller-circuits determine a lateral-variation of the lateral-distance, determine whether the lateral-variation is greater than a dynamic-threshold, determine whether a second-lane exists beyond a first-lane based on the digital-map, determine that the other-vehicle is traveling in the first-lane, and operate the host-vehicle in accordance with the other-vehicle traveling in the first-lane.

Abstract: A lane assignment system includes a digital-map, a ranging-sensor, and one or more controller-circuits. The digital-map indicates a position of a host-vehicle traveling in a travel-lane on a roadway. The ranging sensor detects a lateral-distance to an other-vehicle traveling on the roadway proximate the host-vehicle. The one or more controller-circuits are in communication with the digital-map and the ranging-sensor. The one or more controller-circuits determine a lateral-variation of the lateral-distance, determine whether the lateral-variation is greater than a dynamic-threshold, determine whether a second-lane exists beyond a first-lane based on the digital-map, determine that the other-vehicle is traveling in the first-lane, and operate the host-vehicle in accordance with the other-vehicle traveling in the first-lane.

Abstract: An electric-motor-control system with current sensor offset correction includes three current-sensors and a controller. Each of the three current-sensors is used to detect current through one of three windings of a Y-connected motor. The controller is in communication with the three current-sensors. The controller records periodically measurements of sensed-current indicated by each current-sensor while variable-current flows through each of the three windings, determines an x-offset and a y-offset of a rotating-vector indicated by a plurality of the measurements, and determines an offset-current of each of the three current-sensors based on the x-offset and the y-offset.

Abstract: An electric-motor-control system with current sensor offset correction includes three current-sensors and a controller. Each of the three current-sensors is used to detect current through one of three windings of a Y-connected motor. The controller is in communication with the three current-sensors. The controller records periodically measurements of sensed-current indicated by each current-sensor while variable-current flows through each of the three windings, determines an x-offset and a y-offset of a rotating-vector indicated by a plurality of the measurements, and determines an offset-current of each of the three current-sensors based on the x-offset and the y-offset.

Abstract: A window-anti-pinch system suitable to operate a powered-window in a vehicle includes a motor and a controller. The motor is coupled to a window by an apparatus. The motor is operable to raise the window when the motor is operated in a first-direction and lower the window when the motor is operated in a second-direction opposite the first-direction. The apparatus is characterized by slack between the motor and the window. The controller is in communication with the motor. The controller is configured to apply a slack-removal-signal to the motor prior to operation of the motor to raise the window when a most-recent-operation of the motor was effective to lower the window. The slack-removal-signal is a predetermined-waveform effective to operate the motor in the first-direction to take-up the slack but not raise the window.

Abstract: A method for regeneration of a CDPF disposed in the exhaust stream of a diesel engine. The method includes a second phase operation following a first phase substantially as disclosed in the prior art. As the first phase ends, as indicated by a temperature sensor at the exit end of the CDPF, the temperature and oxygen content of the exhaust gas are increased at the entrance to the CDPF in an ensuing second stage. These increases cause oxidation of the soot remaining near the entrance and the sides of the CDPF, resulting in a cleaner and higher-capacity CDPF than is produced by a single-phase regeneration in the prior art. The sequential stages are implemented via an algorithm programmed into an Engine Control Module (ECM). A CDPF regenerated in accordance with the invention can have approximately 95% of its filtration capacity restored.

Abstract: A system for managing regeneration of a CDPF in a diesel engine. The system determines volatility of the accumulated soot by a weighting/indexing method to select a regeneration control strategy that protects the CDPF from thermal damage. The system determines the mass of wet soot and dry soot accumulated over the previous driving cycle and selects a management strategy to control the rate of temperature increase and the thermal gradient imposed upon the filter. The wet soot percent is an index for setting the regeneration temperature control profile for an allowable total accumulated soot mass as a function of the accumulated wet soot. The method also scales the soot mass regeneration threshold value based upon wet soot accumulation and accumulation rate and provides an indicator of combustibility of the soot accumulation. The method provides a temperature ramp rate, total regeneration time, and exhaust oxygen level required to control regeneration.

Abstract: A method for triggering a new regeneration event in a soot-trapping particulates filter disposed in an exhaust gas stream of an internal combustion engine, comprising the steps of determining instantaneous engine speed and engine load; determining instantaneous mass fractions for wet soot and for dry soot in the exhaust gas stream for the instantaneous engine speed and load; determining instantaneous concentrations of wet and dry soot particles in the exhaust gas; determining the rates of accumulation of wet soot and dry soot in the particulates filter; determining the total amounts of wet soot and dry soot accumulated in said soot-trapping device during all engine operation conditions since the latest previous regeneration event; and triggering the new regeneration event when the total amount of wet soot and dry soot exceeds a permissible value.

Abstract: A heated fuel injector includes a heated body, liquid fuel flowing through a fuel passage within the body, and a member that increases heat transfer from the heated body to the fuel within the fuel passage. The thermal efficiency of the fuel injector is increased separately or in combination by diverting the fuel flow along an inner circumferential contour of the heated body, by limiting the volume of fuel bypassing the heated inner surface of the body, by redirecting heat from the body to unheated portions of the fuel flow field within the fuel passage, and by increasing the available contact surface area for heat transfer. Improved heat transfer from the heated body to the fuel is achieved by integrating features that increase the contact surface area into the inside surface of the body or by positioning an insulating or a thermally conductive spacer within the fuel passage.

Abstract: A heated fuel injector includes a heated body, liquid fuel flowing through a fuel passage within the body, and a member that increases heat transfer from the heated body to the fuel within the fuel passage. The thermal efficiency of the fuel injector is increased separately or in combination by diverting the fuel flow along an inner circumferential contour of the heated body, by limiting the volume of fuel bypassing the heated inner surface of the body, by redirecting heat from the body to unheated portions of the fuel flow field within the fuel passage, and by increasing the available contact surface area for heat transfer. Improved heat transfer from the heated body to the fuel is achieved by integrating features that increase the contact surface area into the inside surface of the body or by positioning an insulating or a thermally conductive spacer within the fuel passage.

Abstract: A method for triggering a new regeneration event in a soot-trapping particulates filter disposed in an exhaust gas stream of an internal combustion engine, comprising the steps of determining instantaneous engine speed and engine load; determining instantaneous mass fractions for wet soot and for dry soot in the exhaust gas stream for the instantaneous engine speed and load; determining instantaneous concentrations of wet and dry soot particles in the exhaust gas; determining the rates of accumulation of wet soot and dry soot in the particulates filter; determining the total amounts of wet soot and dry soot accumulated in said soot-trapping device during all engine operation conditions since the latest previous regeneration event; and triggering the new regeneration event when the total amount of wet soot and dry soot exceeds a permissible value.

Abstract: A system for managing regeneration of a CDPF in a diesel engine. The system determines volatility of the accumulated soot by a weighting/indexing method to select a regeneration control strategy that protects the CDPF from thermal damage. The system determines the mass of wet soot and dry soot accumulated over the previous driving cycle and selects a management strategy to control the rate of temperature increase and the thermal gradient imposed upon the filter. The wet soot percent is an index for setting the regeneration temperature control profile for an allowable total accumulated soot mass as a function of the accumulated wet soot. The method also scales the soot mass regeneration threshold value based upon wet soot accumulation and accumulation rate and provides an indicator of combustibility of the soot accumulation. The method provides a temperature ramp rate, total regeneration time, and exhaust oxygen level required to control regeneration.

Abstract: A method for regeneration of a CDPF disposed in the exhaust stream of a diesel engine. The method includes a second phase operation following a first phase substantially as disclosed in the prior art. As the first phase ends, as indicated by a temperature sensor at the exit end of the CDPF, the temperature and oxygen content of the exhaust gas are increased at the entrance to the CDPF in an ensuing second stage. These increases cause oxidation of the soot remaining near the entrance and the sides of the CDPF, resulting in a cleaner and higher-capacity CDPF than is produced by a single-phase regeneration in the prior art. The sequential stages are implemented via an algorithm programmed into an Engine Control Module (ECM). A CDPF regenerated in accordance with the invention can have approximately 95% of its filtration capacity restored.