Abstract: Methods and apparatus for making an anastomotic connection between first and second tubular fluid conduits are provided. For example, a connector may be configured for attachment to the first and second tubular fluid conduits and have an interior thereof substantially accessible to the interior of the first tubular fluid conduit. The connector may be configured for annular enlargement. An expandable structure is provided having a first portion configured to annularly enlarge the connector by engaging the interior of the connector. A second portion may be configured to extend through an opening in the medial portion of the first tubular fluid conduit.

Abstract: Methods and apparatus for delivering and installing a new length of tubing between two sections of a patient's existing body organ tubing and at least partly outside of that existing structure. For example, the new length of tubing may be for the purpose of providing the patient with a coronary bypass. The new tubing may be an artificial graft, a natural graft (harvested elsewhere from the patient), or both. The new tubing is installed at the operative site primarily by providing at least one graft location with instrumentation inserted through the patient's existing tubular body organ structure. Assistance in installing the new tubing may be provided by minimally invasive surgical access openings in the patient's chest. The tubing may be delivered through the patient's existing tubular body structure or, alternatively, through the surgical access openings.

Abstract: A control system (24) for controlling a safety system (40) of an automotive vehicle includes a plurality of wheel speed sensors (30) generating a plurality of wheel velocity signals, a steering angle sensor (39) generating a steering actuator angle signal, a yaw rate sensor (28) generating a yaw rate signal, a longitudinal acceleration sensor (32) generating a longitudinal acceleration signal and a pitch angle generator generating a pitch angle signal and a controller (26). The controller (26) generates a longitudinal vehicle velocity in response to the plurality of wheel speed signals, the steering angle signal, the yaw rate signal, the lateral acceleration signal and the pitch rate signal. The controller (26) may determine a slip-related longitudinal velocity and a non-slip longitudinal velocity as intermediate steps.

Abstract: A method for controlling an automotive vehicle (10) having a plurality of wheels (12a), (12b), (13a), (13b) includes determining a yaw rate, determining a lateral acceleration, determining a roll rate, determining longitudinal acceleration; and determining a calculated angle relative to the vehicle. The method further includes generating a wheel lift signal or a wheel grounded signal as a function of yaw rate, lateral acceleration, roll rate and longitudinal acceleration, adjusting the calculated angle in response to the wheel lift or wheel grounded signal, and controlling a safety system in response to the calculated vehicle angle.

Abstract: A formulation of markers for the identification of liquids is provided. Formulation includes a marker which has a high molar absorptivity in the wavelength range of 600-1000 nm. The invention further provides for a combination marker including a marker with known absorbtivity within a wavelength range and a molecular marker including various molecular formulations and isotopic markers used in conjunction. The invention further provides a method of testing for a marked liquid which employs the testing for an absorbance marker as a screening mechanism to reduce the number of tests for the molecular marker required to assure the unadulterated nature of the liquid.

Abstract: A control system (24) for controlling a safety system (40) of an automotive vehicle includes a plurality of wheel speed sensors (30) generating a plurality of wheel velocity signals, a steering angle sensor (39) generating a steering actuator angle signal, a yaw rate sensor (28) generating a yaw rate signal, a lateral acceleration sensor (32) generating a lateral acceleration signal and a controller (26). The controller (26) generates a final reference vehicle velocity in response to the plurality of wheel speed signals, the steering angle signal, the yaw rate signal and the lateral acceleration signal. The controller (26) controls the safety system in response to the final reference vehicle velocity.

Abstract: A stability control system (24) for an automotive vehicle includes a plurality of sensors sensing the dynamic conditions of the vehicle. The controller (26) is coupled to the sensors. The controller (26) determines a lateral force in response to measured vehicle conditions, determines a slip angle in response to measured vehicle conditions, determines a first steering actuator angle change to decrease the slip angle until the lateral force increases, and thereafter determines a second steering actuator angle change to increase the slip angle until the lateral force decreases.

Abstract: A method and apparatus providing a sign post assembly including a stabilizing post member, an outer tubular post and a horizontal post member. The stabilizing post member includes a spike portion and an inner post portion with a blocking portion coupled to the post member above the spike portion. The outer tubular post defines a post bore substantially extending through a length of the outer tubular post with at least a lower open end. The outer tubular post is configured to mate with the inner post portion to substantially extend within the post bore of the outer tubular post. The horizontal post member includes a horizontal post portion and a post coupling portion. The post coupling portion is configured to operatively couple with the inner post portion of the stabilizing post member so that the horizontal post portion extends transverse to the stabilizing post member to hang a sign thereto.

Abstract: A stability control system (24) for an automotive vehicle as includes a plurality of sensors (28-37) sensing the dynamic conditions of the vehicle and a controller (26) that controls a distributed brake pressure to reduce a tire moment so the net moment of the vehicle is counter to the roll direction. The sensors include a speed sensor (30), a lateral acceleration sensor (32), a roll rate sensor (34), and a yaw rate sensor (20). The controller (26) is coupled to the speed sensor (30), the lateral acceleration sensor (32), the roll rate sensor (34), the yaw rate sensor (28). The controller (26) determines a roll angle estimate in response to lateral acceleration, roll rate, vehicle speed, and yaw rate. The controller (26) changes a tire force vector using brake pressure distribution in response to the relative roll angle estimate.

Abstract: A control system (18) for an automotive vehicle (10) has a roll angular rate sensor (34) and a lateral accelerometer (32) that are used to determine the body roll angle of the vehicle when a rollover event has been sensed. A rollover event sensor (27) may be implemented physically or in combination with various types of suspension, load or other types of lifting determinations.

Abstract: An integrated sensing system for an automotive vehicle includes a plurality of sensors sensing the dynamic conditions of the vehicle. The sensors include a sensor cluster, a steering angle sensor, wheel speed sensors, any other sensors required by subsystem controls. The outputs from the sensing system are used to drive various vehicle control systems and to warn the drivers for certain abnormal operating conditions. The vehicle controls coupled with the integrated sensing system controller achieve control objectives including: fuel economy, chassis controls, traction controls, active safety, active ride comfort, active handling, and passive safety.

Abstract: Connector structures are provided for attaching elongated flexible tubular grafts to the body organ tubing of a patient. The connector structures are formed from wire. A first set of connector wires may be disposed around the periphery of one end of an elongated flexible tubular graft. A second set can be disposed around the periphery of the elongated flexible tubular graft spaced sufficiently from the first set of connector wires to define a gap. The portion of body organ tubing to which the elongated flexible tubular graft is to be attached is received in the gap and engaged by the first and second sets of connector wires. The wires may be formed in the shape of loops. If desired, hooks may be provided on the ends of the wires. The wires may be curved to accommodate attachment of the graft to tubular body organ tubing. The wires may also be formed in annular shapes. The connector structures may be formed as stand-alone ring-shaped connectors.

Abstract: A stability control system (24) for an automotive vehicle as includes a plurality of sensors (28-37) sensing the dynamic conditions of the vehicle and a controller (26) that controls a distributed brake pressure to reduce a tire moment so the net moment of the vehicle is counter to the roll direction. The sensors include a speed sensor (30), a lateral acceleration sensor (32), a roll rate sensor (34), and a yaw rate sensor (20). The controller (26) is coupled to the speed sensor (30), the lateral acceleration sensor (32), the roll rate sensor (34), the yaw rate sensor (28). The controller (26) determines a roll angle estimate in response to lateral acceleration, roll rate, vehicle speed, and yaw rate. The controller (26) changes a tire force vector using brake pressure distribution in response to the relative roll angle estimate.

Abstract: A stability control system (24) for an automotive vehicle includes a rollover sensor that may include one or more sensor to a various dynamic conditions of the vehicle and a controller to control a steering force to reduce a tire moment so the net moment of the vehicle is counter to the roll direction. The sensors may include a speed sensor (30), a lateral acceleration sensor (32), a roll rate sensor (34), a yaw rate sensor (20) and a longitudinal acceleration sensor (36). The controller (26) is coupled to the speed sensor (30), the lateral acceleration sensor (32), the roll rate sensor (34), front steering angle sensor (35), pitch rate (38), rear steering position sensor (40), and a longitudinal acceleration sensor (36). The controller (26) determines a roll angle estimate in response at least one or more of the signals. The controller (26) changes a tire force vector using by changing the direction and or force of the rear steering actuator and brakes in response to the likelihood of rollover.

Abstract: A control system (24) for controlling a safety system (40) of an automotive vehicle includes a plurality of wheel speed sensors (30) generating a plurality of wheel velocity signals, a steering angle sensor (39) generating a steering actuator angle signal, a yaw rate sensor (28) generating a yaw rate signal, a longitudinal acceleration sensor (32) generating a longitudinal acceleration signal and a pitch angle generator generating a pitch angle signal and a controller (26). The controller (26) generates a longitudinal vehicle velocity in response to the plurality of wheel speed signals, the steering angle signal, the yaw rate signal, the lateral acceleration signal and the pitch rate signal. The controller (26) may determine a slip-related longitudinal velocity and a non-slip longitudinal velocity as intermediate steps.

Abstract: A method for preventing a valve orifice from switching to the small size when a high build gradient is required includes briefly bleeding off a small amount of fluid at the upstream side of the valve. This momentarily reduces the pressure difference when beginning the pressure build. After the valve is opened with the large orifice, the fluid flow through the valve prevents a high pressure difference. The resulting build with the large orifice has the maximum pressure gradient.

Abstract: A roll control system (16) for an automotive vehicle (10) is used to actively detect if one of the plurality of the driven wheels (12) is lifted. The system generates a pressure request to determine if the wheel has lifted. By comparing the change in wheel speed of a driven wheel to a change in wheel speed threshold the wheel lift status can be determined. The wheel speed change threshold may be dependent upon various vehicle operating conditions such as powertrain torque, braking torque and/or longitudinal force on the vehicle.

Abstract: A control system (24) for controlling a safety system (40) of an automotive vehicle includes a plurality of wheel speed sensors (30) generating a plurality of wheel velocity signals, a steering angle sensor (39) generating a steering actuator angle signal, a yaw rate sensor (28) generating a yaw rate signal, a lateral acceleration sensor (32) generating a lateral acceleration signal and a controller (26). The controller (26) generates a final reference vehicle velocity in response to the plurality of wheel speed signals, the steering angle signal, the yaw rate signal and the lateral acceleration signal. The controller (26) controls the safety system in response to the final reference vehicle velocity.

Abstract: A control system (18) for an automotive vehicle (10) having a vehicle body includes a sensor system (16) having housing (52) oriented within the vehicle body. Positioned within the housing (52) are a roll angular rate sensor (31), a yaw angular rate sensor (30), a pitch angular rate sensor (32), a lateral acceleration sensor (27), a longitudinal acceleration sensor (28), and a vertical acceleration sensor (29). The vehicle (10) also has a safety system (38). The controller (26) determines a roll misalignment angle, a pitch misalignment angle and a yaw misalignment angle as a function of the sensor outputs of the roll rate, the pitch rate, the yaw rate, the lateral acceleration, the longitudinal acceleration and the vertical acceleration.

Abstract: In a first embodiment, an information handling system determines whether a resource is likely misrepresented as a trusted resource within a global computer network. In a second embodiment, the information handling system outputs an indication of whether a resource within a global computer network is recognized as a known trusted resource.