Abstract: A method of controlling a vehicle includes determining a lateral tire force, a front lateral tire force, a rear lateral tire force, and determining a linear sideslip angle from the front lateral tire force and the rear lateral tire force. The method further includes determining a linear lateral velocity in response to the linear sideslip angle and controlling the vehicle in response to the linear sideslip angle.

Abstract: An integrated stability control system using the signals from an integrated sensing system for an automotive vehicle includes a plurality of sensors sensing the dynamic conditions of the vehicle. The sensors include an IMU sensor cluster, a steering angle sensor, wheel speed sensors, any other sensors required by subsystem controls. The signals used in the integrated stability controls include the sensor signals; the roll and pitch attitudes of the vehicle body with respect to the average road surface; the road surface mu estimation; the desired sideslip angle and desired yaw rate from a four-wheel reference vehicle model; the actual vehicle body sideslip angle projected on the moving road plane; and the global attitudes. The demand yaw moment used to counteract the undesired vehicle lateral motions (under-steer or over-steer or excessive side sliding motion) are computed from the above-mentioned variables.

Abstract: An automotive vehicle braking system includes a regenerative brake system operable upon a deceleration request from at least one of an acceleration member and a braking member. At least a portion of the deceleration request is adjustable by a user when the deceleration request is provided by the acceleration member.

Abstract: An automotive vehicle braking system includes a hydraulic brake system in communication with a regenerative brake system. The regenerative brake system has both a fixed system logic portion and a user-adjustable system logic portion. The fixed system logic of the regenerative brake system is driven by a brake member displacement.

Abstract: The invention relates to novel designer osteogenic proteins having altered affinity for a cognate receptor, nucleic acids encoding the same, and methods of use therefor. More preferably, the novel designer osteogenic proteins are designer BMPs and have altered affinity for a cognate BMP receptor. The designer BMPs demonstrate altered biological characteristics and provide potential useful novel therapeutics.

Abstract: A system for analyzing investment related documents permits users to upload documents to software hosted on a server. The software identifies the mention of entities and user-defined themes, and calculates the sentiment of the mentions for reporting to the user. The software further analyzes particular documents such as by rating analyst reports.

Abstract: An integrated stability control system using the signals from an integrated sensing system for an automotive vehicle includes a plurality of sensors sensing the dynamic conditions of the vehicle. The sensors include an IMU sensor cluster, a steering angle sensor, wheel speed sensors, any other sensors required by subsystem controls. The signals used in the integrated stability controls include the sensor signals; the roll and pitch attitudes of the vehicle body with respect to the average road surface; the road surface mu estimation; the desired sideslip angle and desired yaw rate from a four-wheel reference vehicle model; the actual vehicle body sideslip angle projected on the moving road plane; and the global attitudes. The demand yaw moment used to counteract the undesired vehicle lateral motions (under-steer or over-steer or excessive side sliding motion) are computed from the above-mentioned variables.

Abstract: An integrated stability control system using the signals from an integrated sensing system for an automotive vehicle includes a plurality of sensors sensing the dynamic conditions of the vehicle. The sensors include an IMU sensor cluster, a steering angle sensor, wheel speed sensors, any other sensors required by subsystem controls. The signals used in the integrated stability controls include the sensor signals; the roll and pitch attitudes of the vehicle body with respect to the average road surface; the road surface mu estimation; the desired sideslip angle and desired yaw rate from a four-wheel reference vehicle model; the actual vehicle body sideslip angle projected on the moving road plane; and the global attitudes. The demand yaw moment used to counteract the undesired vehicle lateral motions (under-steer or over-steer or excessive side sliding motion) are computed from the above-mentioned variables.

Abstract: The present disclosure relates to a system and method for using a mobile device for vending payments. The system is provided with one or more processors configured to receive input and create a vending account; communicate vending transaction details with the mobile device; charge the vending account based upon the vending transaction details; communicate a code authorizing the vending transaction to the mobile device; and transfer funds to a vendor related to the vending transaction.

Abstract: Members of the TGF-? superfamily and peptide fragments based on member proteins are employed to purify solutions containing member proteins or as therapeutics.

Abstract: Members of the TGF-? superfamily and peptide fragments based on member proteins are employed to purify solutions containing member proteins or as therapeutics.

Abstract: A control system for a vehicle (10) is described for use in conjunction with the safety system (44) of the vehicle (10). A tire sensor or plurality of tire sensors generates tire force signals. The tire force signals may include lateral tire forces, longitudinal (or torque) tire forces, and normal tire forces. Based upon the tire force signals, a safety system (44) may be activated. The tire force sensors may be used to monitor various conditions including but not limited to sensing a roll condition, wheel lift detection, a trip event, oversteering and understeering conditions, pitch angle, bank angle, roll angle, and the position of the center of gravity of the vehicle.

Abstract: A control system (18) and method for controlling an automotive vehicle (10) includes a number of sensors that are used to generate a potential rollover signal. In response to the potential rollover, active differentials (112, 114, 116) may be used alone or in addition to braking to prevent the vehicle from rolling over.

Abstract: A method for controlling a vehicle having a suspension is provided. The method comprises, during longitudinal oscillations of the vehicle, adjusting a suspension member to vary a normal force between the vehicle and the surface, where the suspension adjustment is based on the longitudinal oscillations.

Abstract: A system (18) for controlling a system or device (44) of an automotive vehicle (10) includes a roll rate sensor (34). A controller (26) determines a lateral velocity of the automotive vehicle (10) in response to the roll rate. The controller (26) also controls the vehicle system or device (44) in response to the lateral velocity.

Abstract: To fabricate a composite item, a device places a composite ply on a curved form at about 0° relative to a longitudinal axis of the form. The form includes a web surface and a cap surface. The device includes a web compaction roller and a set of guides. The web compaction roller compacts a composite material upon the web surface and generate a web ply. The set of guide rollers urges against the cap surface. The compaction roller is directed along the form by the guide rollers.

Abstract: A control system (18) and method for an automotive vehicle (10) includes a lateral acceleration sensor (32) for generating a lateral acceleration signal, a yaw rate sensor (28) for generating a yaw rate signal, and a safety system. The safety system (44) and the sensors are coupled to a controller (26). The controller (26) determines a front lateral tire force and a rear lateral tire force from the vehicle yaw rate signal and the vehicle lateral acceleration signal; determines a calculated lateral velocity from the front lateral tire force, the rear lateral tire force, and a bank angle; determines a calculated yaw rate from the front lateral tire force and the rear lateral tire force; and controls the safety system in response to the calculated lateral velocity and the calculated yaw rate.

Abstract: A control system (18) for an automotive vehicle (10) has a first roll condition detector (64A), a second roll condition detector (64B), a third roll condition detector (64C), and a controller (26) that uses the roll condition generated by the roll condition detectors (64A-C) to determine a wheel lift condition. Other roll condition detectors may also be used in the wheel lift determination. The wheel lift conditions may be active or passive or both.

Abstract: A control system (18) for an automotive vehicle (10) has a first roll condition detector (64A), a second roll condition detector (64B), a third roll condition detector (64C), and a controller (26) that uses the roll condition generated by the roll condition detectors (64A-C) to determine a wheel lift condition. Other roll condition detectors may also be used in the wheel lift determination. The wheel lift conditions may be active or passive or both.

Abstract: An integrated stability control system using the signals from an integrated sensing system for an automotive vehicle includes a plurality of sensors sensing the dynamic conditions of the vehicle. The sensors include an IMU sensor cluster, a steering angle sensor, wheel speed sensors, any other sensors required by subsystem controls. The signals used in the integrated stability controls include the sensor signals; the roll and pitch attitudes of the vehicle body with respect to the average road surface; the road surface mu estimation; the desired sideslip angle and desired yaw rate from a four-wheel reference vehicle model; the actual vehicle body sideslip angle projected on the moving road plane; and the global attitudes. The demand yaw moment used to counteract the undesired vehicle lateral motions (under-steer or over-steer or excessive side sliding motion) are computed from the above-mentioned variables.