Abstract: A cross-traffic detection system suitable for use on an automated vehicle includes an object-detector and a controller. The object-detector is used to determine locations of a moving-object relative to a host-vehicle. Each of the locations is indicated by a lateral-distance and a longitudinal-distance of the moving-object from the host-vehicle. The controller is in communication with the object-detector. The controller is configured to accumulate a plurality of first-longitudinal-distances of a first-vehicle at a plurality of predetermined-lateral-distances, and determine a path-history of the first-vehicle based on linear-interpolation between successive instances of the plurality of first-longitudinal-distances at corresponding instances of the plurality of predetermined-lateral-distances.

Abstract: A lane keeping system for a vehicle includes a first roll angle sensor configured to provide a first signal indicative of dynamic vehicle body roll. A second roll angle sensor is configured to provide a second signal indicative of an angle between vehicle sprung and unsprung masses. A lane keeping system (LKS) controller is in communication with the first and second roll angle sensors. The LKS controller is configured to discern a vehicle roll angle in response to the first and second signals based upon effects of a lateral wind force on the vehicle. The LKS controller is configured to produce a correction in response to the determined lateral wind force effects to maintain the vehicle along a desired path.

Abstract: A vehicle control system for operating an automated vehicle in a fashion more conducive to comfort of an occupant of the automated vehicle includes a sensor, an electronic-horizon database, vehicle-controls, and a controller. The sensor is used to determine a centerline of a travel-lane traveled by a host-vehicle. The electronic-horizon database indicates a shape of the travel-lane beyond where the sensor is able to detect the travel-lane. The vehicle-controls are operable to control motion of the host-vehicle. The controller is configured to determine when the database indicates that following the shape of the travel-lane beyond where the sensor is able to detect the travel-lane will make following the centerline by the host-vehicle uncomfortable to an occupant of the host-vehicle, and operate the vehicle-controls to steer the host-vehicle away from the centerline when following the centerline will make the occupant uncomfortable.

Abstract: A radar object detection system includes a radar sensor and a controller. The radar sensor is configured to emit a radar signal toward a defined area proximate to the vehicle, and output a reflection signal indicative of a detected target present in the defined area. The controller is configured to receive the reflection signal from the radar sensor, determine if the detected target corresponds to a trailer towed by the vehicle, and define an exclusion zone characterized as occupied by the trailer and thereby excluded from the defined area where objects can be detected.

Abstract: A radar system for detecting an object in a blind-spot zone of an operator of a vehicle includes the step of providing a system configured to detect objects proximate to a vehicle using radar. The system detects objects within a first portion of the blind-spot zone, and is reconfigured to detect objects within a second portion of the blind-spot zone different from the first portion. Once an alert for the operator is activated indicating that an object is present in the blind-spot zone, the activation of the alert is maintained a time-interval after the object has exited the blind-spot zone. The time-interval that the alert is maintained is varied in accordance with a classification or size of the object. When the object is classified as a semi-trailer, the time-interval is longer than when the object is classified as something else, an automobile or motorcycle for example.

Abstract: A radar object detection system includes a radar sensor and a controller. The radar sensor is configured to emit a radar signal toward a defined area proximate to the vehicle, and output a reflection signal indicative of a detected target present in the defined area. The controller is configured to receive the reflection signal from the radar sensor, determine if the detected target corresponds to a trailer towed by the vehicle, and define an exclusion zone characterized as occupied by the trailer and thereby excluded from the defined area where objects can be detected.

Abstract: A switch-based sensor apparatus is disposed between the bottom cushion and frame of a seat. The sensor apparatus includes upper and lower rigid and generally parallel force translation plates biased apart by a set of springs, and a switch assembly. The force translation plates are joined so as to pre-load the springs while permitting closing movement between the upper and lower force translation plates in response to occupant seat force that exceeds the pre-load force of the springs. The switch assembly includes a circuit board and elastomeric switch pad defining one or more switch elements that are actuated by a prescribed closing movement between the upper and lower force translation plates for electrically detecting the presence of a seat occupant.

Abstract: A switch-based sensor apparatus is disposed between the bottom cushion and frame of a seat. The sensor apparatus includes upper and lower rigid and generally parallel force translation plates biased apart by a set of springs, and a switch assembly. The force translation plates are joined so as to pre-load the springs while permitting closing movement between the upper and lower force translation plates in response to occupant seat force that exceeds the pre-load force of the springs. The switch assembly includes a circuit board and elastomeric switch pad defining one or more switch elements that are actuated by a prescribed closing movement between the upper and lower force translation plates for electrically detecting the presence of a seat occupant.

Abstract: An adaptive threshold circuit for use with a magnetic type of sensor that has a pick-up coil. The pick-up coil has an alternating voltage induced therein when a slot or tooth formed in a wheel rotates past the sensor. The circuit produces a square wave pulse voltage during positive half-cycles of the voltage generated in the pick-up coil. The circuit includes a digital to analog converter the input of which is connected to a selectable pulse counter. The pulse counter has a decrement function that allows for the count to be varied so as to accommodate sudden wheel decelerations. According to one embodiment, the counter may down count to reduce the count number. In accordance with a second embodiment, the counter may shift out one bit to perform a divide-by-two operation on the count number.

Abstract: An adaptive threshold circuit for use with a magnetic type of sensor that has a pick-up coil. The pick-up coil has an alternating voltage induced therein when a slot formed in a wheel rotates past the sensor. The circuit produces a square wave pulse voltage during positive half-cycles of the voltage generated in the pick-up coil. The circuit includes a digital to analog converter the input of which is connected to a pulse counter. The output of the converter is a function of the count magnitude in the counter and provides a variable threshold voltage that is compared by a voltage comparator with a voltage that is a function of the magnitude of the voltage generated in the pick-up coil. The circuit has an input circuit connected to the pick-up coil that includes a voltage attenuating circuit and a diode.

Abstract: Apparatus for developing digital signals that respectively represent a plurality of different angular positions of the crankshaft of an internal combustion engine. The crankshaft drives two slotted wheels that are each associated with a sensor. Two pulse trains are developed. The first pulse train is a series of equally angularly spaced pulses. The second pulse train is comprised of a plurality of angularly spaced window pulses of different widths. Pulse falling edges of the first pulse train are counted over the duration of the windows of the second pulse train to develop digital signals that represent angular positions of the crankshaft. The system prevents edge counting until a valid edge of window pulse is detected.

Abstract: A process for forming both low voltage CMOS transistors and high voltage CMOS transistors on a common integrated circuit chip uses a common implantation and drive-in step to form both the n-type well of each PMOS transistor and the n-type drain extension well of each lightly doped drain (LDD) NMOS transistor and a separate implant and drive-in to form the p-type drain extension well of each LDD PMOS transistor.

Abstract: A process is used to form in a common substrate a PMOS transistor of the lightly doped drain (LDD) type, an NMOS transistor of the LDD type and a vertical n-p-n bipolar transistor. In particular: the steps used to form an n-type well for the PMOS transistor, and an n-type drain extension well for the NMOS transistor, are also used to form the n-type collector of the bipolar transistor; the steps used to form the p-type extension well for the PMOS transistor are also used to form the p-type base of the bipolar transistor, the source/drain implantation step for the NMOS transistor is also used to form the emitter and a contact region for the collector of the bipolar transistor; and the source/drain implantation step for the PMOS transistor is used to form a contact region for the base of the bipolar transistor.

Abstract: A control circuit for developing a digital signal for use in a closed loop dwell control of an electronic internal combustion engine ignition system. The circuit has a ramp counter and a down-counter. The ramp counter counts-up clock pulses for a period of time beginning when the primary winding of an ignition coil is energized and ending when primary winding current increases to a sensed current limit value. When current limit is reached, the most significant bits of the count in the ramp counter are loaded into the down-counter. The ramp counter is now counted-up and the down-counter is counted-down until the down-counter underflows. The final or ultimate count magnitude in the ramp counter is equal to the count attained by the ramp counter between energization of the primary winding and attainment of current limit added to a fixed percentage of the count attained by the ramp counter.