Abstract: Proposed is a secondary battery manufacturing process carrier having a carrier transporting track structure. The secondary battery manufacturing process carrier includes: a carrier base (20); a carrier roller (30) provided at a first side of the carrier base (20); a rolling member (40) provided at a second side of the carrier base (20); and a track base (10) on which the carrier base (20) is movably disposed. The carrier base (20) has a first carrier side plate (122) and a second carrier side plate (124) at left and right sides thereof, the first carrier side plate (122) and the second carrier side plate (124) include the carrier roller (30) and the rolling member (40), respectively, and the carrier roller (30) and the rolling member (40) are configured to be rolled on the track base (10).

Abstract: A plated steel wire, according to one aspect of the present invention, comprises: a base steel wire; and a zinc alloy plated layer. The zinc alloy plated layer comprises, in percentage by weight: 1.0% to 3.0% of AI; 1.0% to 2.0% of Mg; 0.5% to 5.0% of Fe; and the balance being Zn and unavoidable impurities, and includes a Zn/MgZn2/AI ternary eutectic structure, a Zn single-phase structure, and an Fe—Zn-AI-based crystal structure, wherein the Fe—Zn-AI-based crystal structure is formed adjacent to the base steel wire, and can have an average thickness of ? to ½ with respect to an average thickness of the zinc alloy plated layer.

Abstract: The present disclosure in some embodiments provides an apparatus for controlling a plurality of EMBs configured to control, using a motor, braking of a vehicle, the apparatus comprising: a plurality of WCUs configured to control the motor to cause the plurality of EMBs to generate a plurality of braking forces corresponding to a plurality of braking signals, respectively; a center ECU configured to transmit the plurality of braking signals to the plurality of WCUs; and a plurality of bus lines comprising first and second bus lines and extending between the center ECU and the plurality of WCUs, wherein the center ECU is further configured to: transmit, via the first bus line, at least one of the plurality of braking signals to at least one of the plurality of WCUs; and transmit, via the second bus line, the other braking signal or signals to the other WCU or WCUs.

Abstract: A touch display device is provided. The touch display device includes a display panel configured to display an image, a touch sensor including a first touch electrode and a second touch electrode arranged to cross each other, and a dummy touch electrode disposed adjacent to the first touch electrode and the second touch electrode, on the display panel, and a touch driver configured to drive the first touch electrode and the second touch electrode and apply a signal or a voltage to the dummy touch electrode.

Abstract: The present disclosure is mainly directed to simplifying a design structure of an electronic mechanical brake and reducing manufacturing costs by removing an elastic member and a friction member. In addition, the present disclosure is also mainly directed to improving the performance of a brake by changing a shape of a caliper body so that the caliper body replaces a clamping force support structure, of which a function is performed by an elastic member and a friction member, and solving a brake instability problem.

Abstract: A humidifier for a fuel cell is provided. The humidifier includes a membrane having a humidifying membrane, a first cap coupled to a first side of the membrane to feed supply air into the humidifying membrane, and a second cap coupled to a second side of the membrane to release humidified supply air. An exhaust air inlet is coupled to the second side of the membrane to inject exhaust air from a fuel cell stack into the membrane, and an exhaust air outlet coupled to the first side of the membrane to release dehumidified exhaust air to an exhaust line. The first cap includes a supply air inflow passage and a variable member that has at least a portion capable of entering the supply air inflow passage. The variable member is moved in an inward direction or in an outward direction based on pressure inside the supply air inflow passage.

Abstract: A fuel cell humidifier includes a membrane module accommodating a humidifying membrane, a first cap coupled to a first side of the membrane module and supplying a supply air to the humidifying membrane, and a second cap coupled to a second side of the membrane module and discharging a humidified supply air from the humidifying membrane to a cathode of a fuel cell stack. An exhaust gas inlet is coupled to the membrane module and provides an exhaust gas discharged from the stack and an exhaust gas outlet is coupled to the membrane module and discharges a dehumidified exhaust gas, which passes through the membrane module, to an exhaust system. A valve provides selective communication between a first region, where the supply air flows, including the first and second caps and a second region, where the exhaust gas flows, including the exhaust gas inlet and the exhaust gas outlet.

Abstract: Provided are an apparatus and method for experiencing an augmented reality (AR)-based screen sports match which enable even a child, an elderly person, and a person with a disability to easily and safely experience a ball sports match, such as tennis, badminton, or squash, as a screen sports match without using a wearable marker or sensor, a wearable display, an actual ball, and an actual tool.

Abstract: A brake apparatus using an electric booster may include: an electric booster connected to a master cylinder and configured to pressure a push rod by pressurizing a reaction disk using an electromotive force of a motor with a pedal stepping force of a driver who steps on a brake pedal, and pressurize a piston of the master cylinder through the push rod; and a control unit configured to compare required brake pressure by the pedal stepping force of the driver and current brake pressure by the motor control to set pressure, and perform cooperation control through an ESC (Electronic Stability Control) and cooperation control through the electric booster.

Abstract: An apparatus and a method for controlling driving of a vehicle may include a first sensor that detects whether an accelerator pedal is pressed, a second sensor that detects a number of RPM of an engine, and a controller that determines whether the vehicle coasts based on whether the accelerator pedal is pressed, and determines whether to change a gear ratio of a transmission based on the number of RPM of the engine so that the coasting distance is increased in the coasting deceleration section, improving the fuel efficiency.

Abstract: A transmission for an electric vehicle may include a first planetary gear set; a first motor configured to input power to a first rotation element of the first planetary gear set; a differential configured to receive power output from a second rotation element of the first planetary gear set; a second motor configured to selectively provide power to a third rotation element of the first planetary gear set; a second planetary gear set including a first rotation element which is directly connected to the differential, and a second rotation element which is configured to selectively receive power from the second motor; and a third planetary gear set including a third rotation element which is directly connected to a third rotation element of the second planetary gear set, a second rotation element which is fixed, and a first rotation element which is directly connected to a selected output shaft of the differential.

Abstract: A system for enhancing a prediction model according to an embodiment includes a storage module configured to receive and store inference data for input data from a prediction model, a retraining module configured to train a retraining model using retraining data including the inference data, and a determination module configured to compare performances of the prediction model and the retraining model and replace the prediction model with the retraining model according to the comparison result.

Abstract: A method of controlling an electro-mechanical brake device, includes: switching a central electronic control unit (ECU) to an awake mode based on a wake-up signal; transmitting a signal such that a wheel ECU is switched from a sleep mode to the awake mode; when a braking input is detected, supplying a current to a motor mounted on an electro-mechanical brake (EMB) using current control to generate a braking force; when a parking braking force is less than a required braking force, controlling the wheel ECU to release the parking braking force and generate the required braking force, and when the parking braking force is greater than or equal to the required braking force, releasing the parking braking force and maintaining the braking force generated in a wheel; when the braking force reaches the required braking force or the braking force is maintained, switching the current control to position control.

Abstract: A powertrain for an electric vehicle includes: a planetary gear having a first rotating element, a second rotating element, and a third rotating element, wherein a first rotating element is connected to a first shaft and the second rotating element is connected to a second shaft; a first motor configured to selectively supply power to the first shaft at two or more gear ratios; a first shift assembly configured to transfer power of the first motor to the first shaft through one of two or more external engagement gear trains having different gear ratios; and a second motor configured to selectively supply power to the first shaft and the second shaft. The third shaft is fixedly disposed on a transmission housing, and any two shafts among the first, second and third shafts restrain each other.

Abstract: A powertrain for an electric vehicle includes: a planetary gear including a first rotating element, a second rotating element, and a third rotating element, where the first rotating element is connected to a first shaft, the second rotating element is connected to a second shaft, and the third rotating element is selectively connected to a transmission housing; a first motor supplying power to the first shaft at all times; and a second motor selectively supplying power to the first shaft and the second shaft. Two rotating elements among the first, second, third rotating elements of the planetary gear are selectively connected to integrally rotate the entire planetary gear.

Abstract: A powertrain for an electric vehicle includes: a planetary gear including a first rotating element, a second rotating element, and a third rotating element, where the first rotating element is connected to a first shaft, the second rotating element is connected to a second shaft, and the third rotating element is connected to a third shaft; a first motor supplying power to the first shaft at all times; and a second motor selectively supplying power to the first shaft and the second shaft. The third shaft is fixedly connected to a transmission housing, and any two shafts among the first, second and third shafts restrain each other.

Abstract: A planetary gear set may include a first rotation element fixedly connected to a first shaft, a second rotation element fixedly connected to a second shaft, and a third rotation element fixedly connected to a third shaft; a first motor which is mounted to supply power to the first shaft continuously; and a second motor which is mounted to supply power to the second shaft continuously, and the third shaft is connected to be selectively connectable to a transmission housing, and any two shafts of the first shaft, the second shaft, and the third shaft are configured to constrain rotations thereof to each other.

Abstract: Disclosed is a bio-signal monitoring device including an electrocardiogram detector, one or more sensor units, a controller configured to process the electrocardiogram signal or a sensing signal received from the sensor units, a connector configured to be connected to the sensor units and to transmit, to the controller, a sensing signal from the sensor units, and a communicator configured to communicate with an external electronic device. The sensing units include a breathing rate sensor, an acceleration sensor, a temperature sensor, or a combination thereof.

Abstract: The present disclosure in at least one embodiment provides an apparatus for braking a vehicle, including at least one sensor for detecting a braking input of the vehicle, a front-wheel EMB including a front-wheel motor and a front-wheel brake for braking a front wheel(s), a rear-wheel EMB including a rear-wheel motor and a rear-wheel brake for braking a rear wheel(s), a front-wheel ECU for controlling the front-wheel motor for allowing the front-wheel EMB to brake the front wheel, a center ECU for calculating and transmitting, upon receiving the braking input from the at least one sensor, a braking force to the front-wheel ECU, and controlling the rear-wheel motor for allowing the rear-wheel EMB to brake the rear wheel, and a battery for supplying electric power to the front-wheel ECU and the center ECU, wherein the front-wheel EMB is controlled by the front-wheel ECU, and the rear-wheel EMB is controlled by the center ECU.

Abstract: The present disclosure in at least one embodiment provides a corner module for a vehicle, including a front-wheel corner module configured to drive a front wheel and including a front-wheel inwheel motor installed on the front wheel to generate a driving force and a friction braking device configured to generate a braking force on the front wheel, a rear-wheel corner module configured to drive a rear wheel and including a rear-wheel inwheel motor installed on the rear wheel to generate a driving force, a driving information detector configured to detect driving information of the vehicle, and an electronic control unit configured to control the front-wheel corner module to form a friction braking force by using the driving information and to control the rear-wheel corner module to form a regenerative braking force, wherein the front-wheel corner module uses the front-wheel inwheel motor that is provided with a lower specification than the rear-wheel inwheel motor to save the manufacturing cost, and the rear-w