Abstract: A locking mechanism associated with a handrail is provided. A housing having a top open end is configured to accommodate the handrail in an upright position. The housing has a side open end configured to accommodate the handrail in a collapsed position. A pair of slots is provided on opposite side surfaces of the housing. Each of the side surfaces is adjacent to the side open end. A bracket is affixed to any one of the side surface of the housing. A locking member is pivotally coupled to the bracket. The first arm of the locking member is configured to selectively engage with the pair of slots to retain the handrail in the upright position. A second arm of the locking member is configured to selectively release the first arm from the pair of slots to allow the handrail to move from the upright position to the collapsed position.

Abstract: A ladder cage is provided. The ladder cage includes opposite first and second sidewalls each extending parallel to a longitudinal axis. Spaced apart brackets are coupled to one of the sidewalls. Spaced apart rollers extend between the sidewalls. The rollers are each rotatable relative to the sidewalls along a rotation axis that extends transverse to the longitudinal axis. The rollers and inner surfaces of the brackets and the sidewalls define a housing configured for disposal of a ladder.

Abstract: A bicycle rack used to attach a bicycle to the rear of a motor vehicle. The bicycle rack is fixedly attached to the bicycle when the bicycle is operated as well as when it is transported on the motor vehicle. The bicycle rack includes two swing arms movable from a first position when the bicycle is being utilized to a second transverse position used to attach the bicycle rack and the bicycle to the rear of a motor vehicle. A plurality of retractable cables is used to assist in attaching the bicycle rack and the bicycle to the rear of the vehicle.

Abstract: A support and retention assembly for a portable electronic device has a support member with a front surface which defines a rest surface. The support member is connected to a structure of a dashboard so as to able to be moved between a retracted position and an extended position, in which it is locked by means of releasable locking devices. The assembly is provided with a rest element which projects from the front surface at a lower end of the support member and a clamp which is arranged over the rest element and may rotate upwards about a horizontal axis starting from a stowed position, in which at least part of the clamp is housed in a seat made in the front surface.

Abstract: A decorative coating (10) that is formed on a surface of a resin substrate F that is placed on a path an electromagnetic waves of a radar device, and the decorative coating (10) is composed of a layer (2) in which metal nanoparticles (1) are covered with an inorganic oxide material.

Abstract: A method of making an interior automotive panel. The method includes placing at least one three dimensional panel component on a first mold component having a mold surface shaped to form the exterior surface of the interior automotive panel. The at least one three-dimensional panel component has an exterior surface in contact with the mold surface. The method includes registering a registration feature of the at least one three-dimensional panel component with a groove defined by the mold surface of the first mold component and positioning a second mold component in registered communication with the first mold component. Together the first and second mold components define a void in the shape of the interior automotive panel. The method includes injecting resin into the void and removing a formed interior automotive panel from the first and second molds, the interior automotive panel having multiple surfaces of different surface qualities.

Abstract: A closure plug for closing an opening has an annular sealing section which is provided to rest against an edge of the opening, and an expansion section which is formed in one piece with the sealing section and can be adjusted from a mounting position, in which the sealing section has a mounting diameter at least at one axial end, to an expansion position, in which the sealing section has a larger diameter.

Abstract: A fastener for fastening and/or temporarily fixing a component on a retainer provided with an opening, having two flexible catch pins which are situated at a distance from one another and are each provided with catch lugs in the proximity of their free ends, which project beyond opposing exterior sides of the catch pins and engage behind an edge of the opening after they pass through the opening of the retainer. It is provided that the two catch pins are situated in recesses of a projection.

Abstract: A wire harness routing structural part reduces the number of components for routing a wire harness within a door. The wire harness routing structural part includes a wire harness incorporating a main path wire and a different path wire, a portion of the wire harness being fixated to a body, and a protector placed on an interior of the door. The protector includes an accommodation part and a different path guide portion, the accommodation part having an extraction opening for extracting the wire harness to the interior of the door and accommodating the wire harness with a space enabling the wire harness to be redirected. The different path guide part guides the different path wire of the wire harness extracted through the extraction opening on a path different from that of the main path wire of the wire harness and following an outer surface of the accommodation part.

Abstract: Systems and methods for providing a cloud-based vehicle information and control ecosystem are disclosed. A particular embodiment includes: providing a first layer of a cloud-based vehicle information and control ecosystem, the first layer being in data communication with at least one network resource via a network cloud; providing a second layer of the cloud-based vehicle information and control ecosystem in data communication with the first layer, the second layer being in data communication with at least one mobile device; providing a third layer of the cloud-based vehicle information and control ecosystem in data communication with the second layer, the third layer including a subsystem for linking the third layer to at least one electronic control unit (ECU) of a vehicle; and causing, by use of a data processor, data indicative of a state change occurring in the at least one ECU to be communicated to a component in the first layer.

Abstract: The present disclosure relates to a bumper back beam to be disposed inside a bumper cover, for reducing impact from outside the bumper cover. The bumper back beam includes a body including a synthetic resin, and a fiber composite reinforcing material including a hollow section. The fiber composite reinforcing material is fastened inside the body. The bumper back beam has high reliability, by having excellent ability to absorb impact energy because cracks almost do not occur during collision since it not only provides satisfactory strength and stiffness but also has high elongation with synthetic resin and fiber composite reinforcing materials generating synergies, and especially by having excellent impact resistance since fiber composite reinforcing materials take the shape of a hollow section.

Abstract: A vehicle bumper structure includes a lateral arrangement of hollow lobes forming an energy absorption apparatus attached to a beam. The lobes are designed to provide a predetermined peak force resistance and a predetermined energy absorption capability. Local stiffening to increase the buckling resistance and energy absorption is provided by increased stiffness regions provided in one or more locations on one or more of the lobes. The local increased stiffness regions can be provided by an increased wall thickness surrounding apertures formed in selected shear walls of the lobes or a laterally outward offset in the shape of the shear walls of the lobes.

Abstract: A sinusoidal crush can assembly for a bumper assembly includes a top wall, a bottom wall spaced from the top wall, and a pair of spaced side walls that extend between the top wall and the bottom wall to present a generally tubular and trapezoidal shape. The crush can assembly further includes a sinusoidal wave portion disposed along each of the walls from the rear end towards the front end. Each of the wave portions include peaks and troughs that define a sinusoidal wave depth, and the sinusoidal wave depth reduces gradually from the front end toward the rear end. Each of the peaks and the troughs are aligned with one another. The crush can assembly further includes a wave portion separator that extends angularly between adjacent ones of the wave portions to transition between each of the sinusoidal wave portions that are disposed along each of the walls.

Abstract: A method is provided for preventing a collision between a motor vehicle and a pedestrian. The method uses a camera and a processor mountable in the motor vehicle. A candidate image is detected. Based on a change of scale of the candidate image, it may be determined that the motor vehicle and the pedestrian are expected to collide, thereby producing a potential collision warning. Further information from the image frames may be used to validate the potential collision warning. The validation may include an analysis of the optical flow of the candidate image, that lane markings prediction of a straight road, a calculation of the lateral motion of the pedestrian, if the pedestrian is crossing a lane mark or curb and/or if the vehicle is changing lanes.

Abstract: A side impact system for a vehicle includes a trim panel and an armrest core supported by the trim panel. The armrest core is moveable translationally relative to the trim panel from a supporting position to a deployed position below the supporting position. An actuator is connected to the armrest core for moving the armrest core from the supporting position to the deployed position. In the supporting position, the armrest core may be adjacent a ribs of an occupant and, in the deployed position, the armrest core may be adjacent the hips of the occupant. The actuator may move the armrest core to the deployed position during a side impact of the vehicle to reduce the likelihood that the armrest core is pushed into the ribs of the occupant.

Abstract: An occupant protection system includes a seatbelt device mountable on a vehicle seat and an airbag device mountable in a vicinity of a fastening area of the seatbelt device where a buckle section of the seatbelt device buckles a tongue. The airbag device includes an airbag inflatable between a lap belt, a shoulder belt and an occupant seated in the seat. The airbag includes a front inflatable section extending forward and a rear inflatable section extending rear- and upwardly. The rear inflatable section is so configured as to ride over a vicinity of the fastening area and contact the front inflatable section when an occupant of the vehicle moves forward and pushes the rear inflatable section at an impact on a vehicle from the front of the buckle section.

Abstract: A protecting member includes a pair of right-and-left brackets which extend obliquely downward and forward from front portions of a pair of right-and-left side frames and a stiffener which extends in a vehicle width direction below a bumper beam and attached to front ends of the pair of right-and-left brackets. The protecting member has a load/deformation characteristic including a first stage from a collision start, a second stage after the first stage, and a third stage after the second stage. Herein, the first stage is set so as to restrain the obstacle from coming in below a vehicle-body front portion, the second stage is set so as to absorb collision energy to restrain a local deformation of the obstacle, and the third stage is set so as to flick the obstacle up.

Abstract: Disclosed herein is a wiper lever assembly which is configured to prevent detachment of end cover members, which includes a lever member (a center cover lever, secondary levers and yoke levers) gripping a rubber blade disposed thereunder, and an end cover member which covers an end of the lever member from above and which includes claws formed on both lateral sides thereof. The claws may be extended inwardly from the end cover and engage with both lateral sides of a lower surface of the lever member to grip the lever member. The end cover member includes a support wall which is formed at the center of a width of the end cover member and is extended downwardly therefrom, and the lever member includes a receptor (an insert tube and a proximal insert tube) in which the support wall is fitted from above.

Abstract: The invention relates to a wiper blade for a windscreen wiper, comprising a wiper strip on which at least one support rail (312, 314) is disposed, wherein said support rail has a spring element (412, 415) provided with a plastic sheath (313, 315), and further comprising a base connection device (160), which includes plastic and is welded to plastic sheath (313, 315), wherein a flat weld seam (419, 421) is formed between the base connection device (160) and the at least one support rail (312, 314).

Abstract: A wiper blade. In one aspect, the wiper blade includes a wiper strip which directly wipes a wiping surface; a lever assembly which supports the wiper strip; and a cover which receives the lever assembly, wherein the lever assembly supports six points of the wiper strip by means of a pair of first levers, each of which supports two points of the wiper strip, and a pair of second levers, each of which is hinge-coupled to the first lever, is coupled to the cover and supports one point of the wiper strip.

Abstract: A vehicle includes both a transmission park mechanism and an electronic parking brake. As a failure management strategy, a controller monitors vehicle movement to verify that the park mechanism is successfully restraining the vehicle against movement. Specifically, when the driver releases the brake pedal with the transmission park mechanism commanded to restrain the vehicle, the controller waits for a predetermined amount of time. If the vehicle moves during this time, the controller commands application of the electronic parking brake. The controller may also command application of the electronic parking brake if the vehicle does not come to a stop after the transmission park mechanism is commanded to restrain the vehicle.

Abstract: An apparatus that senses a minor collision of a vehicle is configured to minimize damage to the vehicle by actuating a brake system of the vehicle upon sensing a scratch of the vehicle by analyzing a sound (e.g., a sound wave signal) generated when a surface of the vehicle is scratched by, for example, a column of a building, the other vehicle, or the like when the vehicle is driven forward or backward at or below a certain speed.

Abstract: Taking a stroke within a period from when an operation of a brake operating member is started to when a predetermined stroke operation is performed as an ineffective stroke in which the master cylinder pressure is not generated, a control means controls an amount of differential pressure formed by a differential control valve such that a hydraulic braking force that corresponds to a stroke of the brake operating member is generated during the ineffective stroke, and even after the stroke of the brake operating member exceeds the ineffective stroke, increases the wheel cylinder pressure by performing raising of the amount of differential pressure formed by the differential pressure control valve by a predetermined raising amount with respect to the amount of differential pressure during the ineffective stroke.

Abstract: A method includes operating a vehicle traveling in a transportation network with a throttle of the vehicle at a maximum throttle setting during a trip of the vehicle along a route from a first location to a different, second location. The method also includes applying a dynamic brake of the vehicle at a maximum brake setting of the dynamic brake, and alternating between operating the vehicle with the throttle at the maximum throttle setting and applying the dynamic brake of the vehicle at the maximum brake setting along a route being traveled by the vehicle from the first location to the second location.

Abstract: One embodiment provides a bar-handle vehicle brake control apparatus. The control apparatus includes an acceleration acquiring part and a control unit. The acceleration acquiring part acquires a tangential acceleration at a point where a straight line which connects a gravity center of a bar-handle vehicle and a front wheel axle intersects a circle which is centered at the front wheel axle. The control unit controls a front wheel brake based on the tangential acceleration.

Abstract: In order to suppress power consumption, in a parking lock control device of a vehicle of the present invention, when a parking lock activation command is outputted, either one of right or left parking lock mechanism is activated. When it is estimated or detected that the vehicle moves in a state in which only the one parking lock mechanism is activated, the other parking lock mechanism is activated.

Abstract: A control system in a vehicle configured to rotate a drive wheel by a driving power generated in a driving power source mounted in the vehicle; comprises a slip value measuring unit configured to measure a slip value indicating a degree to which the drive wheel spins; a change rate calculator configured to calculate a change rate of the slip value measured by the slip value measuring unit; and a road surface condition determiner configured to determine a road surface condition according to the change rate of the slip value calculated by the change rate calculator.

Abstract: A brake fluid pressure electrically generated by a slave cylinder (23) in accordance with an operation amount by a brake pedal (12) is supplied via a VSA system (24) to wheel cylinders (16, 17; 20, 21) provided respectively for wheels. This enables smooth braking by the wheel cylinders (16, 17; 20, 21) by using a brake fluid pressure pressurized by the slave cylinder (23) and including little pulsation. When the VSA system (24) is to individually control the brake fluid pressures supplied respectively to the wheel cylinders (16, 17; 20, 21) to control vehicle behavior, the slave cylinder (23) generates a brake fluid pressure corresponding to a total of the brake fluid pressures required for the wheel cylinders (16, 17; 20, 21). This configuration allows the slave cylinder (23) to generate a brake fluid pressure in just proportion.

Abstract: A turning control device for a vehicle includes: a first standard yaw rate calculation unit that calculates a first standard yaw rate on the basis of detection signals of the lateral acceleration detection unit and the vehicle speed detection unit, a correction unit that corrects the first standard yaw rate, in an increasing direction on the basis of detection signals of a steering amount detection unit and the vehicle speed detection unit, and calculates a second standard yaw rate, a braking force control amount calculation unit that calculates a yaw rate deviation that is a deviation between the second standard yaw rate and an actual yaw rate, which is detected by the yaw rate detection unit, and determines a braking force control amount so as to cancel out the yaw rate deviation, and a braking control unit that controls the braking force on the basis of the braking force control amount determined by the braking force control amount calculation unit.

Abstract: A method for controlling a valve for maintaining brake pressure in a specified region of a brake circuit in a motor vehicle, in which the valve is controlled using a first control method, the specified region of the brake circuit is monitored with respect to the occurrence of a loss of brake pressure, and in response to a detected loss of brake pressure, the valve is controlled using a second control method.

Abstract: A method for the operation of a brake system having two brake circuits, with a recuperative brake, in particular an electrical generator, a master brake cylinder and a brake pedal simultaneously achieve optimized use of the regenerative braking and a constant braking experience for the driver with the highest safety requirements. When there is a braking demand by the driver with an associated desired braking torque and a first condition is met, at least one outlet valve is opened and brake fluid is conducted with an associated volume of brake fluid into at least one reservoir and the at least one outlet valve is then closed if a second condition is met. The first condition is met if a braking variable corresponding to the braking demand is not less than a specified minimum value. The second condition is met if the volume of brake fluid has flowed into the reservoirs.

Abstract: There is provided a vehicle brake system wherein it is possible to prevent the ingress of brake fluid leaking from the cylinder main body of an electric brake actuator constituting the vehicle brake system, and to dispose the electric brake actuator in a power plant storage chamber in a space-efficient manner. A vehicle brake system configured by disposing an input device and a motor cylinder for generating brake fluid pressure by driving a hydraulic pressure controlling piston stored in a cylindrical cylinder main body by means of an electric motor at least in accordance with the brake operation, the vehicle brake system being characterized in that: the motor cylinder is attached in a manner such that at least a portion of the cylinder main body overlaps with a power plant in the vehicle up and down direction; and the electric motor is disposed on top of the cylinder main body.

Abstract: A brake hydraulic pressure control apparatus for a vehicle includes: a base member; a control housing including a storage space for storing an electromagnetic valve on one face of the base member and a coil assembly; and a pump driving motor on a back face of the base member. The base member are provided with: two housing mounting penetration holes through which housing mounting screws for fixing the control housing are to be inserted; two motor mounting holes into which motor mounting screws for fixing the motor are to be inserted; and a rotation shaft storage hole into which a rotation shaft of the motor is to be stored, wherein the housing mounting penetration holes and the motor mounting holes are respectively disposed point-symmetrically with respect to the center of the rotation shaft storage hole.

Abstract: Systems and methods for supplying gaseous fuel to an internal combustion engine are presented. In one example, a gaseous fuel pump is selectively activated to extend a vehicle's operating range. The methods and systems may be useful for operating an engine that includes directly injected gaseous fuel.

Abstract: A method for controlling a vehicle system includes determining when the vehicle system approaches an airflow restricted area and distributing a total power output of the vehicle system among first and second vehicles of the vehicle system. The total power output is distributed by directing the first vehicle to decrease power output relative to a power output generated by the second vehicle and/or by directing the second vehicle to increase power output relative to the power output generated by the first vehicle. The method includes monitoring the power output of the second vehicle during travel of the vehicle system in the airflow restricted area to determine when the second vehicle derates and redistributing the total power output of the vehicle system among the at vehicles as the vehicle system travels in the airflow restricted area and responsive to the second vehicle derating.

Abstract: A hybrid vehicle outputs creep torque by output torque of a second MG. A creep control unit controls creep torque when an accelerator pedal is not operated. The creep control unit controls a creep cut amount defined by a decrement of creep torque when the brake pedal is operated relative to creep torque when the brake pedal is not operated such that the creep cut amount when reverse running is selected is smaller than the creep cut amount when forward running is selected.

Abstract: Vehicle includes an engine, a first rotating electric machine and a control device controlling the rotational speed of the first rotating electric machine such that the rotational speed of the engine matches a target rotational speed. The control device calculates a torque command value of the first rotating electric machine based on an upper limit value of electric power discharged from a power storage device supplying electric power to the first rotating electric machine. The control device calculates the torque command of the first rotating electric machine based on a further restricted value of the upper limit value when a torque restricting condition including simultaneous operation of an accelerator pedal and brake pedal is met.

Abstract: A vehicle control apparatus configured to selectively establish one of a first drive state in which a vehicle drive force is generated primarily by a second motor/generator operated with an electric energy supplied from an electric-energy storage device while an engine is placed in a rest state, and a second drive state in which a first motor/generator is operated with a drive force of the engine, to generate an electric energy and in which the vehicle drive force is generated primarily by the second motor/generator operated with at least the electric energy generated by the first motor/generator. The vehicle control apparatus is further configured such that the vehicle drive force generated in the second drive state at a given value of an accelerator pedal operation amount ?acc is larger than that generated in the first drive state.

Abstract: Disclosed a system and method of learning and controlling a torque transmission kiss point of an engine clutch. In particular, a determination is made as to whether power transference to a transmission transmitting an output from the engine and the motor has been interrupted, and whether the engine is being driven. The motor is then controlled so that a speed of the motor is maintained at a set speed different from a speed of revolutions of the engine when the power transference to the transmission has been interrupted and the engine is being driven. A state change of the motor is then detected while increasing hydraulic pressure applied to the engine clutch at a set ratio and a torque transmission kiss point of the engine clutch is calculated based on the state change of the motor.

Abstract: It is provided a control device of a hybrid vehicle having a damper device disposed in a power transmission path between an engine and an electric motor, the damper device having different torsion characteristics between torsion in positive direction in which drive power is transmitted from the engine toward the electric motor and torsion in negative direction in which drive power is transmitted from the electric motor toward the engine, the control device being configured to increase rotation of the engine with the electric motor to start the engine, the torsion characteristic in the negative direction of the damper device including a plurality of torsion characteristics having torsional rigidity varying depending on an angle of the torsion, and at start of the engine, the plurality of torsion characteristics being selectively used depending on an engine rotation speed to increase the engine rotation speed.

Abstract: A method and system for setting a learning period of an engine clutch of a hybrid vehicle are provided. The engine clutch controls a connection of power between an engine and a motor of a hybrid vehicle, and the method includes: detecting and accumulating a launch slip time of the engine clutch; detecting and accumulating a launch slip entry number of times of the engine clutch; detecting and accumulating a time in which a temperature of the engine clutch exceeds a setting temperature; detecting and accumulating a number of times in which the temperature of the engine clutch exceeds the setting temperature; and setting a learning period of the engine clutch based on at least one of the launch slip accumulation time, the launch slip entry accumulation number of times, the setting temperature exceeding accumulation time, and the setting temperature exceeding accumulation number of times.

Abstract: A method for initiating an operation under emergency conditions of a motor vehicle, the method including detecting a malfunction of a component of the motor vehicle; checking whether an operation under emergency conditions is possible; reporting the malfunction to the driver; initiating the operation under emergency conditions under predefined conditions, the operation under emergency conditions being initiated following an active confirmation by the driver.

Abstract: Systems and methods use cameras to provide autonomous navigation features. In one implementation, a lane ending detection system is provided for a vehicle. One or more processing devices associated with the system receive at least one image via a data interface. The device(s) extract lane ending information from the road sign(s) included in the image data and determine, based on at least one indicator of position of the vehicle, a distance from the vehicle to one or more lane constraints associated with the current lane. The processing device(s) determine, based on the lane ending information and the vehicle position, whether a current lane in which the vehicle is traveling is ending. Further, the system may cause the vehicle to change lanes if the lane in which the vehicle is traveling is ending.

Abstract: When an ECU carries out vehicle yaw motion control on such a vehicle that a conversion rate of converting the braking/driving force into a vertical force is larger on rear wheels than on front wheels, a driver-requested braking/driving force is distributed to the four wheels so that a distribution ratio is larger for the rear wheels than for the front wheels. Thus, when roll control necessary as a result of the vehicle yaw motion control is carried out, a target braking/driving force of a turning outer wheel for which the largest control driving force is required becomes hard to reach a driving limit. From the foregoing, when vehicle motion control is carried out with use of a braking/driving force of each wheel, each wheel is prevented from reaching a driving force limit as much as possible.

Abstract: A cruise control arrangement for a vehicle includes a cruise control speed function, a cruise control brake function and at least one selectable economy level, having a set maximum speed value corresponding to a maximum allowed vehicle speed, a set brake speed value corresponding to a brake cruise speed and a set cruise speed value corresponding to a cruise speed, where a temporary brake speed value replaces the set brake speed value as the actually used brake speed value, and where the temporary brake speed value is dependent on the selected economy level. The behavior of the cruise control of a vehicle can be adapted to take account of economy, which makes it possible to optimize the fuel consumption of the vehicle.

Abstract: A power distribution method for electric vehicle driven by two power sources includes executing a first power distribution law by a vehicle control unit, wherein the first power distribution law sets a distribution ratio according to a vehicle speed of the electric vehicle, a torque demand, and a current gear of a transmission. The powers outputted by first and second motors are adjusted according to the distribution ratio such that the first and second motors can operate at the most efficient operation points to increase the operational efficiency of the electric vehicle driven by two power sources.

Abstract: Methods, systems are provided for controlling a travel path of a vehicle. The method includes the steps of detecting a braking of the vehicle by a computing device, calculating a friction ellipse for the vehicle based on the current state of the vehicle, defecting an intended travel path of the vehicle, detecting an actual travel path of the motor vehicle during the braking and determining if there is a path error where the actual travel path is outside the intended travel path when the braking is detected. When the actual travel path is outside the intended travel path then the method calculates a prospective friction ellipse for the vehicle, determines a compensating yaw moment to correct the path error, determines a maximum acceleration based on the prospective friction ellipse, and transmits a command to the autonomous braking system based on the maximum acceleration and the compensating yaw moment.

Abstract: Provided is a tire sensing system that reduces the power consumption, size, weight, and cost, while suppressing an increase in fuel consumption of moving means. The tire sensing system is adapted to monitor state of a tire or a road surface from vibration information to perform safety control of the moving means having the tire. The tire sensing system includes a sensor disposed in a position of an inner surface of the tire where the sensor can sense the vibration, a receiver for receiving the information sent from the sensor, and a control means for controlling the moving means on the basis of the information from the receiver. The state is estimated from first vibration applied to the sensor upon contact with the road surface via the tire, second vibration applied to the sensor upon departure from the road surface, and a contact time from the contact to the departure.

Abstract: A railcar includes a heat-resistant floor, and the heat-resistant floor includes a floor panel, a heat absorbing layer provided under the floor panel and configured to absorb heat, and a supporting plate configured to support the heat absorbing layer from below. The supporting plate includes contacting portions each configured to contact the heat absorbing layer and separated portions each continuously formed from the contacting portion in a railcar width direction, separated downward from the heat absorbing layer, and extending in a railcar longitudinal direction.

Abstract: A railcar damping device includes: a tank storing a liquid; a first opening/closing valve provided in a first passage connecting a rod side chamber and a piston side chamber, which are defined by a piston, to be capable of opening and closing the first passage; a second opening/closing valve provided in a second passage connecting the piston side chamber and the tank to be capable of opening and closing the second passage; a pump that is driven to rotate at a predetermined normal rotation speed in order to supply the liquid from the tank to the rod side chamber; and a temperature determination unit that determines a temperature of the liquid supplied to the actuator, wherein a rotation speed of the pump is reduced below a normal rotation speed when the temperature determination unit determines that the temperature of the liquid is lower than a predetermined temperature.