Abstract: A temperature control system includes an on-vehicle battery, on-vehicle air conditioner, and a controller. The on-vehicle battery is charged using an external power supply located outside of the vehicle. The on-vehicle air conditioner controls the temperature of the vehicle interior and the temperature of the on-vehicle battery. The controller operates the on-vehicle air conditioner in an intermittent operation mode so as to control the temperature of the on-vehicle battery, when the on-vehicle battery is charged using the external power supply.

Abstract: An aircraft turbomachine comprising a fan conduit with a wall, a flow of air passing through the turbomachine via the fan conduit. An air passage comprising an air opening is arranged in the wall, the air passage configured to receive a portion of the flow of the air through the fan conduit. A deflector is fixed to the wall upstream of the air opening, the deflector comprising at least one cross-section extending in the fan conduit to capture the flow of air. The at least one cross-section is porous. The deflector protects the air passage structure and is easy to produce and to fix to the wall of the fan conduit when it is screwed or riveted directly thereto. The deflector, as a result of its location in the fan conduit, is easy to access and thus allows rapid maintenance operations without having to disassemble the air passage.

Abstract: In a thermal management system for a vehicle, a first switching valve is connected to at least one device in a group of a plurality of devices, a heat medium discharge side of a first pump, and a heat medium discharge side of a second pump in parallel with each other; and a second switching valve is connected to at least one device in the device group, a heat medium suction side of the first pump, and a heat medium suction side of the second pump in parallel with each other. Heat medium circulating through a first device included in the device group allows to flow through the second device. One side of a heat medium inlet side and a heat medium outlet side of the second device is connected to between one of the first switching valve and the second switching valve and the first device.

Abstract: A vehicle climate control system includes a condenser, a compressor, and a loop fluidly connecting the condenser and compressor. The system also includes a valve arrangement disposed within the loop. The valve arrangement includes a thermal expansion valve integrated with a solenoid valve. The solenoid valve has a powered closed state to prevent fluid flow into an evaporator and a non-powered open state to allow fluid flow through the thermal expansion valve into the evaporator. The evaporator is for cooling a cabin. The system further includes a controller programmed to, in response to a request for cooling of the cabin, command the solenoid valve from the powered state to the non-powered state.

Abstract: An airflow outlet is provided. The airflow outlet may include an adjustable vane component, a backplate, and a vane housing. The adjustable vane component has a vane nexus and a connection feature extending rearwardly from the vane nexus. The adjustable vane component further includes a plurality of vanes extending outwardly form the vane nexus. The backplate has a support tube defining a bore therethrough configured to receive the connection feature of the adjustable vane component and a plurality of backplate extensions extending outwardly form the support tube. The adjustable vane component and backplate may be fitted within a vane housing. The adjustable vane component is rotatable about a central axis between a first position and a second position, such that the positioning of the adjustable vane component and the selective alignment of the vanes relative to the backplate extensions defines the amount of airflow through an airflow outlet opening.

Abstract: Shading device for a transparent surface part of a motor vehicle having a shading structure, two lateral guide arrangements fixed with respect to the vehicle and flanking a displacement travel of the shading structure on opposite sides, and a pull-out profile arranged on a front end region of the shading structure. A drive device for displacement of the pull-out profile is provided, and has a guidance strand extending on the front end region of the shading structure and protruding into associated receiving spaces in the region of the lateral guide arrangements. The pull-out profile includes a middle part and two telescopic sections guided in the middle part and provided with guide tracks extending along the pull-out profile for the guidance strand sections of the guidance strand to ensure a relative displaceability between the telescopic and guidance strand sections and to prevent spreading of the guidance strand sections.

Abstract: Shading device for a transparent surface part of a motor vehicle having a shading structure, two non-parallel lateral guide arrangements fixed with respect to the vehicle and flanking a displacement travel of the shading structure on opposite sides, and pull-out profile which, at opposite face sides, is displaceable by in each case one guide carriage, lateral shading structure sections protruding, in a manner dependent on the displacement travel of the shading structure, into lateral receiving spaces fixed with respect to the vehicle and assigned to the guide arrangements. Each lateral guide arrangement and the associated receiving space are integrated in one housing structure fixed with respect to the vehicle and having a guide slot for the passage of the guide carriage from the pull-out profile to a drive device the guide slot running along the displacement travel of the shading structure and opening toward the latter.

Abstract: Shading device for a transparent surface part of a motor vehicle having a flexible shading structure, two non-parallel lateral guide arrangements fixed with respect to the vehicle and having a dimensionally stable pull-out profile displaceable in parallel fashion by in each case one guide carriage in the respective lateral guide arrangement via a drive device, lateral shading structure sections protruding, in a manner dependent on the displacement travel of the shading structure, into lateral receiving spaces fixed with respect to the vehicle. To the lateral shading structure sections, there are fastened in each case two support bodies spaced apart from one another in the pulling-out direction of the shading structure and the thickness of which is greater than a thickness of the respective shading structure sections. The support bodies are guided in transversely supported fashion with play in complementary support channel sections of the receiving spaces.

Abstract: A shading device for a rear window arrangement of a motor vehicle having a shading structure arranged so as to be shiftable relative to the rear window arrangement between a compactly stored inoperative position and an extended shading position, and with a dimensionally stable extension profile arranged on an end region, at the front in the extension direction, of the shading structure, the extension profile being guided so as to be shiftable in parallel in vehicle-mounted, lateral guide arrangements. The extension profile having two different visible contours positionable into different functional positions by rotation about a longitudinal axis of the extension profile, is known. The extension profile is mounted on opposite end sides by respective ball and socket joint so as to be pivotable about the longitudinal axis relative to lateral guide elements guided in the lateral guide arrangements.

Abstract: Provided is a door sash having a vertical pillar sash for vehicle that does not cause a problem of blowout when the vertical pillar sash is formed by welding a plurality of steel sheets. A vehicle door sash is characterized by having a vertical pillar sash and including an inner member and an outer member, on which overlapped portions are respectively formed to thereby form a pocket-like portion. One of the inner member and the outer member includes a bent portion which is continuous with associated the overlapped portion. At least part of a sheet-thickness end face of the other of the inner member and the outer member is in contact with the bent portion, and the bent portion and the sheet-thickness end face are laser-welded at the contact portion.

Abstract: A vehicle resin back door structure includes a back door panel made of resin, which has a first opening, and of which a marginal edge portion that forms the first opening is formed in a closed sectional shape; a bracket made of metal, which is fixed inside the closed section of the marginal edge portion, and of which a portion is exposed by a second opening formed in the marginal edge portion; and a back window glass of which a peripheral edge portion is joined to the marginal edge portion including the portion of the bracket that is exposed by the second opening.

Abstract: A sunroof drain device includes: a guide rail in which a drain portion is formed running in a longitudinal direction, and extends in the longitudinal direction; and a drain member which is disposed while being in contact with a rear end of the guide rail, in which upper and lower walls are formed with the guide rail interposed therebetween in a vertical direction, and through which the drain portion is connected to a drain hose. An engaging concave portion is formed in one of the guide rail and the drain member, and is concave in the vertical direction. An engaging convex portion is formed in the other of the guide rail and the drain member, protrudes in the vertical direction, and is engaged into the engaging concave portion such that the engaging convex portion restricts the drain member from moving toward the rear.

Abstract: A roof assembly for a vehicle includes a stationary part to be attached to the vehicle roof and at least one closure element movably supported by said stationary part. The element is movable between a closed position closing a roof opening, and an open, rearward position above a roof area behind the roof opening. At least one front guide track extends at least along the roof opening, whereas a rear guide track is mounted at least substantially rearward of the opening. A guiding device engages said rear guide track upon rearward movement of the closure element. The guiding device includes a lever which supports the element at least in the open position, the lever being rotatable around a pivoting axis and being provided with a loading member to load the lever at a distance from the pivoting axis at least when the element is in its closed position.

Abstract: According to one or more embodiments, a truck cover system includes a panel cover including first and second panels connected via a first hinge, a track unit detachably receiving the first hinge, and a latch including first and second latch members detachably connected to each other, wherein a detachment between the first and second latch members causes detachment of the first hinge from the track unit.

Abstract: A sunroof apparatus includes: a movable panel that can open or close an opening formed in a roof of a vehicle; guide rails having a pair of rail-side holding portions provided side by side in a lateral direction, and respectively provided in both edge portions of the opening in the lateral direction; support brackets, front end portions of which are supported by the guide rails, having vertical walls, and each of which has bracket-side held portions; sliding members are provided so as to be able to move along the guide rails, and each of which has a connection wall; sliding member-side held portions, and sliding member-side holding portions; and an electric driving source driving the movement of the sliding members.

Abstract: A sunroof apparatus includes: a movable panel that can open or close an opening formed in a roof of a vehicle; a deflector disposed along a front edge portion of the opening, and having arm portions extending rearward from both end portions of the deflector in a lateral direction, rear end portions of the arm portions being connected to the roof such that the deflector is turnable, and a biasing force is applied to the arm portions in a turning direction in which front ends pivotally move upward; guide rails disposed in both end portions of the opening in the lateral direction, and extending in a longitudinal direction; driving shoes provided to be able to move along the guide rails in the longitudinal direction; and support brackets, front end portions of which are supported by the guide rails.

Abstract: A retractable truck bed cover having an array of parallel aluminum slats joined together by connective hinges including leading and trailing edge configuration for improving the security of the cover by covering and concealing the seam between adjacent slats while improving the connective hinge's resistance to the effects of aging and/or exposure to temperature fluctuations. The truck bed cover connective hinge slat is designed to be in an array of discrete slats, which are joined to one another by means of joiner members secured at each end to slat end caps. The distal ends of the joiner members are attached to slat end caps at the distal ends of the slats, thereby preventing the joiner members from shrinking in relationship to the slats due to aging and/or exposure to temperature fluctuations.

Abstract: A cover (9) of a folding-top compartment in a cabriolet vehicle can be pivoted by way of links (10, 10) between a position in which the cover (9) covers the folding-top compartment and a position in which the cover (9) does not cover the folding-top compartment. The cover (9) has, at a distance from its pivoting connection, at least one first guide element (15), and on the body, there is provided at least one second guide element (18). During the transfer of the cover (9) into its closed position, the two guide elements (15, 18) interact, and guide the cover (9), as far as the closed position.

Abstract: A battery holding structure includes a battery tray for storing a battery therein. A battery holding rack is configured to store the battery tray with the battery stored therein and to allow the battery tray to be pulled out along widthwise directions of the vehicle. A ground wire has one end connected to a negative terminal of the battery and another end connected to a grounding member on a vehicle frame. A movement prevention member fixes the other end of the ground wire to the battery tray and prevents the battery tray from being pulled out to one side along the widthwise directions of the vehicle with the ground wire which is connected to the grounding member.

Abstract: A hybrid vehicle, a front cabin and a method for controlling the front cabin are provided. The front cabin includes: a sheet metal and a front subframe. The front cabin is configured to house an engine, a motor, a motor controller, a transmission and a support assembly. The engine and the motor are connected to the transmission respectively; the engine is disposed on the right side of the front cabin; the transmission is disposed on the left side of the front cabin; the motor is disposed on the left side of the front cabin and above the transmission; and the motor controller is disposed above the transmission and located at the front of the motor.

Abstract: A hybrid powertrain unit comprises an engine and a gearbox device with a primary shaft connectable to a shaft of the engine via a clutch device. The gearbox device comprises a secondary shaft with an output pinion meshing with a first crown wheel of a differential, the casing of which is rigidly connected to a casing of the gearbox device. The unit comprises an electric machine configured to operate as an electric motor and as an electric generator, and having a shaft connected by transmission to a second crown wheel of the differential. In the transmission, arranged between the electric machine shaft of and the second crown wheel is an engagement device that can be operated via an electronically controlled actuator. The transmission that connects the electric machine shaft to said second crown wheel includes an auxiliary shift device configured for providing at least two different selectable transmission ratios.

Abstract: A drivetrain providing tractive torque to a ground vehicle includes a non-combustion torque machine coaxial to and rotatably coupled to an integrated gear set including a conjoined carrier assembly coupling a reducing gear set to a differential gear set. The differential gear set is coaxial to and rotatably coupled to first and second differential axle members. The first differential axle member couples to a first wheel assembly of the ground vehicle and the second differential axle member couples to a second wheel assembly located on a second, opposite side of the ground vehicle.

Abstract: A work vehicle includes an engine mounted to a vehicle body frame. A cooling fan unit is arranged on one side of the engine. A coolant fluid radiator is arranged on an opposite side of the cooling fan unit. A cooling unit is arranged on an opposite side of the coolant fluid radiator. A link mechanism connects the cooling unit such that a distance between the cooling unit and the coolant fluid radiator can be changed. The link mechanism can utilize a four-link mechanism having a pair of upper links and a pair of lower links.

Abstract: An airflow directing assembly and associated method of assembling same, includes an air deflector having a first portion mounted in the vehicle engine compartment rearwardly of the bumper beam and including a separating wall that extends between and segregates a first, upper air flow path from a second, lower air flow path. The airflow directing assembly includes a second, flexible seal portion extending from the air deflector first portion in a direction toward the bumper beam. The flexible seal portion is configured for sliding, sealing engagement with a surface of a vehicle engine compartment component such as the bumper beam to accommodate build variation during vehicle assembly.

Abstract: A commercial vehicle including a diesel engine, a lower vehicle structure defining a vehicle floor, and, to a side, a running board providing access to a front seat of the vehicle, the lower structure supporting, under the floor, a gas oil tank including a filling pipe leading to the side of the vehicle, in a rear of the running board. The vehicle further includes a urea tank housed in immediate vicinity of the gas oil tank, and includes a filling pipe which leads into a rear front wall of the running board at a housing formed in the front wall of the running board and closable by a trap.

Abstract: A draining system for draining fuel from a fuel tank is disclosed. The fuel tank includes a holding chamber for holding fuel and a fill port assembly for adding fuel to the holding chamber. The fill port assembly includes a fill port passageway in fluid communication with the holding chamber and a valve system for regulating a flow of fuel through the fill port passageway. The draining system includes a coupling member having a drainage passageway. The coupling member is detachably connected with the fill port assembly. An actuating member selectively actuates the valve system to permit fuel to flow from the fill port passageway into the drainage passageway. An outlet conduit is in fluid communication with the drainage passageway such that fuel can flow from the drainage passageway into the outlet conduit. A flow regulating member is configured to regulate flow of fuel through the outlet conduit.

Abstract: A casing includes a container in which a float valve is disposed. When the float valve is closed, the casing keeps the float valve in a closed state for a relatively long period of time. A sub-float valve is provided below the container in the casing, and is closed by floating on fuel at the time of a turn of a vehicle or an automatic stop of first refueling. When the first refueling is completed, air in the sub-float valve is discharged, and the sub-float valve loses its floating function.

Abstract: A tank defines an inner cavity and at least an opening. A filler tube device comprises a tube passing through the opening in the tank, the tube forming a joint with at least one degree of freedom with the tank such that the tube is displaceable relative to the tank. The tube has an open end in the inner cavity of the tank, and an opposite open end outside of the tank, whereby the tube defines a passage for filling the tank. A sealing component is in the inner cavity of the tank, the sealing component configured for collaborating with the open end of the tube when the tube is moved into engagement therewith to close the open end of the tube inside the tank in a protective position.

Abstract: A filler neck closure assembly includes a nozzle-receiving housing associated with a vehicle fuel tank filler neck. The nozzle-receiving housing is formed to include a central housing passageway sized to receive the tip of a fuel-dispensing pump nozzle therein during refueling of the fuel tank.

Abstract: A bypass flow channel that bypasses part of an adsorbent is provided between an engine-side port and an atmosphere-side port in a gas flow channel of a canister body. Furthermore, a flow rate increasing member that increases the ratio of flow rate in the bypass flow channel when the flow velocity of a gas at the time of purge has exceeded a predetermined value is provided.

Abstract: A suspension assembly for a motorized vehicle includes a rotatable drive-unit driveshaft extending outwardly from an aperture of a drive unit. A first portion of a dropcase is pivotally coupled to the drive unit. A first end portion of a dropcase driveshaft is coupled to the drive-unit driveshaft such that rotation of the drive-unit driveshaft causes a corresponding rotation of the dropcase driveshaft. A second end portion of the dropcase driveshaft extends outwardly from a second portion of the dropcase and is suitable for coupling to a wheel hub. A pivotal-coupling assembly pivotally couples the dropcase to the drive unit. The pivotal-coupling assembly provides a pivot axis between the dropcase and the drive unit along a longitudinal length of the drive-unit driveshaft.

Abstract: A rear axle differential device of a vehicle, including a differential casing, two half-shafts, an input shaft, and an output shaft is provided. The differential casing includes a first casing and a second casing. A differential gear is disposed in the second casing having two coaxial half-shaft holes at two ends. The two half-shafts are coaxially fixed to the two half-shaft holes, respectively, and a direction of an axis of the half-shaft is a first direction. One end of the input shaft is fixed to the first casing, and the other end extends towards the second casing. The output shaft is located at one side of the input shaft, and one end is fixed to the first casing and the other end extends along a direction opposite to an extending direction of the input shaft. The axis of the output shaft is parallel to the axis of the input shaft.

Abstract: A marker notification position calculation unit 36 predicts, based on a target course, a target location of arrival of a vehicle after a forward gaze time of a driver while the vehicle is travelling along a route under driving assistance, and an output device 92 presents, at a position on a windshield of the vehicle, a marker indicating the target location of arrival that is predicted.

Abstract: A bracket for securing to a panel includes a first leg, a second leg, and a third leg. The first leg has a proximal end and a distal end, and the distal end is configured to be received in a socket of the panel. The second leg is connected with the first leg and the third leg. The third leg extends generally opposed from the first leg, and includes a first notch surface and a second notch surface. The first notch surface is configured to be in contacting relationship with an outer surface of the panel, and the second notch surface is configured to be in contacting relationship with a front surface of the panel.

Abstract: The present disclosure is related to a method to control a contactor tip assembly associated with a grid of an electric drive system is provided. The contactor tip assembly includes at least one first contactor tip and at least one second contactor tip. The method includes introducing a delay signal associated with an operation of at least one of the first contactor tip and the second contactor tip. Further, the operation includes a closing event and an opening event thereof. The method also includes controlling the operation of the first and second contactor tips in an alternate manner. Further, a delay is present between a sequential operation of one of the first and second contactor tips and the other of the first and second contactor tips based, at least in part, on the introduced delay signal.

Abstract: A method for diagnosing charging state may include a diagnostic trouble code generation step of generating a diagnostic trouble code (DTC) when the state for charging a battery from an alternator is abnormal in the state in which the alternator is operating to charge the battery while a vehicle is traveling, and then storing diagnostic trouble code in an ECU (Electronic Control Unit), and a diagnostic trouble code release step of deleting the diagnostic trouble code in the ECU when the state for charging the battery from the alternator is returned to be normal.

Abstract: A method for calculating a regenerative braking amount of a hybrid electric vehicle includes calculating a first possible available charging power of a motor when regenerative braking of the hybrid electric vehicle is required; calculating a second possible charging power of the motor by using the first possible charging power of the motor; converting the second possible charging power of the motor to a torque of a wheel axle; calculating an available amount of regenerative braking by reflecting a coasting torque on the torque of the wheel axle; generating a motor torque command based on the available amount of regenerative braking; and calculating a final regenerative braking amount by monitoring a real motor torque according to the motor torque command and correcting an error.

Abstract: The present invention addresses the problem of providing a vehicular brake system that uses both friction braking force generated by an electrical braking unit and regenerative braking force generated by a regenerative braking unit, and can reduce a shortage in braking force when a slip has occurred on a wheel and antilock control is activated. The vehicular brake system includes: an electrical braking unit that supplies operational pressure generated in operational fluid by an electrical brake actuator to wheel cylinders and thereby applies friction braking force to wheels; a regenerative braking unit for applying regenerative braking force generated by an electrical motor to a driving wheel; and an antilock control unit for activating antilock control that increases and decreases the friction braking force to stop slip of a wheel.

Abstract: Motor vehicle having a hybrid drive which includes at least one wheel which can be driven by an electric machine, wherein a recuperation device is provided which permits recuperation of energy in a recuperation phase during a braking process, wherein a brake system is provided with a pedal, at least one master brake cylinder and at least one wheel brake which fluidically activates the wheel brake on the basis of a movement of the pedal by a brake pressure, wherein a pressure-reducing valve device is provided which reduces the brake pressure in the recuperation phase, and wherein a compensator is provided for compensating a hydraulic effect of the pressure-reducing valve device, wherein in the effective range of the pressure-reducing valve device two master brake cylinders are provided whose pistons are rigidly coupled to one another via a connecting element.

Abstract: An electrical system architecture for a mobile, electric hybrid machine includes a first bus configured to receive electric power at a first, selectively adjustable voltage from an electrical power source. A second bus is configured to receive electric power at a second voltage that is lower than the first voltage. A controller is configured to determine a desired magnitude of the second voltage for the second bus, produce a signal indicative of a magnitude of the first, selectively adjustable voltage that is a multiple of the desired magnitude of the second voltage, and adjust the magnitude of the first voltage in the first bus to the multiple of the desired magnitude of the second voltage. A fixed-ratio power converter is configured to convert the power at the first voltage in the first bus to the power at the second voltage in the second bus.

Abstract: A circuit arrangement for operating an energy store of an electric and/or hybrid vehicle includes an analog monitoring circuit. The analog monitoring circuit is designed and arranged to detect a measurement signal that is representative of a current flowing through the energy store, and to generate a predetermined first control signal in a manner dependent on the measurement signal. The circuit arrangement further has a semiconductor switching element which is designed to electrically couple, in a first switching state, the energy store to an electrical energy network, and, in a second switching state, to electrically decouple the energy store from the electrical energy network, The semiconductor switching element includes a control terminal which is coupled by signaling technology to an output of the monitoring circuit. The switching state of the semiconductor switching element is adjustable in a manner dependent on the first control signal.

Abstract: A wireless modular power transfer system includes electric power modules and RF converter circuitry within the electric power modules that meets voltage and power characteristics of the electric power modules. Sensor data is processed to determine a wireless power transfer path. An electric power module is established as a power source by aligning RF converter circuitry as a transmitter, and an electromagnetic field is established as a wireless power transfer area. An electric power module is established as an electric load by aligning RF converter circuitry as a receiver. Power transfer between the electric power modules is controlled through the wireless power transfer area.

Abstract: A vehicle includes an inductive charge coupling arrangement that can be electrically connected with a traction battery. The arrangement includes a charge coil and a plurality of permeable panels surrounding the charge coil. The vehicle further includes at least one controller that, in response to an inductive charge request, causes the panels to move to positions selected to minimize electromagnetic field leakage between the charge coil and a charge station.

Abstract: A wireless power transfer system for selectively disabling a transmit antenna of a plurality of transmit antennas when a foreign object is detected is described. The system comprises a first transmit antenna configured to charge an electric vehicle positioned over a charging region via a first area of the charging region and also comprises a second transmit antenna configured to charge via a second area of the charging region. The system further comprises a controller circuit configured to selectively disable the first transmit antenna when a foreign object is detected in a first space that affects charging via the first area of the charging region. The controller circuit is further configured to selectively maintain activation of the second transmit antenna while the electric vehicle is positioned to receive power from the second transmit antenna via the second area when the foreign object is detected in the first space.

Abstract: A wireless power transmission device may include a power transmitting module installed outside a vehicle for transmitting power, a power receiving module installed on the vehicle for receiving power from the power transmitting module, and a user interface module configured to control a position of the vehicle and the power transmitting and receiving modules so as to transmit power from the power transmitting module to the power receiving module.

Abstract: A method of regulating temperature of an accumulator battery in a course of charging or discharging. The method includes: a) acquiring a state of charge relating to a level of charge of the accumulator battery, b) measuring values of the temperature of the accumulator battery at a first state of charge and at a second state of charge which is different, c) estimating, as a function of the values of the temperature measured in b), the value of the temperature of the accumulator battery at a future third state of charge, and d) controlling the temperature of the accumulator battery as a function of the value of the temperature estimated in c).

Abstract: A portable electric vehicle support equipment (EVSE) unit is formed as a cord of plural insulated conductors and a flexible outer sheath enclosing said plural insulated conductors. The cord includes an EVSE docking connector on a docking end of the cord and a utility plug on a utility end of the cord, said cord being divided into a docking section terminated at said docking connector and a utility section terminated at said utility connector. The cord further includes an in-line EVSE controller and a housing enclosing said controller, said housing sealed with said flexible outer sheath and disposed at an intermediate section of said cord between said docking and utility sections.

Abstract: A vehicle-side connector (10) is provided for connection to a battery mounted in a vehicle. The vehicle-side connector (10) includes a housing (20) configured so that a charging connector (90) is connected thereto. Vehicle-side terminals (40) individually are accommodated in cavities (28) in the housing (20) and are configured to be connected individually to charging terminals (93) in the charging connector (90) when the housing (20) and a charging connector (90) are connected. A retainer (50) is configured to retain the vehicle-side terminals (40) in the cavities (28). A resistance circuit unit (70) is assembled into the retainer (50) and has a relay terminal (73) arranged on a left side connected to a vehicle-side signal terminal (40B) and a relay terminal (73) arranged on a right side is connected to a vehicle-side ground terminal (40C) out of the vehicle-side terminals (40).

Abstract: Disclosed is a road for charging electric vehicle. The road includes an electrified rail which includes an electrode plate for connecting an electric plate of the electric vehicle, an insulated cover covering on the plate electrode so as to prevent electric leakage and a neutral layer covering on the insulated cover for connecting a neutral electrode plate of the electric vehicle. The electrode plate includes a first electrode plate and a second electrode plate. The first electrode plate is disposed above the second electrode plate and between the first electrode plate and the second electrode plate there is a gap so that the electric plate of the electric vehicle is able to be sandwiched between the first electrode plate and the second electrode plate while charging. According to the present invention, the road surface is provided with electrified rail, thus the electric vehicle can charge while driving.

Abstract: Methods for managing charge status of an electric vehicle (EV) at a charge unit (CU) and systems that use cloud processing, are provided. One method includes detecting connection of a charging connector of the charge unit to a vehicle charge port of the EV. The method also includes receiving charge status of the EV while the charging connector is connected to the CU and activating a visual indicator at the CU. The visual indicator is set indicative of the charge status of the EV. The method includes changing the visual indicator as the charge status of the EV changes. The method enables a user device to receive notifications of charge status and communicate with cloud processing to request changing of the visual indicator of the CU to a non-full state even when the EV is at a full state of charging.