Abstract: A non-metallic fuel tank includes a non-metallic tank body, at least one coupling device or mounting system for coupling the non-metallic tank body to a bed of a truck or to a trolley, and a fuel fill opening. A grounding wire may be coupled to the non-metallic tank as well as a fuel line connector which is also coupled to the existing fuel system of a truck. A mounting system for a non-metallic fuel tank includes two rear toe clamps and two front mounting assemblies which include a front mount base and an angle iron coupled together. A portable fuel tank includes a non-metallic tank body and a trolley coupled to the tank body. The trolley includes a base, a mounting system for coupling the non-metallic tank body and the base, at least one handle and at least one wheel.

Abstract: An improved fuel tank is disclosed that includes a plurality of recessed ribs formed in the fuel tank adjacent a fuel filter. The fuel filter is received in a pocket formed in the lateral side of the fuel tank by a front side wall and rear side wall that extend from the lateral side to a recessed wall. The ribs include an inner portion, a transverse portion and an outer portion. The recessed ribs have upper and lower walls that converge toward a base wall.

Abstract: The invention relates to the wheel side of as drive axle with wheel member steering. A drop Centre rim, preferably made of steel, is provided on the wheel hub and is combined with a disc brake, which is axially inwardly offset relative to the wheel plane and which preferably has compressed an actuation. The necessary space for the disc brake arrangement is guaranteed by the sufficiently low diameter of the wheel hub in the region of the brake disc and by a comparatively large axial space for the brake system, which is created by an axially narrow design of the wheel hub transmission and a by a new design of the steering knuckle bearing and of the pertaining axle guard.

Abstract: A single link type drive assistance system for a handicapped person may include a control bar configured to make a hinge joint connected to a steering column to form a rotation center at time of up and down operations at a lower portion of a steering wheel, a pedal operation link configured to include an inner tube connected to the control bar to deliver a down operation force using a brake pedal and an outer tube surrounding the inner tube, the outer tube moving along with the inner tube at the time of the down operation to operate the brake pedal and slidably moving with respect to the inner tube without a motion of the inner tube connected to the brake pedal at the time of the up operation, and an accelerator cable unit applied with a sliding motion of the outer tube to operate an accelerator pedal.

Abstract: A user device may be used to prevent a driver of a vehicle from driving while drowsy. The user device may create a driver profile for the driver and collect driving data while the driver is driving the vehicle. The driver profile may include information regarding the driver's propensity to drive while drowsy and the driving data may include information regarding whether the driver is exhibiting drowsy behaviors and how long the driver has been driving continuously. The user device may determine whether the driver is drowsy based on the driver profile and the driving data, and may respond in one or more ways, such as by altering the driver with an audio signal, providing the driver with a map to a nearby rest area, activating a braking system of the vehicle, warning nearby drivers about the driver being drowsy, contacting a parent or guardian of the driver, etc.

Abstract: A vehicle display device includes an indicator that luminously displays a display image on its screen by lighting and stops the luminous display of the display image by extinction, and a display panel that includes a light shielding part on a rear surface of the display panel. The light shielding part light-shields a surrounding part of a transmitting window, through which an image light of the display image is transmitted to be capable of being visually recognized from a front side. A transmission region of a front surface of the display panel that is located at least on the front side of the transmitting window is occupied by a planar part that is formed in a flat surface shape along the screen, and a plurality of projecting surface parts that project from the planar part into a curved projecting surface shape.

Abstract: A system for displaying a dashboard display in a vehicle includes a vehicle data bus interface for communicating with vehicle subsystems of a vehicle management system, a dashboard display module, and a dashboard store for storing a dashboard display definition. In one example, the dashboard display module obtains from the vehicle bus information regarding which of the plurality of vehicle subsystems are enabled, and transmits the information regarding which of the plurality of vehicle subsystems are enabled to a device external to the vehicle management system.

Abstract: An in-vehicle device includes: a drive assist unit configured to perform drive assist processing; a display unit configured to display an image in a display area with the image overlapped on a scene in a real space ahead of a vehicle; and a display control unit configured to control the display unit to display, in a normal state while the drive assist processing is performed, an image of a first marker at a vehicle-corresponding position as a position in the display area corresponding to a position where the vehicle is estimated to be positioned in the real space in a predetermined time. The first marker has a first color, the first marker has a first shape that has a smooth outline and fluctuates, and a display position of the first marker varies periodically from the vehicle-corresponding position.

Abstract: The present invention relates to a method for producing an instrument panel support comprising a receiver for an attachment, in particular a head-up display, wherein the instrument panel support is configured as an elongated component extending in the motor vehicle transverse direction, characterized by the following method steps: producing an instrument panel support as a welded component with fastening points at the ends for coupling to a motor vehicle body and at least two protruding arms for receiving the head-up display, inserting the welded component with the fastening points in a calibration tool, moving a die toward the arms, moving one respective stamp die toward the opposing side of the arms and pressing the stamp die against the die, wherein receiving surfaces are stamped in the arms for receiving the head-up display, removing the instrument panel support.

Abstract: When a temperature rise is required for only a first battery out of first and second batteries, a first relay is turned on to connect the first battery with a first booster circuit (i.e., connect the first battery with a motor side). When a temperature rise is required for only the second battery, on the other hand, a second relay is turned on to connect the second battery with a second booster circuit (i.e., connect the second battery with the motor side).

Abstract: A vehicle system for indicating available driving distance includes a display and a controller programmed to store energy consumption data and driving distance data from previous drive cycles. The controller is further programmed to store the previous vehicle drive cycle data according to day of week, and during a current drive cycle, to output via the display an available driving distance. The controller is further configured to generate the available drive distance based on an expected energy consumption rate and an expected driving distance, each corresponding to the day of the week of the current drive cycle.

Abstract: A road bearing for inductive coupling to an electrical connection device of an electric vehicle includes a series of primary induction coils, a bearing surface element, and a plurality of deformation features in the bearing surface element. The series of primary induction coils are interconnected to a source of electrical power and disposed in a substantially linear array below a roadway surface and within a roadway structure, and are aligned generally parallel to an alignment of the roadway. The bearing surface element is disposed above the primary induction coils, and has an upper surface that is substantially flush with the roadway surface, has a surface flatness in the range of ±1 ?m per 30 mm, and a magnetic permeability in the range of 0.9 to 2. The plurality of deformation features include depressions in the upper surface of the bearing surface element, and are configured to provide friction to vehicle wheels.

Abstract: An electric vehicle control device includes a calculation unit that calculates a regenerative-brake-torque load factor when a braking command is detected. The calculation unit includes a brake-torque load-factor determination unit that determines the regenerative-brake-torque load factor according to vehicle speed information that is a detection value of vehicle speed; and a brake-torque load-factor correction unit that corrects the regenerative-brake-torque load factor determined by the brake-torque load-factor determination unit using element temperature information that is temperature information of a switching element included in an inverter.

Abstract: An apparatus has a first truck that includes a frame. A roller is rotatably attached to the frame and a lever arm is pivotably connected to the frame. The lever arm includes a load point, a magnet, and a non-ferrous conductive material. A biasing element biases the lever arm into a first angular position. A load applied to the load point drives the lever arm against a biasing force of the biasing element, and towards a second angular position.

Abstract: An apparatus has a first portion of a magnetic braking system with a first element disposed thereon. The first portion rotates about an axis. The position of the first element is a fixed distance from the axis. A second portion of the magnetic braking system has a second element disposed thereon. A spring biases the rotatable first portion a first distance from the second portion. Upon application of a force to one of the portions, the relative position of the rotatable first portion to the second portion is reduced to a second distance less than the first distance.

Abstract: A power system of a series hybrid vehicle, comprising a fuel source; a control system; at least two auxiliary power units, each of which auxiliary power units, under control of the control system, independently receives fuel from the fuel source, and converts chemical energy in the fuel into electrical energy and outputs the electrical energy to a common current bus; a power battery electrically connected to a common current bus to, under control of the control system, receive electrical energy from the common current bus to perform charging or perform discharging through the common current bus; and a traction motor electrically connected to the common current bus to, under control of the control system, receive electrical energy from the common current bus and convert the electrical energy into mechanical energy and transmit the mechanical energy to a power train of the vehicle so as to drive the vehicle to run.

Abstract: A power receiving coil (22) is installed at a front portion on a lower surface of a floor panel (40) close to steered front wheels (W) and elongated across a lower open portion of a tunnel portion (42) located in the center of a vehicle (1). Therefore, the power receiving coil (22) can be accurately aligned with a power transmission coil (12) on the load surface side to face each other with a sense of steering in such a manner as to align the center of the vehicle with the power transmission coil (12) when the vehicle (1) advances to a predetermined stop position in a parking space (2).

Abstract: One or more embodiments of techniques or systems for vehicle-to-vehicle wireless charging are provided herein. A first vehicle may be equipped with a first vehicle-to-vehicle wireless charging system and a second vehicle may be equipped with a second vehicle-to-vehicle wireless charging system. The first vehicle may be placed in a charge providing mode and the second vehicle may be placed in a charge receiving mode. Respective vehicles may detect or monitor for hazards prior to, during, or after wireless charging. When hazards are detected, notifications may be provided to promote safety while wireless charging occurs. The first vehicle may be pulled alongside, in front of, or behind the second vehicle within a charging proximity to facilitate wireless charging. Control may be provided such that charging or starting the second vehicle is possible without exiting the first vehicle.

Abstract: Power supply device is provided with the following: a power supply unit (121) that includes a spiral coil or a solenoid coil; a frequency characteristic acquisition unit (211) that acquires the frequency characteristics of the efficiency of the supply of power from the power supply unit to the power receiving device; a peak determining unit (212) that determines peaks in the frequency characteristics of the efficiency of power supply; and a drive frequency determination unit (213) that, if two peaks have been found, determines as the drive frequency used for supplying power a frequency near the frequency that is the lower of the frequencies of the two peaks, with the lower frequency being given priority over a frequency near the higher frequency.

Abstract: The purpose of the invention is to facilitate mounting of a power receiving coil on a vehicle and also extend the allowable range of the positional shift of the power receiving coil with respect to a power supplying coil to prevent a power supply efficiency from lowering. A power supplying device (100) uses electromagnetic force to supply power to a vehicle (130) having a power receiving coil (153a) and has a power supplying coil (103a) facing the power receiving coil (153a) and supplying power thereto. The power supplying coil (103a) has substantially the same shape as the power receiving coil (153a) and has a first length longer than a second length, said first length being the length in the right and left direction of the vehicle (130), said second length being the length in the front and rear direction of the vehicle (130).

Abstract: A plurality of projections is arranged in a matrix on the upper surface of the housing of a contactless charging unit (110). When supplying power wirelessly to an onboard power reception device, a beam emission unit in a beam reception and emission unit (120) emits a laser beam progressing along the upper surface of a power transmission unit (170) to scan the upper part of the entire upper surface of the power transmission unit (170). When receiving a reflected beam, the beam reception unit in the beam reception and emission unit (120) sends the results of beam reception to a determination unit. The determination unit determines the presence or absence of a foreign substance supported on at least one projection existing on the upper surface of the contactless charging unit (110) on the basis of the results of beam reception.

Abstract: A contactless power supply device including: a power receiving portion (22) which is provided at the center in the vehicle width direction, of a front part of the lower surface of a floor panel (40) of a vehicle (1); a power supply portion (12) which is provided for a parking space (2) and contactlessly supplies electric power to the vehicle by magnetic connection with the power receiving portion (22); a sub-frame (51) provided in a lower part of a front compartment (1F) of the vehicle (1); a motor unit (29U) mounted on the sub-frame (51); and extension portions (53) stiffening fixed portions of the power receiving portion (22), the extension portions (53) being extended from both sides of the rear end of the sub-frame (51) in the vehicle width direction toward the back of the vehicle along both sides of the power receiving portion (22) in the vehicle width direction.

Abstract: An off-board battery charger for a vehicle may include a high-voltage connector having first, second and power supply connector ports. The first connector port connects to a vehicle controller via a first cable. The second connector port connects to a vehicle battery via a second cable. And, the power supply connector port is electrically connected with the second port and receives power via a power supply cable from a separate and external power supply.

Abstract: A charging system for a vehicle includes a first energy storage device, a first DC-DC converter coupled between a DC bus and the first energy storage device, and a controller. The controller is programmed to identify charging parameters of a charging source coupleable to the first energy storage device through the first DC-DC converter, apply an optimization algorithm to iteratively define a charging power allocation to charge the first energy storage device using the charging source, and selectively control the first DC-DC converter to recharge the first energy storage device in accordance with the charging power allocation. The charging power allocation optimizes at least one of a state of charge (SOC) and a state of health (SOH) of the first energy storage device.

Abstract: The electric vehicular connector includes: a connection terminal block including a primary power transmission terminal to be electrically connected to a first power terminal of a power converter; a plug including a secondary power transmission terminal to be electrically connected to a second power terminal of an inlet of an electric vehicle; a breaker which is connected between the primary power transmission terminal and the secondary power transmission terminal and has a closed state of electrically interconnecting the primary power transmission terminal and the secondary power transmission terminal and an open state of electrically separating the primary power transmission terminal and the secondary power transmission terminal from each other; and a breaker controller configured to set the connector-side breaker in the closed state during a normal state and to set the connector-side breaker in the open state during an abnormal state in which abnormality occurs in the electric vehicle.

Abstract: A system for controlling a power converter, the system configured to control at least two consecutive instances of closure of pairs of controlled switches including a bottom switch and a top switch. A measurement mechanism can measure, prior to a transition between closing of one pair of controlled switches and closing of another pair of controlled switches, electric potential at a connection point for at least two arms in which the controlled switches are affected by the transition. A comparison mechanism compares the measured potentials and a selection mechanism can select the top switch of the arm with a lowest measured electric potential and the bottom switch of the arm with a highest measured electric potential. A controller can control closing of the controlled switches selected during at least one additional time period around the transition.

Abstract: The disclosure includes a system and method for providing charging services to mobile client devices. The system includes a processor and a memory storing instructions that, when executed, cause the system to: receive demand response event data associated with a geographic region; determine a last-mile distribution network that includes a first endpoint in the geographic region, the first endpoint associated with a mobile client device; estimate one or more last-mile power usage factors describing power usage of a set of endpoints in the last-mile distribution network, the set of endpoints including the first endpoint associated with the mobile client device; and determine a charge schedule for the mobile client device based on the demand response event data and the one or more last-mile power usage factors.

Abstract: Electric and plug-in hybrid electric vehicles include a rechargeable traction battery. An automated vehicle charging system is configured to charge the traction battery with minimal operator intervention. The vehicle charging system includes at least one tire pad including a plurality of pressure-sensitive sensors arranged at known locations of the tire pad and outputting signals having a magnitude indicative of a pressure applied by a tire at the known locations. The vehicle charging system also includes at least one controller programmed to receive the signals and control movement of a transmit coil according to a position of the tire on the tire pad that is derived from the signals. The known locations may be generally equally spaced or unevenly spaced across the tire pad. The tire pad may include a tire stop to limit motion of the tire in one direction.

Abstract: Electric and plug-in hybrid electric vehicles include a rechargeable traction battery. An automated vehicle charging system is configured to charge the traction battery with minimal operator intervention. The vehicle charging system includes a carousel, including a plurality of transmit coils, configured to move in a longitudinal direction and rotate about an axis. The vehicle charging system further includes at least one controller programmed to move the carousel in the longitudinal direction and rotate the carousel about the axis to align a selected transmit coil from the plurality of transmit coils with a vehicle receive coil. The vehicle charging system may receive positioning data from a vehicle and may move and rotate the carousel according to the positioning data to align the selected transmit coil with the vehicle receive coil.

Abstract: The present invention relates to a method for ensuring functional reliability of components (5), which participate in a charging operation, of the electromobility technology of an actuator (4) which is formed in particular as an electric vehicle or electric charging station, in connection with the charging operation or during a test, wherein at least one of the participating components (5) comprises a module (6) for the implementation of security functions in which a first assigned certificate of a technical test station (3) concerning a means for carrying out a self-diagnosis of the component (5) and a second assigned certificate (11) of a manufacturer (2) are stored, characterised by the following steps to be carried out in the participating components (5): (1a) activating a self-diagnosis, (1b) providing a result of the self-diagnosis of the component (5) with a signature by means of the second assigned certificate (11) of the manufacturer (2), (1c) transmitting to the technical test station (3) the result

Abstract: A control system for controlling the supply of power from an energy storage system to a DC bus of a vehicle propulsion system is disclosed herein. The control system includes a controller programmed to monitor real-time operating parameters of a plurality of energy storage units of the energy storage system, access degradation models for the plurality of energy storage units, and optimize usage of the plurality of energy storage units during real-time operation of the vehicle propulsion system based on the degradation models.

Abstract: An electrified vehicle and method for estimating peak power of a battery system of the electrified vehicle are presented. In one exemplary implementation, the method includes receiving, at a controller of the electrified vehicle, measured current, voltage, and temperature of the battery system and determining, at the controller, operating parameters for the battery system based on the measured current, voltage, and temperature. An initial peak current at a start of a current prediction period for the battery system is determined, at the controller, based on the operating parameters, and an instantaneous peak current of the battery system is determined based on its initial peak current by performing voltage-limited extrapolation of resistances and open-circuit voltage (VLERO) of a battery model for the battery system. The battery system and an electric motor of the electrified vehicle are controlled, by the controller, based on the instantaneous peak current.

Abstract: [Task] To accurately estimate a distribution of concentration of lithium in an active material. [Means for Solution] A battery system has a lithium-ion secondary battery (1) and a controller (300). The lithium-ion secondary battery (1) employs a two-phase coexistence type positive electrode active material (141b). The controller (300) calculates a distribution of concentration of lithium in an active material (141b, 142b) of the lithium-ion secondary battery, through the use of a diffusion equation in which a boundary condition is set. The controller corrects a diffusion coefficient that is used in the diffusion equation, in accordance with history data indicating a charge/discharge state of the lithium-ion secondary battery to the present time.

Abstract: A device and a method for controlling a battery SOC of a hybrid vehicle that utilizes a 3D map database navigation system includes: checking a gradient condition of a road ahead and soliciting feedback from the driver as to an intended driving direction, and determining whether to control to charge or discharge a battery of the hybrid vehicle in accordance with the gradient condition of the road ahead so that the predictive energy management control of the hybrid vehicle is performed even when the driver does not set the driving route using the navigation.

Abstract: An electrical contact assembly includes a first electrical contact having a first mating element, and a second electrical contact having a second mating element. The first and second electrical contacts are configured to mate together at the first and second mating elements such that the first and second mating elements engage each other at a contact interface. A distribution of contact pressure across the contact interface at least partially coincides with a distribution of electrical current flow across the contact interface.

Abstract: In a control apparatus, a filter processor filters target torque for a rotary electric machine to suppress a vibrational frequency component of a drivetrain using a filter having a frequency transfer characteristic. A controller performs drive control of the rotary electric machine according to the filtered target torque. A parameter calculator calculates, according to a running condition of the vehicle, a parameter associated with a request value for responsivity of output torque of the rotary electric machine with respect to the target torque. A variable setter variably sets the frequency transfer characteristic of the filter to decrease a degree of attenuation of the vibrational frequency component with an increase of the request value for responsivity of the actual output torque. A limiter limits a rate of change of the degree of attenuation to suppress vibrations of the drivetrain.

Abstract: A vehicle propulsion system includes a first bi-directional DC-DC converter coupled to a first DC bus, an energy storage system comprising at least one energy storage unit coupled to the first bi-directional DC-DC converter, a first DC-to-AC inverter coupled to the first DC bus, and a first electromechanical device coupled to the first DC-to-AC inverter. A controller is programmed to determine a real-time operating speed of the first electromechanical device, compare the real-time operating speed of the first electromechanical device to a scheduled speed of the first electromechanical device, and selectively control the first bi-directional DC-DC converter to shift a voltage of the first DC bus based on the comparison.

Abstract: In various embodiments, a drive system with a motor rotary actuator driven linkage and an override system is provided. The override system may be a manually actuated override system that, in response to a power loss or outage, is configured to disengage one or more links of drive system 100 from the electric motor rotary actuator, allowing the disengaged link to be moved and/or repositioned. Moreover, drive system 100 and, more specifically, the override system may be configured to restore normal operation to the disengaged link in response to power being restored (i.e., by reengaging the link).

Abstract: A vehicle seat which can retract a seat body in a refraction floor with components of a refraction structure not arranged on a surface of the retraction floor is provided by a simple structure. This includes: a support leg detachably retained by a leg retaining member, located on a vehicle body floor, and supporting a seat cushion; and a support base connected to the vehicle body floor to support a pivotable seat back. The seat back pivots relative to the support base to move the seat cushion to the refraction floor. The support leg pivots relative to the seat cushion in accordance with a pivotal movement of the seat back and reaches from the leg retaining member when the seat back has reached a predetermined pivoted position. The support leg is positioned lower than the leg retaining member when the vehicle seat is in a retracted state.

Abstract: A locking device for a baby car seat for cooperating with a locking rod on a car seat to connect the baby car seat to the car seat is disclosed, the locking device including: an installation rack, a locking member rotatably connected to the installation rack via a first shaft, the installation rack being provided with a locking groove for receiving the locking rod, and the locking member being provided with a locking hook for hooking the locking rod and locking the locking rod in the locking groove. The locking device further includes a button and a stopping block movably provided on the installation rack along a length direction of the installation rack, the button including a driving pin, the locking member provided with a driving groove in which the driving pin is movably inserted, the locking member being driven to rotate about the first shaft when the button moves.

Abstract: Included are systems and methods for child restraint monitoring. Some embodiments include determining that a child restraint seat has been installed in a vehicle seat of a vehicle, determining whether the child restraint seat is being properly utilized, and detecting an issue with the utilization of the child restraint seat. Some embodiments include determining that a guardian is remote from the vehicle and, in response to detecting the issue with the utilization of the child restraint seat and determining that the guardian is remote from the vehicle, sending a communication to a third party, wherein the communication provides an option to contact the vehicle to regarding improper utilization of the child restraint seat.

Abstract: An arm rest for a vehicle seat includes a console part and an arm support mounted at the console part so as to be swivelable about a swivel axis between a use position and a rest position. Latching teeth fixedly arranged at the console part or at the arm support engage a latching engagement member mounted at the arm support or at the console part so as to be shiftable. An inertia member mounted so as to be shiftable between at least one release position and at least one blocked position. The inertia member, in the blocked position, prevents unlatching of the latching engagement member from a latched status, wherein inertia member is shifted from the release position into the blocked position upon an acceleration of the arm rest due to the inertia of the inertia member.

Abstract: An arm rest for a vehicle seat includes an injection molded plastic console part and an arm support mounted at the console part so as to be swivelable about a swivel axis between a use position and a rest position. The console part includes a mounting sleeve on opposing sides of the console part. One mounting stud of the arm support is mounted in each sleeve. A metal bearing ring injected in each mounting sleeve encloses the mounting stud annularly, wherein a radially outwardly extending bearing surface is arranged at each of the mounting sleeves is borne by a tab integrally molded to the bearing ring.

Abstract: A holder includes a stay lock member capable of locking a vertical movement of a headrest stay at an appropriate vertical position by engaging with an engagement portion of the headrest stay. The stay lock member includes a flexible holder having a nail portion engageable with the engagement portion along a circumferential direction of the headrest stay as the flexible holder moves in a lower direction and separable from the engagement portion as the flexible holder moves in an upper direction, and an operation member capable of moving the flexible holder in any of the upper and lower directions.

Abstract: Methods and apparatus are provided for an active seat damper. The method of controlling a damper of a seat of a vehicle includes receiving data indicating a condition associated with the seat and determining a natural frequency of the seat based on the condition. The method also includes outputting one or more control signals to control a natural frequency of the damper based on the natural frequency of the seat.

Abstract: A vehicle seat includes a seat pad. The seat pad includes a foam cushion and a cushion cover arranged to extend around and cover the foam cushion.

Abstract: The present invention relates to a sheet provided with tilted stem groups (1) and (4) present on the front surface of a base layer (2), and tilted stem groups (2) and (5) present on the back surface of the base layer (2). Tilted stems (3) present both in the tilted stem groups (1) and (4), and in the tilted stem groups (2) and (5) are such that: multitudes of the tilted stems (3) are formed close together, the tilted stems (3) protrude in a direction tilted with respect to a vertical direction, the tilted stems (3) protrude in one direction from the surface of the base layer (2), and the tilted stems (3) are tilted in directions symmetrical across the base layer (2).

Abstract: A vehicle seating assembly includes a seatback having a frame that provides structural integrity to the seatback and operably couples the seatback to a vehicle floor. A carrier is operably coupled to the frame. A foam cushion assembly is operably coupled to the carrier. The foam cushion assembly includes an upper portion, a lower portion, a first side bolster, and a second side bolster. A continuous semi-rigid foam cord is formed in the foam cushion assembly. The foam cord extends through a forward periphery of the upper portion, the lower portion, the first side bolster, and the second side bolster. The foam cord is configured to add structural rigidity to the seatback.

Abstract: [Problem] To provide a cushion pad that reduces the bottom-hitting feeling. [Solution] In a support portion, the ratio of the hardness of a bottom surface layer including the bottom surface to the hardness of a seating layer including the seating surface is set to 1.0 to 1.1. The hardness of the seating layer is set to be identical to the hardness of the bottom surface layer or slightly smaller than the hardness of the bottom surface layer. This allows reducing the increase in reactive force by the bottom surface layer while supporting the load of the seated person by the bottom surface layer. This allows reducing the bottom-hitting feeling.

Abstract: A lumber support apparatus may include a base plate installed in a fixed wire installed in seatback frame to be elevated, nut units having left and right nuts coupled to upper portions of opposite sides of the base plate to be slid leftwards and rightwards, respectively, link units having left and right links located outside the nut units to be spaced apart from each other and ends of which are hinge-coupled to upper portions of opposite sides of the base plate, respectively, arm units having left and right arms leftward/rightward movements of which are restricted by the link units and raised forwards and rearwards when the nut units are slid, and a screw rod having a screw structure passing the left and right nuts leftwards and rightwards to be screw-coupled to the left nut and right units, for moving the left and right nuts in opposite directions during rotation thereof.