Abstract: A method and apparatus for removing foreign material from an upwardly oriented surface of a body-in-white are provided. The apparatus includes a vacuum member mounted to a frame for removing foreign material from the associated upwardly oriented surface and a soft-material brush mounted to the frame rearward of the vacuum member as defined by the direction of forward travel of the body-in-white. The apparatus may also include a vertical adjustment device(s) configured to adjust and maintain vertical distance between the apparatus relative to the associated vehicle. Also disclosed herein is a method for removing foreign material from an upwardly oriented surface of a body-in-white that comprises bringing the apparatus defined herein in proximate contact with at least one surface of a body-in-white as it progresses down a vehicle assembly line.

Abstract: There is provided an outrigger connection locking device used in a crane apparatus including a boom, a swivel base that supports the boom so as to be raised and lowered, a carrier frame on which the swivel base is mounted, and an outrigger removably mounted to the carrier frame. The outrigger locking device includes: a connection pin that can be inserted into a carrier frame hole formed in the carrier frame and into an outrigger hole formed in the outrigger; a telescopic cylinder that performs a telescopic motion that allows the connection pin to move to a location in which the connection pin is inserted into the carrier frame hole and the outrigger hole; a connection locking unit that restricts the connection pin inserted into the carrier frame hole and the outrigger hole from moving; and a remote operation mechanism for connection locking that can operate the connection locking unit.

Abstract: Provided is a brake apparatus for an electric corner module (ECM) including: a housing; a shaft, of which both ends are accommodated in accommodation portions of the housing; a planet gear connected to the shafts; and a driving unit that transmits power to the shaft, moves the planet gear in an axial direction and induces friction between the housing and the planet gear. That is, in a brake apparatus for an ECM, a planet gear is moved in an axial direction using a driving unit so as to induce friction between a housing and the planet gear and thus confinement forces of the planet gear are generated so that a brake function can be implemented by blocking power transmission using a decelerator and the weight of a wheel can be reduced and the size of a power transmission system can be reduced and optimization of packaging can be implemented.

Abstract: Methods, systems, and vehicles are provided for determining an effective brake pedal position for a vehicle. A determination is made as to whether automatic braking is occurring for a vehicle. If the automatic braking is occurring, a measure of braking is determined for the vehicle. The effective pedal position of the brake pedal is determined to be a position of the brake pedal that would be expected to be required to attain the measure of braking if automatic braking were not occurring.

Abstract: The invention is directed to a brake control system having an electronic control device, a brake pedal, via the actuation of which a braking intent in the form of a pedal travel and/or a pilot pressure and/or a pedal force is specifiable by the driver. The system further includes secondary braking components which are controllable decoupled from the brake pedal for setting pressure values in the wheel brake cylinders of a motor vehicle wheel. According to the invention, the brake pedal characteristic is variably specifiable as a function of defined conditions.

Abstract: A brake system for a motor vehicle includes a first control module coupled to a first hydraulic brake circuit and a second hydraulic brake circuit. The first control module is configured to control fluid pressure within both the first hydraulic brake circuit and the second hydraulic brake circuit. A second control module coupled to the first hydraulic brake circuit and the second hydraulic brake circuit, wherein the second control module is configured to control fluid pressure within both the first hydraulic brake circuit and the second hydraulic brake circuit independent of the first control module. The first control module is disposed in series with the second control module in the first hydraulic brake circuit and the second hydraulic brake circuit.

Abstract: A position adjustable pedal may include a pedal member configured to be fixedly mounted on a vehicle body and have a front end with a hinge shaft and a plurality of insertion holes formed around the hinge shaft, a switch bracket configured to be rotatably mounted on the hinge shaft of the pedal member, provided with at least one fixing hole corresponding to the plurality of insertion holes, and fixed to the pedal member by a fixing pin inserted into any one of the plurality of insertion holes and any one of the at least one fixing hole, and a pedal arm configured to be rotatably mounted on the same hinge shaft as the switch bracket, provided with a plurality of clevis holes corresponding to a clevis extending from a booster, and connected to the booster by a clevis pin inserted into any one of the plurality of clevis holes and the clevis.

Abstract: A control apparatus includes a first control part and a second control part. The first control part controls a control target based on a control amount that is output from the second control part and a command amount that is manually input, and permits the control amount to exceed a predetermined amount based on a standard when respective control directions of the control amount and the command amount are coincident with one another.

Abstract: A vehicle turn control system including: a running-condition-information acquisition unit which acquires running-condition information for a vehicle; a brake-manipulation-information acquisition unit which acquires information on manipulation for braking by a driver of the vehicle; and a brake control unit which performs brake control of the vehicle based on the information on manipulation for braking which is acquired by the brake-manipulation-information acquisition unit, and performs brake control for generation of a yaw moment in a body of the vehicle by use of a hydraulic system on the basis of the running-condition information which is acquired by the running-condition-information acquisition unit. The brake control unit imposes a limit on an amount of the brake control for generation of the yaw moment when the brake-manipulation-information acquisition unit acquires the information on manipulation for braking during execution of the brake control for generation of the yaw moment.

Abstract: Provided is a motion controlling apparatus for a vehicle that can achieve improvement in drivability, stability, and driving comfort. The apparatus includes a control unit for controlling driving forces of vehicle wheels; a vehicle acceleration/deceleration instruction calculator for calculating an acceleration/deceleration instruction value on the basis of a lateral jerk; a first vehicle yaw moment instruction calculator for calculating a first vehicle yaw moment instruction value on the basis of the lateral jerk; and a second vehicle yaw moment instruction calculator for calculating a second vehicle yaw moment instruction value on the basis of lateral slip information.

Abstract: A brake system for a vehicle, in particular for a utility vehicle, having at least one wheel brake device on each of at least one front axle and at least one rear axle, the device including a service brake actuator and a spring-type brake actuator, it being possible to actuate the wheel brake device by a service brake actuation device and a parking brake actuation device. Also described is a vehicle having such a brake system.

Abstract: A vehicle brake system is provided with a hydraulic brake device, a regenerative brake device incorporating a generator motor, and a brake control device. The control device includes a section for calculating a driver target brake force for each wheel corresponding to a manipulation amount of a braking manipulation member, a section for enabling the brake control device itself to set compensation brake forces for respective wheels, a section for selecting a larger one of the driver target brake force and the compensation brake force for each wheel and for subtracting a base hydraulic brake force from the selected brake force to set differences for respective wheels as compensated target brake forces for the wheels, and a section for controlling the distribution of the compensated target brake force for each wheel to a controlled hydraulic brake force for each wheel and a regenerative brake force for each driving wheel.

Abstract: A control valve for an indirectly acting compressed-air brake of a rail vehicle includes a pneumatic relay valve for controlling a brake cylinder pressure via a pilot-control circuit for generating a temporally defined pilot-control pressure for the proportional activation of the relay valve, wherein, connected upstream of the pilot-control circuit, there is provided a device for generating the braking and release times of the compressed-air brake, wherein the device for generating uniform braking and release times of the compressed-air brake has mechanisms for realizing a volume flow with constant pressure change for the compressed-air supply and the deaeration of the pilot-control circuit.

Abstract: Disclosed is a computer-implemented method for determining dynamic braking data for use in a braking model of at least one train, the method including: (a) determining at least one initial safety factor; (b) determining at least one dynamic braking adjustment factor based at least partially on (i) the expected dynamic braking force, and (ii) specified retarding forces of the train; and (c) determining at least one new safety factor based at least partially on the at least one initial safety factor and the at least one dynamic braking adjustment factor. Also disclosed are braking systems including dynamic braking for a train having at least one locomotive.

Abstract: A hybrid vehicle includes an engine and an electric machine selectively coupled to one another via a clutch. In one mode of operation, the vehicle can be propelled by only the electric machine while the engine is off. When additional torque is required from the engine, at least one controller transmits an engine start request. In order to start the engine, the clutch can be prestroked such that it fills with pressure prior to the engine to start the engine. While the vehicle is on, at least one controller is programmed to prestroke the clutch prior to the engine start request based at least upon the electric machine and the engine generating substantially zero torque. This reduces the overall engine start time.

Abstract: A shifting arrangement for a transmission includes a shifting sleeve, a friction clutch and an actuating element. The shifting sleeve is rotatable between a first position, wherein a first free gear is rotatable relative to a shaft, and a second position, wherein the first free gear is rotatably fixed to the shaft. The friction clutch assembly is moveable between a first position, wherein two parts are rotatable relative to one another, and a second position, wherein the two parts are frictionally coupled. The actuating element is moveable between neutral, intermediate and shifting positions. In the neutral position, the shifting sleeve and the friction clutch assembly are in their first positions. In the intermediate position, the shifting sleeve is in its second position and the friction clutch assembly in its first position. In the shifting position, the shifting sleeve and the friction clutch assembly are in their second positions.

Abstract: Methods of assessing driver behavior include monitoring vehicle systems and driver monitoring systems to accommodate for a driver's slow reaction time, attention lapse and/or alertness. When it is determined that a driver is drowsy, for example, the response system may modify the operation of one or more vehicle systems. The systems that may be modified include: visual devices, audio devices, tactile devices, antilock brake systems, automatic brake prefill systems, brake assist systems, auto cruise control systems, electronic stability control systems, collision warning systems, lane keep assist systems, blind spot indicator systems, electronic pretensioning systems and climate control systems.

Abstract: A method for determining a driving maneuver for a motor vehicle includes the steps of ascertaining an imminent accident with an external object, ascertaining characteristic variables for accident damages in different driving maneuvers and determining the driving maneuver whose characteristic variable is indicative of the least accident damage.

Abstract: A vehicle includes an internal combustion engine, a rotary electric machine that generates driving force for the vehicle, and a control unit that controls the internal combustion engine on the basis of a state of the vehicle. When the internal combustion engine is started in response to a request for the driving force, the control unit controls the internal combustion engine such that ignition timing of the internal combustion engine while a first mode is selected is later than the ignition timing while a second mode is selected. The vehicle is more likely to be driven using the rotary electric machine in a state where the internal combustion engine is stopped in the first mode than in the second mode.

Abstract: A system and method for recovering the optimum power level during regenerative mode is disclosed. Equations for determining the optimum regenerative power level receivable by an energy storage system, for example for any given deceleration event, are derived and disclosed. The equations consider various losses such as the efficiency of the electric motor generator in the generator mode, wind resistance, rolling resistance, transmission losses, engine losses, and losses in the energy storage system. Also disclosed is at least one embodiment of a procedure for controlling a hybrid drive system to achieve the optimum energy recovery.

Abstract: A vehicle control apparatus for a hybrid vehicle mounting a torque converter with a lock-up clutch in order to better accomplish good drivability as well as good gasoline mileage than conventional vehicle control apparatuses includes an engine, a motor generator, a torque convertor with the lock-up clutch, and a battery, and expands a lock-up region when the battery is not under a input/output limited state wider than when the battery is under the input/output limited state while the vehicle is being driven at least by the engine.

Abstract: Systems and methods for improving operation of a hybrid vehicle are presented. In one example, a method for transitioning between regenerative braking and engine braking is described.

Abstract: Methods and systems are provided for extending an engine-off period of a hybrid vehicle while reducing engine cold-start emissions. During an engine pull-up to meet operator demand, the engine is held at a higher power for a longer duration to aggressively heat the exhaust catalyst. Subsequently, the engine is pulled up to a lower power and held at the lower power for shorter bursts of time to activate the exhaust catalyst.

Abstract: A motor vehicle driven by an internal combustion engine is equipped with at least two auxiliary units and with an electric machine connected to a power source. The electric machine can be coupled to the auxiliary units by means of a dual clutch device. A control device can actuate the dual clutch device for coupling the auxiliary units to the electric machine according to preselected priorities. One or the other auxiliary unit, or all auxiliary units, or no auxiliary unit may be coupled to the electric machine.

Abstract: Methods are provided for performing diagnostic routines in a hybrid vehicle. In one example approach, a method for operating a hybrid vehicle comprises inhibiting engine shutdown and enabling deceleration fuel shut off to perform a monitoring test while a vehicle speed is above a threshold speed.

Abstract: Vehicle state estimation methods include measuring torque, using the measured torque to formulate a vehicle state estimation for vehicle control and applying the vehicle state estimation to control the vehicle.

Abstract: A vehicle cruise control system and method for consumption-oriented control of the vehicle speed within a predefined desired speed range includes an operating unit for activating the consumption-oriented speed control and a control unit, which controls the vehicle speed within the predefined desired speed range while taking into consideration a predefined maximum energy consumption value when the consumption-oriented speed control is activated. The vehicle speed is controlled in such a way that the predefined maximum energy consumption value is not exceeded only as long as a vehicle speed that lies within the predefined desired speed range is adjustable while taking into consideration the predefined energy consumption value.

Abstract: An apparatus and method for recognizing a vehicle. The apparatus includes a sensor configured to provide point cloud data corresponding to a front object detected by using a LiDAR; a shape determiner configured to determines a shape corresponding to the front object by analyzing the point cloud data provided by the sensor; a receiving sensitivity analyzer configured to analyze a receiving sensitivity change corresponding to each point of the point cloud data provided by the sensor based on the shape of the vehicle; a decider configured to decide whether the front object is a vehicle according to the shape corresponding to the front object and the receiving sensitivity change corresponding to points of the point cloud; and a detector configured to recognize and detect the front object as the vehicle based on the result decided by the decider.

Abstract: An engine non-stop warning apparatus for a vehicle provided with an engine stop control section configured to stop an engine on condition that a stop switch is continuously pressed for a specified time duration during operation of the engine includes an engine stop determination section configured to determine whether or not the engine is going to stop or stopping by the lapse of the specified time duration after the stop switch is pressed during the operation of the engine, and an engine non-stop warning section configured to warn a vehicle user that the engine is not stopping in a case the engine stop determination section determines that the engine is not going to stop or stopping by the lapse of the specified time duration after the stop switch is pressed during the operation of the engine.

Abstract: A method, system, and computer program product for cognitive state supported automotive travel are provided in the illustrative embodiments. A detection is made that an event in a vehicle is outside of acceptable bounds for that event. A determination is made whether the event being outside of acceptable bounds is a result of a cognitive state of a person operating the vehicle. Responsive to the event being a result of the cognitive state of the person, an indication of the cognitive state of the person being below a threshold level of cognitive abilities is generated. An action corresponding to the cognitive state is performed. The action causes the vehicle to operate with improved safety.

Abstract: A tool for mitigating driver fatigue. The tool registers, by one or more computer processors, a profile for a driver, wherein registering the profile includes the driver in a social community. The tool receives, by one or more computer processors, a request to initiate a conversation, the request indicating the driver is suffering from driver fatigue. The tool determines, by one or more computer processors, one or more available additional drivers. The tool determines, by one or more computer processors, based, at least in part, on the registered profile, one or more strategies for mitigating driver fatigue.

Abstract: An emergency override system for a machine is disclosed. The emergency override system may have an input device configured to generate a stop signal. The emergency override system may also have a receiver configured to receive the stop signal. The emergency override system may further have a controller in communication with the receiver and connectable to a signal pin, which is configured to indicate a travel direction of the machine. The controller may be configured to stop a travel of the machine by applying a threshold voltage to the signal pin, when the receiver has received the stop signal.

Abstract: A railway tank car including a protective structure for the top of the tank and surrounding a manway or valve mounting nozzle to protect it against damage resulting from the car being overturned even while moving longitudinally. The protective structure may include longitudinally extending generally parallel side plates and a skid structure including longitudinally extending sloping, end portions and providing access to a manway or valve mounting assembly on the top of a nozzle. Openings may be provided in a side wall of the protective structure to give access to valve operating mechanisms extending laterally from valves. A lid for an access opening to a set of valves may include an extension that prevents a valve handle from being moved to open the valve while the lid is closed.

Abstract: A method controls a compressed-air braking device of a rail vehicle in the case of automatic, quick, or emergency braking, said compressed-air braking device having a controlled electropneumatic braking device having brake pressure control, an uncontrolled brake pressure control device for producing an uncontrolled brake pressure, and at least one pneumatic brake actuator. In response to a signal to trigger automatic, quick, or emergency braking, the controlled electropneumatic braking device and the uncontrolled brake pressure control device are activated simultaneously and a first value for the brake pressure produced by the controlled electropneumatic braking device or a first value for a pilot control pressure representing the brake pressure and a second value for the brake pressure produced by the uncontrolled brake pressure control device or a second value for a pilot control pressure representing the brake pressure are compared with each other.

Abstract: A ride control system for controlling a plurality of vehicles on a path includes a path processor and a bi-directional voting circuit in circuit with the path processor. Each vehicle of the plurality of vehicles may include a vehicle processor supported by the at least one vehicle and shunt relays in circuit with the at least one vehicle processor. Each vehicle processor may be configured to close a respective shunt relay upon a predetermined condition of the vehicle whereby the bi-directional voting circuit is activated to notify all other vehicles.

Abstract: This disclosure relates to a system configured to detect rail vehicle events. Some or all of the system may be installed in a rail vehicle and/or be otherwise coupled with the rail vehicle. In some implementations, the system may detect rail vehicle events based on pre-determined rail vehicle event criteria sets. The system may include one or more sensors configured to generate output signals conveying information related to the rail vehicle. In some implementations, the system may detect rail vehicle events based on a comparison of the information conveyed by the output signals from the sensors and/or parameters determined based on the output signals to the pre-determined rail vehicle event criteria sets.

Abstract: A system includes an automatic control module, an automatic location module, and a manual location module. The automatic location module is configured to obtain, without operator intervention, first location information corresponding to a location of the vehicle. The manual location module is configured to obtain second location information via an operator input. The manually entered location information may include information corresponding to a first route on which the vehicle is disposed, where the first route is one of a plurality of routes located proximately to each other in a territory. The automatic control module is configured to control the vehicle to conform to a set of location-based regulations during a mission using location information including the first location information and the second location information.

Abstract: Apparatus for the automatic identification of entities moved together by a transport vehicle comprising a first element, constrained to the transport vehicle which moves the entities together, and configured to acquire in digital form a trend within a first time interval of the acceleration, or first acceleration profile, to which the transport vehicle is subjected. A second element is constrained to each of the entities in motion, and configured to acquire in digital form a trend within a second time interval of the acceleration, or second acceleration profile, to which the entity is subjected. A wireless radio network may be used for the communication between the first element, and each second element.

Abstract: Embodiments of a conversion kit for a wheelbarrow include a wheelbase and a cross handle. The wheelbase has box frame including a pair of wheels pivotably connected to the frame. The wheelbase mounts to the wheelbarrow handles beneath the wheelbarrow tray. The wheels may be separated by a distance greater than the distance between the pair of handles at the back of the tray. The cross handle mounts to and connects the wheelbarrow handles behind the tray back converting the wheelbarrow into an easily handled cart.

Abstract: A cart for transporting and securing ophthalmological lasers and other highly sensitive equipment to medical facilities by a vehicle, and within medical facilities by rolling the cart is disclosed. The cart includes a cart base member with a mounting plate attached to the top portion of the cart base member, a locking mechanism attached to the mounting plate, and a circular plate, rotary swivel bearing and roller plate contained between the cart base member and the mounting plate. The circular plate allows the mounting plate and the equipment mounted thereon to rotate when the locking mechanism is in its unlatched position. This rotation allows the equipment, which may include asymmetrical equipment such as an overhanging arm associated therewith, to rotate enough to allow the otherwise asymmetrical equipment to fit through a doorway and accordingly be transported from one room in a clinic or other surgical site to another room.

Abstract: Disclosed is a drywall sheet and large panel dolly. The device comprises a lower portion having two sets of lockable caster wheels pivotably attached thereto, and an upper portion adapted to support large drywall panels, plywood sheets, lumber, and other supplies thereon. The upper and lower portions form a frame having a low center of gravity to support oversized sheets without tipping. The upper portion includes an upstanding rail, a panel rest support with upstanding ledges to lock drywall panels in place, a handhold cutout for grasping the lower edge of panels, and an outer platform for supporting lumber and other items. The lower portion is a rectangular frame that is telescopically connected to the upper portion, wherein the upper portion is height adjustable with respect thereto. The lower portion provides members suitable for standing thereon and for positioning an optional drawer or tray thereto for loose supply storage.

Abstract: A multi-functional sled apparatus for transporting items predominately used in ice fishing and also being used as a seat and support for fishing rods. The multi-functional sled apparatus includes runners spaced apart with each having a topside; a frame assembly supported upon the runners; a platform supported upon the frame assembly; rod holders pivotably attached to the frame assembly; and an auger support assembly removably mounted to the frame assembly.

Abstract: The transport device provides a front wall, rear wall, two side walls, and a bed for storage of transported contents. Handle apertures located within the side walls and rear wall are strategically placed to allow the user to manipulate the transport device. The handle apertures enable users to easily position and manipulate the transport device for transporting items and use as a scoop. Storage recesses are found on the rear wall and side walls on the transport device. The elevated storage recesses allow storage above items transported on the bed of the transport device.

Abstract: A vehicle steering column support structure efficiently supports a steering column. A steering support bracket that supports a steering column is fixed to instrument panel reinforcement disposed along the vehicle width direction between left and right front pillars. A floor brace spans between a side portion of a first support member of the steering support bracket and a side wall portion of a floor tunnel portion. A steering brace spans between a side portion of the first support member and a lower portion of the front pillar. Up-down vibration of the steering column can accordingly be supported by axial force of the floor brace and the steering brace.

Abstract: A steering device includes an upper shaft, a lower shaft, and a cover member having a large inner-diameter portion and a small inner-diameter portion, and a sealing member. A portion to be locked is formed close to the upper side of the lower shaft, the sealing member is locked and attached to the portion to be locked, the upper shaft and the lower shaft are slidably connected through the outer spline and the inner spline, and the cover member covers a connection portion connecting the upper shaft and the lower shaft. The upper end of the cover member is fixed to the upper side of the upper shaft. The sealing member is not in contact with the large inner-diameter portion of the cover member. The sealing member comes into contact with the inner circumferential surface of the small inner-diameter portion by reaching the small inner-diameter portion of the sealing member in the extension process of the upper shaft and the lower shaft.

Abstract: An autonomous vehicle including a chassis, a conveyance system carrying the chassis, and a controller configured to steer the conveyance system. The controller is further configured to execute the steps of receiving steering radius information from a source; and creating steering instructions for the vehicle dependent upon the steering radius information from the source. The source not being from the vehicle itself.

Abstract: A steering yolk bearing assembly includes a body. The body can include a first end having a flat surface and a second end opposite the first end. The second end can have a concave surface having a radius of curvature, RCS, a first lateral side and a second lateral side opposite the first lateral side. A first bearing pad can extend from the first lateral side of the concave surface and a second bearing pad can extend from the second lateral side of the concave surface opposite the first bearing pad. Each bearing pad can include a shaft contact surface having a radius of curvature, RSCS, and RSCS?2×RCS.

Abstract: An electric power steering device includes a steering shaft that is coupled to the steering wheel, an output shaft that is coupled to the steering shaft via a torsion bar, a torque sensor that detects a steering torque that acts on the torsion bar, a sensor case to which a magnetic material, which is a component of the torque sensor, is fixed, an upper column tube that rotatably supports the steering shaft, and a lower column tube that is movable relative to the upper column tube, wherein the lower column tube and the sensor case are configured as an integrated part made of a resin material.

Abstract: In an electric power steering apparatus, an intermediate member of a shaft coupling connecting an assisting electric motor and a speed reduction mechanism together includes a cylindrical intermediate boss portion, a plurality of arm portions extending radially from the intermediate boss portion, and engagement spaces each defined by a pair of the adjacent arm portions. Furthermore, the intermediate member includes a center portion, a first cover portion, and a second cover portion. The center portion slightly protrudes toward the engagement space side with respect to the first cover portion and the second cover portion.

Abstract: When only one of sensor signals generated by the plural systems and output from a torque sensor is normal, a control variable restriction processing part performs an assist restricting process for setting an upper limit value and a lower limit value of a basic assist control variable in accordance with at least one of the lateral acceleration, the steering angle, the steering speed, or the yaw rate.