Abstract: A sealing strand for producing a seal on a vehicle body by adhering the sealing strand to the vehicle body, in particular by adhering to a body flange, has a fixing portion with an adhesive surface, which is provided for adhering to the vehicle body, and a seal portion, which is connected to the fixing portion on the fixing portion side facing away from the adhesive surface, thereby forming a tube, the tube bending inwards on at least one side under the influence of a pressing force acting perpendicularly to the adhesive surface.

Abstract: A sign plate 1 includes a plate-shaped metal plate 2 having a a slot 23 which penetrates from the front surface 21 toward the back surface 22, an RFID inlay 3 arranged on the front surface 21 of the metal plate 2 so as to straddle the slot 23, and a retroreflective sheeting 4 arranged on the front surface 21 of the metal plate 2 and having a mirror reflective region 41 and a non-mirror reflective region 42. In a plan view of the retroreflective sheeting 4, the mirror reflective region 41 includes a plurality of mirror reflective regions which are formed as independent regions by being divided by the non-mirror reflective region 42, the slot 23 region overlaps the mirror reflective region 41 and the non-mirror reflective region 42, and the overlapping mirror reflective region 41 does not straddle the slot 23.

Abstract: A wire harness includes a coaxial conducting wire including a plurality of high voltage paths which are coaxially aligned, a covering member, accommodating the coaxial conducting wire, and a terminal, connected to one of the high voltage paths disposed outside of another one of the high voltage paths, and including a tubular portion coaxial to the coaxial conducting wire. The terminal includes a connection tubular portion as the tubular portion, a crimping tubular portion connecting the one of the high voltage paths to the connection tubular portion by crimping, and an outside connection terminal integrated with the connection tubular portion.

Abstract: A vehicle includes a battery supported by an elastic member. The vehicle is provided with a connector that is electrically connected to a connector on the battery. The connector on the vehicle is switched between an unlock state in which the movement of the connector on the vehicle is allowed to follow the oscillation of the battery, and a lock state in which the movement of the connector on the vehicle is restricted. Accordingly, it is possible to prevent a stress from being applied to the connector on the battery and the connector on the vehicle when a vehicle is travelling, and it is possible to smoothly connect the connector on the battery and the connector on the vehicle when a user mounts the battery on the vehicle.

Abstract: An electrical junction box includes a bolt fixation portion made of resin, the bolt fixation portion having a bolt insertion hole through which a bolt is inserted to fix the electrical junction box to a vehicle. The bolt fixation portion includes a protrusion extending in an axial direction of the bolt in a state in which the bolt is inserted through the bolt insertion hole. The protrusion is configured to limit a rotationally movable range of an operating portion of a tool that is used in a state in which the operating portion extends in a direction intersecting the axial direction of the bolt.

Abstract: A control device for a vehicle includes: a motor generator mechanically connected to an output shaft of an engine; a main battery electrically connected to the motor generator; a sub battery electrically connected to an electric load of the vehicle; and a relay adapted to switch whether the batteries are to be electrically connected or not by turning the relay on or off. The relay is turned off during a powering operation of the motor generator, and the relay is turned on during a regenerative operation of the motor generator. It is determined that the relay is off-fixed in a case where a voltage of the second battery is a predetermined voltage or lower or a charge current of the second battery is a predetermined current or smaller in a state that a command to turn on the relay is outputted during the regenerative operation of the motor generator.

Abstract: A bumper assembly includes a beam and a rigid device. The beam is at least partially spaced from a vehicle fascia. The rigid device is disposed on the beam in a space defined between the fascia and the beam. The rigid device is configured to transmit and at least partially absorb a force applied to the fascia and limit damage to a rear of the vehicle. The exemplary bumper assembly may further include at least one crush can disposed on the beam. The rigid device is generally aligned with the crush can but on opposing surfaces of the beam.

Abstract: The energy-absorption device (5) for a motor vehicle that comprises: a first energy-absorption member (50), in a first plastic material, provided so as to perfectly deform under the effect of an impact of given energy by absorbing a first portion of the energy of said impact; a second energy-absorption member (52), in a second plastic material different from the first plastic material, provided so as to plastically deform under the effect of said impact of given energy by absorbing a second portion of the energy of said impact; the first and second energy-absorption members (50, 52) being conformed so that the energy-absorption device (5) has a total intrusion-resisting force comprised between 75 and 200 kN, at any temperature comprised between ?30° C. and 80° C.

Abstract: A robot bumper including a bumper body having a forward surface and a top surface angling away from the forward surface. The bumper body conforms to a shape of a received robot chassis. The robot bumper also includes a force absorbing layer disposed on the bumper body, a membrane switch layer comprising a plurality of electrical contacts arranged along the top surface of the bumper body, and a force transmission layer disposed between the force absorbing layer and the membrane switch layer. The force transmission layer includes a plurality of force transmitting elements configured to transmit force to the membrane switch layer.

Abstract: Described are systems and methods for actively countering certain forces experienced by, for example, a person within a vehicle. Adverse effects of blast waves of a mine or other explosive device (including improvised explosive devices [IEDs]) may be mitigated by the countermeasures systems, which may include any or all of a first responder unit (FRU), a control display assembly (CDA), processors, sensors, and an electronic safe and arm device (ESAD). Each component assembly may be incorporated into a line replaceable unit (LRU) if desired, although such incorporation is not necessary.

Abstract: A system and method for determining when to deploy a vehicle safety system includes a processor and inertial sensor. The inertial sensor has a filtered output and an unfiltered or lightly filtered output. The unfiltered or lightly filtered output is in communication with the processor and provides inertial information relating to the vehicle. The filtered output of the inertial sensor is in communication with a vehicle stability control system. The processor is further configured to monitor the unfiltered or lightly filtered output of the inertial sensor and determine if the inertial information indicates that the vehicle has been involved in a collision. If the vehicle has been involved in a collision, the processor is configured to deploy a vehicle safety system.

Abstract: A passenger restraint system is provided for use in vehicles such as ride vehicles used in theme and amusement park rides. The restraint system includes a passenger restraint such as a lap bar, a belt, or an over-the-shoulder restraint includes a locking mechanism for selectively latching the restraint in a desired position. The locking mechanism includes a ratchet connected to the passenger restraint and mounted so as to rotate with movement of the passenger restraint. The locking mechanism also includes a pawl, which is a two piece assembly that includes: (1) a pivotally mounted upper portion; and (2) a pawl arm extending outward from the upper portion. In some embodiments, a first end of the pawl arm is pivotally coupled with the upper portion, and a second end of the pawl arm, distal to the second end, includes a tooth for engaging teeth on a surface of the ratchet.

Abstract: A restraint system for a mobile platform incorporating a seat assembly having a seatback coupled to a seat bottom at a first end of the seatback is provided. The restraint system may include a belt portion having a first end connected to one of the mobile platform and the seatback proximate to a second end of the seatback opposite the first end and a second end connected to one of the mobile platform and the seat bottom proximate to the seat bottom. The second end may be connected to one of the mobile platform and the seat bottom via a retractor.

Abstract: A structure for installing a side airbag includes: an airbag module; an airbag deployment guide path which is in communication with the outside of the vehicle seat from the accommodating space; first and second covers which surround the outside of the vehicle seat, and have one end inserted into the airbag deployment guide path; a connecting tether which has one end that is positioned at a tip portion in the airbag deployment guide path and connected with one end of each of the first and second covers, and the other end that is positioned in the accommodating space at an outer periphery of the airbag module; and a reinforcing fabric which has one end connected with the other end of the connecting tether, and the other end fixed to the airbag module.

Abstract: [Object] To provide an airbag unit smaller in size and lighter in weight, and capable of being rapidly expanded, and a method of folding an airbag. [Solution] An airbag unit 20, configured to cover at least a part of a windshield 6 and a front pillar 2 outside of a vehicle 1, includes an airbag 10 formed in a U-shape including a bottom portion and a pair of projecting portions respectively projecting from the bottom portion, a gas generator 22 that ejects gas into the airbag 10, a lower cover unit 21 that accommodates therein the unexpanded airbag 10 and the gas generator 22, and an upper cover unit 24 that covers the lower cover unit 21 containing therein the airbag 10. The airbag 10 is expanded by the gas ejected from the gas generator 22 through between a hood 4 the windshield 6 of the vehicle 1.

Abstract: Disclosed is a buckle apparatus for a seat belt. The buckle apparatus Includes an upper cover including a front plate formed with an opening part; a lower cover engaged with a lower portion of the upper cover and provided therein with a base frame; a latch member including one end rotatably supported on the base frame and locked with a tongue plate inserted through the opening part; an ejector assembly provided on the base frame for locking and releasing between the tongue plate and the latch member; and a release button slidably provided on both sides of the base frame and disposed in an upper portion of the opening part so that one side of the release button is exposed. At least one elastic member is integrally provided on an upper end of the front plate to elastically press a bottom surface of the tongue plate.

Abstract: A seat belt retractor (1) with a vehicle-sensitive, inertia sensor (4), and a blocking device to block belt extraction movement of a belt shaft (3) controllable by an inertia sensor (4). The inertia sensor (4) has a sensor housing (5) with a gearing (7) mounted to swivel, blocking element (10) coupled on the belt shaft (3), engages in the gearing (7) in a first position to fix the sensor housing (5) and swivels during a belt retraction movement from a first position into a second position where it does not engage in the gearing (7). A guide is provided in the form of a longitudinal recess (12) with a variable width. The blocking element (10) engages with a protrusion (14) in the recess (12) and during the rotation of the belt shaft (3) to cause relative movement in the longitudinal direction of the recess (12).

Abstract: Theft-deterrence devices and methods adapted to assist in theft deterrence/prevention of machinery, for example, a man lift, whose controls include a joystick. Such a device includes an enclosure having an interior cavity defined by and between oppositely-disposed first and second ends of the enclosure, and an opening in the second end that communicates with the cavity and sized to enable a joystick to pass therethrough into the cavity. The cavity accommodates at least a portion of the joystick sufficient to prevent operation thereof. The device further includes an arm having a first portion permanently attached to the enclosure, a third portion comprising a through-hole that enables a shackle of a locking device to pass therethrough, and a second portion that permanently joins the first and third portions.

Abstract: An electronic key system wirelessly transmits a polling signal at predetermined time intervals into a predetermined transmission area outside a vehicle interior and detects an electronic key by receiving a response signal transmitted from the electronic key that is in the transmission area in response to the polling signal, and causes a predetermined function of an on-vehicle apparatus to be executed when the electronic key is detected. The electronic key transmits the polling signal into an enlarged transmission area which is enlarged from the predetermined transmission area when a state where the electronic key is detected and a state where the electronic key is not detected are repeated a predetermined number of times or more within a predetermined time, and does not cause the predetermined function to be executed when the electronic key is detected from the enlarged transmission area.

Abstract: A wiper blade assembly configured to facilitate coupling of a wiper arm and a connector member is provided to remove a space in which a U-shaped wiper arm moves forward or backward to couple with a connector member. The wiper blade assembly includes a wiper connector part. The wiper connector part comprises a connector member (130) and a connector receiving part (140). A wiper arm (150) is coupled to the connector member. The connector member is received in the connector receiving part. The connector receiving part comprises a first hinge shaft and a second hinge shaft.

Abstract: A wheel sweeper system is a brush mounted to a bracket that clamps to the frame of a wheeled device such as a wheel chair to continually sweep dirt and mud off of the wheel ground contact surfaces as the wheel rotates to greatly reduce tracking the debris onto building floors.

Abstract: A trailer brake controller for a motor vehicle may include a control unit configured to be mounted to a spoke of a steering wheel of the vehicle, and a brake lever coupled to the control unit and extending along a longitudinal axis of the control unit. The brake lever may be configured to be actuated by a driver of the motor vehicle by being pulled in a forward motion toward the driver. The brake lever may be further configured to transmit a force applied to the lever by the driver to the control unit. The control unit may be configured to generate a manual trailer brake control signal based on the force applied to the lever.

Abstract: A controller controls respective braking pressures at wheels on a vehicle. The controller includes a processor electrically communicating with each of a plurality of switching valves, which controls braking pressures at respective wheels. The processor, during a braking event having a brake demand above a braking demand threshold, controls each of the switching valves to maintain braking pressures at the respective wheels based on at least one additional criteria.

Abstract: Embodiments relate to systems and methods for sensor self-diagnostics using multiple signal paths. In an embodiment, the sensors are magnetic field sensors, and the systems and/or methods are configured to meet or exceed relevant safety or other industry standards, such as SIL standards. For example, a monolithic integrated circuit sensor system implemented on a single semiconductor ship can include a first sensor device having a first signal path for a first sensor signal on a semiconductor chip; and a second sensor device having a second signal path for a second sensor signal on the semiconductor chip, the second signal path distinct from the first signal path, wherein a comparison of the first signal path signal and the second signal path signal provides a sensor system self-test.

Abstract: When a brake switch is switched from OFF to ON, current is applied to a brake ECU, and a command to switch a master cylinder from a second state to a first state is issued after a lapse of preparation time, so that switching-time change suppression control is performed. A reservoir shutoff valve is closed, and duty control is performed on a communication control valve. The duty ratio is set to 1 when a switching-time control duration expires, and the communication control valve is placed in an open position, to establish the first state. Thus, since the communication control valve is duty-controlled during switching from the second state to the first state, change in the hydraulic pressure of an input chamber is suppressed, and change of the operating feeling is suppressed.

Abstract: An electronic hydraulic brake system may include: a main master cylinder driven by a motor in response to control of an electronic control unit (ECU), and supplying oil pressure to wheel cylinders; and a backup master cylinder forming a reaction force on a brake pedal in response to pressure of the brake pedal. When power of the ECU is cut off, the backup master cylinder may supply oil pressure to the main master cylinder.

Abstract: A booster assembly includes a booster provided at an engine room partitioned from a passenger compartment by a partition plate, a master cylinder disposed outwardly of a front side of the front cell, and fastening members to simultaneously mount the booster and master cylinder to the vehicle. Each fastening member includes a tube extending through the booster and having a front portion extending through a flange of the master cylinder, nuts fastened to respective front portions of the tubes, to fasten the master cylinder to the booster, through-bolts extending through respective tubes and the partition plate, to be mounted to the front portions of respective tubes, and a non-circular coupler formed at a rear portion of each tube, to prevent the tube from rotating when the corresponding nut is fastened to the tube. The rear cell is provided with a hole having a shape mating with the non-circular coupler.

Abstract: Electro-hydraulically boosted hydraulic braking system having a master cylinder (100) including a thrust chamber (105) and on command receives pressurized brake fluid from an accumulator (300) via an electrically operated valve (200) controlled by a computer (400) on the basis of the signal supplied by the brake pedal (411) sensor (410), and an electrical power source (450) powering at least the electrically operated valve (200), the computer (400) and the sensor (410). An auxiliary generator (470) is connected in a manner that is controlled (472) by the computer (400) to the circuit (L0, L1, L2, L3) powering the computer (400), the sensor (410) and the electrically operated valve (200) if failure of the main source (450) is detected so as to allow emergency operation of the electrically operated valve (200) and allow the brake circuit (C1, C2) to be powered for a limited number of braking actions.

Abstract: An apparatus for initializing an electromechanical brake (EMB) may include: a solenoid valve for transmitting oil pressure generated through a manipulation force for a brake pedal; a piston unit for pressurizing a brake disk through at least one of the oil pressure transmitted through the solenoid valve and power generated by a motor; and an electronic control unit for controlling at least one of the oil pressure transmitted through the solenoid valve and the power transmitted by the motor to control advance and retreat of pistons included in the piston unit and adjust a braking force of the brake, wherein when the brake system is initialized, the electronic control unit retreats and depressurizes the pistons when a vehicle is in a parking brake state, and advances and pressurizes the pistons in case where the vehicle is not in a parking brake state.

Abstract: Disclosed is a solenoid valve for a brake system, the solenoid valve including a magnet core that is provided in a cylindrical shape, is installed in a bore of a modulator block, and has a through-hole opening in a lengthwise direction thereof and a radial direction passage communicating with the through-hole; an armature that is installed at one end of the magnet core so as to be reciprocated; a valve seat that is provided at the other end of the magnet core and has an orifice; a plunger that is inserted into the through-hole and performs a sliding motion by the armature to open and close the orifice; a sleeve that is fixed to the bore while accommodating the armature and the magnet core; and a return spring that is provided to apply an elastic restorative force to the plunger to open the orifice, wherein a passage hole is provided in a spiral shape along the through-hole at an inner circumferential surface of the magnet core to discharge air between the magnet core and the plunger and air between the magnet

Abstract: A vehicle brake hydraulic pressure control apparatus includes a pressure increasing section, a holding section, and a determination section and wheel speed sensors. The pressure increasing section increases a brake hydraulic pressure by driving a motor. The holding section holds a brake hydraulic pressure. The determination section determines whether or not the motor is malfunctional. The wheel speed sensors detect whether or not a vehicle which is at a halt starts to move. If the wheel speed sensors detect that the vehicle starts to move while the holding section is executing a holding control, the pressure increasing section executes a hydraulic pressure re-increasing control by driving the motor, and the determination section determines whether or not the motor is malfunctional based on a detection result by the wheel speed sensors after the brake hydraulic pressure is started to be increased by the hydraulic pressure re-increasing control.

Abstract: A fault warning method of an electric parking brake is provided. The fault warning method includes, a brake is actuated with a motor. An armature current is transmitted from the motor. The armature current is converted to a low frequency current and a high frequency current. A braking force is estimated by the by the low frequency current, and a motor rotating speed is estimated by the high frequency current. The braking force is compared with a predetermined braking force range, and a braking force comparing signal is outputted. The motor rotating speed is compared with a predetermined rotating speed range, and a rotating speed comparing signal is outputted. A determining result is generated by determining the braking force comparing signal and the rotating speed comparing signal. And a warning signal is generated according to the determining result.

Abstract: A method and system for controlling an engine clutch of a hybrid vehicle that may effectively select an engagement way of the engine clutch according to a state of the hybrid vehicle and a running state includes: detecting driver's demand torque; calculating sync speed torque that the motor outputs at a predetermined target speed for the sync engagement; detecting a state of charge (SOC) of a battery of the hybrid vehicle; calculate charging torque of an integrated starter-generator (ISG) operated by power of the engine; performing the sync engagement when speed of the motor is greater than the predetermined target speed for the sync engagement; and performing the sync engagement or the launch slip engagement based on the driver's demand torque, the sync speed torque of the motor, the SOC, and the charging torque when speed of the motor is less than the predetermined target speed for the sync engagement.

Abstract: Methods and systems are provided for slowly rotating an engine, unfueled, via a motor prior to an imminent engine restart to heat the engine. By rotating the engine so that heat generated in the compression stroke of a cylinder can be transferred to cylinder walls, thereby expediting engine warm-up. By warming the engine before a restart, particulate emissions generated during an engine cold-start due to direct injection of fuel can be reduced.

Abstract: An example method of controlling an electric vehicle includes altering operation of an electric vehicle in response to a predicted energy consumption rate. The method includes adjusting the predicted energy consumption in response to variations in past energy consumption rates.

Abstract: A compact transmission device that alleviates shift shock and avoids engine stall at the time of deceleration. A discharge resistance changing unit changes discharge resistance of a clutch oil pressure on a side where a clutch is disconnected due to swapping of clutches in two stages. During a shift period where the clutch on a connection side is changed over from a disconnection state to a connection state, an invalid filling zone where a friction force is not generated on a clutch plate is provided. A control unit controls the discharge resistance changing unit at a time of the shift change such that the clutch on a disconnection side is brought into a state where a friction force is not generated after finishing a half clutch zone when the clutch on a connection side is in a half clutch zone after the invalid filling zone is finished.

Abstract: The reusable concrete form device especially provides for extreme portability due to light weight, easily assembled components, and tools used repetitively in the application of the forms, flexible forms, braces, and pegs of the device. The device further provides for exact positioning and for maintaining that positioning until desired removal. The sliding dovetail joints of the forms and braces provide this feature. The pegs are located into a surface such as ground, then selectively locked in position relative to each brace via pivot head lock screws disposed within each brace. The headed pegs removably pass through chambers within the braces and are locked in position via pivot headed lock screws. Concrete poured is thereby poured exactly as needed. Joiners with tails are used to also form sliding dovetail joints and to joint forms and flexible forms together.

Abstract: A control method for a vehicle transmission includes, in a TCU, receiving the rpm of an engine from an rpm sensor and determining whether to perform shifting of gears depending on the received rpm, when the shifting of gears is determined, allowing the TCU to control an ECU to cut off fuel supplied to the engine combustion chamber and to release a clutch connecting the engine and the transmission, after the control action is performed, monitoring a change in pressure of engine cylinders and allowing engine braking action to be activated, and when the rpm is reduced to a predefined value or less after the engine braking action, performing a shifting action.

Abstract: A transmission control system can include a main transmission. The transmission control system can also include a sub transmission that has two forward transmission gears mechanically shiftable in response to a shift operation. The transmission control system can further include a controller that shifts the transmission gears of the main transmission by activating a shift control motor, and control the clutches configured to enable and disable transmission of a rotational driving force of an engine. When one forward transmission gear of the sub transmission is shifted to the other forward transmission gear in response to the shift operation, the controller can relax engagement of the clutch if an engine speed exceeds a clutch release speed.

Abstract: Disclosed herein is a method for controlling gear shifting of an automatic transmission from an N gear stage to an N? gear stage. The gear shifting is embodied by means of engaging and releasing friction elements. The method includes selecting at least two among an rpm of a turbine, an rpm of a first motor generator (MG1), an rpm of a second motor generator (MG2) and an rpm of a planetary gear set as control factors, and controlling engagement and release of the friction elements using the control factors.

Abstract: A process in which a crank angle predicted stop position is calculated based on a target engine rotation speed reduction rate that is calculated in advance, a crank angle integration target value is calculated based on the crank angle predicted stop position, the target engine rotation speed reduction rate is recalculated based on the crank angle integration target value and an actual crank angle, a target crank angle is calculated based on the crank angle integration target value and the target engine rotation speed reduction rate, a crank deviation angle is calculated based on the target crank angle and the actual crank angle, a crank angle feedback torque of the motor is calculated based on the crank angle deviation angle, and a torque instruction value of the motor is calculated by adding the basic torque of the motor and the crank angle feedback torque when the engine is stopped.

Abstract: A utility vehicle includes a first axle, a second axle, an electric motor, an internal combustion engine, and a torque transfer device. The first axle is coupled to first and second wheels. The second axle is coupled to third and fourth wheels. The electric motor drives the first axle in a first direction and a second direction at different times. The internal combustion engine drives a transmission output shaft in one direction. The torque transfer device selectively drives the second axle in the first direction in response to rotation of the transmission output shaft in the one direction. The torque transfer device also selectively drives the second axle in the second direction in response to rotation of the transmission output shaft in the one direction.

Abstract: A method for controlling vehicle powertrain operation includes activating all-wheel-drive or 4×4-operation provided one of an environmental condition, vehicle use condition and vehicle electrical condition exceeds a corresponding reference, deactivating fuel saving operation provided all-wheel-drive or 4×4-operation is activated, activating fuel saving operation provided none of said conditions indicates need for AWD/4×4-operation, deactivating all-wheel-drive or 4×4-operation provided fuel saving operation is activated.

Abstract: A switching vehicle speed determination section (21) judges a traveling mode requested by a driver on the basis of switch position information of a traveling mode switch operated by the driver and determines a switching vehicle speed for switching a hybrid type from a series mode to a parallel mode. A series/parallel modes switching determination section (22) determines switching between the series mode and the parallel mode on the basis of the switching vehicle speed set for the traveling mode determined by the switching vehicle speed determination section (21) and a vehicle speed detected by a vehicle speed sensor. A clutch control section (23) controls engagement/disengagement of a clutch on the basis of a determination result of the series/parallel modes switching determination section (22).

Abstract: A hybrid vehicle powertrain may include input shafts, clutches, output shafts, a transmission path selector, a planetary gear unit, and a gear stage forming mechanism. The transmission path selector may bring engagement of a first input shaft with second or third input shaft. The planetary gear unit may have three rotary elements, with motor power or engine power being input via a second rotary element, and being output with two transmission gear ratios under the control of a first rotary element in response to engagement of an engaging unit. The gear stage forming mechanism may be formed by engagement of gear pairs having different transmission gear ratios with second and third input shafts and a first output shaft, and function to transmit the power from the second or third input shaft to the first output shaft while changing a speed by selecting a gear pair in accordance with a vehicle running speed using a gear pair selector.

Abstract: During engine startup and engagement of a transmission clutch in response to an EV?HEV mode-switch demand, the transmission clutch is engaged, which precedes initiation of self-sustaining running by the engine. During the clutch engagement, high engine torque is not input to the transmission clutch, and no large torque differential arises in relation to the torque at the output side of the transmission clutch, which during EV operation is a low value about equal to the low motor torque of an electric motor. Additionally, due to cranking during engine startup, the input/output rotation difference of the transmission clutch is small, and when the transmission clutch is engaged, engagement of the transmission clutch may be carried out with reduced shock, as the input/output torque differential and the input/output rotation difference are small.

Abstract: An apparatus comprising an engine, a power take-off to be driven by the engine, one or more load services to be driven by the engine, a PTO modulator coupled to the power-takeoff output port and operable to selectively engage the power take-off to the engine to provide output rotational power, one or more load-service modulators coupled to the one or more load services and operable to selectively engage the one or more load services to the engine to provide service outputs, and a load controller configured to selectively operate the PTO modulator and the one or more load-service modulators to change the output from the power take-off or the one or more load services based on a condition of the engine and a load priority assigned to the power take-off or the one or more load services.

Abstract: A method of determining the category of action of an active device of a vehicle comprises repeatedly measuring a vehicle parameter indicative of a change of vehicle state, determining a rate of change of the vehicle parameter and determining a modified vehicle parameter by reference to the rate of change. A threshold is applied to the modified vehicle parameter and a trigger signal is generated for an active device of the vehicle in response to the threshold being reached and in accordance with a severity of the vehicle parameter, which may be vehicle speed related.

Abstract: A method performs traffic-flow-conditioned adaptation of stopping processes to a synthetically modulated speed profile along a route traveled along by a vehicle. A route is selected on the basis of map data stored in a data record. The route is divided into route segments and a synthetically modulated speed profile is generated for each route segment. While the driver is travelling along at least part of the selected route, the method senses how often and for how long the vehicle stops in the route segments. The synthetically modulated speed profile is adapted for at least one route segment according to the detected stopping processes.

Abstract: A driving assistance apparatus for a motor vehicle for assistance with driving along narrow roadways is provided. The apparatus includes a data acquisition unit for acquiring route data while driving on a route obtained from wheel and steering angle sensors, a trajectory storage unit for recording the route data, and a triggering unit for triggering the vehicle based on the route data. The apparatus is coupled to a satellite navigation receiver for determining boundary value position data at the time of commencement and/or end of the route. A storage unit stores the boundary value position data for the route data. An approach checking unit checks whether the vehicle is approaching the commencement or end of the route based on the boundary value position data and generates a position approach signal if the motor vehicle is approaching the commencement or end of the route.