Abstract: A pneumatic tire comprising: first carcass ply that is comprised of; a tire-inner-face part extending along inner face of the tire to span between the tire bead portions; and turned-up parts extended as turned up from outer faces of the tire bead portions up to inside beyond fringes of a belt layer; and second carcass ply that is substantially omitted at between the tire bead portions and extends as being turned up from outer faces of the tire bead portions up to inside beyond fringes of a belt layer; and cords forming the tire-inner-face part, the turned-up part and the second carcass ply having inclination to radial direction of the tire; and direction of the inclination of the cords being alternated in respect of leftward or rightward, between two adjacent ones of the tire-inner-face part, the turned-up part and the second carcass ply.

Abstract: A reinforced product (21) comprises: an elastomer matrix (23), several reinforcing elements (44) embedded in the elastomer matrix (23), the reinforcing elements (44) being arranged side by side in a main direction (X1). Each reinforcing element (44) comprises: at least one filamentary element, and at least one sheath coating the filamentary element and comprising at least one layer of a thermoplastic polymer composition. The ratio R1=ODO/E of the mean minimum thickness ODO of elastomer present on the back of the sheath to the mean thickness E of the reinforced product (21) is less than or equal to 0.17.

Abstract: A reinforced product (21) comprises: an elastomer matrix (23), several reinforcing elements (44) embedded in the elastomer matrix (23), the reinforcing elements (44) being arranged side by side in a main direction (X1). Each reinforcing element (44) comprises: several filamentary elements (46), and at least one communal sheath collectively coating the filamentary elements (46) and comprising at least one layer of a thermoplastic polymer composition. The ratio R1=ODO/E of the mean minimum thickness ODO of elastomer present on the back of the sheath to the mean thickness E of the reinforced product (21) is less than or equal to 0.17, the mean minimum thickness of elastomer ODO and mean thickness E of the reinforced product (21) being measured in a direction substantially perpendicular to the main direction (X1).

Abstract: The present invention is directed to a tire comprising a tread comprising: a plurality of circumferential grooves separating circumferential ribs, each groove comprising a bottom and two sidewalls; one or more groove reinforcements, each groove reinforcement laterally spaced from any other of said one or more groove reinforcements; wherein each groove reinforcement is arranged adjacent one circumferential groove; wherein at least one circumferential groove has no groove reinforcement adjacent to it; and wherein each groove reinforcement extends from the radially inner surface of the tread in a radially outward direction at least to the bottom of the adjacent circumferential groove to form at least part of the bottom of that groove.

Abstract: A tire for a motorbike can improve turning performance and dry grip performance with good balance. In a tire for a motorbike, a tread part is provided with a first inclined groove and a second inclined groove disposed closer to a tread end than is the first inclined groove. The first inclined groove is provided to a forward-movement grounded area. An inner end of the second inclined groove is provided in an area within a range 2% of a tread expansion radius centered about an end edge of the forward-movement grounded area. An outer end of the second inclined groove is provided to a position displaced from the inner end of the second inclined groove toward the tread end by an interval 20%-30% of the tread expansion radius.

Abstract: A pneumatic tire 1 is provided in the tread portion 2 with blocks each provided with sipes 9 extending across the entire axial width of the block. The blocks include axially innermost first blocks 3 each having a longitudinal block rigidity (G), and axially outer blocks 4 each having a longitudinal block rigidity (G). The longitudinal block rigidity (G) of the axially innermost first blocks 3 is 90% to 110% of the longitudinal block rigidity (G) of the axially outer blocks 4.

Abstract: A pneumatic tire is provided with a pair of shoulder lands, and each of the shoulder lands has arranged therein shoulder lug grooves and first sipes. The opposite ends of each of the first sipes terminate within a shoulder land, and the outer end of the first sipe in the axial direction of the tire is located on the inside of a ground contact end of the tread in the width direction of the tire. The sum of the lengths of the first sipes provided in the shoulder land located facing the inside of a vehicle when the tire is mounted on the vehicle is greater than the sum of the lengths of the first sipes provided in the shoulder land located facing the outside of the vehicle. The shoulder land located facing the inside of the vehicle is provided with second sipes extending in the circumferential direction of the tire on the inside of the first sipes in the axial direction of the tire.

Abstract: A tire serving as an example of an aircraft tire includes a tread provided at intervals along a tire width direction with plural tire circumferential direction grooves that each extend along a tire circumferential direction with plural recessed portions provided in a groove bottom at intervals around the tire circumferential direction, wherein, from among plural land portions formed by the plural circumferential direction grooves, more of the recessed portions are disposed in first circumferential direction grooves that form a first land portion with a longest tire width direction length than in other second circumferential direction grooves.

Abstract: In one representative embodiment, a tire comprises an inner shell having a hollow interior space, an outer shell disposed radially outward from the inner shell, and at least one pump assembly disposed adjacent to the inner shell and having a compressible tube portion, wherein the tube portion of the pump assembly is configured to expand radially outwardly beyond the outer shell and to compress radially inwardly, and wherein the pump assembly is configured to direct a fluid from the tube portion of the pump assembly to the interior space of the inner shell.

Abstract: A method, apparatus and program product to monitor tire service life for one or more vehicles based at least in part on collected tire data. Received tire data for a tire may be analyzed to determine whether a service life of the tire corresponds to an end of service life of a tire data model. Responsive to determining that the service life of the tire corresponds to the end of service life of the tire data model, an alarm may be generated for the tire.

Abstract: Bicycle tire comprising continuous toothing (5) cooperating with complementary toothing of a drive pinion of an electric assist device. The toothing has a substantially radial generatrix (G) with respect to the rotation axis of the tire in the axial direction (YY?). Toothing (5) is positioned circumferentially on an axially outer face (31) of at least one sidewall (3) and comprises teeth (51) having height h and length l, and comprising an elastomeric material having a Shore A hardness. The height h of teeth (51) is at least equal to 0.6 mm and at most equal to 3 mm. The length l of teeth (51) is at least equal to 0.15 times and at most equal to 0.50 times the section width S of the tire. The elastomeric material of teeth (51) has a Shore A hardness of at least equal to 55 and at most equal to 85.

Abstract: Bicycle tire (1) comprising a continuous toothing (5) having a substantially radial generatrix (G) with respect to the rotation axis of the tire in the axial direction (YY?), said toothing (5) being positioned circumferentially on an axially outer face (21) of at least one sidewall (2) and comprising an elastomeric material. A retroreflective strip (6) is positioned circumferentially on the sidewall (2), axially on the outside of the axially outer face (21) of the sidewall (2) and radially on the outside of the toothing (5), a strip support (7) is interposed axially between the retroreflective strip (6) and the axially outer face (21) of the sidewall (2), and an axially outer face (71) of the strip support (7), to which the retroreflective strip (6) is applied, forms an angle (A) of at most equal to 30° with the radial direction (ZZ?) of the tire.

Abstract: The present invention is directed to a pneumatic tire having a circumferentially extending equatorial plane of the tire, the tire comprising a carcass, a tread radially outward of the carcass, the carcass comprising a carcass reinforcing ply, opposing bead portions, and opposing sidewalls, the carcass reinforcing ply having a main portion extending between the opposing bead portions and a pair of turnup portions, each turnup portion extending from one end of the main portion, the carcass ply further comprising reinforcing cords and a plycoat; each bead portion having a bead core and a bead apex, each apex being in contact with the plycoat; the plycoat comprising a vulcanizable plycoat rubber composition comprising a first methylene acceptor; the apex comprising a vulcanizable apex rubber composition comprising a second methylene acceptor and a methylene donor, wherein the amount of methylene donor is in stoichiometric excess relative to the second methylene acceptor.

Abstract: A pneumatic tire is disclosed having two annular bead portions having a bead core. A carcass extends between the bead portions through sidewall portions and a tread portion, wherein the carcass includes at least two axially inner plies which extend down from the tread and axially inward of the bead core, said at least two axially inner plies being wound around the bead core forming respective turn-ups, each turnup being located axially outward of the bead core. The carcass further includes a first axially outer ply which extends down from the tread towards the bead core and positioned axially outward of the bead core, wherein at least one of the axially outer plies is formed from reinforcements having a higher break strength than the reinforcements of the axially inner plies.

Abstract: A pneumatic tire includes a pair of annular beads, at least one carcass ply wrapped around the beads, a tread disposed over the carcass ply in a crown area of the pneumatic tire, and sidewalls disposed radially between the tread and the beads. The pneumatic tire is mounted on a rim and a contact area of the pneumatic tire with the rim has carbon nanotubes for reducing micro-slippage between the beads and the rim during rotation of the pneumatic tire under load.

Abstract: A pneumatic tire in accordance with the present invention includes two annular bead portions, a carcass, and a belt reinforcement layer. The carcass extends between the bead portions through sidewall portions and a tread portion. The carcass includes at least two axially inner plies which extend down from the tread and axially inward of the bead core, said at least two axially inner plies being wound around the bead core forming respective turn-ups, each turnup being located axially outward of the bead core. The carcass further including a first axially outer ply which extends down from the tread towards the bead core and positioned axially outward of the bead core, wherein the axially outer ply is separated from at least one of the turnups by a spacer layer.

Abstract: A pneumatic tire is disclosed having two annular bead portions having a bead core. A carcass extends between the bead portions through sidewall portions and a tread portion, wherein the carcass includes at least two axially inner plies which extend down from the tread and axially inward of the bead core, said at least two axially inner plies being wound around the bead core forming respective turn-ups, each turnup being located axially outward of the bead core. The carcass further includes a first axially outer ply which extends down from the tread towards the bead core and positioned axially outward of the bead core, wherein at least one of the axially inner plies is formed from reinforcements having a higher break strength than the reinforcements of the other plies.

Abstract: An improvement in run-flat, puncture-proof tire structure, in which the foamed inner tire body is formed of foam structure, which can provide the required softness/hardness for the tire by adjusting the proportion of foam material ingredients, and since the foamed inner tire body can be placed in the tire body hollow portion of the outer tire body, therefore it avoids blowout when a sharp object enters into and punctures the outer tire body, and it reduces the risk factors during motion, and the rim section positioned on the wheel rim body holds the inflatable inner tire body, and the inflatable inner tire body is also pressed up against the foamed inner tire body to absorb the vibration formed on the wheel rim body during motion, and since the problems of repair requirement and sudden blowout are still present after a puncture, it provides safety and stability during motion.

Abstract: A tire with a built-in puncture sealant comprising a supporting tire carcass comprised of one or more layers of ply, an outer circumferential tread, and a radially inner layer, a pair of beads, sidewalls extending radially inward from the axial outer edges of the tread portion to join the respective beads, a sealant comprising an outer layer of sealant and an inner layer of sealant, disposed inwardly from said tire carcass inner layer, wherein the outer layer of sealant and the inner layer of sealant have different viscosities, and wherein said sealant provides self-sealing properties to the tire.

Abstract: A method for decreasing tire pressure includes providing a wheel assembly which defines a chamber that houses a pressurized fluid. A wheel valve assembly is provided in fluid communication with the chamber. The wheel valve assembly is operable between an open position and a closed position and includes an area having a first flow capacity. A variable area valve assembly is provided and is selectively in fluid communication with the wheel valve assembly. The variable area valve assembly includes an area formed in a perforation that has a second flow capacity. The second flow capacity is less than the first flow capacity. A target tire pressure is selected. If a pressure of the pressurized fluid in the chamber is greater than the target tire pressure, then the pressure of the pressurized fluid in the chamber is decreased.

Abstract: A self-inflating tire assembly includes an air tube mounted within a tire sidewall groove. The air tube is in contacting engagement with opposite angled groove surfaces surrounding the air tube. A segment of the air tube is flattened from an expanded diameter to a flat diameter by bending and compression of the groove in a rolling tire footprint to force air evacuated from the flattened segment along a tube air passageway. A tube is positioned within the groove, wherein the tube has a circular cross-sectional shape and an outside diameter D, and the groove does not have a circular cross-sectional shape, wherein said groove has a width W and a length L, wherein D is greater than W.

Abstract: A vehicle wheel assembly (1) for supplying compressed air from a vehicle axle to a tyre (3) comprises a vehicle wheel (5) and a control valve assembly (7). The wheel (5) comprises a wheel hub (9) for mounting the wheel (5) to a vehicle (V); and a wheel rim for mounting a tyre (3) on the wheel (5). A transfer line (19) is provided in the wheel for transferring compressed air from the wheel hub to the wheel rim (11) for inflating the tyre (3). The control valve assembly (7) comprises an inlet, an outlet and a control valve (25) operably located between the inlet and the outlet for controlling passage of compressed air between the inlet and the outlet. The control valve assembly (7) is removably disposed in the wheel hub (9) such that fluid communication is established between the control valve assembly (7) and the transfer line (19).

Abstract: In a tire inflation pressure detection device, a receiver functions such that, when an ignition switch is on, power is generated by a power supply controller to set the power supply state of the receiver to one in which frame reception is enabled to detect the inflation pressure of a tire, and such that, when the IG is off, in each predetermined intermittent cycle power is generated by the power supply controller to set the power supply state of the receiver to one in which frame reception is enabled to detect the inflation pressure of the tire. A transmitter determines whether a decrease in tire inflation pressure occurs, and when the decrease occurs, the transmitter transmits frames more frequently than before the occurrence of the decrease in tire inflation pressure at a shorter frame transmission time interval than a regular transmission cycle during a high-frequency transmission period.

Abstract: A tire pressure monitor system tool that stores information regarding a plurality of tire pressure monitor systems. The information may include procedures for resetting and diagnosing the tire pressure monitor system. The tool may include a storing module that stores the information and a displaying module that causes the information to be displayed on a display of the tool. The tool may enable a user to input data regarding a vehicle. Based on the vehicle data input by the user, the tool may determine a tire pressure monitor system installed on the vehicle using the information stored. Based on the tire pressure monitoring system installed on the vehicle, the tool may determine one or more reset or diagnostic procedures that may be performed by the tool. The tool may also reference the owner's manual of the vehicle. The tool may also include an updating module that updates the information stored by the tool. The tool may also include an update interface that may be, for example, an RS232 port.

Abstract: An assistance method for adjusting the pressure of a tire mounted on a wheel of a motor vehicle having an electronic module adapted to transmit, to an on-board central unit in the vehicle, signals including data representing the pressure of the associated tire, this assistance method includes, in the first place, during an action of adjusting the pressure of a tire, determining, after receiving a number n of initial measurement signals, where n?2, the gradient or slope Cd of the straight line representing the variation of the measured value Pm(t) of the pressure as a function of time. Next, on receiving each subsequent measurement signal, the remaining time required to obtain the setpoint pressure Pc is deduced from the ratio |Pc-Pm(t)|/Cd, and, on the expiry of this remaining time, initiating a procedure for managing the cessation of the pressure adjustment, and signaling the end of the adjustment.

Abstract: A tire condition monitoring apparatus includes a tire-based sensor configured to sense tire operating conditions and transmit a tire condition signal including the sensed tire operating conditions. The apparatus also includes a vehicle-based controller configured to receive the tire condition signal and monitor the tire operating conditions. At least one of the sensor and the controller are configured to determine that a tire pressure adjustment condition exists in response to determining, based on the sensed operating conditions, that a predetermined change in the number of moles of air in the tire has taken place.

Abstract: A module (25) for measuring at least one parameter of a tire of a wheel of a motor vehicle, the wheel having a wheel rim (1). The measurement module (25) includes an inflation valve (30) designed to be assembled on the wheel rim (1) and including a deformable body (32) and a hollow rod (31) passing through the body (32) including an assembly notch (36) and a sensor device (40), mounted slidingly on the hollow rod (31), including at least one sensor for measuring the value of the parameter and an element (42) for immobilizing the sensor device (40) in the assembly notch (36). The assembly notch (36) has a setting range enabling the movement of the immobilizing element (42) in the assembly notch (36) between a first setting position and a second setting position to adapt to the thickness of the wheel rim (1).

Abstract: A vehicle tire deformation device for determining the size of a deformed contact patch of a tire which contacts the ground, said device comprising a movement detector connected to an attachment body by means of a moveable indicator element wherein both the movement detector and the attachment body are attachable to an inside surface of the tire, and wherein the size of the deformed contact patch of the tire is determined by the detector sensing a change in angle of the moveable indicator element indicating the border between the deformed contact patch of the tire and a non deformed part of the tire which is not in contact with the ground.

Abstract: An air maintenance system includes a rotating inner ring secured to a vehicle wheel, a stationary outer ring maintaining a constant angular position, an eccentric mass secured to the stationary outer ring, an occlusion roller located proximate to the eccentric mass, and a flexible tube defining a pump cavity. The air maintenance system pumps a fluid from the ambient environment into a pneumatic tire by applying an occluding force against the flexible tube, periodically occluding portions of the pump cavity.

Abstract: An apparatus for testing a tire is disclosed. The apparatus includes an improved test probe. The apparatus comprising a support frame, first and second rollers connected to the support frame and arranged to support to support a crown portion of the tire, a probe having a support bracket for receiving a section of chains. The section of chains is comprised of a plurality of first chain members, wherein the first chain members extend in a first direction. Preferably, the first chain members are oriented in parallel relation with respect to each other. The first direction is preferably in the vertical direction. The section of chains further includes at least one cross chain member which contacts or interlinks or joins with each first chain member. The section of chains may also comprise chainmail.

Abstract: The invention relates to a method for producing a motor vehicle tire, comprising a step of estimating the effective rolling radius Rroll of the tire by using a formula of the form in which: ? Rroll 1 = Rroll 11 - [ ( ? 11 + ? 12 * deflect Pg ) ] * ( 1 - exp ? ( - deflect Pg * Rroll 16 ) ) Rroll 2 = ( Rroll 21 + Rroll 22 * sign ? ( ? ) * V ) * 1 Fz Rroll 23 * ( 1 - cos ? ( ? ? ? ) ) - Rroll 24 ? ? ? … and: Rroll3=(?31+?32*sign(?*?))*(1?cos(|?|))

Abstract: A trailer-mounted crash impact attenuator is disclosed for attachment to a host vehicle, which comprises an anti-rotational attachment system having an internal support tube and a plurality of external support tubes. The internal support tube has a connector on a its front end for attachment to a suitable receptacle on the host vehicle, and the plurality of external support tubes each have an anti-rotation support pad on a their front ends. At least one of the internal support tube and the plurality of external support tubes is comprised of a telescoping construction. A backup frame is disposed on a rear end of the attachment system, and a crash attenuator unit is disposed on an axle and pair of wheels for mobility. When the crash attenuator is impacted by an errant vehicle, the anti-rotational attachment system is actuated to prevent the trailer mounted crash impact attenuator from rotating relative to the host vehicle.

Abstract: A power train for an amphibian operable in land and marine modes includes a prime mover, at least a first land propulsion unit, a first marine propulsion unit, a second marine propulsion unit, and at least one speed change transmission. The prime mover is arranged to drive the at least first land propulsion unit through/via the at least one speed change transmission in land mode, and the prime mover is arranged to drive the first marine propulsion unit and the second marine propulsion unit through/via the at least one, or another, or combinations of, speed change transmission in marine mode. In addition, the present invention provides an amphibian comprising the power train.

Abstract: The mobile comprising a gliding static structure (100) provided in a lower region with a set of gliding elements (110, 120g, 120d). It further includes means (300) for the removable mounting of a rotary-mind drone with multiple rotors (221-224) forming a propulsion group (200), whose rotors each exert a thrust with a component according to a main axis (X-X) of gliding of the mobile, the proportional and individualized drive of the rotors (221-224) allowing the piloting of the mobile in speed and direction with no rudder.

Abstract: A chassis control arm for a vehicle includes an elongate control arm body which is made of a single piece metal sheet and shaped by bending such as to form two side walls in opposing spaced-apart relation. The side walls are connected at least in one section at their free longitudinal sides by a joining connection. The control arm body has axial ends, each provided with at least two coaxial bearing openings for receiving rubber-metal bearings, with at least one of the rubber-metal bearings having a cardanic rigidity which is lower than a torsional rigidity of the control arm body.

Abstract: The invention concerns a multipiece spring link (100) for a wheel suspension of a vehicle, with: a first profiled side piece (101), forming a first side leg of the multipiece spring link (100), wherein the first profiled side piece (101) has a first bulge (105); a second profiled side piece (103), forming a second side leg of the multipiece spring link (100), wherein the second profiled side piece (103) has a second bulge (107); and wherein the first bulge (105) and the second bulge (107) are arranged one opposite the other and together form a spring receiving region (108) for the receiving of a spring.

Abstract: An air suspension system, comprising a manifold, defining a first and second port, each port defining a receiving region at the second end, wherein the first and second ports are arranged in a common plane, a channel intersecting the first and second port, a cavity intersecting each port, and a pressure sensor port, positioned between the first and second port, defining a sensor insertion axis normal to the common plane, the pressure sensor port separated from the first port, the second port, and the channel by a thickness; a first and second solenoid valve, each solenoid valve arranged within the cavity and coaxially arranged with the first and second ports, each solenoid valve comprising a connector; a pressure sensor arranged within the pressure sensor port, the pressure sensor comprising a connector; and an electronics module arranged parallel the common plane, the electronics module configured to electrically couple to the connectors.

Abstract: A hydraulic damper (3) includes a tube (4), a piston assembly (5) disposed slidably inside the tube (4), and an additional valve assembly (13). A compression chamber (9) is defined between the piston assembly (5) and the additional valve assembly (13). An additional compensation chamber (14) is defined between the additional valve assembly (13) and one side of a slideable partition (10). A gas chamber (11) is defined at the other side of the slidable partition (10). The damper includes an additional chamber assembly (15) to retain all the advantages of a twin-tube damper while providing the single construction offered by a mono-tube damper. One end of the additional chamber assembly (15) is attached to the slidable piston chamber (5) or to said piston rod (6) at the compression side thereof and the other end of said additional chamber assembly (15) is terminated with the additional valve assembly (13).

Abstract: A damper assembly for a vehicle suspension system includes a primary damper and a secondary damper. The secondary damper includes a housing having a wall that at least partially surrounds at least a portion of the primary damper, the volume between the wall and the primary damper defining a chamber, and the wall defines an aperture. The secondary damper also includes a piston positioned within the chamber, a conduit defining a flow path that includes the aperture, and a valve disposed along the flow path. The primary damper is configured to provide a base damping force and the secondary damper is configured to provide a supplemental damping force that varies based on the position of the piston within the chamber.

Abstract: It is an object to provide a work vehicle being capable of suppressing an increase in temperature of a liquid crystal display device due to external factors. Regarding a tractor, which is a work vehicle in which a touch panel as a liquid crystal display device is provided in an instrumental panel in a cabin, a discharge opening for air, of which the temperature is adjusted by an air-conditioner unit, is provided on the upper portion of the instrumental panel, and a concave portion is provided in the instrumental panel, and the touch panel is provided on the bottom portion of the concave portion below the discharge opening.

Abstract: Disclosed therein is an air conditioner for a vehicle. The air conditioner includes console air volume distribution means formed on a mode cam to control the degree of opening of a console door in order to vary distribution of air volume of a console vent by air discharge modes, thereby preventing an excessive discharge of air to a console vent (rear seat) by regulating the console vent to be opened less in a floor mode and a mixing mode, which are air discharge modes of a heating mode, than when the console vent is opened the greatest, preventing displeasure of a passenger who is seating on a rear seat, enhancing heating performance, and preventing the lack of air volume in a front seat.

Abstract: An air conditioning system for motor vehicles includes a front seat air conditioner installed in a front seat region of a vehicle room, and an auxiliary blower configured to draw an air existing in the vehicle room and blow the air into the vehicle room such that a cold air or a hot air supplied to the front seat region flows toward a rear seat region. The system further includes a rear seat air conditioner installed within one of vehicle sidewalls which define the rear seat region. The rear seat air conditioner configured to supply a cold air or a hot air to cool or heat the rear seat region. The system further includes a control unit for controlling the auxiliary blower.

Abstract: A vehicle monitoring system configured to cause a vehicle to perform a corrective action if a dangerous vehicle interior condition is detected and an occupant is present. The vehicle monitoring system monitors the temperature and gas, such as CO2, and compares the levels of each to a threshold value. If the threshold value is exceeded, a sound sensor determines whether or not the vehicle is occupied. If the vehicle is occupied, the vehicle monitoring system causes the vehicle to perform a corrective action such as flashing the exterior lights or opening one or more windows. The vehicle monitoring system also determines the location of the vehicle via a GPS and transmits the location of the vehicle to a third party if a dangerous condition is present and the vehicle is determined to be occupied.

Abstract: A method of controlling an automotive air conditioning system includes: a mode checking step of checking whether the air conditioning system is in an auto-mode; an operation recognizing step of recognizing whether the air conditioning system is manually operated in the auto-mode; and a learning step of setting and storing at least one manual operation value, when the air conditioning system is manually operated, and then operating the air conditioning system in accordance with the at least one stored manual operation value in a next auto-mode.

Abstract: A vehicular heat management system has a first valve body, a second valve body, a third valve body, and a fourth valve body. The first valve body switches a state that the heating medium discharged from the first pump flows in and a state that the heating medium discharged from the first pump does not flow in, with respect to the more than or equal to three of heating medium passing device. The second valve body switches a state that the heating medium discharged from the second pump flows in and a state that the heating medium discharged from the second pump does not flow in, with respect to the more than or equal to three of heating medium passing device. The third valve body switches a state that the heating medium flows to the first pump and a state that the heating medium does not flow to the first pump, with respect to the more than or equal to three of heating medium passing device.

Abstract: A heating panel for a vehicle includes a plate-shaped heating layer and a heat insulation layer attached to the healing layer. The heating panel is spaced apart from an occupant in an interior space of the vehicle and positioned to face the occupant. The heat insulation layer is directed toward the panel in the interior space and the heating layer is directed toward the occupant.

Abstract: A vehicle is provided with a heating device. The heating device includes an electrically driven heat source and a reflector configured to reflect heat radiation emitted by the heat source in the direction of a passenger compartment of the vehicle. The vehicle further includes a contact protection device which is permeable to radiation so that heat radiation reflected by the reflector or emitted by the heat source radiates into the passenger compartment. The heat source and the reflector are arranged on one side of the contact protection device, and the side is averted from the passenger compartment.

Abstract: In the register 1 of the embodiment, in case that all of the front side fins 41 are rotated to the upward direction, air flowing toward the air outlet 21 (air flow direction X) of the bezel 2 in the air flow path 3A of the retainer 3 is blown out from the air outlet 21 of the bezel 2 and the blowout direction is changed to Y1. At that time, air flow separating from the concave surface existing on the lower surface of the front side fin 41 approaches to air flow along the concave surface existing on the upper surface of the front side fin 41 positioned at a lower position than that of the above front side fin 41, and separates from the fixed fin 22. Thereby, air with superior directivity to the upper direction can be obtained.

Abstract: My bus enhances the viewing experience of passengers by providing a panoramic front window to enable a passenger to see into a cab section of the bus and through the panoramic front window. The panoramic front window has a predetermined configuration that minimizes drag.

Abstract: A vehicle includes a vehicle computing system (VCS) and a vehicle accessory system that may be a window wiper mechanism, a power lift gate, a door lock mechanism, a convertible mechanism or a sunroof mechanism. The VCS communicates with an activity tracking band worn on a wrist of a vehicle occupant. The activity tracking device detects motion of the wrist of the occupant, and is capable of exchanging that data with the VCS. The VCS generates at least one output signal based on data from the activity tracking device. For example, a controller may activate a window wiper mechanism based on signals indicative of a detected long wiping motion.