Abstract: The invention relates to a window-wiping device (2; 28, 30; 74; 78) for a vehicle, in particular a motor vehicle. The window-wiping device (2; 28, 30; 74; 78) comprises an elongated upper part (10), which is at least partially bendable, an elongated lower part (12), which is at least partially bendable, and a plurality of connecting elements (18) for connecting the upper part (10) and the lower part (12), wherein the connecting elements (18) are spaced apart along a longitudinal extension (8) of the wiper blade (2), wherein the connecting elements (18) are designed to enable motion of the upper part (10) and the lower part in relation to each other having a motion component along a longitudinal extension (8) of the wiper blade (2), wherein the connecting elements are connected to the lower part (12) and the upper part (10) by means of rotational joints, and wherein the upper part and the lower part are connected to a connection piece.

Abstract: An object of the present invention is to provide a valve apparatus capable of keeping a holding state of a valve body.

Abstract: A tire cleaning device is provided that helps remove obstructions from the longitudinal grooves of a tire tread. The device can be configured to operate with different types of obstructions and with tires having longitudinal grooves incorporated within differing tread patterns. In certain exemplary embodiments, the device can be equipped to operate with a tire on vehicle that has a suspension system which allows the tire to move along the vertical direction during vehicle operation.

Abstract: An improved band construction for motor vehicle washing system rotary brushes comprises a plate body having a substantially elongated configuration, extending along a band construction longitudinal axis and having a clamping zone to be clamped to a brush central support; said plate body having an active portion including a plurality of a perforated fringes.

Abstract: A device for a brake system comprises a rotating plate including magnets having a first polarity. The rotating plate engages an output shaft of a motor. The device includes a non-rotating plate including magnets, one or more of which have the first polarity and one or more of which have a second polarity. The non-rotating plate moves axially between an engaged position and a non-engaged position. In the engaged position, the magnets in the rotating plate magnetically attract the one or more magnets in the non-rotating plate with the second polarity so that non-rotating plate moves into contact with the rotating plate. In the non-engaged position, the magnets in the rotating plate magnetically repel the one or more magnets in the non-rotating plate with the first polarity so that the non-rotating plate moves out of contact with the rotating plate and thus rotation of the rotating plate is allowed.

Abstract: A pedal assembly mounted to a vehicle includes, a pedal arm having an upper portion and a lower portion and a striker bracket pivotally connected to the upper portion of the pedal arm where the striker bracket further removably connected to the lower portion of the pedal arm. A first positioned is defined before a collision where the striker bracket is connected to the lower portion of the pedal arm. A second positioned is defined after a collision where the striker bracket rotates away from the lower portion of the pedal arm.

Abstract: A brake system for a motor vehicle comprises a first brake set and second brake set. A first hydraulic brake circuit is connected to the first brake set and a second hydraulic brake circuit is connected to the second brake set. Further, a first control module is coupled to the first hydraulic brake circuit and the 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 is also coupled to the first hydraulic brake circuit and the second hydraulic brake circuit. 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 and the second hydraulic brake circuits.

Abstract: A method for transmitting error information in a pulse signal, the signal being designed to transmit measured values from a sensor that are frequency modulated with pulses having a first magnitude to a receiver. The method includes: recognition of an error in the sensor; and introduction of a pulse having a second magnitude which is different from the first magnitude into the pulse signal, in order to indicate the recognized error in the pulse signal.

Abstract: A method for braking a rail vehicle with a brake system includes providing an open-loop and/or closed-loop control device having a wheel slide protection control unit for ensuring a predefined coefficient of adhesion between the wheels of the rail vehicle and the rail, in which brake demand signals of different origin are taken into account by the open-loop and/or closed-loop control device. A slide protection function of the wheel slide protection control unit is deactivated for braking that is free of slide protection when at least two brake demand signals having different origin and having a brake demand which exceeds a specified deceleration limit, are present at the same time. A corresponding open-loop and/or closed-loop control device for a brake system and such a brake system are also provided.

Abstract: What is described is a tire pressure sensor for use in a wheel of aircraft landing gear. The tire pressure sensor includes a position sensor configured to detect a movement of the wheel and generate a wheel movement signal based on the movement. The tire pressure sensor also includes a processor coupled to the position sensor. The processor is configured to receive the wheel movement signal, determine a wheel rotational speed of the wheel based on the wheel movement signal and generate a wheel rotational speed signal based on the wheel rotational speed.

Abstract: In a method for stabilizing the driving behavior of a tractor-trailer combination, a tilting inclination variable is obtained and a tilting limit is determined on the basis of the tilting inclination variable and is prescribed to a vehicle movement dynamics control system. A vehicle movement dynamics control device carries out the method. In order to improve the stabilization of the driving behavior of tractor-trailer combinations with different loads of the individual vehicles, the respective tilting inclination variable is determined at a plurality of vehicles of the tractor-trailer combination, and the value of the tilting inclination variable for the determination of the tilting limit which is decisive for the determination of the tilting limit is obtained from the tilting inclination variables.

Abstract: [Summary] To provide a brake system in which due to change in structure of a seat member, an end portion of a push rod that faces a piston can be increased in diameter and thus weight reduction of entire construction of the piston and suppression of vibration hitting noises are obtained.

Abstract: electronic-pneumatic braking system for a vehicle, for example for a heavy goods vehicle or an articulated truck, includes a TCS/ESC modulator (1), enabling control functions for a traction control system (TCS) and a vehicle stability control system (ESC). The TCS/ESC modulator (1) includes a pneumatic relay valve (2), a solenoid valve (7) and a changeover valve device (11). In order to achieve a compact size and cost savings during manufacture, only control pressure can be applied to the solenoid valve (7) and to the changeover valve device (1), while only the pneumatic relay valve (2) has a large nominal size for conveying the supply pressure to at least one wheel brake and for venting the latter. As a result, the changeover valve device (11) can be structurally integrated in a TCS/ESC modulator (1) intended for carrying out the TCS/ESC functions.

Abstract: A brake system including a main body having a first main chamber and a second main chamber divided by a main piston, a motor configured to move the main piston forward and move the main piston rearward, a first traction control valve installed in a first flow path, a second traction control valve installed in a second flow path, and a controller configured to control the motor, the first traction control valve, and the second traction control valve. When an anti-lock brake system (ABS) starting pressure is lower than an ABS critical value, the controller performs a low-pressure forward movement connection control that closes the first traction control valve and the second traction control valve, and moves the main piston forward to increase a first hydraulic pressure in the second main chamber.

Abstract: A brake system for controlling a brake of a unit hauled by a vehicle, the brake system including a first pedal for braking a right rear wheel of the vehicle through a first braking circuit, a second pedal for braking a left rear wheel of the vehicle through a second braking circuit, an input line arrangement including a first input line for receiving a fluid from the first braking circuit and a second input line for receiving a fluid from the second braking circuit, at least one output line for sending a fluid to the brake of the hauled unit, and a selective connector for selectively connecting the input line arrangement to the output line by setting a first connection configuration when the vehicle has a speed greater than a threshold value and a second connection configuration when the vehicle has a speed lower than the threshold value, whereby in the first connection configuration pushing any of the pedals activates the brake of the hauled unit, and in the second connection configuration pushing only one o

Abstract: An electronic brake system may include a hydraulic pressure supply device having a motor configured to be operated by receiving an electrical signal from the pedal displacement sensor when the brake pedal is operated, a gear pump configured to discharge and suction a hydraulic pressure depending on a rotational force of the motor, and a power transmission unit configured to deliver the rotational force of the motor to the gear pump; a hydraulic control unit having first and second hydraulic circuits configured to receive the hydraulic pressure by a force generated by the hydraulic pressure supply device to control hydraulic pressure flows delivered to wheel cylinders provided on wheels; and an electronic control unit configured to control the motor and valves based on hydraulic pressure information and pedal displacement information.

Abstract: A method and system for cleaning a brake booster aspirator shut-off valve are provided. The shut-off valve is operable to selectively permit flow of intake air through an aspirator; the aspirator bypasses a throttle of an engine and provides a vacuum source for a brake booster. The method comprises determining whether the shut-off valve may require cleaning, opening the shut-off valve so as to permit a flow of air through the shut-off valve and clean the shut-off valve and adjusting the throttle position of the engine to compensate for the additional flow of intake air through the aspirator.

Abstract: Systems and methods for estimating the cooling time of a brake assembly are disclosed. Systems are provided comprising a processor, a tangible, non-transitory memory configured to communicate with the processor, the tangible, non-transitory memory having instructions stored thereon that, in response to execution by the processor, cause the processor to perform operations comprising receiving, by the processor, a first temperature of a brake assembly at a first time, receiving, by the processor, a second temperature of a brake assembly at a second time, wherein the second time occurs a fixed period after the first time, determining, by the processor, a temperature decay coefficient (“?”) of the brake assembly based on the first temperature and the second temperature and calculating, by the processor, an estimated total time to cool the brake assembly to a predetermined temperature based on the first temperature, the predetermined temperature and ?.

Abstract: A method for checking sets of components of a vehicle includes configuring a system control unit of a vehicle to perform a check of a first set of components and a second set of components of the vehicle, the first set of components being different from the second set of components. The first set of components is automatically checked using the system control unit. The second set of components is optionally checked using the system control unit, wherein the control unit is configured to disable the check of the second set of components based upon a disable command provided to the control system. Further, a system for verifying different sets of components and a further method for checking sets of components of a vehicle are described.

Abstract: The method according to the disclosure for operating a motor vehicle, in which at least one autonomous or partially autonomous motor vehicle operating mode can be activated and the motor vehicle has a service brake and a parking brake, wherein in response to a detected operative condition of the motor vehicle the parking brake is shifted from an inoperative condition to a predefined operative condition, the predefined operative condition of the parking brake being determined by the fact that the parking brake produces no braking effect or a markedly lesser braking effect in comparison with the fully activated condition.

Abstract: Methods and systems for determining driveline control parameters for a vehicle are described. In one example, a method for requesting a vehicle to operate in a specific operating region based on a request from a cloud network is described. The method may include options for driver interaction and autonomous vehicle operation.

Abstract: In a power control device, when the necessary power is greater than an upper limit value and either the integral power value or the duration time of an assist provided by an electric storage device during a continuous assist by the electric storage device exceeds a predetermined first threshold value, a controller performs a first control of reducing an assist power by the electric storage device to a value smaller than an assist power for the regular control and greater than zero. Further, when the necessary power is greater than the upper limit value and either the integral power value or the duration time exceeds a predetermined second threshold value greater than the first threshold value, the controller performs a second control of setting the assist power to zero.

Abstract: A driving force control system for improving energy efficiency under a motor-drive mode. The control system selects the motor-drive mode from a single motor-mode where a vehicle is powered by any one of the rotary devices, and a dual motor-mode where the vehicle is powered by both rotary devices. The driving force control system is configured to select the single-motor mode rather than the dual-motor mode, provided that an increment of an energy consumption to establish the dual-motor mode is larger than a decrement of the energy consumption to be achieved by the dual-moor mode, under a driving condition where a required driving force can be achieved by either the single-motor mode or the dual-motor mode.

Abstract: A vehicle includes an engine, an electric machine, an engine disconnect clutch, and a transmission input configured to transmit power from the engine and electric machine to a transmission. The vehicle also includes a controller program to close the disconnect clutch and start the engine before downshifting in response to an anticipated transmission downshift in which a predicted speed of the transmission input after the downshift will be outside a predetermined speed range or a torque capacity of the electric machine will be less than a predicted required torque after the downshift.

Abstract: A control apparatus for a hybrid vehicle includes a low temperature time hydraulic control section (11a) to perform a low temperature time hydraulic control to restrain a discharge quantity of operating oil from an oil pump (4) by limiting a line pressure of a transmission (7) at an engine cold time to a predetermined value smaller than a maximum value of a line pressure command pressure for a predetermined time period. The hydraulic control by this low temperature time hydraulic control section (11a) is continued until the motor is started after the start of the engine and a first clutch (3) is engaged at the time of low temperature of engine (1). By so doing, the control apparatus can prevent the oil pump from being stopped by inappropriate starting timing of the low temperature time hydraulic control.

Abstract: A hybrid vehicle control device is provided for controlling a drive system. The hybrid vehicle control device is programmed to perform an engine start control using a motor/generator as an engine start motor when an engine start request is present. The hybrid vehicle control device includes a second clutch control section and an engine start control section. The second clutch control section completely disengages the second clutch. The engine start control section engages or slip engages of the first clutch, and performs engine start control resulting from performing an engine cranking operation, injecting air and fuel and igniting same. The hybrid vehicle control module disengages the first clutch and engages the second clutch during coasting/regenerating driving with the motor/generator while traveling in an electric vehicle mode when the engine start request is due to a driver input for an increase in a required driving force.

Abstract: When an EV cancellation switch is turned on while a control mode is a CD mode and a traveling mode is an EV traveling mode, when a catalyst temperature is lower than a threshold and when a vehicle speed is lower than a threshold, a controller executes control processing including a step of executing first VVT control, a step of, when the catalyst temperature is higher than or equal to the threshold or when the vehicle speed is higher than or equal to the threshold, executing second VVT control and a step of switching the control mode into a CS mode.

Abstract: Embodiments of the present invention provide a control system for a motor vehicle comprising: means for detecting a side-slope condition in which a vehicle is traversing a side-slope; and means for controlling an amount of torque applied to one or more wheels to induce a turning moment on a vehicle, the system being configured to cause a turning moment to be induced in a direction opposing side-slip of a trailing axle in a down-slope direction relative to a leading axle.

Abstract: A driving assistance apparatus includes: an obstacle detecting unit configured to detect an obstacle outside a host vehicle and acquire obstacle information including a distance to the obstacle; a collision avoidance control unit configured to execute driving force suppression control for intervening to suppress driving force on the basis of the obstacle information acquired by the obstacle detecting unit; and a driving force return control unit configured to execute driving force return control for returning the driving force suppressed by the driving force suppression control, have a plurality of return modes in which the driving force is returned by the driving force return control, and return the driving force in one return mode selected from among the plurality of return modes on the basis of a possibility that there is an obstacle around the host vehicle.

Abstract: An autonomous vehicle may be configured to use environmental information for image processing. The vehicle may be configured to operate in an autonomous mode in an environment and may be operating substantially in a lane of travel of the environment. The vehicle may include a sensor configured to receive image data indicative of the environment. The vehicle may also include a computer system configured to compare environmental information indicative of the lane of travel to the image data so as to determine a portion of the image data that corresponds to the lane of travel of the environment. Based on the portion of the image data that corresponds to the lane of travel of the environment and by disregarding a remaining portion of the image data, the vehicle may determine whether an object is present in the lane, and based on the determination, provide instructions to control the vehicle in the autonomous mode in the environment.

Abstract: Disclosed are a method and a control system adapted to making it possible to use, or prolong a use of, a higher transmission mode in a vehicle. The control system comprises a simulation unit configured for simulating at least one future speed profile for an actual speed for the vehicle along a section of road ahead of the vehicle, which simulation is conducted at a time when the section of road is still ahead of the vehicle, and is based on information related to a gradient of the section of road. The system further comprises an evaluation unit configured for evaluating whether a raising of an actual speed for the vehicle is appropriate to achieving the making possible or prolongation, which evaluation is based on the simulation of at least one future speed profile, and a use unit configured for using the evaluation during control of the actual speed.

Abstract: Methods and systems for predictive reasoning for controlling speed of a vehicle are described. A computing device may be configured to identify a first and second vehicle travelling ahead of an autonomous vehicle and in a same lane as the autonomous vehicle. The computing device may also be configured to determine a first buffer distance behind the first vehicle at which the autonomous vehicle will substantially reach a speed of the first vehicle and a second buffer distance behind the second vehicle at which the first vehicle will substantially reach a speed of the second vehicle. The computing device may further be configured to determine a distance at which to adjust a speed of the autonomous vehicle based on the first and second buffer distances and the speed of the autonomous vehicle, and then provide instructions to adjust the speed of the autonomous vehicle based on the distance.

Abstract: The disclosure relates to a system for cruise controlling a vehicle. The system comprises a control unit configured to select a current driving control profile in dependence upon a determination by the system of an environmental and/or situational status of the vehicle. The said driving control profile optionally comprises an acceleration profile selected from two or more different acceleration profiles in dependence upon a determination by the system of an environmental and/or situational status of the vehicle. The said driving control profile comprises a deceleration profile selected from two or more different deceleration profiles in dependence upon a determination by the system of an environmental and/or situational status of the vehicle. The environmental and/or situational status of the vehicle may be determined by consideration of signals comprising data obtained from sensors or control modules comprised within or mounted to the vehicle and/or from information sources external to the vehicle.

Abstract: As a rate of deceleration that is generated by an accelerator pedal of a user's own vehicle increases, a following vehicle inter-vehicular distance threshold, which is compared with a following vehicle inter-vehicular distance and serves as a reference for issuing a notification (illumination of a brake lamp) to a following vehicle, is made greater. Consequently, a notification controller notifies the following vehicle more quickly as the rate of deceleration of the user's own vehicle becomes larger.

Abstract: Initial variation learning control is executed when learning condition is satisfied each time of its satisfaction, to absorb initial variations of manufacturing errors or variations of components of second clutch (CL2). When the number of times of total learning is counted and this becomes predetermined number (e.g. five times), initial variation learning control is judged to be converged. On the basis of condition of this convergence, so-called vertical sliding speed control returning belt (50) of variator (V) to LOWEST transmission ratio position is performed. With this, vertical sliding speed control is not performed in state in which excessively large torque acts on second clutch, and durability of belt and pulley is increased. It is therefore possible to prevent vertical sliding speed control from being performed in state in which input torque is predetermined value or greater, and possible to improve response of accelerator operation after performing vertical sliding speed control.

Abstract: The present invention relates to a vehicle controller (1) for activating a vehicle glide mode. The controller (1) receives vehicle operating data including torque request data representative of a torque request; acceleration data representative of vehicle acceleration; and output torque data representative of an output torque. The controller (1) is configured to analyse the vehicle operating data to identify a vehicle glide opportunity. The controller (1) is operative to generate an activation signal (4) for activating the vehicle glide mode when said vehicle glide opportunity has been identified and the torque request is positive. The controller is thereby operative to implement a vehicle glide strategy. The controller (1) can also operate to deactivate the vehicle glide mode. The present invention also relates to a method of activating a vehicle glide mode.

Abstract: In a case where it is determined that a merging travel control cannot be executed, a host vehicle is caused by a stop control unit to stop in a travelling lane toward a boundary line between the travelling lane and a merging destination lane. For this reason, the possibility increases that the range, over which the driver of the host vehicle can directly view the merging destination lane from the side window, will widen. Therefore, when the driver of the host vehicle restarts the host vehicle by the manual driving, it is possible to improve the easiness of checking the status in the merging destination lane.

Abstract: The invention relates to a method for operating a vehicle with a drive device (20) which has at least one internal combustion engine (21) as a drive machine, wherein a drive torque requested by a driver of the vehicle (1) is implemented by operating at least the internal combustion engine (21) on a roadway (2), comprising the following steps: a) Monitoring the roadway (2) for road users (3) travelling ahead, by means of a surroundings sensor system (5), b) Monitoring a driver of the vehicle (1) by means of a state sensor system (8) with respect to his request to carry out an overtaking process in order to overtake a detected road user (3) travelling ahead, and if a request to carry out an overtaking process has been detected, c) Actuating the drive device (20) to prepare the overtaking process in such a way that before the overtaking process is carried out a torque reserve of the internal combustion engine (21) is built up.

Abstract: A motorcycle's transmission control device is provided in which, in a case of a clutchless shift operation, disengagement of a fit of gears of a transmission and the fit of subsequent gears thereof can be smoothly achieved. A throttle operation unit controls the degree of opening of a throttle valve to become a first throttle opening-degree when a clutchless shifting unit determines that a clutchless down-shift operation can be implemented, and controls the degree of opening of the throttle valve to become a second throttle opening-degree when the clutchless shifting unit determines that a fit between shift gears is disengaged by the clutchless down-shift operation.

Abstract: A method provides for operating a drive train having several drive assemblies, a transmission and an output A first drive assembly acts on a first transmission shaft of the transmission, and a second drive assembly acts on a second transmission shaft. The transmission includes several shift elements, whereas an output torque depending on a driver's requested torque is provided at the output. For the opening of a shift element the shift element is placed without load. The probability of a gearshift request is determined on the control side by a shifting strategy.

Abstract: A control device controls a four-wheel drive vehicle including an engine, a torque transmission mechanism which transmits an output torque of the engine to main drive wheels and to auxiliary drive wheels, and a torque distribution adjustment mechanism provided in the torque transmission mechanism and configured to adjust torque distribution with respect to the auxiliary drive wheels. The control device is provided with an abnormal noise reduction unit which controls the torque distribution adjustment mechanism to adjust torque distribution with respect to the auxiliary drive wheels in such a manner as to suppress abnormal noise generation when the engine is operated in an abnormal noise generation range in which the torque transmission mechanism is in an abnormal noise generation state. The abnormal noise reduction unit adjusts the torque distribution with respect to the auxiliary drive wheels in accordance with a magnitude of torque fluctuation of the engine.

Abstract: A method for determining an incline in a road that is some distance ahead of a motor vehicle relative to the section of road that is currently being driven on by the motor vehicle, wherein images of the road that is ahead of the motor vehicle are recorded by a camera, road path lines are identified ahead of the motor vehicle in the recorded images and the relative incline is calculated with reference to the differences in the courses of the road path lines at different distances.

Abstract: A method for operating a motor vehicle which drives or is able to be driven at least partially automatically includes: detecting a gaze direction of a driver of the motor vehicle; inferring a driver distraction if the detected gaze direction deviates from a setpoint gaze direction beyond a predefinable measure; monitoring the driver for a secondary activity if a distracted driver was detected; and ascertaining a time period that the driver would require to take over the at least partial control of the motor vehicle, as a function of a detected secondary activity.

Abstract: An apparatus and method for controlling a vehicle are disclosed. A method for controlling a vehicle by monitoring a driver's state includes: a region setting step for establishing a first steering control region, a first steering warning region, a braking control region, and a first braking warning region of the vehicle; a driver state decision step for determining the driver state by monitoring a state of the driver; and a region resetting step for including, if the driver state is in an abnormal state in the driver state decision step, resetting a first steering control region of the vehicle, a first steering warning region, and a first braking warning region in the region setting region, and thus setting a second steering control region, a second steering warning region, and a second braking warning region.

Abstract: Disclosed is a device for performing a camera-based estimation of load on a vehicle, including a camera for obtaining an external image of what is seen from in front of the vehicle, a setting unit that sets a reference line with respect to a first image that is obtained through the camera, and a controller that, when pitching or rolling is detected in the vehicle, detects a comparison line that corresponds to the reference line with respect to the first image, from a second image that is obtained through the camera, and estimates an addition to or a reduction from load on the vehicle according to the extent to which the detected comparison line deviates from the reference line. The controller estimates the addition to, or the reduction from the load on the vehicle, based on the extent to which the detected comparison deviates from the reference line.

Abstract: Embodiments are disclosed for an in-vehicle system and methods of controlling vehicle systems with a mobile device in communication with the in-vehicle system. In one embodiment, an in-vehicle system includes a display device and an interface system communicatively connected to one or more vehicle sensors. The interface system may be configured to receive sensor signals from the one or more vehicle sensors, transmit the sensor signals to a mobile device, receive control signals from the mobile device, and transmit the control signals to a target vehicle system, the control signals responsive to the one or more vehicle sensors.

Abstract: Our car operating system allows a car's driver to control—using abstract direction and speed commands—the car's core resources that make the car move. The car operating system then translates those high-level abstractions to a lower level of abstraction, providing device-specific commands to the car devices that will implement the driver's commands. That means that the same car operating system can work on a wide variety of car configurations. That differs from the control system for today's cars, which is hardwired into the car's design and lasts from the car's manufacture to its junking. Each model of today's car has a custom control system (steering wheel, accelerator, brake pedal) that cannot be replaced by the control system from another car, even though they do the same thing. Our car operating system allows car technology to evolve more rapidly and carmaking to become a more vibrant industry.

Abstract: A touch vehicle control system having a gesture interface device with one or more touchless sensors that detect a position of a driver's appendage within a range of movement detected by the sensors. The touchless sensors send a signal to the controller that is indicative of the position of the driver's appendage within the range of movement which is then interpreted to be a vehicle command signal for a vehicle's mechanical system. Command signals include, but are not limited to acceleration, braking, parking brake, turn signals, etc.

Abstract: The present invention relates to a support surface grating apparatus for use in auto-rack railcars. Specifically, the present invention provides a grating apparatus having a plurality of laterally-disposed bars and a plurality of longitudinally-disposed bars interweaved in a grid pattern. Systems and methods of using the same are further provided.

Abstract: A vehicle restraint system for an auto-rack railroad car which includes an active chock and an anchor chock configured to co-act to secure a vehicle in the auto-rack railroad car. In various embodiments, each chock has a chock body including a substantially diamond shaped elongated tube which includes four integrally connected elongated walls. In various embodiments, for each chock, various components of that chock extend substantially along longitudinal axis that lie in the same or substantially the same vertical plane as the apex and trough of the substantially diamond shaped elongated tube of the chock body.