Abstract: A socket for coupling an end piece to a leg member of an article of furniture is described. The socket is insertable into an opening in the leg member and the socket has an opening therein for receiving a stem of the end piece. The socket comprises a tubular body having upper and lower ends. The lower end comprises the opening for receiving the stem of the end piece and the upper end is insertable into the leg member. In addition, the socket comprises a washer attached to the upper end of the socket. When the socket is inserted into the leg member, the washer has an interference fit with the inner diameter of the leg member.

Abstract: A caster assembly including a plate assembly configured to support an object to be moved; and a yoke assembly rotatably connected to the plate assembly including a caster wheel for rolling engagement with a surface. The plate assembly includes an upper plate and a lower plate coupled by a connector defining a swivel axis. The plate assembly includes a notched ring concentric about the swivel axis of rotation, the notched ring including a plurality of circumferentially spaced apart detent notches. The yoke assembly includes a yoke and a pair of spaced apart legs extending from the yoke supporting the caster wheel, the yoke disposed between the top and bottom plates and rotatable about the swivel axis. A lock assembly mounted to the yoke includes a bolt movable between an unlocked swivel position and a locked position in which the bolt engages a selected one of the plurality of detent notches.

Abstract: A forged hollow axle, particularly a steerable axle, is designed for a commercial vehicle. The axle has a main longitudinal extension in a y-direction, a width in an x-direction and a height in a z-direction and is composed of at least two half shells fixedly joined at an interface which extends along its longitudinal extension. A material thickness in one or both of the half shells is distributed in the main longitudinal extension and in one or both of width and height to provide a predetermined relation of a torsional stiffness and a bending stiffness in one or more spatial directions in one or more axle sections.

Abstract: A metal cord is rubberized in situ by a rubber composition that includes a styrene-butadiene copolymer. The styrene-butadiene copolymer includes styrene units at a proportion of between 25% and 35% by weight, limits included, of a total weight of the styrene-butadiene copolymer. The styrene-butadiene copolymer also includes trans-1,4-bonds at a proportion of between 73% and 83% by weight, limits included, of a total weight of a butadiene part of the styrene-butadiene copolymer.

Abstract: Two open sipes are formed at a tire circumferential direction central side of a block, and closed sipes are formed in the block at both tire circumferential direction sides of the two open sipes. The depth of the open sipes is set in a range of 50 to 70% times the depth of a first circumferential direction main groove, and the depth dimension of the closed sipe is set in a range of 105 to 140% times the depth dimension of the open sipes. Accordingly high performance on ice is obtained while securing block rigidity.

Abstract: A tire wear state estimation system includes as inputs an axle force estimation, a measured tire inflation pressure; a tire load estimation; a tire cornering stiffness estimation; and a tire identification by which a specific tire-based correlation model correlates tire inflation pressure, the tire load estimation, the tire cornering stiffness estimation, and the vehicle-based sensor axle force estimation.

Abstract: The invention relates to a tire pressure monitoring system with a wheel electronic to be installed in a pneumatic tire, comprising a battery as power source, a pressure sensor for measuring of tire pressure or pressure change, and a transmitter for transmitting pressure data, a receiver to be mounted either in or at the vehicle for receiving pressure data, a control unit for evaluating of pressure data, and a serial bus system via which, during operation, the control unit interrogates the receiver and receives subsequently pressure data from the receiver. In accordance with the invention it is provided that additionally to the serial bus system the receiver is also connected with the control unit via a data transfer line that is separate from the serial bus system, wherein the receiver notifies the control unit of critical pressure data via the data transfer line in an unrequested manner.

Abstract: A tire identification code registration system for use with tire pressure detectors and a tire pressure monitoring system (TMPS) receiver. Each tire pressure detector, which includes a unique tire identification code, is coupled to a tire to detect the pressure of the tire and transmit a tire pressure signal. The receiver receives the tire pressure signal and monitors the pressure of the tire. The tire identification code registration system includes a storage manager that stores, in a memory, tire identification codes included in wireless signals received during a predetermined storage period as candidate tire identification codes. A registration unit registers the candidate tire identification codes in the memory as formal tire identification codes after the storage performed by the storage manager when the number of the candidate tire identification codes in the memory is equal to a predetermined storage number.

Abstract: A tire inflation system having a spindle, a pump actuating member, and a pump. The pump actuating member may actuate the pump when the pump rotates about an axis, thereby causing the pump to output a pressurized gas.

Abstract: A valve assembly having a housing, and a valve portion disposed in the housing, where the valve is able to change between an open position and a closed position. The valve assembly also includes a variable pneumatic device disposed in the housing, which is able to change between a first configuration and a second configuration, and an inner cavity in fluid communication with the housing. An exhaust aperture is formed as part of the housing, and as pressure builds in the variable pneumatic device, the variable pneumatic device changes from the first configuration to the second configuration such that air is prevented from flowing around the variable pneumatic device, and air flowing through the valve body passes through the exhaust aperture.

Abstract: A method for reducing vehicle bias when testing a tire for use with a market segment of vehicles by creating a vehicle model that is scalable by vehicle weight. A market segment of vehicles is defined, at least one of a vehicle model parameter is defined, data is collected for the at least one vehicle model parameter from at least one vehicle in the market segment, the at least one vehicle model parameter is characterized through regression analysis as a function of total weight of a scalable vehicle model, the scalable vehicle model parameter is applied to a multibody vehicle dynamics simulation, at least one maneuver is applied to the scalable vehicle model, and the tire load histories generated by the multibody vehicle dynamics simulation are provided to a tire test machine to obtain tire wear data representative of the vehicles in the market segment.

Abstract: A ball robot formed from a spherical shell includes a main axle, first and second pendulums pivotally coupled to the main axle, and a drive mechanism for the first and the second pendulums. The drive mechanism drives the first and second pendulums together in a first rotational direction to move the ball robot forward and backward and in opposing directions to cause the ball robot to turn right or left. In an alternative embodiment, a flywheel is used to provide forward and backward movement and a pendulums is used to cause the ball robot to turn right or left.

Abstract: An axle alignment system for an axle assembly. The axle alignment system may include a bracket assembly and an alignment plate. The alignment plate may be moveably disposed on the bracket assembly with one or more fasteners that may move along one or more slots that may be provided with the bracket assembly and/or the alignment plate.

Abstract: A jounce bumper is used in a suspension system of a vehicle. The jounce bumper comprises an outer member comprising a base portion and a sidewall extending from said base portion. The sidewall of the outer member is flexible relative to the base portion. The base portion and the sidewall define a cavity such that the outer member has a cup-shaped configuration. A bumper is at least partially seated within the cavity of the outer member. The bumper is compressible into the cavity of the outer member such that the bumper expands against the sidewall of the outer member, which forces the sidewall of the outer member to flex and expand radially outward. An isolation layer is disposed on the base of the outer member outside of the cavity and separates the outer member from either the strut assembly or the frame member.

Abstract: The present invention provides a control system operable to raise and lower the height of a vehicle based in part on the response characteristics of the vehicle's suspension and vehicle loading. The control system may develop a vehicle suspension system response by mapping a correlation between changes in air pressure of air springs in the vehicle's suspension and a test valve-open-time. During operation, the control system may predict a valve-open-time in response to a command relating to a target air pressure for the air springs, and then inflate or deflate one or more of the air springs for a duration substantially equal to the predicted valve-open-time. This process may be iterated until the control system achieves, within an acceptable degree of error, the target air pressure for the one or more air springs.

Abstract: A pneumatic spring for utility vehicles comprising a rolling bellows and a rolling piston. The rolling bellows has at least one bead-like plug-on edge. The rolling piston is of unipartite form and includes an interior space constantly exchanging air with an air chamber enclosed by the rolling bellows. At the plug-on edge, the rolling bellows has a sealing bead with an inelastic bead core for connection to the rolling piston. The fastening of the plug-on edge to the rolling piston, with position securing action and sealing action, is disposed on an inner side of a rolling piston edge.

Abstract: A bump shock absorbing device may include: a stopper member provided on a vehicle body and contacted and compressed against a chassis according to a bump of the vehicle body; and a magnetic force generation member including a pair of magnetic force generation members provided to face the chassis and the vehicle body, respectively, and generating a magnetic force to absorb shock caused by the bump of the vehicle body.

Abstract: An axle suspension supports an axle housing on a vehicle frame. The suspension includes left and right pivot rods attached to left and right frame members. A suspension arm has a first end fixed to a rear end of the axle housing and has a second end pivotally coupled to the left and right pivot rods. A variable length left hydraulic cylinder has an upper end pivotally coupled to the left frame member and has a lower end pivotally coupled to a front end of the axle housing. A variable length right hydraulic cylinder has an upper end pivotally coupled to the right frame member and has a lower end pivotally coupled to the front end of the axle housing. The left and right hydraulic cylinders are hydraulically connected in parallel.

Abstract: A damper control device controls vibration of an unsprung member by controlling a damping force of a damper interposed between a sprung member and the unsprung member of a vehicle on the basis of a damping property prepared in advance. The damper control device includes a correction unit that extracts a sprung resonant frequency component of a stroke velocity of the damper, and corrects a damping force target value of the damper on the basis of the extracted above-spring resonant frequency component.

Abstract: An assembly for adjusting the distance between a wheel axle of a vehicle and a surface of a road. The assembly comprises: an axle casing connected substantially parallel to at least one wheel axle and rotatably connected proximal to an underside of the vehicle. The assembly also includes at least one actuator arm fixed to and extending from the axle casing. The assembly further having at least one retraction mechanism connected in a fixed position in relation to the vehicle. The mechanism has at least one retractable linkage connected to the at least one actuator arm, which is adapted to be adjusted in length to rotate the actuator arm with respect to the vehicle.

Abstract: Apparatus and associated methods relate to remote control over a number of degrees of freedom of coupling between a first suspension member and a second suspension member. In an illustrative embodiment, when in an uncoupled state, the first suspension member may move substantially independently of any motion of the second suspension member. When in a coupled state, for example, the first suspension member may move in response to movement of the second suspension member. In some embodiments, the coupling between members may be altered by selectively permitting at least one degree of freedom of motion of the suspension system. For example, in some systems, a variable shock absorber may be selectively set to a fixed length in response to a control system signal. A remotely coupled suspension system may advantageously provide dynamically controllable suspension configurations for various riding conditions.

Abstract: An air spring module including an air spring and a shock absorber for springing and damping vibrations of a motor vehicle chassis, including—at least two working chambers filled with compressed air and connectable via at least one valve, an air spring cover, a rolling bellows fixed to the air spring cover in an air-tight manner and at least partly delimits a first working chamber filled with compressed air, and a rolling piston, which is fixed to a cylindrical tube of the shock absorber and on which the rolling bellows rolls. A second and a third working chamber are arranged one above the other in the rolling piston so as to surround the cylindrical tube. The working chambers are separated from each other by an intermediate floor provided in the rolling piston and can be connected to the first working chamber via switchable valves arranged in the rolling piston.

Abstract: A shock absorber includes a suction passage allowing flow only from a reservoir towards a pressure side chamber, a rectifying passage allowing flow only from the pressure side chamber towards an expansion side chamber, and a damping force variable valve allowing flow only from the expansion side chamber towards the reservoir. Large, and small and outer peripheral chambers in a bottom housing sandwich a free piston. The small chamber communicates the outer peripheral chamber with the expansion side chamber. The large chamber communicates with the pressure side chamber through first and second valves. During a contraction in which a piston moves downward, even in a uniflow-type shock absorber in which pressure in the expansion side chamber and the pressure side chamber become equal, the free piston can move downward due to a difference in pressure-receiving areas. Even if a stretching speed reaches a high range, the first and second valves are opened, and damping force is reduced.

Abstract: A vehicle-use pivotally-supporting portion structure includes a cylindrical upper pivotally-supporting portion; a tubular bushing mounted on a radially inner side of an end portion of the upper pivotally-supporting portion; and a sealing member mounted on a radially outer side of the end portion of the upper pivotally-supporting portion. A flange portion, which extends outward in a radial direction and is brought into contact with a distal end of the upper pivotally-supporting portion, is formed on an end portion of the tubular bushing, and an outer diameter of the flange portion is larger than an outer diameter of the end portion of the upper pivotally-supporting portion.

Abstract: A thermal management system includes a cooling circuit, a heat exchange circuit, a heat recovery cooling device and a passenger compartment temperature regulating device. The cooling device includes a condenser, a throttling element and an evaporator. The heat exchange device includes a first air cooled heat exchanger and a heater. The heat recovery cooling device includes a pump, a second air cooled beat exchanger and a cooler. The passenger compartment temperature regulating device includes an air flowing passage and a fan arranged in the air flowing passage, or a compartment heat exchanger. The first air cooled heat exchanger and the heater are in communication with the condenser through a first flow regulating valve. The cooler and the heat emission component heat exchanger are in communication with the evaporator through a second flow regulating valve. The second air cooled heat exchanger is selectively connected in series to the heat emission component heat exchanger.

Abstract: An air-conditioning apparatus may include an air conditioner that is provided at a rear of a rear seat in the vehicle and includes a thermoelectric element and a blower to produce conditioned air, an inlet duct that connects the air-conditioner to a passenger compartment to introduce air in the passenger compartment into the air-conditioner, an outlet duct that connects the air-conditioner to a roof above the rear seat in the passenger compartment to blow the conditioned air from the roof toward a passenger in the rear seat, and a radiator that is provided at a trunk room to radiate heat from the thermoelectric element.

Abstract: Described herein is a system, apparatus, and method for providing an integrated vehicle cabin experience. A wearable device including one or more bio-physical sensors may be configured to sense bio-physical conditions from a wearer of the wearable device and determine a state of the wearer. The state information may then be referenced by a vehicle computing system in order to control one or more vehicle systems and/or components that create a cabin environment.

Abstract: A vehicle HVAC noise control system includes a controller. An air handler provides airflow to a passenger compartment. An inputting device sets a target temperature for the passenger compartment. A temperature sensor measures a current temperature within the passenger compartment. A sensor detects an ambient condition outside of the passenger compartment. A blower motor moves the air flowing through the air handler into the passenger compartment at an adjustable operating airflow rate. The controller is connected to the air handler, the inputting device, the temperature sensor, the exterior sensor, and the blower motor. The controller determines and implements adjustments to the operating airflow rate in order to reduce airflow noise level based on at least the ambient condition, a comparison between the target temperature and the current temperature within the passenger compartment and a noise level of the airflow in the passenger compartment.

Abstract: A heater for a liquid has a combustion chamber, a jacket for the liquid extending about the combustion chamber and a burner head assembly connected to the combustion chamber. The burner head assembly includes a housing having a burner mounted thereon and a hollow interior. A control module and a fan are mounted in the hollow interior, the fan being connected to an electric motor. A compressor and a fuel pump are mounted on the housing and are operatively connected to the electric motor. The control module may include controls for exercising components of the heater prior to combustion, thereby verifying operation of these components. Preferably there is a speed control for the motor, such as a closed loop speed control which regulates motor speed and accordingly output of the heater. Preferably there is a backup system using a lookup table in the event that the closed loop speed control fails.

Abstract: A roller-blind shaft for a protective apparatus in a vehicle interior on which at least one flexible flat structure is held such that it can be wound up and unwound, the roller-blind shaft having a curved bearing axle and sleeve-like roller-blind shaft sections which are mounted rotatably on the bearing axle and are connected axially to one another to form a rotationally locked unit. In each case at least one axially inserted and axially secured sliding ring is provided for each roller-blind shaft section for mounting the roller-blind shaft sections on the bearing axle, which sliding ring mounts the roller-blind shaft section in a contactless manner at a radial spacing from the bearing axle.

Abstract: A foldable tonneau cover is disclosed and has two frame sections and at least one hidden-type hinge. Two frame members of two adjacent frame sections are correspondingly formed with two embedded holes. The hidden-type hinge is pivotally connected between the adjacent frame members. When the frame sections are horizontally extended relative to each other, the hidden-type hinge is substantially received in the embedded holes. When the frame sections are rotated or folded relative to each other, the hidden-type hinge is partially exposed out of the embedded holes. Thus, the occupied space of the hidden-type hinge and the gap between the adjacent frame sections can be minimized. The waterproof flexible strip can be continuously extended along the entire length of the two adjacent frame members without being interfered with by the hidden-type hinge substantially hidden within frame members, so as to enhance the waterproof reliability thereof.

Abstract: A motor vehicle (V), the vehicle including an outer body (E) and provided with a protective tarpaulin system including a flexible tarpaulin (1) for covering the outer body (E) at least in part. The tarpaulin (1) is windable around a drum (2) between a wound-in storage position and a wound out position. The tarpaulin includes a connection edge secured to the drum, and an opposite edge that is free. The free edge of the flexible tarpaulin includes at least one traction element (13) made of ferromagnetic material; and the vehicle (V) includes at least one magnet (4) movable under the outer body (E), the magnet (4) attracting the traction element (13) of the tarpaulin through the outer body (E) and entraining the traction element (13) of the tarpaulin, so as to bring the tarpaulin into the wound-out position of the tarpaulin by sliding over the outer body (E).

Abstract: The stiffness in supporting an electric motor is increased in an electric motor mounting structure for mounting an electric motor for driving the wheels on the vehicle body. In an electric motor mounting structure for mounting an electric motor (60) for driving a wheel on a vehicle body (1) formed by combining a plurality of frame members, the electric motor is mounted on one of the frame members (front middle cross member) (43) via a first mount member (front mount member) (71), the one frame member is provided with a receiving hole (101), and at least a part of the first mount member projects into the receiving hole.

Abstract: A hybrid vehicle includes an engine control unit for controlling an engine, an engaging/disengaging control unit for engaging a clutch when the hybrid vehicle is shifted from a series drive mode to another drive mode in which at least the engine works as a drive source, a required output calculation unit for calculating a required output, and an engaging revolution speed calculation unit for calculating a revolution speed at a drive wheel side of the clutch. The engaging/disengaging control unit engages the clutch when the revolution speed of the engine coincides with the engaging revolution speed as a result of controlling the engine to follow the required output while the hybrid vehicle is running on the series drive mode at a predetermined vehicle speed or faster.

Abstract: A drive train for a vehicle includes an engine having an output shaft, a first gear set, a second gear set, a first motor/generator coupled to the first gear set, a second motor/generator coupled to the second gear set and electrically coupled to the first motor/generator, a first clutch, and a second clutch. Planetary gears of both sets are rotatably supported by respective planetary gear carriers that are coupled to each other. The first clutch selectively engages the output shaft of the engine with the second motor/generator, and the second clutch and a third gear set operate to selectively engage at least one of the sun gear and the ring gear of the second gear set with the planetary gear carriers of the first and second gear sets.

Abstract: A liquid vapor separator drain valve includes an outer housing defining upper and lower chambers separated by a divider. An upper housing coupled to the outer housing partitions the upper chamber into inner and outer chambers and defines an upper port for communication with a carbon canister. The outer housing defines an external port in communication with the outer chamber and for communicating with a fill limit valve. Upper and lower valves are positioned in the respective upper and lower chambers such that the valves and upper and lower chambers are arranged in a vertically stacked, concentric manner. The lower valve vents fuel vapor to the upper chamber in a rest position and seals a divider vent passage when liquid fuel reaches a lower threshold. The upper valve vents fuel vapor to the upper port and seals the upper port when liquid fuel reaches an upper threshold.

Abstract: In at least some implementations, a fuel tank includes a tank body defining a chamber adapted to receive liquid fuel therein, a reinforcement for the tank body to permit the pressure within the chamber to exceed the vapor pressure of a fuel to be received within the chamber, and an inlet to the tank body through which fuel is added to the chamber. The inlet is configured to mate with a refueling nozzle through which fuel is added to the chamber to permit refueling the tank and maintaining the pressure in the chamber above atmospheric pressure.

Abstract: A filler device to introduce fuel into a motor vehicle tank, and which includes a filler pipe and a vent pipe connected to the filler pipe via a crimp that extends therebetween.

Abstract: An elastically averaged alignment system includes a first component having first and second alignment features, and a second component having third and fourth elastically deformable alignment elements. The first and second components are laterally slidably engageable with each other. The third elastically deformable alignment element is configured and disposed to interferingly, deformably and matingly engage with the first alignment feature. The fourth elastically deformable alignment element is configured and disposed to interferingly, deformably and matingly engage with the second alignment feature. Portions of the third and fourth elastically deformable alignment elements when engaged with respective ones of the first and second alignment features elastically deform to an elastically averaged final configuration that aligns the first component relative to the second component in six orthogonal directions by averaging the elastic deformation of the respective elastically deformable alignment elements.

Abstract: A system and attendant assembly for incorporating at least one alternate fuel supply, such as of the type used in combination with a conventional distillate fuel, to power a heavy duty industrial vehicle, such as a mine haul dump truck. The system and attendant assembly includes a mounting assembly structured for containment and support of a primary fuel tank and an auxiliary fuel tank. The mounting assembly is disposed on a mounting area laterally adjacent between the two tires on a side of the truck, wherein the mounting assembly and mounting area are cooperatively disposed and structured to facilitate storage of the alternate fuel and operative communication and distribution thereof with the powering operations of the vehicle.

Abstract: The present invention includes a vehicle body frame. A cabin is mounted to the vehicle body frame so as to be isolated from vibration. A fuel tank is located below the cabin. The vehicle body frame includes a bracket extending laterally outward in a cantilever from at least one of a left side and a right side. The bracket includes: a cabin support portion carrying and supporting one front-back direction side of the cabin from below via a vibration isolation member; and a tank support portion supporting one front-back direction side of the fuel tank. The tank support portion is arranged at a position further toward an extended end than the cabin support portion of the bracket.

Abstract: A multi-mode power train and multi-mode vehicle include a A power-conversion device that is in communication with an engine via a direct mechanical power-transfer connection extending from the engine to the power-conversion device. A continuously variable power source (CVP) is in communication with the power conversion device via an intermediate power-transfer connection. A lock-up device with first and second engagement states is provided between the engine and the power-conversion device or the CVP. With the lock-up device in the first engagement state, mechanical power from the engine is converted by the power-conversion device for use by the CVP, with the CVP using the converted power to provide mechanical power to a power-output connection. With the lock-up device in the second engagement state, the engine transmits mechanical power through the lock-up device to the power-output connection.

Abstract: A method of operating a drive axle system is provided. The method comprises the steps of rotating a first shaft, drivingly engaging a first axle assembly, drivingly engaging a second axle assembly, moving a second clutching device into a position to disengage a second driving gear of the second axle assembly, and moving a first clutching device into a position to disengage a first portion from a second portion of one of a second pair of output axles, thereby allowing the second driving gear to coast to a substantially non-moving state.

Abstract: A disconnectable all-wheel drive vehicle driveline having a primary driveline, a power take-off unit (PTU), a secondary driveline, a hydraulic pump and a driveline actuator. The PTU has a PTU input member, which is driven by the primary driveline, a PTU output member and a first coupling that selectively couples the PTU input and output members. The secondary driveline includes a second coupling that selectively inhibits power transmission through the secondary driveline. The hydraulic pump is configured to operate the first coupling but is powered by a synchronization event in which the second coupling is engaged so as to back drive the PTU output member.

Abstract: A system and method for automated monitoring/evaluating of the distraction of an operator of a controllably movable object, and more specifically, but not exclusively, to a system for monitoring and/or evaluating distraction of a driver of a vehicle and providing a score to the level of distraction relating to the use of other device while driving.

Abstract: An electronic control unit performs a reduction control for reducing vehicle drive force when the accelerator and the brake are operated simultaneously. The electronic control unit also varies the amount of decrease in the vehicle drive force during the reduction control and conditions under which the reduction control is implemented depending on the order of the accelerator operation and brake operation resulting in the above-noted simultaneous operation. For example, the amount of decrease in the vehicle drive force is less when the brake is operated first in comparison with when the accelerator is operated first. Thus, it is possible to operate the vehicle drive force in accordance with the intention of the driver.

Abstract: An approach is provided for causing, at least in part, a collection of sensor data from at least one virtual or augmented reality device associated with at least one user. The approach involves processing and/or facilitating a processing of the sensor data to cause, at least in part, a classification of the at least one user as a driver of at least one vehicle. The approach also involves causing, at least in part, an optimization of content information presented via the at least one virtual or augmented reality device based, at least in part, on the classification.

Abstract: A vehicle includes a display unit, and a controller configured to control the display unit to display user identification information such as an emblem and a signature, as an intro image. A user thereby can feel a sense of pride and ownership in his/her own vehicle, and develop a sense of attachment and brand loyalty for his/her own vehicle.

Abstract: Systems, methods and computer-storage media are provided for displaying a real-time image in a cockpit of an aircraft. Use of a synthetic vision application is provided with a gradient-type feature such that a level of synthetic enhancements applied to an image may be adjusted to a synthetic vision application value that is less than 100 percent. The synthetic vision enhancement may be overlaid with the original image, according to the synthetic vision application value, to generate a modified image. Additional information may overlay the original image with the synthetic vision application such as a three-dimensional weather representation. The synthetic vision application may be used in conjunction with a high-definition camera to generate the original image. The modified image may be updated in real-time such that an updated view is continuously modified with an updated synthetic vision enhancement to provide accurate real-time views.

Abstract: A first driving instability determining unit estimates driving instability based on a difference value between plural traveling state distributions of different time ranges on the basis of the traveling state data. A second driving instability determining unit estimates driving instability by a process different from the process used in the first driving instability determining unit. A learning completion determining unit determines that the learning is completed when a predetermined learning time elapses from the start of collection of the traveling state data, depending on a degree of learning at which the traveling state distribution calculated by a first traveling state distribution calculating unit is matched with the driving characteristic of a driver.