Abstract: A hot wheel protection valve includes a body defining a piston passageway and at least one piston positioned within the piston passageway, a first biasing member positioned on a first end of the at least one piston and biased towards a second end of the at least one piston, a brake pipe in fluid communication with the second end of the at least one piston, a brake cylinder in fluid communication with the second end of the at least one piston, and an exhaust port defined in the body and positioned between first and second ends of the valve. Pressurized fluid may be vented from the brake cylinder via the exhaust port upon a combination of brake cylinder pressure and brake pipe pressure exceeding a force exerted by the first biasing member.

Abstract: Methods and systems are provided for controlling an aspirator shut-off valve in an engine of a hybrid vehicle. One example method includes opening the aspirator shut-off valve following a shut-down command to the engine when engine speed is between a first engine speed and a second engine speed, the first engine speed being lower than an idle speed and the second engine speed occurring before an imminent engine stop. The example method further includes not opening the aspirator shut-off valve between the first engine speed and the second engine speed if an oxygen content of an emission control device is at or near a threshold.

Abstract: A vehicle hybrid system includes a transmission mechanically coupled with an engine, a drive shaft mechanically coupled with the transmission, a rotation-transmitting part coupled with the drive shaft, a power connecting-disconnecting part coupled with the drive shaft via the rotation-transmitting part, a motor generator mechanically coupled with the power connecting-disconnecting part, and a directional power transmission part for transmitting power in a direction from the motor generator to the engine to drive the engine and for not transmitting power in a direction from the engine to the motor generator to drive the motor generator. This vehicle hybrid system has high efficiency.

Abstract: A powertrain system includes an internal combustion engine having a crankshaft that fixedly couples to an input member of a multi-mode transmission including first and second torque machines. The transmission operates in one of a plurality of fixed-gear modes and variable modes through selective activation of first and second clutches. A control method includes, in response to a command to operate the multi-mode transmission in a fixed-gear mode, activating only the first clutch and commanding the engine to an OFF state. The first torque machine is controlled to generate a first torque output responsive to a drag torque that is offset by an engine reactive torque with the engine in the OFF state. The transmission operates in the fixed-gear mode by controlling the second torque machine to generate a second torque output responsive to an operator torque request and the first torque output of the first torque machine.

Abstract: A vehicle includes an engine, a first motor generator that is configured to generate electric power using the power of the engine, an electric storage device that is configured to store the electric power that is generated by the first motor generator, a connection part through which the electric power that has been stored in the electric storage device is supplied to the outside of the vehicle; and an ECU that is configured to start the engine when the SOC of the electric storage device reaches a predetermined starting threshold value. The ECU sets a starting threshold value ON2 that is used when the vehicle is in an undrivable condition and electric power is being supplied to the outside of the vehicle through the connection part to a value smaller than a starting threshold value ON1 that is used when the vehicle is in a drivable condition.

Abstract: An ECU changes driving force characteristics in accordance with a changeover in mode, such that the vehicle driving torque for the same vehicle speed and the same accelerator opening degree becomes larger during a CD mode than during a CS mode. In changing the driving force characteristics in accordance with the changeover in mode, the ECU executes a slow change process such that the vehicle driving torque approaches a value after the changeover in mode from a value before the changeover in mode as time passes. In this slow change process, the speed of change in the vehicle driving torque in the slow change process is more strictly limited when the changeover in mode is made based on host vehicle position information than when the changeover in mode is made in accordance with the operation of a mode switch.

Abstract: A method of controlling a powertrain of a vehicle includes opening and/or closing one or more of a first switching device, a second switching device, a third switching device, and engaging and/or disengaging at least one of a pair of actuators for a starter mechanism or a motor/generator clutch. Many different control modes are provided for the powertrain by changing the operation of a motor-generator between a motor or a generator, and changing the electrical connections between a first energy storage device, a second energy storage device, an auxiliary electric system, the starter mechanism, and the motor-generator.

Abstract: A hybrid vehicle clutch control device includes an engine, a motor generator, a first clutch, a second clutch and at least one controller. The first clutch interrupts a torque transmission between the engine and the motor generator. The second clutch interrupts the torque transmission between the motor generator and driving wheels. The controller starts the engine using torque from the motor generator, when switching from an electric vehicle mode to a hybrid mode. When starting the engine accompanying an accelerator depression, the allocation of the transmission torque capacity of the second clutch is increased when the accelerator position opening amount is equal to or less than a predetermined accelerator position opening amount, as compared to when exceeding the predetermined accelerator position opening amount.

Abstract: An engine clutch control system of a hybrid vehicle includes a driving information detector for detecting vehicle information and road environment information according to operation of the hybrid vehicle. An engine clutch is disposed between an engine and a motor. A hybrid controller provides an EV (electric vehicle) mode or an HEV (hybrid electric vehicle) mode by controlling engagement or disengagement of the engine clutch. The hybrid controller sets a slip estimation region of the engine clutch from an accumulated value of an APS (Accelerator Pedal position Sensor), an engine clutch temperature, or a road inclination when engagement of the engine clutch is required, and extracts a speed variation of the engine and the motor in the slip estimation region. The hybrid controller compares the speed variation of the engine and the motor with each other, and determines the engine clutch is engaged when a maximal peak is detected.

Abstract: A hybrid vehicle includes an internal combustion engine, a rotating electric machine, an electric storage device, a power supply device, and a controller. The controller executes switching control to switch from a first electric power supply to a second electric power supply by starting the internal combustion engine. The first electric power supply is the supply of electric power from the electric storage device to the electric device. The second electric power supply is the supply of electric power from the rotating electric machine to the electric device. The controller controls the power supply device and the internal combustion engine such that the internal combustion engine is started with the first electric power supply being continued during the switching control.

Abstract: A hybrid vehicle is provided with an one-way clutch configured to prevent the reverse rotation of an engine, a power split device, a display unit configured to notify a driver of a warning message, and an ECU configured to control the engine, the display unit and a motor generator. The ECU controls the display unit to notify the driver of a warning message that the vehicle is not allowed to make reverse moving when a malfunction occurs. In the case where a malfunction occurs, the output shaft cannot rotate reversely if the reverse rotation of the engine is prevented by the one-way clutch.

Abstract: A controller may maintain a last-known vehicle location, and, when satellite-positioning data is unavailable from a satellite-based positioning-system module, utilize compass data and stability control data to estimate a current vehicle location from the last-known vehicle location. The controller may avoid use of the compass data to estimate the current vehicle location when the vehicle is accelerating or decelerating in East or West headings.

Abstract: A method in controlling a steering assistance actuator in a steering system (100) of a vehicle and one or more controllable vehicle state actuators so that the steering-wheel torque applied by the driver is an indicative for the driver intention and transformed to a target yaw and/or lateral vehicle state to be controlled by one or more vehicle state controllers and actuated by the vehicle state actuators along with the fact that the level of understeer is used to achieve an additional steering-wheel torque in the form of a ramp in the steering-wheel torque as a function of the level of understeer.

Abstract: A method of controlling drivability of a vehicle detects an overall load acting on the vehicle. A mass of the vehicle or an estimate thereof is obtained. A controller determines whether the vehicle is negotiating a curve during a driving situation. If the vehicle is negotiating a curve during the driving situation, the controller determines whether the vehicle has a tendency to oversteer or to understeer. The load acting on the vehicle is dynamically changed or a suspension stiffness of the vehicle is dynamically adjusted to reduce the tendency of the vehicle to oversteer or to understeer.

Abstract: A travel control device includes: a vehicle detection device configured to detect a position of a peripheral vehicle that travels in a periphery of a host vehicle in a lane, in which the host vehicle travels, or a lane adjacent to and heading in a same direction of the host vehicle; a generation device configured to assign a potential field to a predetermined region, which is adjacent to the position of the peripheral vehicle, the potential field indicating a degree of psychological pressure received by a driver of the host vehicle, and configured to generate a potential distribution that represents a distribution of the potential field of the peripheral vehicle on a road; and a control device configured to control a travel condition of the host vehicle that the host vehicle travels in the potential field relatively low in the potential distribution.

Abstract: Arrangements related to the detection of objects in an external environment of a vehicle are presented. At least a portion of the external environment can be sensed to detect a first order object therein. It can be determined whether the first order object includes a translucent portion. Responsive to determining that the first order object includes a translucent portion, the translucent portion can be analyzed to determine whether a second order object is located within the translucent portion. Responsive to determining that a second order object is located within the translucent portion, the second order object can be analyzed. Information about the second order object can be presented to a vehicle occupant, an alert regarding the second order object can be presented to a vehicle occupant, and/or, when the vehicle is an autonomous vehicle, a driving maneuver for the autonomous vehicle can be determined.

Abstract: A vehicle operating in accordance with a predetermined advanced driver assistance system (ADAS) control logic includes a sensing unit configured to acquire environment information of a given area, and a controller configured to change a setting value of the ADAS control logic based on the acquired environment information in real time and control the vehicle in accordance with the ADAS control logic using the changed setting value.

Abstract: A vehicle control device includes: a lane departure prevention unit configured to control an execution of a traveling control of preventing a vehicle from departing from a lane; a gripping detection unit configured to detect a state where a steering wheel is gripped; and a collision detection unit configured to detect a state where the vehicle collides an object. In a case where the collision detection unit does not detect a collision during the traveling control, the lane departure prevention unit does not interrupt the traveling control at a time the steering wheel is gripped, and interrupts the traveling control at a time the steering wheel is not gripped. In a case where the collision detection unit detects the collision, the lane departure prevention unit does not interrupt the traveling control at the time the steering wheel is gripped or at the time the steering wheel is not gripped.

Abstract: In a case where existence of a branch point in front of a vehicle is not recognized based on position information of the vehicle and map information, when a lane width variation is greater than or equal to a first threshold value larger than a second threshold value, a determination that the branch point exists is made by a determination unit of a vehicle control device. On the other hand, in a case where existence of the branch point is recognized based on the position information of the vehicle and the map information, when the lane width variation is greater than or equal to the second threshold value smaller than the first threshold value, a determination that the branch point exists is made by the determination unit.

Abstract: A driving control device that performs overtaking control, includes: a preceding vehicle information acquisition unit configured to acquire preceding vehicle information about a speed of a preceding vehicle; a determination unit configured to determine propriety of the overtaking control, based on a traveling environment; an overtaking vehicle speed calculation unit configured to calculate an overtaking vehicle speed of a host vehicle, based on the preceding vehicle information, in response to a determination by the determination unit that the overtaking control is possible; and a driving control unit configured to execute the overtaking control using the overtaking vehicle speed, wherein the overtaking vehicle speed calculation unit is configured to calculate an overtaking vehicle speed which is faster than a speed of the preceding vehicle and in which a speed difference relative to the speed of the preceding vehicle becomes a predetermined speed difference.

Abstract: A control apparatus for a vehicle includes: ah inter-vehicle distance control unit that performs inter-vehicle distance control with respect to a preceding vehicle; a stop-restart unit that stops an engine if the host vehicle is stopped and an engine stop condition is satisfied and that restarts the engine if a restart condition is satisfied; a braking force maintenance unit that maintains a braking force which stops the vehicle in idle state; and a braking force increase unit that increases the braking force maintained by the braking force maintenance unit if the vehicle is stopped by the inter-vehicle distance control unit.

Abstract: An object recognizer of an image processing apparatus separately extracts a first feature point and a second feature point of a first line segment and a second line segment of which a variation is equal to or greater than a variation threshold value and the first feature point and the second feature point of the first line segment and the second line segment of which the variation is smaller than the variation threshold value, and determines a corresponding point in a second captured image corresponding to the first feature point of the first line segment of which the variation is equal to or greater than the variation threshold value as the second feature point of the second line segment corresponding to the first line segment of which the variation is equal to or greater than the variation threshold value to recognize an object.

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: A controller of a vehicle that includes a return control unit configured to carry out a complete engagement control of a power connecting/disconnecting device. At the time a return condition from inertia traveling to normal traveling is established and a down shift of an automatic transmission is requested, the return control unit carries out a down shift control of the automatic transmission so that a difference between an increasing gradient of a rotating speed of a first engaging portion and an increasing gradient of a rotating speed of a second engaging portion is within a predetermined range. At the time it can be regarded that the rotating speed of the first engaging portion and the rotating speed of the second engaging portion are synchronized, the return control unit completely engages the power connecting/disconnecting device.

Abstract: In a 2H mode of two-wheel drive and a 4H mode of four-wheel drive, a driver does not put much importance on traveling performance on a rough road. Therefore, implementation of both of idling-stop control and neutral control is permitted. Compared with the 4H mode, in a 4HLc mode for limiting differential motions of a center differential gear and a rear differential gear, it can be regarded that the driver puts importance on the traveling performance on the rough road. Therefore, the implementation of the idling-stop control is prohibited and the implementation of the neutral control is permitted. In a 4LLc mode for switching a sub-reduction gear to a low gear side compared with the 4HLc mode, since it can be regarded that the driver puts more importance on the traveling performance on the rough road, both of the implementation of the idling stop control and the implementation of the neutral control are prohibited.

Abstract: A vehicle control device includes an engine, a battery, a starting device, a battery sensor, a crank angle sensor, a shift position sensor, and an electronic control unit. The electronic control unit is configured to determine whether or not at least either one of a piston position and a shift position satisfies a predetermined threshold switching condition based on the piston position and the shift position. The electronic control unit is configured to set the restart threshold to a first threshold in a case where it is determined that the threshold switching condition is not satisfied while the engine is automatically stopped. The electronic control unit is configured to set the restart threshold to a second threshold lower than the first threshold in a case where it is determined that the threshold switching condition is satisfied while the engine is automatically stopped.

Abstract: A vibration damping control device that controls drive output of a vehicle so as to suppress pitch/bounce vibration of the vehicle includes a vibration damping control unit that controls driving torque of the vehicle so as to reduce an amplitude of the pitch/bounce vibration, based on wheel torque applied to wheels of the vehicle and generated at a location where the wheels contact with a road surface, and a compensation component adjusting unit that reduces an amplitude of a compensation component that corrects the wheel torque calculated by the vibration damping control unit so as to suppress the pitch/bounce vibration, as the magnitude of the steering angle velocity of the vehicle increases.

Abstract: A vehicle transmission has a continuously variable speed change mechanism provided between an input shaft to which a torque output by a driving force source is transmitted and an output shaft from which a torque is output to a driving wheel. The transmission is able to selectively block torque transmission between the mechanism and the output shaft. The mechanism is rotated by the driving force source with torque transmission between the mechanism and the output shaft blocked. A control apparatus limits a shifting speed of the mechanism to or below an upper-limit speed determined in advance in a case where a speed ratio of the mechanism is changed with the mechanism rotated by the driving force source that is subjected to idling rotational speed control, while the mechanism is blocked from the output shaft such that no torque is transmitted between the mechanism and the output shaft.

Abstract: A driving force control system of a vehicle installed with an automatic transmission that transmits torque generated by an engine to drive wheels while changing the speed is provided for controlling driving force based on the vehicle speed and the accelerator operation amount. In the driving force control, an acceleration characteristic that defines the relationship between re-acceleration-time acceleration as a control index used when the vehicle travels while being re-accelerated after deceleration traveling, and the vehicle speed, is stored, and the re-acceleration-time acceleration corresponding to the current vehicle speed is obtained, based on traveling data of the vehicle obtained before the deceleration traveling, and the acceleration characteristic. Then, the speed ratio of the automatic transmission which can realize the obtained re-acceleration-time acceleration is set, before the re-acceleration traveling is started.

Abstract: Provided are systems and methods for increasing vehicle safety by determining whether a driver can operate a vehicle based on whether the physical status of the driver and the identity of the driver are acceptable. A first set of sensors may determine the physical status of the driver. The first set of sensors may include an electrocardiogram detection component, an alcohol detection component, a body temperature detection component, and a photography component, among others. A second set of sensors may determine the identity of the driver. The second set of sensors may a fingerprint detection component, an electrocardiogram detection component, and a photography component, among others. When it is determined that the physical status of the driver is unacceptable, the method may include activating an automatic driving system.

Abstract: Various methods and systems are provided for generating prioritized alerts for a driver based on a fusion of data from a plurality of sensors. In one example, a method comprises calculating a first route of a vehicle, calculating a second route of an obstacle, calculating a gaze of a driver of the vehicle, generating an alert responsive to the gaze not including the obstacle and the first route intersecting the second route within a threshold duration, and suppressing a generation of the alert otherwise.

Abstract: A vehicle includes a sensor configured to obtain driving information of a driver; a controller configured to confirm a driving pattern of the driver based on the obtained driving information, and generate an output signal which outputs a recommended driving method corresponding to the confirmed driving pattern; and a communicator configured to directly transmit the generated output signal to adjacent vehicles.

Abstract: Disclosed therein is a two-step drowsy driving prevention apparatus through motion, face, eye, and mouth recognition. A driving judging unit which includes a GPS device to detect a driving state of a vehicle and a drowsiness judging unit which receives image and three-dimensional depth information from a photographing unit including an infrared depth sensor and an infrared camera mounted at positions to observe a driver's face judge a cycle of a yawn, a speed and a cycle of nodding the head and a speed and a cycle of a blink of the eye as a first step judgment. When it is judged that there is a drowsiness prelude action, the apparatus outputs a “preliminary warning”.

Abstract: A method for measuring an engine load of a drive motor in a vehicle. Here, at least one parameter which characterizes the engine load is allocated a driving distance equivalent. This driving distance equivalent is then incremented by a driving distance counter. If the vehicle is equipped with a sailing functionality, the driven distance is counted only if the vehicle is moving and the drive train is coupled to the drive motor without slip. A rate of rotation sensor, a clutch sensor and a driving distance counter able to be switched on and off are required for running the method of the present invention. A computer program is used in addition.

Abstract: A vehicle control system for a motor vehicle includes functional modules for controlling elements of the vehicle, a fault management module generating confirmed fault signals from fault data, and a global management module for the operating modes of the vehicle. The global management module generates a mode signal when it detects at least one confirmed fault signal and distributes, to the functional modules, the mode signal including an instruction to the functional modules to switch the elements of the vehicle to a restricted operating mode in relation to the confirmed fault signal or signals detected.

Abstract: An ECU causes a display device to display fuel efficiency when a recovery mode is selected as an operation mode in which amount-of-stored-power recovery control of making a target value of an amount of charge of a battery higher than in other modes is performed, causes the display device to display fuel efficiency when a CS mode is selected as a running mode in which the amount of charge of the battery is maintained at a prescribed target with an engine operating, and causes switching of display between fuel efficiency and electricity efficiency on the display device based on an indicator of use history of the engine when a CD mode is selected as the running mode in which running using only a motor generator with the engine stopped is given a high priority.

Abstract: A transport mechanism for transporting a travel body that can self travel and includes: a motor; a drive wheel to which rotary torque of the motor is transmitted; and a first gear to which the rotary torque of the motor is transmitted is provided. The transport mechanism includes: a transport body configured on which the travel body is placed for transportation, the transport body including a second gear that can mesh with the first gear of the placed travel body; a movement mechanism for moving the transport body, on which the travel body is placed, by the rotary torque of the motor transmitted to the second gear; and an idling section for causing an idle state in which the drive wheel rotates idle in a state where the first gear and the second gear mesh with each other and rotation of the second gear is permitted.

Abstract: A steering bogie provided with a pair of tires (13) positioned on both sides in the vehicle-widthwise direction, a primary suspension mechanism (51) for supporting the pair of tires (13) independent from a subframe (11), and a steering guide device (14) which is guided along guide rails (6) extending along a track (5), wherein the steering guide device (14) is equipped with: a guide frame (31); guide wheels (33) which roll as a result of contact with the guide rails (6), and are rotatably supported by the guide frame (31); and a guide frame support mechanism (32) for supporting the guide frame (31) by hanging from the primary suspension mechanism (51).

Abstract: A vehicle module having a height, a width and a length, front and rear vertical panels and a horizontal floor, and wherein said height and width are adjustable and the front and rear vertical panels are foldable to allow enlargement of an empty module to pass over another module. The modules are useful for transport of passengers or goods, particularly in a guided rail system.

Abstract: The present invention relates to a bearing block (1) for articulating a coupling rod to a car body of a track-guided vehicle, particularly a railway vehicle. A modular design is provided so as to be able to easily and yet effectively adapt the bearing block (1) to different applications. To this end, the bearing block (1) comprises a first crosspiece (7.1) having a bearing shell (3.1) situated in a first horizontal plane as well as a second crosspiece (7.2) having a bearing shell (3.2) situated in a second horizontal plane. The two bearing shells (3.1, 3.2) each have a respective mount (4.1, 4.2) for a vertically extending (common) pivot bolt or for a pivot pin (54.1, 54.2) allocated to the respective bearing shell (3.1, 3.2). The modular design of the bearing block (1) is particularly realized by the first and second crosspiece (7.1, 7.2) being implemented as separate structural components independently connectable to the car body of the track-guided vehicle.

Abstract: An in-line brake having a displaceable carriage for slowing and stopping a zip track trolley, that allows the trolley to continue in its direction of travel after it stops. The carriage is then repositioned automatically to stop the next trolley.

Abstract: A method and system for a rotational multi-track railway switch-junction. The rotational multi-track railway junction comprises one or more incoming tracks and a plurality of outgoing tracks connected by a rotating platform to a plurality of stationary track sections. The rotational platform provides a connection between at least one of the incoming tracks and at least one of the outgoing tracks and can be automatically controlled and locked in a given position. Thus, costs and an overall size of a railway junction are reduced.

Abstract: A lifting system for rerailing a rail vehicle is particularly suited for rerailing a locomotive. The lifting system has a support profile of an undercarriage structure of the rail vehicle as a lifting point for a rerailing device, the profile support running transversely to the longitudinal axis of the vehicle on a front end of the rail vehicle. It further has a gripping element, which can be lifted and lowered by the lifting device, including two hook-shaped gripping brackets, the hooked profile thereof corresponding to the support profile. The gripping brackets for lifting and lowering the rail vehicle by gripping under the support profile can thereby be symmetrically engaged at the vehicle longitudinal center plane. By this means, a lifting system for rerailing a rail vehicle is provided, in which a frontal lifting device positionable in front of the rail vehicle can be used.

Abstract: A rail yard management system that takes advantage of infrastructure installed in rail yards and on railcars to allow the management of the railcars within a rail yard. The invention is also applicable to yard management for vehicles other than railcars.

Abstract: Systems and methods for hitch mounted cargo carriers are disclosed herein. The cargo carriers can comprise a storage assembly, leg assemblies, a hitch assembly, and a handle assembly. Advantageously, the cargo carriers can easily mate with the hitch of a car or truck, be transported via the car or truck, and then be detached and wheeled to a desired location, such as a hotel room or tailgating spot. The leg assemblies and hitch assembly of the cargo carriers can be foldable for easy transport and storage.

Abstract: A wheeled container that includes a front face and a rear face disposed opposite the front face. A bottom surface is coupled to the rear face and the front face. A recessed skate housing is disposed in the bottom surface, the recessed skate housing comprises a slot that receives a caster assembly. The caster assembly is moveable within the slot between a first retracted position and a second deployed position.

Abstract: A supporting structure includes a support body, stationary shafts and stoppers disposed at opposite ends of the support body coaxially with the stationary shafts. Each of the stationary shafts is provided with an arc-shaped notch matching with the stoppers circumferentially so that the stoppers are rotatable about the stationary shafts along the arc-shaped notch, thereby allowing an installing angle of the supported member on a movable device, such as trolleys, to be set and adjusted, so as to satisfy different needs of users for the orientation of the supported member. Also provided is a multimedia player employing the supporting structure and a movable device employing the player.

Abstract: The present disclosure describes a cart having an adjustable handle system, the cart having: a chassis supported on wheels; a horizontal work surface having a perimeter defined by at least a front edge, a rear edge, and two side edges; a stationary handle connected to, and extending along the perimeter of the horizontal work surface from an origination point located on the rear edge to a connecting point located on one of the two side edges; a moveable handle axially coupled to the stationary handle at the connecting point and extending along the perimeter of the horizontal work surface from the connecting point to an end point located on the front edge; and an adjustable connecting device connecting the moveable handle to the stationary handle at the connecting point and controlling the angular position of the moveable handle relative to the stationary handle.

Abstract: A harness for a trailer is described, in particular a trailer for transporting loads or children. The harness includes a hip belt and a linkage of drawbars attached thereto, with a right drawbar and a left drawbar which are connected to the hip belt in the region of their front ends in the pulling direction and which can be connected to a trailer at their rear ends in the pulling direction. In order to significantly improve the wearing comfort during pulling operation, the respective front end of each of the drawbars includes an arm piece which projects transversely therefrom and consists of a resilient material. The top of the arm piece that is remote from the drawbar includes fastening means for the connection thereof to the hip belt.

Abstract: A sub-arm which is rotated together with an adjustment lever is fixed to a base end portion of the adjustment lever. A receiving side member is fixed to an outer surface of one support plate part of a support bracket and a buffer member made of an elastic material is fixed to the receiving side member. When the adjustment lever is rotated in a predetermined direction, a tip portion of the sub-arm first contacts the buffer member before step portions of driving and driven cam surfaces contact each other. Therefore, when the adjustment lever is rotated in the predetermined direction (a direction in which an axial dimension of a cam mechanism is contracted) so as to adjust a position of a steering wheel, it is possible to prevent generation of a harsh abnormal noise caused as the step portions of the driving and driven cam surfaces contact each other.