Abstract: A driving support apparatus for ensuring consistency of content for multiple driving supports related to vehicle acceleration/deceleration. The driving support apparatus is provided with a follow-up running support unit for performing acceleration/deceleration support for a vehicle. A collision-avoidance support unit avoids a collision with a moving body when the relationship between the vehicle and a moving body having a movement path intersecting with the path of the vehicle is determined to meet support conditions for invoking collision-avoidance support. An estimation unit estimates that the relationship between the vehicle and the moving body meets the support conditions for invoking collision-avoidance support using the acceleration/deceleration support by the follow-up running support unit.

Abstract: Deceleration control systems, methods, and programs acquire from learning information a target deceleration point in front of a traveling vehicle and an associated deceleration end point. The deceleration end point is a point representative of one or more locations at which deceleration of the vehicle or another vehicle was actually completed in the past as the vehicle or the other vehicle approached the associated deceleration end point. The systems, methods, and programs determine a distance between the acquired target deceleration point and the acquired deceleration end point as a predicted distance over which traffic is present. The systems, methods, and programs communicate with a vehicle ECU to perform a deceleration control of the vehicle so that (i) the longer the determined distance, the greater the deceleration rate applied during the deceleration control, and (ii) the deceleration is complete by the time the vehicle reaches the acquired deceleration end point.

Abstract: Aspects of the present disclosure are directed towards hysteresis engaged vehicle cruise control apparatuses, and systems and methods that facilitate energy efficiency as a function of external energy obstacles. The method and system includes an adaptable terrain-based speed profile and terrain-based work function for maintaining a vehicle at a desired speed and selected speed range. The speed profile further includes a terrain-based driving preference associated with an identifier that identifies a particular driver and driving profile. Vehicle-related data is generated with regard to energy efficiency obstacles, and vehicle speed is automatically adjusted based on this data to facilitate fuel economy. In certain embodiments, vehicle-related data is sent to a cloud-computing system for processing. In other embodiments, the desired speed and terrain-based speed profile is influenced by user or external inputs.

Abstract: A torque control apparatus includes: a flux linkage estimator estimating a variation of flux linkage based on a difference between a current temperature of a motor measured by a temperature sensor and a predefined reference temperature; a torque compensation value calculator calculating a torque compensation value corresponding to the current temperature of the motor based on the estimated variation of flux linkage; and a torque compensator compensating for an error of required torque of a torque command by applying the calculated torque compensation value in response to a change in temperature of the motor and outputting a final torque command including the error-compensated required torque to a current map of a motor controller.

Abstract: Disclosed is a method for determining the axle load of a vehicle (10) having at least two tires on an axle. During cornering, the axle load is determined from a difference between wheel speeds at a wheel on the inside of the bend and wheel speeds at a wheel on the outside of the bend and by taking into account the lateral acceleration and track width.

Abstract: A use specifying unit specifies a “purpose of use” of a vehicle based on a running-data table. An application selection unit selects one or more information-related applications which are suitable for the “purpose of use”, from a plurality of information-related applications. Then, an execution inhibition unit inhibits execution of information-related applications which are not selected to be suitable for the specified purpose of the vehicle. As a result, it is possible to prevent information-related applications which are unnecessary for the “purpose of use” of the vehicle from being executed wastefully.

Abstract: A vehicle includes a vehicle interface unit, an output of which is controlled according to user manipulation. A vehicle information acquisition unit is configured to acquire information about a vehicle state and an output of the vehicle interface unit in the vehicle state. A storage is configured to store the acquired information about the vehicle state and the output of the vehicle interface unit in the vehicle state. A model generation unit is configured to generate a user preference model using the stored information about the vehicle state and the output of the vehicle interface unit in the vehicle state. A controller is configured to control the output of the vehicle interface unit based on the user preference model.

Abstract: Some embodiments of the present disclosure relate to a sensor interface module that selectively varies the resistance of an RLC network based upon one or more properties of exchanges data signals between one or more sensors and a controller (e.g., an ECU). The disclosed sensor interface module has a closed control loop that receives modulated sensor current signals from one or more sensors and that regulates a modulated output voltage that is provided to the one or more sensors. A protocol processor detects one or more properties of the exchanged voltage and current signals. The protocol processor provides the detected properties to an impedance controller, which selectively varies the value of an impedance element within an RLC network, located between the sensor interface module and the one or more sensor, to adjust the one or more properties in a manner that improves performance of the sensor interface module.

Abstract: A vehicle, vehicle system and method for increasing at least one of safety and comfort during autonomous driving is provided. The vehicle system includes an autonomous drive arrangement with multiple sensors, and a vehicle control arrangement. The vehicle system is configured to determine an estimated probability that at least one sensor will become unavailable, or an estimated time/distance ahead until at least one sensor is determined to become unavailable. The vehicle system is further configured to activate at least one countermeasure based on at least one of the estimated probability, the estimated time and the estimated distance.

Abstract: Power systems for an independent carrier for transport of payloads in an automation system for in vitro diagnostic (IVD) applications. The independent carrier may include an onboard power source and an onboard electrical system electrically connected to the onboard power source for controlling movement of the carrier. The independent carrier may include an onboard propulsion system electrically connected to the onboard power source for propelling the carrier and electrically connected to the onboard electrical system for receiving a command to control the movement of the carrier. Onboard power sources may include: replaceable batteries, rechargeable batteries, induction battery charging, photovoltaic power, Peltier effect power, and external combustion engines.

Abstract: A system, method, and apparatus for automatically controlling a locomotive include a control interface unit configured to receive input from at least one manual control, receive input from an automatic control system, and transmit commands to a locomotive control system, wherein the commands are based at least partially on the input received from the automatic control system. A bypass relay may also be provided to enable and disable communication between the at least one manual control and the locomotive control system.

Abstract: Provided is a rolling stock having a car body formed by joining side structures to an underframe, end structures, and a roof structure, the side structures having lower portions inclined toward an inside of the car body, the rolling stock having a structure allowing lower end portions of side posts of the side structures and side beams of the underframe to be securely joined. Side beams 21 in an underframe 20 of a rolling stock and lower end portions of side posts 31 having lower portions inclined toward an inside of a car body are joined by means of joint members 71. Each joint member 71 has a side-beam fixation plate portion fixed to an outer face of the side beam and a side-post fixation plate portion fixed to a side face of a lower end portion of the side post.

Abstract: A step device includes: a plurality of steps arranged so as to be lined up in a railcar width direction and constituting a part of a floor surface; and drive mechanisms configured to cause the steps to move upward and downward at a railcar-width-direction inner side between an upper position at which the plurality of steps become a part of the floor surface and a lower position at which the steps are moved downward to constitute boarding stairs. Each of the drive mechanisms includes a rotating link configured to rotate about one end portion thereof in a vertical plane, connecting links respectively connecting the rotating link to the steps, and an actuator configured to cause the rotating link to rotate. The steps move upward and downward by the rotation of the rotating links via the connecting links.

Abstract: A bogie frame for railway vehicles includes a pair of left and right side frames disposed along a direction of rails and a cross frame that connects the side frames to each other, and the cross frame includes a top plate member, a bottom plate member, and a pair of front and rear side plate members that are disposed between these plate members and welded thereto, wherein the cross frame has mounting bracket support portions that extend from front and rear edges of the top plate member and the bottom plate member, correspondingly to locations where mounting brackets for mounting a traction motor and mounting brackets for mounting a gearbox are disposed, and the mounting brackets are welded to the mounting bracket support portions. This makes it possible to achieve good welding workability for assembling the bogie frame.

Abstract: A running gear for a rail vehicle includes a wheel set, a running gear frame and a shielding device, the running gear frame being supported on the wheel set. The shielding device is connected to the running gear frame via a support structure and is spatially associated to at least a shielded component of the running gear. The shielding device shields a shielded part of the shielded component against impacts of objects lifted from a track used during operation of the vehicle. The shielding device has a carrier element and at least one impact element, the at least one impact element being mounted to the carrier element for covering the carrier element and forming an impact surface for said objects. The impact element has at least one load bearing structural element made from a fiber reinforced composite material.

Abstract: A railway vehicle brake system includes at least two relay valves in electrical communication with one another and in fluid communication with a brake pipe, at least two friction brake units in fluid communication with each relay valve, and at least one electric brake unit in electrical communication with each relay valve. Upon a failure of one of the electric brake units, the relay valve in communication with the failed electric brake unit sends a signal to at least one other relay valve to provide pressurized fluid to the at least two friction brake units in fluid communication with the at least one other relay valve. The at least two relay valves may include integrated electric relay valves. The at least two friction brake units may include disc brake units. Each relay valve may be positioned between and in fluid communication with the brake pipe and a main reservoir pipe.

Abstract: Disclosed embodiments provide a system and methodologies that provide an optimized train driving strategy using wayside signaling while conforming to the requirements of a wayside track safety system, e.g., the “Automatic Train Protection” (ATP) System.

Abstract: A locomotive-to-wayside device communication system for a train having a locomotive travelling in a track network having wayside devices associated therewith. The system includes: an on-board communication device associated with the locomotive for transmitting and receiving data; and a wayside communication device associated with a wayside device, wherein the wayside communication device is programmed or configured to transmit data at or over (a) at least one power level, (b) at least one reporting interval, (c) at least one frequency, (d) at least one communication protocol, or any combination thereof. A wayside communication device and a locomotive-to-wayside device communication method are also disclosed.

Abstract: A system and method provide the capability to dynamically measure the diameter of a train wheel. An onboard sensor signals detection and loss of detection of a proximity plate having a predetermined length and placed along a direction of travel of the train. A signal generator generates a signal indicating the number of revolutions of the wheel. Based on the sensor signals indicating detection and loss of detection of the proximity plate, the length of the proximity plate, and the corresponding number of wheel revolutions, a controller automatically calculates the wheel diameter.

Abstract: A brake valve diagnostic and reporting system for a pneumatic only brake valve on a rail car which includes a brake pipe transducer for measuring brake pipe pressure; and a brake cylinder transducer for measuring brake cylinder pressure. A processor receives measurements from the transducers, compares the measurements against stored brake performance profiles, determines brake status from the comparison and prepares an event report for preselected brake statuses. A wireless transmitter connected to the processor transmits the report. An energy storage device powers the processor and transmitter.

Abstract: A system includes at least one application device, a control unit, and at least one processor. The at least one application device is conductively or inductively coupled with at least one of a first conductive track or a second conductive track. The control unit is configured to control supply of electric current from a power source to the at least one application device to electrically inject at least one examination signal into the conductive tracks. The at least one processor is configured to monitor the one or more electrical characteristics of at least one of the first or second conductive tracks, and to identify a construction feature of the route based on the one or more electrical characteristics, wherein the construction feature corresponds to a man-made aspect of the route.

Abstract: A mobile cart having a retractable wheel assembly. A control rod engages the gear mechanisms coupled to the deployment rods. As the control rod engages the gear mechanisms, the gear mechanisms rotate the deployment rods between a deployed state and a retracted state. The ends of the deployment rods that are located within each wheel base push against the top portion of each wheel housing, thereby pushing each wheel housing out and away from the wheel bases so that the mobile cart may be pushed on the exposed wheels.

Abstract: A self-propelled vehicle (10) suitable for use as a golfing accessory, the vehicle comprising: a plurality of wheels (14, 21), a base part (12) and a control arm (18), wherein the control arm and base part are moveable relative to one another so that said vehicle can be arranged in one of a plurality of different operating configurations.

Abstract: A cart capable of being combined to a bicycle comprises a cart body having a frame portion; at least one front wheel arranged below the frame portion for driving the cart body; the at least one front wheel being at a front portion thereof; and wherein the cart has a combination structure for combining the cart to a bicycle so that the cart is able to be driven by the bicycle. Furthermore, the cart further comprises a steering structure for controlling moving directions of the cart so that when the cart is connected to a bicycle, the steering structure can control the moving direction of the cart. The frame portion has a bottom plate put thereon for carrying object thereon. The frame portion includes a back frame; and the combining structure is installed at a handle linkage of the cart body.

Abstract: A wagon includes a base and a peripheral wall that form a container for cargo. The peripheral wall includes at least one displaceable wall that for example pivots between an unfolded/upright position and a folded/displaced position. A latch system is typically provided for releasably securing the pivot wall to the two adjacent walls. The latch system includes a latch component on each respective adjacent wall that, when the pivot wall is folded down out of the way, are operable to releasably engage with a cooperating latch component of a car seat, a stroller seat, or an adapter for a car seat and/or a stroller seat. Such a seat adapter in turn typically includes latch components for releasably securing a car seat and/or a stroller seat. In this way, the pivot wall can be displaced from its upright use position and in its place can be provided seating for a child.

Abstract: Because sidewalks are sloped for rain, one arm may tire before the other when pushing a stroller or wheelchair because it constantly requires more force from one hand to offset gravity in order to go straight. A slip clutch to couple/uncouple the rear wheels acts like AUTOPILOT STEERING, and that makes pushing more efficient, easier/less strain, on any surface. The slip clutch automatically couples/uncouples the wheels depending on the force difference applied by the hands pushing. When the force difference is moderate, the combined force will 100% efficiently propel straight! Without a slip clutch, even a moderate difference in force will cause some zigzagging which is less efficient and takes more energy than going straight. To turn, the force difference is intentionally greater to automatically uncouple the two wheels to allow turning. Turning requires more energy—that's the tradeoff. However, conveyances are pushed straight most of the time.

Abstract: A collapsible support frame particularly for an infant pushchair comprises in an erect configuration at least a centrally located elongate spine and a seating cavity within the support frame in which to receive a seat. The spine being coupled at or towards one end to a coupler and at or towards its other end to a handle assembly.

Abstract: A snow bike front suspension system for improving the handling and ride quality for a snow bike. The snow bike front suspension system generally includes an upper bracket attached to the upper legs of a motorcycle's telescopic forks, at least one support arm attached to the lower leg of the telescopic forks and a guide arm pivotally connected between the upper bracket and the support arms to maintain the alignment of the support arms.

Abstract: A ski conversion assembly including: braces for attachment to skis and an axle of a stroller or trailer; and a rigger element for connecting to a ski and including a runner element. In a first position, the runner element is locatable between the first and second skis. In a second position, the runner element is locatable beyond the first ski in a direction from the second ski toward the first ski. A ski conversion assembly, including: braces for attachment to skis and an axle of a stroller or trailer; and a brake element including a first portion arranged to be fixedly secured to an end of a ski, a second portion pivotably connected to the first portion and arranged to extend past the end of the ski, and a resilient element urging the second portion in a direction from a top of the ski toward a bottom of the ski.

Abstract: Some embodiments are directed to a frame assembly that includes a supplemental beam portion, and a main beam portion adjacent the supplemental beam portion. The main beam portion includes a central portion as well as left and right portions disposed at opposing sides of the central portion. The central portion defines a recessed portion that is shaped such that the left and right portions each define in aggregate a relatively larger cross-sectional area than the central portion. The recessed portion is configured to enable the central portion to be able to at least partially enclose a steering column assembly. A mounting assembly is configured to mount the steering column assembly to the main beam portion with the central portion at least partially enclosing the steering column assembly. The mounting assembly also enhances stiffness of the central portion to thereby at least partially counteract stiffness lost based on the recessed portion.

Abstract: A lock device of a steering system includes a tongue piece unit and a frame plate held on a first side plate. The tongue piece unit includes elastic tongue pieces supported in a cantilever manner by a vertical frame provided along at least one of longitudinal edge portions of at least one of first side plates to form a row that extends in a tilt direction. The frame plate includes partitioning portions, between which a plurality of grooves are formed to house the elastic tongue pieces so as to be projectable. When a steering column is locked, some of the elastic tongue pieces are pressed by a pressing surface of a tightening member to be retracted into grooves. Consequently, the tightening member is interposed between the elastic tongue pieces projecting from the grooves in the tilt direction.

Abstract: A steering apparatus for a vehicle capable of adjusting an operating position of a steering wheel with respect to a vehicle body, includes: a steering column supporting the steering wheel at a rear end, arranging a center of oscillation with respect to the vehicle body in front thereof, and supporting the steering wheel so as to oscillate around the center of oscillation; a fixing bracket holding the steering column between opposing holding sections extending to a lower part and fixing an upper part to the vehicle body; and a support mechanism interposed between the holding sections and the steering column and supporting the steering column to in a manner that the steering column is slidable, wherein the support mechanism includes a spring member interposed between one of the holding sections and the steering column and a rigid body interposed between the other of the holding sections and the steering column.

Abstract: In a coupling structure for coupling a shaft to a universal joint yoke, an insertion portion of a shaft is passed through an insertion hole of a universal joint yoke. An outward protrusion of a distal end portion of the shaft faces a peripheral edge of a first opening of the insertion hole across a gap in an axial direction. A fixed portion that adjoins the insertion portion is fixed to a peripheral edge of a second opening of the insertion hole by welding. An engaging portion formed on an outer periphery of the insertion portion and an engaged portion formed in an inner periphery of the universal joint yoke, which defines the insertion hole, are engageable with each other in a rotational direction with a rotation permitting gap for phase adjustment.

Abstract: A rack and pinion mechanism includes: a pinion shaft at which pinion teeth are formed; a rack shaft at which rack teeth to be engaged with the pinion teeth are formed; a pressing portion arranged at a side of the rack shaft opposite to a side of the rack shaft at which the rack teeth are formed and pressing the rack shaft toward the pinion shaft; a first elastic body biasing the pressing portion in a direction approaching the pinion shaft by an elastic restoring force; and a second elastic body biasing the pressing portion in a direction away from the pinion shaft by an elastic restoring force, and a first biasing force with which the first elastic body biases the pressing portion is larger than a second biasing force with which the second elastic body biases the pressing portion in an initial state.

Abstract: Disclosed are a reducer and an electric power steering apparatus having the same. According to the present invention, an input shaft, a driving shaft, and a pinion shaft are coaxially arranged. Thus, a conventional configuration, in which a motor inevitably protrudes, can be improved to prevent the motor from interfering with the other structures. Therefore, a layout configuration in an apparatus can be compactly formed.

Abstract: A rear wheel steering apparatus for a vehicle includes a housing, an electric motor, a planetary gear mechanism, a linear motion mechanism including a nut member and a rod threadedly engaged with the nut member, the housing including a cylindrical body which includes a lock portion provided at an inner surface of the cylindrical body, the housing including a connection cover, a cylindrical holding member holding a ring gear within the cylindrical body in a state where the ring gear is prevented from rotating, and a bearing, wherein the bearing and the cylindrical holding member are disposed and held between the lock portion and the connection cover, and the cylindrical holding member is held to be non-rotatable relative to the cylindrical body.

Abstract: Disclosed is an arrangement of an electronic steering assistive device of a multipurpose vehicle. The multipurpose vehicle includes a frame unit that includes a pair of left and right side frames and a cross bar connected to the pair of left and right side frames. The cross bar includes a dashboard cover mounted to a side thereof facing a vehicle body rear end. The cross bar includes a steering mechanism mounted thereto. The steering mechanism includes an electronic motor based steering assistive device, which is arranged closely adjacent to the cross bar and in front of the dashboard cover so that the electronic motor based steering assistive device is kept away from a ground surface.

Abstract: A rack drive assembly adapted for use in the vehicle electric power steering assembly includes a steering member operatively connected to a vehicle steering wheel; an electric motor for effecting axial movement of the steering member upon rotation of the vehicle steering wheel; a planetary gear assembly operatively coupled to the electric motor; and a pinion assembly operatively disposed between the planetary gear assembly and the steering member whereby operation of the electric motor is operative to effect axial movement of the steering member, wherein the electric motor includes an output shaft which defines a motor axis and the pinion assembly includes an output shaft which defines a pinion axis, wherein the pinion axis is coaxial with the motor axis and perpendicular with respect to an axis of the steering member.

Abstract: The present invention relates to a method and a system for machine cutting several parts (31, 32, 33, 34) out of a piece of material using a beam cutting technology. The invention provides a set of controlling rules and variables for cutting two dimensional shapes or patterns. One rule or a combination of several rules are used for the cutting operation depending on the shape or pattern to be cut, the shape or pattern forming the parts (31, 32, 33, 34) out of the piece of material. The present invention specifically teaches that the set of controlling rules comprises rules for the forming of a cluster (3A) of parts with free form shapes, the parts being positioned so close to each other so that only the thickness of one cut from the cutting beam is found between adjacent parts whenever the shape of the parts allows it.

Abstract: An apparatus for controlling a rear wheel steering includes a sensor configured to detect a vehicle speed, a steering angle, yaw rate, and a lateral acceleration of a vehicle; a target yaw rate calculator configured to determine a target yaw rate from information detected by the sensor; a side slip angle estimator configured to estimate a side slip angle from information detected by the sensor; and a rear wheel steering angle control amount calculator configured to determine a rear wheel steering angle control amount by using the yaw rate information detected by the sensor, the target yaw rate calculated by the target yaw rate calculator, and the side slip angle estimated by the side slip angle estimator. The determined rear wheel steering angle control amount is implemented to control the vehicle yaw rate to follow the target yaw rate and the side slip angle to follow 0.

Abstract: A steerable, self-propelled vehicle (20) includes a rotatable steering column that is connected to control the steering angle of one or more ground-engaging members of the vehicle. The vehicle includes between the steering column and the ground-engaging member a first steering servomechanism having at least a first steering assistance characteristic; a second steering servomechanism having a second steering assistance characteristic also being connected to act on the steering column. A controller is provided for causing the first and second steering assistance characteristics to influence the steering of the vehicle in dependence on one or more one or more control commands generated in the controller.

Abstract: In accordance with various exemplary embodiments, the present disclosure provides a method for controlling a steering aid for a steering system of a vehicle. Upon activation of a vehicle in which a steering aid has been deactivated, a signal instructing a driver to rotate a steering wheel of the steering system without a steering assist motor can be generated. Whether rotation of the steering assist motor occurs during rotation of the steering wheel can be determined. The steering aid can be activated when the steering assist motor has rotated.

Abstract: An integrated axle and transmission arrangement may include an axle arrangement for an agricultural vehicle with ground-engaging wheels or tracks. A support structure of the axle arrangement may define an internal mounting volume configured for mounting a transmission assembly therein. First and second stub axles may extend from opposite sides of the support structure along an axle axis. The mounting volume may be disposed along the axle axis.

Abstract: A lane keeping control system includes: a lane parameter generation unit configured to generate a relative position between a lane and a vehicle as a lane parameter based on information received from a camera installed on the vehicle; a vehicle state information reception unit configured to receive vehicle state information sensed or measured by each vehicle sensor or device installed on the vehicle; an equivalent model generation unit configured to receive the lane parameter from the lane parameter generation unit, receive the vehicle state information from the vehicle state information reception unit, analyze a time flow-related correlation between the vehicle parameter and the vehicle state information, and generate an equivalent model of each; an erroneous detection determination unit configured to determine and classify a situation of erroneous detection of a lane parameter by simultaneously analyzing a case.

Abstract: The invention relates to a subframe for a motor vehicle, in particular a front axle subframe, including a first shell element and a second shell element which is rigidly connected to the first shell element and defines a cavity therewith, and at least one bodywork connection sleeve for inserting a screw therethrough. The bodywork connection sleeve is attached at one of its ends to a through-hole in the first shell element and extends within the cavity towards a through-hole in the second shell element.

Abstract: There is provided a suspension tower including: a top wall in which a shaft hole is formed at a region that faces a central portion of an upper end portion of a suspension of a vehicle; a projecting portion that is formed by an edge portion of the shaft hole at the top wall projecting toward a vehicle upper side; plural ribs that extend from an outer periphery of the projecting portion toward an outer peripheral side of the top wall; a suspension mounting portion that is provided at the top wall between a pair of the ribs that are adjacent to one another, and to which the upper end portion of the suspension is mounted; and an overhang portion that juts-out locally from the projecting portion toward the shaft hole side, between the suspension mounting portion and the shaft hole.

Abstract: Embodiments of vehicles including wheel well reinforcement members are discussed and disclosed herein. In one embodiment, a vehicle includes a wheel well, a rocker coupled to the wheel well, where the rocker extends rearward from the wheel well in a vehicle longitudinal direction, a torque box coupled to the rocker, and a reinforcement member positioned at least partially within the wheel well, the reinforcement member including a forward face that is coupled the radially inward facing side of the wheel well, and at least one of a downward face that is coupled to and extends along the torque box and that is oriented to face downward in a vehicle vertical direction and an outboard face that is coupled to and extends along the rocker and that is oriented to face outboard in the vehicle lateral direction.

Abstract: A number of variations may include a product including a vehicle rocker side reinforcement attached to an inboard face of the vehicle rocker. A number of variations may include a product including a vehicle rocker side reinforcement having a tipped surface. A number of variations may include a method comprising: attaching a rocker side reinforcement to a first wall of a rocker.

Abstract: A vehicle floor assembly includes a floor frame, floor panel, a pair of closeout members, and a set of biasing members. The floor panel defines a pair of slots. Each of the slots is open at an end of the floor panel and configured to receive seat risers through the floor panel. When the floor panel is in an open position, access to a stowage cavity defined by the floor frame is permitted, and when in a closed position the floor panel inhibits access to the stowage cavity. Each closeout member is slidably coupled to the floor panel and moveable between a first position wherein the closeout member is retracted relative to a corresponding one of the slots, and a second position wherein the closeout member is extended to block the corresponding slot. The biasing members are configured to bias the closeout members toward the second position.

Abstract: The present disclosure provides an underbody manufacturing method and a vehicle underbody. The method includes determining dimensions for the vehicle underbody and underbody panels, selecting the underbody panels, putting the underbody panels in a stamping die for stamping to form concave and convex parts on the underbody panels, welding the stamped underbody panels to splice the underbody in the length direction and/or the width direction, so as to make the underbody reach the determined length and width. Underbodies with various dimensions can be formed using the same stamping die, and accordingly, die cost is saved and vehicle development time is shortened, which provides convenience for diversified body designs on the whole.