Abstract: A link assembly for coupling a longitudinal arm to a mounting location of a vehicle is provided. The link assembly includes a link body, a first attachment member, a second attachment member, a first bushing assembly, and a second bushing assembly. The first attachment member is disposed in the link body and defines a first axis. The second attachment member is disposed in the link body and defines a second axis. The first bushing assembly is disposed in the link body and supports the first attachment member in the link body. The second bushing assembly is disposed in the link body and supports the second attachment member in the link body. The first axis of the first attachment member is spaced from the second axis of the second attachment member by an off-set distance and the first axis and second axis extend in different, non-parallel directions.

Abstract: An electronic control suspension apparatus for controlling a damping force of a damper installed at each of a front wheel and a rear wheel includes: a reception unit configured to receive a vehicle manipulation signal; a driver tendency analysis unit configured to calculate a driver tendency analysis value by analyzing a driver's driving tendency based on the vehicle manipulation signal received by the reception unit; a driver mode determination unit configured to determine a driver mode to which the driver tendency analysis value calculated by the driver tendency analysis unit belongs; and a damping force control unit configured to control the damping force of the damper by changing a current value to be applied to a solenoid valve according to the determined driver mode.

Abstract: The present subject matter relates to a method for estimating extent of wear of a suspension system in a vehicle using a computing device. The baseline operational parameters of the suspension system are received, and motion parameters of vehicle are detected. Actual operational parameters of the suspension system are estimated based on the detected motion parameters. An alert to indicate the extent of wear of the suspension system is generated based on determining a deviation of the actual operational parameters from the actual operational parameters.

Abstract: A damping force change mechanism includes an on-off valve located in a through hole of a piston rod. The on-off valve opens/closes a third hydraulic oil passage that allows a first oil chamber on a free piston side and a second oil chamber between a first piston and a second piston to communicate with each other. The on-off valve includes an expanded diameter portion in the first oil chamber extending outward in the radial direction. The expanded diameter portion faces the entire opening edge of the through hole and tightly contacts an end surface of the piston rod. The magnitude of a damping force is easily changed, and a damping force characteristic in a case in which the damping force is large is stabilized.

Abstract: Cooling loops and vehicles including cooling loops are disclosed herein. In one embodiment, a vehicle includes a power module, a cooling loop including a cooler thermally coupled to the power module, a working fluid housed within the cooler, where the working fluid absorbs thermal energy from the power module, a heat exchanger in fluid communication with the cooler, a pump in fluid communication with the heat exchanger and the cooler, and at least one of a battery pack assembly and a heater core thermally coupled to the cooling loop, where the battery pack assembly provides electrical power to the vehicle and the heater core facilitates heating of a cabin of the vehicle.

Abstract: A vehicle includes a battery arrangement, a chiller, a coolant circuit configured to direct coolant through the chiller and battery arrangement, a refrigerant circuit including a compressor, valve, and evaporator, and a controller. The controller is programmed to alter a speed of the compressor and a position of the valve based on a pressure and temperature of refrigerant output from the chiller to alter a temperature of the coolant.

Abstract: An air conditioner includes: a heat-medium air heat exchanger that exchanges sensible heat between a heat medium having a temperature adjusted by the heat-medium temperature adjuster and ventilation air blowing to a space to be air-conditioned; a heat transfer portion having a flow path through which the heat medium circulates to transfer heat with the heat medium having the temperature adjusted by the heat-medium temperature adjuster; a large-inner-diameter pipe that forms a heat-medium flow path between the heat-medium temperature adjuster and the heat transfer portion; and a small-inner-diameter pipe that forms a heat-medium flow path between the heat-medium temperature adjuster and the heat-medium air heat exchanger. The small-inner-diameter pipe has small inner diameters ?H and ?C, compared to the large-inner-diameter pipe.

Abstract: An air-conditioning device for a vehicle includes a heat exchanger, a first air flow path, and a second air flow path. The heat exchanger is disposed in an inside space of an intake duct that is provided outside a vehicle interior and that has an opening. The heat exchanger includes a first heat-exchange flow path and a second heat-exchange flow path, and exchanges heat between air flowing in the first heat-exchange flow path and air flowing in the second heat-exchange flow path. The first air flow path introduces, to the first heat-exchange flow path through an opening of the intake duct, air heated by heat generated in an engine, and discharges the air to the outside of the vehicle from the first heat-exchange flow path. The second air flow path introduces, into the vehicle interior through an outside air inlet of the intake duct, outside air introduced into the second heat-exchange flow path.

Abstract: A device and to a method are provided for using part of the heat given off by an internal combustion engine. A waste-heat-collecting housing surrounds at least part of an exhaust-gas manifold and/or at least part of an engine-side segment of an exhaust-gas system of the internal combustion engine. Air contained in the waste-heat-collecting housing is heated, and the heated air is used indirectly or directly to heat at least one of air that is introduced in a passenger compartment of the vehicle, cooling liquid of the internal combustion engine and oil in an oil circuit of the internal combustion engine. The waste-heat-collecting housing is similarly useable in a stationary apparatus having an internal combustion engine.

Abstract: Embodiments for heating a vehicle cabin are disclosed. In one example, a method for heating a vehicle cabin comprises closing an exhaust throttle while diverting at least a portion of throttled exhaust gas through an exhaust gas recirculation (EGR) cooler coupled upstream of the throttle, and transferring heat from the EGR cooler to a heater core configured to provide heat to the vehicle cabin. In this way, exhaust heat may be directly routed to the cabin heating system.

Abstract: An air conditioner for a vehicle provided with a cooling line which includes an evaporator core, a compressor, a condenser, and an expansion valve, may include a heater core provided between the compressor and the condenser on the cooling line, configured to be introduced with a refrigerant from the compressor, to have the refrigerant circulated therein, and to discharge the refrigerant to the condenser.

Abstract: The present invention relates to a heat pump system for a vehicle which includes a refrigerant-coolant heat exchanger mounted on a refrigerant circulation line of an inlet side of an external heat exchanger to exchange heat between coolant induced into the external heat exchanger and coolant circulating through electronic units of the vehicle, thereby enhancing cooling performance and reducing power consumption without an increase in size of the external heat exchanger by increasing a condensation amount because refrigerant radiates heat while passing through the refrigerant-coolant heat exchanger and the external heat exchanger in an air-conditioning mode and enhancing heating performance and reducing power consumption by increasing an evaporation amount because refrigerant absorbs heat while passing through the refrigerant-coolant heat exchanger, the external heat exchanger and a chiller in a heat pump mode, and increasing temperature of the refrigerant induced into the external heat exchanger to delay fros

Abstract: An air conditioner for a vehicle includes a pump that draws and discharges a heat medium, a cooler core that exchanges sensible heat between the heat medium and ventilation air into a vehicle interior to cool and dehumidify the ventilation air, a heat-medium and outside-air heat exchanger that exchanges sensible heat between the heat medium and outside air, a compressor adapted to draw and discharge a refrigerant in a refrigeration cycle, a heat-medium cooling heat exchanger that cools the heat medium by exchanging heat between a low-pressure side refrigerant in the refrigeration cycle and the heat medium, and first and second switching valves that switch between a first dehumidification mode for circulation of the heat medium between the cooler core and the heat-medium cooling heat exchanger and a second dehumidification mode for circulation of the heat medium between the cooler core and the heat-medium and outside-air heat exchanger.

Abstract: A method for preventing glare caused by a head lamp of an opposite side vehicle is provided. The method includes detecting a position of the head lamp from an image photographed in a front direction of a vehicle, when a light is detected in front of the vehicle. The detected position of the head lamp is then matched on a head-up display image and a filtering image is generated to block the light of the head lamp using the head-up display image. The filtering image is finally output on a vehicle windshield.

Abstract: A one-motor electric sunshade and sunroof structure may include glass sleds configured to open and close a sunroof glass by sliding in a front and rear direction along mechanism rails disposed at both sides of a roof panel for a vehicle, each having both ends to which a front sled and a rear sled are rotatably coupled, respectively, main cable devices which are connected with a drive motor by a cable, and movable along the mechanism rails, each having a cable protrusion that protrudes to be slidably accommodated in glass grooves formed in side surfaces of the front sled, the rear sled, and the glass sled, and sunshade sleds selectively coupled to the main cable devices and configured to open and close the sunshade by sliding, each having a first side at which a sunshade lever, which is selectively restricted with a corresponding mechanism rail, is mounted.

Abstract: A sealing member 30 includes a hollow seal portion 32. The hollow seal portion 32 has a slit 34. The hollow seal portion 32 has an engagement protrusion 44 engaged with an engagement hole 23 of a retainer 20, and a contact portion 45 coming in contact with the retainer 20 from outside in a lateral direction of a vehicle.

Abstract: A set intended to be part of a motor vehicle trunk lid includes: a panel and at least one reinforcement defining an opening, a first glue line intended to fasten a rear window of the trunk lid on the panel, the rear window defining a thickness direction, the reinforcement including a body, and an end extending along the first glue line, the end forming a flexible blade intended to be received in a housing formed by the panel and the rear window.

Abstract: A vehicle covering providing protection from in adverse environment factors as sun, rain, etc and acting as a “mobile” garage like solution for protecting a vehicle from harsh weather conditions. The vehicle covering for vehicles is provided a plastic box mounted on the roof top of the vehicle which acting as a housing for the cover when the cover is not required. The cover of the invention is provided with a remote to operate the covering system, or apparatus with ease and simplicity. In an embodiment of the current invention, air supply by vacuum enables the placing of the covering sheet over the car. In such arrangement the once the car is covered, the electricity/charge given by the batteries creates a magnetic sheet that is attached to the car and keep it fastened. In order to pull the covering sheet back in the box, the battery is cut off and the vacuum will enable the sucking back of the sheet.

Abstract: The present invention generally relates to automatically deployed and retracted car cover systems. Specifically an interconnected framework of arms and springs has a retraction wire wrapped around a spool with a motor attached. When the motor releases the retraction wire in a controlled manner, the springs cause the interconnected framework to extend over the top of a vehicle. A flexible shell is attached to the framework and covers the vehicle as the interconnected framework is extended. The cover is retracted by the motor winding the retraction wire back onto the spool pulling the interconnected framework back to a housing dock.

Abstract: A motor vehicle includes a floor panel, a battery pack, a battery pack-associated component, a first tray, a first flange portion, a second tray, and a second flange portion. The battery pack is arranged on the first tray. The first tray is arranged on the floor panel of the motor vehicle. The first flange portion is provided on a first peripheral edge. The first peripheral edge is a peripheral edge of the first tray. The battery pack-associated component is arranged on the second tray. The second tray is arranged on the floor panel of the motor vehicle. The second flange portion is provided on a second peripheral edge. The second peripheral edge is a peripheral edge of the second tray. The second flange portion is located above the first flange portion in a vertical direction of the motor vehicle. The second flange portion overlaps with the first flange portion in the vertical direction of the motor vehicle. The first flange portion projects toward the second tray side.

Abstract: A control system for a hybrid vehicle configured to prevent an undesirable engagement of the selectable one-way clutch is provided. In order to reduce a drag torque resulting from a cranking of an engine to bring the selectable one-way clutch into engagement mode, the control system raises a temperature of lubrication oil before carrying out the cranking of the engine if it is too low, and carries out the cranking of an engine by a motor after the temperature of the lubrication oil is raised to a level at which viscosity thereof is reduced.

Abstract: A hybrid vehicle is identified as a vehicle including a first drive unit driven by a first energy source, a first reservoir unit reserving the first energy source, a first connection unit allowing a first energy source supply unit to be connected thereto and guiding the first energy source supplied from the first energy source supply unit to the first reservoir unit, a second drive unit driven by a second energy source different from the first energy source, a second reservoir unit reserving the second energy source, and a second connection unit allowing a second energy source supply unit to be connected thereto and guiding the second energy source supplied from the second energy source supply unit to the second reservoir unit. The first connection unit is provided at one lateral surface of the vehicle and the second connection unit is provided at the other lateral surface of the vehicle, the one lateral surface and the other lateral surface being arranged in a width direction of the vehicle.

Abstract: A family of hybrid electric transmissions operate in at least three modes based on selective engagement of shift elements. In a low mode, torque in a mechanical power flow path is multiplied for better low speed performance. At higher vehicle speeds, the transmission shifts into a high mode to improve efficiency. Some embodiments include a reverse mode. In other embodiments, a series mode may be used in reverse. The shift elements may include friction clutches, positive engagement clutches, and controllable one way clutches.

Abstract: A work vehicle includes a front and a rear opposite to the front in a front-rear direction of the work vehicle, and a lateral direction perpendicular to the front-rear direction. The work vehicle further includes an engine, a hood, a fuel tank, a fuel supply path, a separator, and a front protector. The hood is to cover the engine. The fuel tank is to store fuel. The fuel stored in the fuel tank is to be supplied to the engine via the fuel supply path. The separator is provided in the fuel supply path to remove water in the fuel flowing through the fuel supply path. The separator includes a protruding portion protruding from the hood in the lateral direction. The front protector is provided at a front side with respect to the protruding portion of the separator to protect a front portion of the protruding portion.

Abstract: A vehicle includes a power source configured to provide drive torque, a front axle, a rear axle, and a transfer case configured to distribute drive torque from the power source between the front axle and the rear axle. The vehicle additionally includes a clutch arranged between the front axle and the transfer case. The clutch has a disengaged state and an engaged state drivingly coupling the transfer case and the front axle. The vehicle also includes a regenerative braking system configured to, in response to a braking request, provide regenerative braking torque to the rear axle. The vehicle further includes a controller. The controller is configured to, in response to a braking request and the clutch being in the disengaged state, control the clutch to shift into the engaged state to couple the regenerative braking system to the front axle and provide regenerative braking torque to the front axle.

Abstract: A control device for an engine, which controls an engine torque based on operation of an organ-type accelerator pedal is provided. The control device includes an accelerator opening detector for detecting an accelerator opening based on an angle of an accelerator pedal, a target acceleration setter for setting a target acceleration based on the accelerator opening, and an engine controller for adjusting an engine torque to achieve the target acceleration. The accelerator pedal is arranged to have a pedal angle at a predetermined initial pedal angle when the accelerator pedal is not pressed. The target acceleration setter sets the target acceleration to zero when the accelerator pedal is pressed and the accelerator opening is within a range where a difference between the pressed pedal angle and the initial pedal angle is between 2 and 4 degrees.

Abstract: A mobility aid has a body, a stem, a handle bar, a fixing frame two rear wheels, two motors, a brake-releasing lever, and an automatic turning deceleration device. The automatic turning deceleration device has a fixing base, a fixing unit, a turning sensor, a turning base, a linking unit, and a control module. The turning sensor is rotatably mounted on a side of the fixing unit. The turning base is mounted around the turning sensor. The linking unit is combined on the turning base and abuts the turning sensor. The control module is mounted on a side of the turning base and links between the fixing base and the turning base. Therefore, the automatic turning deceleration device can provide a stable and steady decelerating effect for the mobility aid.

Abstract: A system and method for controlling an environmentally-friendly vehicle perform a safety function by blocking a high voltage output of a high voltage battery at the time of a rear-lateral side collision of the environmentally-friendly vehicle. The high voltage blocking function is smoothly performed at the time of the rear-lateral side collision accident by determining a rear-lateral side collision of the environmentally-friendly vehicle using a blind spot detection sensor, a lane change alert sensor, or a rear cross traffic alert sensor, along with a yaw rate sensor that detects a yaw rate, and turning off a relay of the high voltage battery at a moment when the rear-lateral side collision is determined.

Abstract: An electric vehicle control device includes: a plurality of motors capable of transmitting motive power to a wheel of an electric vehicle; an inverter that supplies electric power to drive the motors; and a controller that controls the inverter and compares, when the electric vehicle drives under a certain velocity condition, a q-axis voltage feedforward value VqFF and a q-axis voltage command value Vq* used for controlling driving of the motors, to detect an occurrence of miswire between the motors and the inverter when the following inequation is satisfied: VqFF?1.5·Vq*.

Abstract: A high-voltage motor vehicle electric system contains a high-voltage battery and a consumer network which are interconnected by an electric cable, and a quick-break switch for disconnecting the high-voltage battery from the consumer network. The quick-break switch receives an airbag signal. The airbag signal is used for actuating the quick-break switch to sever the electric cable supplying power to the consumer network.

Abstract: A system for wireless power transfer of on-road vehicles is provided herein. The system includes a plurality of base stations; a power transmission line located beneath a surface of a road having a plurality of segments, each segment having at least one pair of coils and at least one capacitor electrically connected via a switch to the coils in the segment; and at least one vehicle having at least one power receiving segment having at least two coils, connected to at least one capacitor, wherein the at least one vehicle further includes a communication transmitter configured to transmit a power requesting signal, wherein the coils of the power transmitting segment are configured to receive the power requesting signal; and wherein each of the base stations is further configured to feed a plurality of the power transmitting segments with current at a resonance frequency, responsive to the power requesting signal.

Abstract: A method of protecting an electric vehicle (EV) charger connector from excessive heat includes monitoring the internal temperature of an electrical connector, the electrical connector having pilot and pilot return signal lines, reducing a voltage between the pilot and pilot return signal lines in response to the internal temperature exceeding a first threshold, and reducing charging current provided through the electrical connector in response to the change in voltage so that the internal temperature exceeding the first threshold will result in a reduction of charging current through the connector.

Abstract: A system and method for controlling an on-board battery charger of an eco-friendly vehicle are provided. In the method, when instantaneous interruption of electric power occurs in an AC input power source, a DC-DC controller adjusts an output current instruction to be limited to the minimum charging power, and a power factor corrector (PFC) controller outputs a voltage instruction to a first capacitor (DC link capacitor) connected to an output terminal of the PFC controller to be updated to zero (0) or an actual value of the DC link capacitor. When the AC input power source is then restored, the PFC controller outputs the voltage instruction to the first capacitor to be increased to the existing voltage instruction with a predetermined slope, to smoothly perform the charging operation of the on-board battery charger without pause.

Abstract: A system for charging an electric or hybrid-electric vehicle, the system comprising: a low power grid interface comprising an AC pole and a DC pole, the AC pole being electrically connected to an electrical power grid; a battery buffer electrically connected to the DC pole of the low power grid interface; and a DC-DC converter having an input DC pole and an output DC pole, the input DC pole being connected to the battery buffer and the output DC pole being connected to an electric vehicle, wherein the connection between the battery buffer and the DC-DC converter is a DC electrical connection.

Abstract: Systems and methods are provided for swapping the battery on an unmanned aerial vehicle (UAV) while providing continuous power to at least one system on the UAV. The UAV may be able to identify and land on an energy provision station autonomously. The UAV may take off and/or land on the energy provision station. The UAV may communicate with the energy provision station. The energy provision station may store and charge batteries for use on a UAV. The UAV and/or the energy provision station may have a backup energy source to provide continuous power to the UAV.

Abstract: When a vehicle approaches a parking space, a ground controller sets a power transmission coil to first excitation in which the power transmission coil is excited in an excitation pattern containing identification data. When the power transmission coil is set to the first excitation, a vehicle controller acquires the identification data from the excitation pattern received by a power reception coil, and transmits the identification data to a power transmission device. Then, the ground controller determines whether or not the identification data contained in the excitation pattern when setting the power transmission coil to the first excitation and the identification data acquired from the excitation pattern received by the power reception coil match each other. If both pieces of identification data match each other, the ground controller sets the power transmission coil to second excitation.

Abstract: Methods and systems for coupling a chargeable battery in an electric vehicle with a charging station are disclosed. One such system includes an arm mountable on the vehicle, an actuator coupled to the arm and configured to move the arm, and a charger coupled to the arm and electrically couplable to the vehicle's electrical system. A processor is communicatively coupled to the actuator and configured to control the actuator. The processor is also communicatively coupled to a readable memory. The readable memory has stored thereon instructions executable by the processor for controlling the actuator to move the charger to electrically couple with the charging station.

Abstract: A method for determining an availability of an electric vehicle charging station is disclosed. The method includes: receiving a first geolocation information regarding a mobile device; comparing the first geolocation information with a second geolocation information of the electric vehicle charging station; determining a distance between the mobile device and the electric vehicle charging station using the first geolocation information and the second geolocation information; and based on the determined distance, determining the availability of the electric vehicle charging station; and sending a notification to a user regarding the determined availability of the electric vehicle charging station.

Abstract: A method for managing the charging of an electric vehicle is disclosed. The method includes receiving a request for a charge transfer for an electric vehicle over a network link between an electric vehicle charging station and a cloud server. The network link has a mobile device disposed between the electrical vehicle charging station and the cloud server for facilitating communication between the charging station and the cloud server. The method further including authorizing the charge transfer request received at the cloud server using identification information and credit account information received from the mobile device; and sending, from the cloud server, a response enabling the charge transfer from the electric vehicle charging station to the electric vehicle.

Abstract: The invention relates to a method for monitoring a battery (16) in a vehicle (10). The battery (16) comprises multiple battery cells (19) or multiple groups (20) of battery cells (19). The method has the following steps: a) detecting a time curve of an operating parameter of at least one individual battery cell (19) during a driving cycle, b) ascertaining charging processes and discharging processes in the detected time curve of the operating parameter, c) ascertaining a use parameter set which comprises functions that characterize the individual charging processes and discharging processes and the functional parameters thereof, the ascertained charging processes and discharging processes being reconstructed using said characterizing functions and functional parameters, and d) storing the ascertained use parameter set in a non-volatile storage unit (32).

Abstract: An on-board electrical system for a motor vehicle is disclosed. The on-board electrical system has a low-voltage subsystem for at least one low-voltage load, and has a high-voltage subsystem for at least one high-voltage load, and has a starter generator, wherein the high-voltage subsystem is connected to the low-voltage subsystem by means of a coupling unit, wherein the on-board electrical system has a battery which has at least two battery units having individual voltage taps which are routed to the coupling unit. In this case, the coupling unit is designed such that, in a first operating state, the high-voltage subsystem is fed from all of the battery units and the low-voltage subsystem is fed from one battery unit, and, in a second operating state, the high-voltage subsystem is fed from one battery unit and the low-voltage subsystem is fed from at least one battery unit.

Abstract: A circuit for controlling a hybrid drivetrain, including an alternating current electric machine, a first battery, a second battery, a first pair of complementary transistor switches arranged to complete a first direct current circuit to charge the first battery or to complete a second direct current circuit to discharge the first battery, a second pair of complementary transistor switches arranged in parallel and arranged to complete a third direct current circuit to charge the second battery or to complete a fourth direct current circuit to discharge the second battery, an inverter arranged to convert direct current electrical energy from the first and second batteries into alternating current electrical energy, arranged to supply the alternating current electrical energy to the electric machine, and also arranged to transmit voltage modulations caused by damping vibrations within the drivetrain, and a control unit operatively arranged to control the first and second pair of switches.

Abstract: Various techniques described herein relate to electric vehicle power management system for managing a plurality of battery modules in a battery pack. Such electric vehicle power management system may include a plurality of battery management systems corresponding to a plurality of battery modules, and an energy management system for managing the plurality of battery management systems. The energy management system and the plurality of battery management systems may adopt master-slave wireless communication, and may use a single wireless frequency channel or a plurality of assigned wireless frequency channels.

Abstract: Generally discussed herein are magnetically suspended vehicle apparatuses, vehicles, and techniques related thereto. In one or more embodiments a vehicle configured to be magnetically suspended may include a steering mechanism, a propulsion mechanism coupled to the steering mechanism, a first end of a stem coupled to the propulsion mechanism, at least one wheel coupled to the propulsion mechanism, and at least one magnet coupled to the stem, wherein the magnet is configured to suspend the vehicle from a ferrous surface when the magnet is situated at or near the ferrous surface.

Abstract: A method is provided to control a vehicle, wherein the vehicle at least includes a drivetrain, at least a first energy buffer and at least one auxiliary system, wherein the vehicle is controlled with a long term control and a short term control, whereby the long term control defines a signal trajectory of at least one buffer parameter for a predefined time horizon, whereby the long term control accesses a momentary vehicle position and an upcoming travel route for the predefined time horizon and defines the signal trajectory depending on at least the vehicle position and the upcoming travel route, and whereby the short term control controls the vehicle such that the at least one predefined buffer parameter follows the defined signal trajectory.

Abstract: The invention relates to a fastening device 1 for a conductor rail 2 and to a contact line system having fastening devices 1 to which the conductor rail 2 is fastened. The fastening device according to the invention is characterised in that it is in the form of a plastics component. The plastics component of the fastening device according to the invention has sliding jaws 11, 12 which enclose the conductor rail 2 laterally and can be fixed in a position in which they enclose the fastening piece 3 of the conductor rail from both sides. The fastening device 1 can be produced inexpensively by methods known from plastics processing, for example injection moulding methods. Further advantages arise from the fact that plastics material is an electrical insulator. In addition, the plastics material allows the conductor rail 2 to be adjusted in a sliding manner in the fastening device 1 before it is fastened.

Abstract: A seat assembly is provided with a seat cushion adapted to be mounted for translation. A seat back is adapted to be pivotally mounted adjacent the seat cushion. At least one actuator is operably connected to at least one of the seat cushion and the seat back for adjustment of at least one of a plurality of settings of the seat assembly. A controller is in electrical communication with the at least one actuator and configured to: receive a data input indicative of occupant anthropometry data, receive a mode selection input indicative of a selected seat positioning mode, compare the data input with predetermined data ranges for the selected seat positioning mode, and adjust at least one of the plurality of settings of the at least one actuator to a predetermined setting based on the predetermined data range.

Abstract: A seat assembly is provided with a seat cushion, and a seat back. Sensors are operably connected to the seat cushion and the seat back to detect a seating position of an occupant. An actuator is operably connected to the seat cushion and the seat back for adjustment of a plurality of settings of the seat assembly. An interactive user interface permits manual adjustment of the actuator. A controller is in electrical communication with the plurality of sensors, the at least one actuator, and the user interface. The controller is configured to receive seating position data input indicative of a manually selected seating position. Detection data is received from the plurality of sensors, and compared to the manually selected seating position to determine if the occupant is seated evenly. The at least one actuator adjusts an occupant seating position to the manually selected seating position.

Abstract: A device for pneumatically adjusting a seat in a transport vehicle, in particular in a motor vehicle, including one or more adjusting devices, each of which includes a pneumatic actuating device for adjusting the seat by generating pneumatic pressure, and including a trigger device, which the actuating device is switched from a standby state to an active state in response to a trigger signal when the device is being operated. The pneumatic actuating device brings about an adjustment of the seat in the active state. The pneumatic actuating device is designed such that the actuating device is mechanically preloaded in the standby state, and the mechanical preload is released in the active state in order to thus bring about the adjustment of the seat.

Abstract: Equipment and processes generate a seating solution by obtaining occupant data, calculating body dimensions from the occupant data, and calculating a best-fit body arrangement for an occupant. Occupant data may be obtained in various ways using available computational devices and software or by manually measuring the relevant dimensions on the occupant. A user interface for inputting occupant metrics and/or occupant measurements may be provided in a mobile terminal included in the vehicle or separate from the vehicle, thus giving users increased flexibility while maximizing simplicity and usability for the user or other personnel obtaining the data. Once an occupant's best-fit body arrangement is determined, it may be altered by changing the predetermined criteria to achieve optimum comfort, safety, and therapeutic benefit as well as used for providing improved comfort on a continuous basis and/or in response to detected or predicted vehicle, road, or atmospheric conditions.