Abstract: The present invention relates to a windscreen wiping device (40, 50) for a vehicle having an attachment element, in particular a motor vehicle. The windscreen wiping device (40, 50) comprises a mounting unit (41, 60) which is designed to be mounted on the attachment element, wherein the mounting unit (41, 60) has a first engagement element (42, 61), and a wiper blade (2) having an elongate upper part (10) and an elongate lower part (12) that are designed to be flexible at least in part. Also provided are a plurality of connecting elements (18) for connecting the upper part (10) and the lower part (12), wherein the connecting elements (18) are spaced apart from one another along a longitudinal extension (8) of the wiper blade (2). The connecting elements (18) are designed to permit a movement of the upper part (10) and of the lower part (12) relative to one another with a movement component along a longitudinal extension (8) of the wiper blade (2).

Abstract: The invention relates to a windshield wiper device (50, 70) for a vehicle, in particular a motor vehicle. The windshield wiper device comprises a wiper blade (51, 71) with an elongated upper part (52, 72) which is designed to be at least partly flexible, an elongated lower part (53, 73) which is designed to be at least partly flexible, and multiple connection elements (18) for connecting the upper part (52, 72) and the lower part (53, 73). The connection elements (18) are mutually spaced along a longitudinal extension (8) of the wiper blade (51, 71), and the connection elements (18) are designed to allow the upper part (52, 72) and the lower part (53, 73) to move relative to each other with a movement component along a longitudinal extension (8) of the wiper blade (51, 71), a cross-section of the wiper blade (51, 71) perpendicular to the longitudinal extension (8) of the wiper blade being substantially trapezoidal.

Abstract: A windshield window wiping system, including a wiper blade in contact with a windshield window; a wiper motor operatively connected to the wiper blade, configured to perform a wiper blade stroke; a reservoir for a wash fluid; a first plurality of holes on a first leading edge of the wiper blade, configured to project the wash fluid toward the windshield window; a wash pump, wherein the wash pump is hydraulically connected to the first plurality of holes; and a first electronic circuit, configured to estimate a position of the wiper blade during the wiper blade stroke based on an input to the first electronic circuit and to synchronize the projection of the wash fluid toward the windshield window with the estimated position of the wiper blade. In other aspects, a method of wiping a windshield window and a non-transitory computer readable medium are provided.

Abstract: A windshield window wiping system, including a wiper blade in contact with a windshield window; a wiper motor operatively connected to the wiper blade, configured to perform a wiper blade stroke; a reservoir for a wash fluid; a first hood mounted nozzle, configured to project the wash fluid toward the windshield window; a wash pump, wherein the wash pump is hydraulically connected to the first hood mounted nozzle; and a first electronic circuit, configured to estimate a position of the wiper blade during the wiper blade stroke based on an input to the first electronic circuit and to synchronize the projection of the wash fluid toward the windshield window with the estimated position of the wiper blade. In other aspects, a method of wiping a windshield window and a non-transitory computer readable medium are provided.

Abstract: A system for clearing snow and ice from a vehicle surface having a robotic arm, a brush, a control system, wireless communication circuitry, and an electrical power source where the brush is mounted on the robotic arm, and the robotic arm is mounted on a vehicle and articulates about multiple axes and moves the brush over the vehicle surface, and the motor spins the brush, the movements based on a coordinate data set transmitted to the control system for operation on a specific vehicle type, make and model.

Abstract: An easy-to-install, low cost hydraulic lift system and method for installation on a trailer with a removable gooseneck. The device reduces the number of steps required to manually connect and disconnect a trailer from an RGN thereby saving time and labor.

Abstract: Disclosed are a multi-wheel aeroplane braking system based on a self-energy-regenerative braking device and a controlling method therefor. The multi-wheel aeroplane braking system based on a self-energy-regenerative braking device can comprise a controller, a self-energy-regenerative braking device assembly, hydraulic pumps, and sets of braking actuators. The controller is connected to the self-energy-regenerative braking device assembly for sending a braking instruction thereto. The hydraulic pumps are respectively connected to the self-energy-regenerative braking device assembly for feeding a high pressure oil thereto under the driving motion of the aeroplane wheels. The self-energy-regenerative braking device assembly is configured to receive at least part of the high-pressure oil fed by the hydraulic pumps and the braking instruction sent by the controller and feeding the high pressure oil to each of the braking actuators according to the braking instruction.

Abstract: When a lever main body is contacted to a stopper portion of a rearward movement preventing lever so as to suppress the rearward movement thereof as a dash panel is displaced rearward such as in the vehicle collision, an output connecting member is separated from a lever main body by fracturing fasteners member and only the lever main body is pivoted relatively in the output direction. Accordingly, regardless whether or not an operating rod can be displaced relatively to the vehicle front side, since at least the lever main body of the intermediate lever is pivoted relatively in the output direction, and the operating pedal connected to the lever main body through the connecting link is pivoted in the direction of tread operation so as to suppress the rearward movement of the tread portion, the rearward movement preventing effect can be obtained stably.

Abstract: The invention relates to a method for preventing a motor vehicle from rolling away, in which the motor vehicle includes an automated manual transmission, preferably a dual-clutch transmission. In the method in which a vehicle of this type is reliably prevented from rolling away, the NEUTRAL selector lever position is engaged only when the motor vehicle is at a standstill and a motor vehicle brake has been actuated.

Abstract: An autonomous braking system includes a detecting module, a tracing module, a collision path prediction module, a memory register, a collision time prediction module and a decision module. The detecting module recognizes multiple objects located ahead of a vehicle, and then the tracing module traces the moving objects. The collision path prediction module is used to obtain a possible collision range and a non-collision range. The memory register records the coordinate of the objects located within the possible collision range. When one of the objects moves out of the possible collision range, its data is instantaneously removed from the memory register. The collision time prediction module predicts a collision time between the vehicle and each of the objects. The decision module determines if a brake assist is activated in accordance with the collision time.

Abstract: A system and method for variably controlling regenerative braking are provided. The system includes an imaging device that is configured to generate image information by photographing a front vehicle and a road situation and an accelerometer that is configured to sense acceleration of the front vehicle or a subject vehicle. A radar sensor is configured to sense a distance between the front vehicle and the subject vehicle. A vehicle controller is configured to recognize the acceleration of the front vehicle or the subject vehicle, the distance between the front vehicle and the subject vehicle, and whether a brake light of the front vehicle is turned on, to determine whether to actively decelerate the subject vehicle, and execute active deceleration.

Abstract: A brake system includes a brake activator which first activates a central rear brake and lastly activates a front brake of a right front brake and a left front brake which is provided on a front wheel which is an inner wheel by operating an input member. When an operation amount of the input member from an initial state to a maximum operated state thereof is divided equally into three portions which are defined as a low braking force area, a middle braking force area, and a high braking force area, the brake activator activates the central rear brake, the right front brake, and the left front brake to operate in the low braking force area.

Abstract: A method for controlling a brake system in an agricultural work vehicle, wherein the work vehicle comprises a drive train having a drive engine, an adjustable ratio transmission, which is arranged downstream of the drive engine and via which a driving power generated by the internal combustion engine can be transmitted to the drive axle, a service brake device and at least one auxiliary brake device.

Abstract: A vehicle control device which is applicable to a vehicle brake device, controls the pressure increasing control valve and the pressure decreasing control valve so that an actual servo pressure detected by the servo pressure sensor becomes a target servo pressure and sets a control dead zone in which a control of the pressure increasing control valve and the pressure decreasing control valve is prohibited to be an area which has a first predetermined width from the target servo pressure when a normal braking operation is performed and sets the control dead zone to be an area which has a second predetermined width, wider than the first predetermined width when the brake actuator executes the braking control which accompanies a brake fluid pumping back control, wherein the brake fluid supplied to the wheel cylinder is returned to the master cylinder by pumping back operation of the built-in pump.

Abstract: An electro-hydraulic brake system may include a brake input device manipulated by a driver to brake a vehicle, a brake input detecting sensor configured to detect a brake input value of the driver through the brake input device, a pressure generating device configured to generate a brake hydraulic pressure, a wheel cylinder configured to receive the brake hydraulic pressure generated from the pressure generating device and to generate braking power for braking rotations of each vehicle wheel, a hydraulic pressure supply line connected between the pressure generating device and the wheel cylinder to transfer the brake hydraulic pressure generated from the pressure generating device to each wheel cylinder, and a controller configured to output a control signal for controlling an operation of the pressure generating device to allow the pressure generating device to generate a target brake hydraulic pressure based on a signal of the brake input detecting sensor.

Abstract: An electronic parking brake system and method for controlling an EPB system are disclosed. An EPB system including EPB actuator operated by a motor includes a motor driver which drives the motor of the EPB actuator; a current detector which detects a current flowing in the motor; and an electronic control unit (ECU) which drives the motor using the motor driver according to an operation mode, calculates an amount of current energy consumed by the motor using the current detected by the current detector while the motor is driving and a detecting time taken to detect the current, compares the calculated amount of current energy and a preset value, and controls an operation of the motor according to a result of the comparison.

Abstract: Various embodiments of an apparatus and method for monitoring a brake operation are disclosed. In accordance with one aspect, the brake operation monitoring system comprises a plurality of wheel speed sensors, a brake demand sensor; a plurality of stability sensors and a controller. The controller comprises wheel speed ports; a brake demand port; stability sensor ports; a communication port for receiving a plurality of messages; and a processing unit comprising control logic. The control logic receives a brake demand signal, at least one stability signal indicative of the cornering of the vehicle, and individual wheel speeds. The control logic calculates a master value to compare to individual wheel speed signals if the brake demand signal indicates no braking.

Abstract: A bleed valve includes an exterior surface, a socket defining a space, and a fluid flow passageway extending from the exterior surface to the space.

Abstract: A vehicle includes an electrical storage device, an auxiliary load, a charger configured to charge the electrical storage device with power supplied from a power supply outside the vehicle, and an electronic control unit. The electronic control unit is configured to create an actuation schedule of the auxiliary load during charging of the electrical storage device, before initiation of the charging. The electronic control unit is configured to learn charging power of the electrical storage device for each actuation pattern of the auxiliary load during the charging. The electronic control unit is configured to estimate a required time period for the charging based on a learned value of the charging power, an execution time period of each of the actuation patterns, and a total charging power amount of the electrical storage device. The electronic control unit sets initiation time of the charging in accordance with the estimated required time period.

Abstract: A vehicle has an engine (26), a power storage device (10), two motor/generators (M/G1, M/G2), a front grille with a shutter, an engine room, a first temperature sensor, a second temperature sensor, and a controller. The shutter changes the amount of air introduced from the front grille into the engine room. The first temperature sensor detects a temperature (Tw) of a coolant of the engine, and outputs the detected coolant temperature to the controller. The second temperature sensor detects an outside air temperature (Te), and outpots the detected outside air temperature to the controller. The controller starts the engine (26) when the coolant temperature is equal to or lower than a threshold value.

Abstract: In the case of motoring an engine by a first motor in reverse driving (S120, S130), a rate of increase Rup is set to provide a larger value at a lower required torque Tr* (larger absolute value) than a value at a higher required torque Tr* (smaller absolute value) (S180). A target rotation speed Ne* of the engine is increased by using the set rate of increase Rup (S190). The first motor is controlled to make rotation speed. Ne of the engine equal to the target rotation speed Ne* (S200, S210 and S240).

Abstract: A control apparatus of a hybrid vehicle has an abnormal sound generation condition determination unit that determines whether or not a drive state of the hybrid vehicle satisfies an abnormal sound generation condition of a gear train, and a pressing processor that executes a pressing process to apply a pressing torque to suppress generation of abnormal sound from a first rotary electric machine to the gear train of a transmission mechanism when the abnormal sound generation condition is satisfied and to not apply the pressing torque when the abnormal sound generation condition is not satisfied. A pressing torque setting unit sets a pressing torque to be applied by the first rotary electric machine to a torque in a direction to suppress an engine cam torque that may rotate an engine output shaft during a period in which the engine is stopped.

Abstract: A control apparatus of a hybrid vehicle has an abnormal sound generation condition determination unit that determines whether or not an abnormal sound generation condition of a gear train is satisfied, and a pressing processor that applies a pressing torque from a first rotary electric machine to the gear train when a retention time, which is a period in which the abnormal sound generation condition continues to be satisfied, exceeds a predetermined value, and that does not apply the pressing torque when the abnormal sound generation condition is not satisfied and when the retention time is within the predetermined value. A pressing torque setting unit sets a pressing torque to be applied by the first rotary electric machine to a direction to suppress an engine cam torque which may rotate an engine output shaft.

Abstract: A hybrid vehicle includes an electronic control unit configured to, when the drive mode is changed from one of the series-parallel mode and the parallel mode to the other one of the series-parallel mode and the parallel mode and the speed stage is changed from one of the low speed stage and the high speed stage to the other one of the low speed stage and the high speed stage, selectively execute either one of a first control and a second control. The first control is control in which the drive mode and the speed stage are changed by passing through the series mode. The second control is control in which one of the drive mode and the speed stage is changed and then the other one of the drive mode and the speed stage is changed without passing through the series mode.

Abstract: An exemplary method includes using a controller to automatically operate a vehicle in an electric mode when an actual speed of the vehicle is at or below a set threshold, and to automatically operate the vehicle in a hybrid mode when the actual speed is above the set threshold. The method further including adjusting the set threshold using a selector device such that the set threshold is changed without influencing the actual speed. Another exemplary method includes using a controller to automatically initiate a transition of a vehicle from an electric mode to a hybrid mode, or from the hybrid mode to the electric mode. The controller initiates the transition in response to a comparison of a state of charge of a battery of the vehicle to a threshold state of charge that is configured to be adjusted by an operator.

Abstract: A system for automated operation of a host-vehicle includes a sensor and a controller. The sensor is configured to detect an other-vehicle proximate to a host-vehicle. The controller is in communication with the sensor. The controller is configured to determine a behavior-classification of the other-vehicle based on lane-keeping-behavior of the other-vehicle relative to a roadway traveled by the other-vehicle, and select a travel-path for the host-vehicle based on the behavior-classification. In one embodiment, the behavior-classification of the other-vehicle is based on a position-variation-value indicative of how much an actual-lane-position of the other-vehicle varies from a center-lane-position of the roadway. In yet another embodiment, the behavior-classification of the other-vehicle is based on a vector-difference-value indicative of how much a vehicle-vector of the other-vehicle differs from a lane-vector of the roadway.

Abstract: This patent application discloses methods and systems for alerting computerized motor-vehicles about predicted accidents. In an example method, a motor vehicle alerts another motor vehicle about a predicted accident, even though that accident is between the alerting car and a third motor vehicle—for example, the alert is transmitted by non-visual electromagnetic (EM) radiation. When an adjacent motor vehicle receives such accident alert and determines it might itself be hit, it will react so as to minimize its chances of being hit or at least to minimize the damage if it is being hit.

Abstract: Provided is an automatic drive control method for a vehicle in which, as a target control quantity for automatically controlling a rudder angle of front wheels, a target control quantities ??ptj of a pinion angle for the current cycle to the c-th cycle are calculated by prediction according to parameters for trajectory control based on a driving situation of the vehicle; and when a magnitude of a target control quantity ??pt1 for the current cycle is less than a preliminarily set reference value P and it is determined that the probability is high that the target control quantity ??ptj has a sign identical to a sign for the current cycle and the magnitude thereof increases to the reference value P or above by the c-th cycle at the latest, the magnitude of the target control quantity ??pt1 for the current cycle is increasingly corrected to the reference value P.

Abstract: A vehicle speed limiter system installed on a vehicle includes a detection unit to detect a speed limit value of a road while the vehicle is traveling; a setting unit to set the speed limit value; a limiter unit to limit the vehicle speed, based on the speed limit value; an obtainment unit to obtain a stepping amount on an accelerator pedal; a calculation unit to calculate a parameter depending on the stepping amount in a state where the vehicle speed is being limited by the limiter unit; and a display unit to display information based on the parameter, in a case where a speed limit value newly detected by the detection unit is greater than the speed limit value previously set by the setting unit, before the setting unit sets the speed limit value newly detected.

Abstract: A control system for a vehicle includes an imaging device; a co-ECU to limit the travel speed of the vehicle; and an ECU to set the speed limit, that recognizes the speed limit value on a road while traveling, and sets the recognized speed limit value in the co-ECU. If the elapsed time since the speed limit value has been set reaches a predetermined time, the ECU estimates the speed limit value on the road while traveling, and if receiving a switch command, switches the speed limit value set in the co-ECU to the estimated speed limit value so as to avoid limiting the vehicle speed by a speed limit value that is different from the actual speed limit value on the road.

Abstract: A vehicle control system configured to suppress engine noise in an autonomous mode is provided. An operating mode of the vehicle can be switched between a manual mode in which a driving force and a braking force of the vehicle are controlled by a manual operation and an autonomous mode in which the driving force and the braking force of the vehicle are controlled autonomously. The vehicle control system is configured to shift an upshifting point for reducing a speed ratio of a transmission to a low speed side in the autonomous mode, in comparison with the upshifting point set in the manual mode.

Abstract: A drivetrain system for a machine includes an engine, a brake, and a controller operatively coupled to the engine and the brake. The controller is configured to generate a first speed error based on a first speed command signal and a first ground speed signal; generate a first engine speed command signal based on the first speed error; send the first engine speed command signal to the engine; compare the first speed error to an upper threshold; set a brake command signal to an engagement value when a magnitude of the first speed error is greater than a magnitude of the upper threshold; engage the brake in response to setting the brake command signal to the engagement value; and increase a speed of the engine in response to the first engine speed command signal while the brake command signal is set to the engagement value.

Abstract: A prime mover arrangement includes a prime mover (23) including a first shaft (25) driven by the prime mover, a second shaft (27), and a speed and torque manipulator (29) connected to the first shaft (25) and to the second shaft (27), the speed and torque manipulator permitting manipulation between at least one non-one-to-one ratio or a plurality of different input/output ratios of speeds and torques input by the first shaft and output to the second shaft. A method is also disclosed.

Abstract: A clutch mechanism is configured to selectively change between a first power transmission path and a second power transmission path. The first power transmission path is configured to transmit torque to an output shaft via a transmission mechanism. The second power transmission path is configured to transmit the torque to the output shaft via a continuously variable transmission mechanism. An electronic control unit is configured to: (a) selectively change a power transmission path during traveling to one of the first power transmission path and the second power transmission path by controlling the clutch mechanism; and (b) in changing the power transmission path by controlling the clutch mechanism, control an operating point of the internal combustion engine during a change of the power transmission path so that the operating point crosses over an optimum fuel, consumption line of the internal combustion engine.

Abstract: In a vehicle driving assistance apparatus, an initial action determiner determines the presence or absence of an initial action taken to start laterally moving, and a lateral movement determiner determines whether or not the own vehicle has laterally moved from a rearward position to a lateral position relative to a preceding vehicle. If the own vehicle has laterally moved after the initial action, based on at least one of a lateral distance between the own vehicle and the preceding vehicle and a relative speed of the own vehicle with respect to the preceding vehicle, a passing driving state determiner determines whether or not the own vehicle is in a passing driving state enabling the own vehicle to pass the preceding vehicle. If it is determined that the own vehicle is in the passing driving state, the own vehicle is likely to pass the preceding vehicle.

Abstract: A method for controlling power generation load based on coasting operation may include a first control step for judging whether a coasting operation is being executed, and a step for controlling the power generation load of a generator based on the charged level of a battery if the operation is judged as a coasting operation.

Abstract: A controlling apparatus and method for an electric drive transmission used in a dual-motor electric vehicle are disclosed, wherein when the second motor is in the zero torque state, the synchronizer is shifted to a neutral position, the second motor the required torque being kept to be zero; after shifted to the neutral position, if the target gear position is the neutral position, gearshifting is completed, an if the target gear position is not the neutral position, speed control to the second motor is conducted to adjust its speed towards a target speed; once the second motor is adjusted to the target speed, the second motor is subjected to zero torque control, the second motor the required torque being zero; once the second motor comes into a zero torque state, the synchronizer is shifted to a target gear position, the required torque of the second motor being kept to be zero; once the synchronizer is located in the target gear position, the required torque of the second motor changes towards a target valu

Abstract: A multi-tool machine for utilizing a plurality of work tools includes an engine and a controller operatively coupled to the engine. The engine is configured to operate at a first engine operating configuration when a first work tool is coupled to the machine and configured to operate at a second engine operating configuration when a second work tool is coupled to the machine. The controller is configured to transition the engine from the first configuration to the second configuration when the machine transitions from the first work tool to the second work tool.

Abstract: Systems and methods use cameras to provide autonomous navigation features. In one implementation, a driver assist navigation system is provided for a vehicle. The system may include at least one image capture device configured to acquire a plurality of images of an area in a vicinity of the vehicle; a data interface; and at least one processing device. The at least one processing device may be configured to: receive the plurality of images via the data interface; determine from the plurality of images a current lane of travel from among a plurality of available travel lanes; and cause the vehicle to change lanes if the current lane of travel is not the same as a predetermined default travel lane.

Abstract: A traffic sign detection section in an ECU detects a ramp sign in front image data captured by an in-vehicle camera. The ramp sign includes an exit symbol and a speed limit symbol. The exit symbol provides an indication of a place where the own vehicle leaves a current driving lane and enters a ramp lane connected to the current driving lane. A distance detection section detects a width distance between the own vehicle and the ramp sign. A driver's intention detection section detects driver's intention to change a current driving lane to a ramp lane. A lane entry detection section detects that the own vehicle enters the ramp lane when the distance detected by the distance detection section is smaller than a predetermined distance, a direction to change the current driving lane detected by the driver's intention detection section is equal to a direction designated by the exit symbol in the ramp sign.

Abstract: An ECU as a driving assistance device has a traffic sign detection section, a lane entry detection section and a judgment section. The traffic sign detection section detects traffic signs including a speed limit symbol based on front-image data captured by an in-vehicle camera. The lane entry detection section detects that the own vehicle has entered a ramp lane to leave a highway. The judgment section detects an extent of a current driving lane as the ramp lane when following conditions (c1) and (c2) are satisfied after the lane entry detection section detects the entry of the own vehicle into the ramp lane: (c1) not less than two traffic signs are arranged along the current driving lane in forward direction of the vehicle; and (c2) an arrangement of speed limit symbols included in the detected traffic signs satisfy a predetermined speed reduction pattern.

Abstract: A method and system for automatically creating a unique driver profile for a vehicle from driving habits. A unique driver profile is created with a portable on-board diagnostic series 2 (OBD-2) apparatus and/or linked and/or standalone network device (e.g., smart phone, tablet, wearable device, etc.). The unique driver profile is created from the accepted plural signals including time and geo-location data based on driving habits of the driver. The unique driver profile information is recorded on the apparatus and/or network device, downloaded at a later time or sent in real-time to check and verify an identity of the driver. The unique driver profile helps confirm an identity of the driver of the vehicle based on unique driving habits of the driver.

Abstract: A first monitoring control circuit unit monitors controlling operation of an ECU; when the occurrence frequency of an abnormality becomes the same as or larger than a predetermined threshold value, a first storage circuit stores that occurrence frequency and a first cutoff circuit de-energizes an intake valve opening degree control motor for an air-intake throttle so as to set the intake valve opening degree to a fixed intake valve opening degree; a second monitoring control means monitors controlling operation of a TCU; when the occurrence frequency of an abnormality becomes the same as or larger than a predetermined threshold value, a second storage circuit stores that occurrence frequency and a second cutoff circuit de-energizes a gear-shifting electromagnet valve so as to set the transmission ratio to a fixed transmission ratio.

Abstract: An autonomous vehicle driving assist system, method, and program set a planned route of a vehicle, the planned route including an autonomous driving section where autonomous driving control of the vehicle is permitted, and set a transition exclusion section of the planned route where a transition from autonomous driving control to manual driving is determined to be difficult. The system, method, and program set a transition section of the planned route where the transition from autonomous driving control to manual driving is made, and which excludes the transition exclusion section. Based on the transition section, the system, method, and program determine a section where autonomous driving control is performed in the planned route.

Abstract: Position information of a vehicle 100 and feature amounts of driving operations by a driver are acquired as triggered by occurrence of switching from an automatic driving mode to a manual driving mode, and a driving operation to be corrected in the automatic driving mode and a correction amount thereof, are determined from these feature amounts. A driving operation in the automatic driving mode is corrected using the determination result, so that the vehicle 100 is controlled in the automatic driving mode in which the corrected driving operation is included.

Abstract: The present disclosure relates to a continuous sensory output system and haptic apparatus, including a processor and a computer-readable where the processor to performs operations including receiving a sensor signal containing a sensor data set, applying the sensor data sets to a filter of a software package to form a projection data set, delivering the projection data set to a controller to form an action data set, and performing the action data set to an implementation section to perform the sensory output. Also, disclosed are methods including receiving a sensor signal containing a sensor data set, applying the sensor data sets to a filter of a software package to form a projection data set, delivering the projection data set to a controller to form an action data set, and performing the action data set to an implementation section to perform the sensory output.

Abstract: A method for enabling elevated trains for travel both above as well as below a vertically-tiered pair of tracks by having wheels both in the upper and lower area of the train with the ability to switch from traveling on the upper tracks using lower wheels to traveling on the lower track using upper wheels, where the said method of switching between upper and lower tracks enables trains to be moved between multiple levels serving as passing loops as well as vertical depots.

Abstract: A bottom discharge open topped hopper car has a center sill with a bottom flange having laterally protruding edges. A shed plate assembly is provided to discourage accumulation of product on the exposed upwardly facing shelf otherwise presented by the bottom flange protrusions. The shed plate assembly may be mounted to the center sill in a manner that avoids impairment of the stress performance of the flanges of the center sill, whether by mechanical fastenings to other objects, or welding to objects that are not the center sill. The shed plate assembly may have walls having upper margins that are higher than the upper extremity of the hopper discharge opening such that the shelf of the center sill bottom flange is in the lee of, or sheltered by, the shed plate. The lading may thereby move under the influence of gravity past the shed plate to its desired unloading receptacle.

Abstract: A system for containing derailment of a railway vehicle from rails over which the railway vehicle moves. The derailment system includes a derailment apparatus provided on each side frame of the railway vehicle. In one instance, each derailment apparatus has inner and outer laterally spaced and free ended depending arms disposed above a head section of the rails as long as the railway vehicle wheels ride on the rails. In the event either wheel becomes derailed, one the rails is received and accommodated within a pocket defined by the respective derailment apparatus. When a derailment occurs, the depending arms of the derailment apparatus extend below and to opposed sides of the head section of a rail received and accommodated in the pocket of the respective derailment apparatus whereby inhibiting total derailment of the railway vehicle from the rails over which the railway vehicle is traveling.

Abstract: An energy-absorbing device, in particular for a rail-car, extends along an axis and has an attachment member, which can be connected to a fixed structure, an impact member, designed to withstand an impact, and an energy-absorbing member, constituted by a first tube and a second tube, which are coaxial and are made of composite material in order to collapse and hence absorb energy in the event of impact; the first tube is fixed to the attachment member, whereas the second tube is fixed to the impact member and is axially slidable, during impact, guided by the first tube; the radial thickness of the two tubes decreases along the axis, towards their free ends; in a non-collapsed resting condition, the axial gaps present between the two free ends and the attachment and impact members are substantially the same so that the two tubes start to collapse simultaneously in the event of impact.