Abstract: A tool is disclosed that facilitates use of a vehicle wash mitt of the type having an interior of predetermined size for receiving a human hand. The tool is referred to as a truck wash paddle assembly for use in washing difficult-to-reach portions of the user's pickup truck or other vehicle. It includes an object referred to as a mitt-holding member (i.e., an MHM) on which a user mounts an elongated handle to form the tool. The MHM includes a body of material having a size and shape that fits within the interior of the wash mitt in the place of the human hand. A handle-receiving portion of the MHM defines a handle-receiving bore for receiving the end portion of an elongated handle. Preferably, an interiorly threaded metal insert within the bore mates with the exteriorly threaded end portion of a commonly available handle having an Acme-type thread. Simply removing the wash mitt from the MHM readies it for independent use, cleaning, and storage.

Abstract: A vehicle includes an electromechanical braking device having an electric brake motor, at least one wheel, and a steering actuator that is operable to adjust the at least one wheel. A method for securing the vehicle at a standstill includes applying brake force via the brake motor and actuating the steering actuator to adjust the at least one wheel.

Abstract: Actuator device for brakes suitable to be operatively connected to at least a first braking device acting on a brake disc or drum, so as to exercise a braking action, the actuator device for brakes being fitted with a lever and/or pedal for its manual operation, and being provided with a body which houses at least one piston which acts on a hydraulic circuit fluidically connected to said at least one first braking device for the hydraulic operation thereof, the lever and/or pedal being operatively connected to said piston so as to command its movement in an operating direction so as to exert pressure on the fluid of the hydraulic circuit, characterised in that the actuator device for brakes is fitted with an automatic actuator, operatively connected to the piston and/or to the operating lever and/or pedal so as to increase, control or reduce the braking action imposed manually by the operation of the operating lever and/or pedal, controlling the operating stroke of the piston.

Abstract: Systems and methods for providing aircraft braking signal alerts for aircraft are described including a first braking condition signal generated by a first aircraft or a control station. The first braking condition signal may include, for example, a timestamp, an airfield identifier, a runway identifier, and/or first braking condition information. A runway to be used by a second aircraft may be determined automatically, and a determination made regarding the relevance of the first braking condition information to the second aircraft. A braking alert signal for the second aircraft may be generated and/or updated based on the first braking condition information, and a visual indicator may be presented to an operator of the second aircraft based on the braking alert signal. The first braking condition information may be overwritten based on a second braking condition signal received from a third aircraft or the control station.

Abstract: A method for controlling a brake system of a motor vehicle wherein a central generation of brake-fluid pressure takes place electrically and essentially mechanically decoupled from the movement of a brake-actuating element. The brake pressure of individual wheels can be selectively modified depending on driving-dynamics parameters by activating hydraulic check-valve and drain-valve elements. In the case of braking events occurring before stability and/or slip limits are reached, which limits would make it necessary to use the antilock braking system and/or a stability program, the brake pressure is reduced such that the use of the hydraulic valve elements for the antilock brake system and/or the stability program is time-delayed. Further, blocking the supply of brake fluid to individual wheels or creating pressure-decrease states for individual wheels is minimized with respect to time.

Abstract: A vehicle includes a brake-by-wire system that delivers a certain amount of brake fluid pressure to wheel brakes depending upon the position of a brake pedal. A brake-by-wire fallback or backup mode of operation is also provided. When activated, this by-wire fallback mode commands a certain, known magnitude of brake pressure. The commanded amount of brake pressure can vary based on the state of a brake pedal on/off switch, and can be set regardless of brake pedal position. This provides a backup to the brake-by-wire system without necessarily requiring a mechanical push-through backup system to brake the vehicle in the event a backup mode is required.

Abstract: A method selects one or more power sources in a hybrid electric vehicle (HEV) at a particular moment in time for a current route to optimize energy consumption for the HEV, wherein the HEV includes one or more electric engines (EC) and one or more internal combustion engines, by first determining, in an off-line processor, a regression model that predicts a terminal cost of a state along a route from features associated with the route and the vehicle, using a computed true costs-to-go of multiple states from multitude of real or imaginary routes. In an online processor in the HEV, truncated dynamic programming is performed using the regression model to estimate a terminal cost at an end of a truncated time horizon for a current route. Then, one or more of the power sources are selected for the one or more EC and the one or more ICE based on a minimal cost-to-go of a current state.

Abstract: A moving assist apparatus assists vehicle which includes an internal combustion engine and an electric motor as driving source to move from current position to destination. The moving assist apparatus includes: a mode planning unit of for each section obtained by dividing traveling route from the current position to the destination, planning regularly one traveling mode from EV mode of not maintaining charge storage amount of battery and HV mode of maintaining the charge storage amount of battery; and an information generation unit of generating periodically traveling load information referenced by the mode planning unit. In addition to plans regularly, when replanning the traveling mode based on the traveling load information generated by the information generation unit, the mode planning unit defers execution of the replanning of traveling mode period to which from execution of the previous planning does not reach predetermined period.

Abstract: A moving assist apparatus assists a vehicle which includes an internal combustion engine and an electric motor as a driving source to move from a current position to a destination. The moving assist apparatus includes a planning unit configured to, for each section obtained by dividing a traveling route from the current position to the destination, plan one traveling mode from a mode of not maintaining a charge storage amount of a battery and a HV mode of maintaining the charge storage amount of the battery, based on a traveling load associated with the section. The planning unit is configured to replan the traveling mode under a predetermined condition, and when the predetermined condition is satisfied, when a remaining distance of the section on which the vehicle is traveling is less than a threshold a, to replan a current ‘traveling mode to be the traveling mode in priority.

Abstract: In a hybrid vehicle, an ECU executes a forced charging control for forcibly charging a battery by using an engine and a vehicle driving device in a case where a remaining capacity of the battery is equal to or less than a predetermined value. In a case where an evaluation value shows a degree of deterioration of the battery attributable to excessive charging, the ECU uses a first electric power as an electric charging power for charging the battery when an absolute value of the evaluation value is equal to or lower than a first threshold, and uses a second electric power falling short of the first electric power as the electric charging power for charging the battery when the absolute value of the evaluation value is higher than the first threshold in a case where the forced charging control is executed while the hybrid vehicle is stopped.

Abstract: A multi-mode powertrain system is described, and includes an internal combustion engine and electric machines operative to transfer mechanical power through a gear train to an output member coupled to a driveline, wherein the electric machines electrically connect to a battery. The method includes determining an audible noise-based maximum engine speed, wherein the internal combustion engine generates an audible noise that is less than a threshold noise level when operating at a speed that is less than the audible noise-based maximum engine speed. The electric machines and the internal combustion engine are controlled responsive to an operator torque request including controlling the engine speed to be less than the audible noise-based maximum engine speed when battery power is greater than a minimum threshold.

Abstract: An apparatus and a method are provided for controlling a mode change of a hybrid electric vehicle that change a mode of the hybrid electric vehicle at an optimal reference point of mode change when a demand power of a driver is stably maintained to be greater than a predetermined level. The method includes calculating a demand power or a demand torque of a driver and determining whether the demand power or the demand torque is maintained to be equal to or greater than a first predetermined value for a first predetermined time. A mode change hysteresis line is raised when the demand power or the demand torque is maintained to be equal to or greater than the first predetermined value for the first predetermined time and then a mode change is executed based on the raised mode change hysteresis line.

Abstract: A drive control device of the vehicle controls a left and right driving force difference by a driving device based on a rotational velocity of a rotary electric machine, which imparts a steering force or a steering additive force to a steering system of the vehicle. Furthermore, at a time that there is a deviation or a likelihood of a deviation of the vehicle with respect to a travel path or when an avoidance assistance unit produces a notifying operation or imparts a deviation avoidance assistance steeling force or a deviation avoidance assistance steering additive force, the drive control device prohibits or suppresses control of the left and right driving force difference based on the rotational velocity.

Abstract: A method for the user-defined provision of a vehicle in which a parking position in a parking region is identified and driven to automatically by the vehicle or with guidance by a user and, at the request of the user, the vehicle drives automatically to a transfer location in the parking region for further use. A trajectory which is travelled along as far as the parking position within the parking region is sorted and the transfer location can be defined at any desired point on this trajectory. Also disclosed is a system for carrying out the method and a motor vehicle having the disclosed system.

Abstract: An intersection of a host vehicle and a target vehicle is identified. Data relating to the target vehicle are collected. A map of a surrounding environment is developed. A driver intent probability is determined based at least in part on the map. A threat estimation is determined based at least in part on the driver intent probability. At least one of a plurality of safety systems is activated based at least in part on the threat estimation.

Abstract: An ACC system and method for controlling a vehicle are disclosed. An adaptive cruise control (ACC) system includes: a radar sensor unit which detects an object around a vehicle and a movement detector which measures a driving speed and acceleration of the vehicle and a determination unit which determines a stopped object to be a stopped vehicle when the stopped object is detected in front of the vehicle and a surrounding vehicle detected around the vehicle is detected to decelerate on the basis of the measured driving speed and acceleration and a controller which regards the stopped vehicle as a preceding vehicle and performs deceleration control.

Abstract: [Objective] A possibility that a sense of discomfort or insecurity may be given to a driver when a self-vehicle overtakes a preceding vehicle in a follow-up control should be reduced. [Means for Solution] A target follow-up acceleration calculation part 13 calculates target follow-up acceleration Afollow*. This target follow-up acceleration Afollow* is set so as to become a larger value when an overtaking operation is detected based on a winker signal, compared with a case where an overtaking operation is not detected. A target acceleration mediation part 16 selects a smallest value among the target follow-up acceleration Afollow*, target constant speed running acceleration Aconst* and target curve running acceleration Acurve*, and sets the selected value as final target acceleration A*.

Abstract: A method of and system for detecting absolute acceleration along various axes relative to a desired movement vector while moving relative to a gravity source includes steps of determining a vertical acceleration, perpendicular to the desired movement vector and substantially anti-parallel to a gravitational acceleration due to the gravity source; determining a longitudinal acceleration, parallel to the desired movement vector and to output at vertical acceleration signal and a longitudinal acceleration signal; determining an inclination of the desired movement vector relative to the gravitational acceleration; and processing the vertical acceleration signal, the longitudinal acceleration signal, and the inclination signal to produce an absolute vertical acceleration signal and an absolute longitudinal acceleration signal.

Abstract: Methods of controlling a prime mover and a continuously variable transmission (CVT) are described. The CVT has a group of spherical power adjusters. Each power adjuster has a tiltable axis of rotation. The methods may include optimizing a vehicle having a drive motor and a continuously variable transmission. The CVT has a plurality of spherical power adjusters, each power adjuster having a tiltable axis of rotation. The methods may include optimizing a drive system having a prime mover and a continuously variable transmission.

Abstract: Method for operating a drive-train (1) comprising an automated transmission (4) and a drive aggregate (2), wherein the automated transmission (4) provides at least two starting gears for the forward driving direction, and with a transmission-internal or transmission-external starting clutch (5), namely a method for operating such a drive-train (1) during crawling at a crawling speed in the forward driving direction, such that for crawling in a starting gear engaged in the transmission (4) for a forward driving direction and with the starting clutch (5) closed and not slipping, the drive aggregate (2) is operated in a rotational speed regulated manner so that a crawling speed is obtained, which depends on the rotational speed of the drive aggregate (2) and on the gear ratio of the starting gear engaged in the transmission (4), and depending on an actuation of an operating element (8) of a speed regulating unit, at least one appropriate starting gear for crawling is determined and automatically engaged in the t

Abstract: A multi-mode powertrain system is described, and includes an internal combustion engine having stop/start capability. A method for controlling the multi-mode powertrain system includes circulating coolant to a heater core via an engine fluidic circuit that includes a water jacket of the internal combustion engine when temperature of the coolant is less than an engine fluidic circuit upper temperature threshold and the engine is in an ON state. Coolant is circulated to the heater core via a bypass fluidic circuit that excludes the water jacket of the internal combustion engine when temperature of the coolant is greater than a bypass fluidic circuit lower temperature threshold when the engine is in an OFF state.

Abstract: An illustrative example embodiment of a system includes object detecting means for providing an indication of an object in a vicinity of a vehicle; at least one indicator means for providing an indication regarding the detected object to a driver; gaze detecting means for providing an indication of the vehicle driver's gaze; brain activity detecting means for providing an indication of the driver's brain activity; and control means for controlling any indication from the indicator means regarding the detected object based upon an indication from the gaze detecting means and the brain activity detecting means corresponding to an estimation of driver awareness of the detected object.

Abstract: A vehicle can be controlled based on feedback from a driver of the vehicle when a mobile device is connected to a computer system. A profile for a driver can be used. The system can receive data about the driver from the mobile device. The data and answers can be sent to a natural language processing (NLP) system for analysis. The NLP system can return a determination that the user is cognitively disengaged, and thus unable to safely drive the vehicle. The system can then control the vehicle.

Abstract: A vehicle traveling control apparatus includes a first information obtaining unit, a second information obtaining unit, a traveling controller, a detector, and a calculator. The first information obtaining unit obtains information on a traveling environment of an own vehicle as traveling environment information. The second information obtaining unit obtains information on traveling of the own vehicle as traveling information. The traveling controller performs an evacuation traveling control, based on the traveling environment information and the traveling information. The evacuation traveling control causes an evacuation traveling of the own vehicle to be executed. The detector detects an abnormal state of a driver of the own vehicle. The calculator calculates waiting time during which waiting is performed from the detection of the abnormal state of the driver to starting of the evacuation traveling control, when the abnormal state of the driver is detected by the detector.

Abstract: One way to improve fuel efficiency of a vehicle is to detect the vehicle operational shortcomings related to fuel consumption by determining whether fuel used during operation of the vehicle is normal fuel use or wasted fuel use. Considerations of idling, speeding and inappropriate gear shifts are some ways to measure the amount of fuel wasted due to operator shortcomings. Communicating this information to the operator in real-time so adjustments can be made will improve vehicle fuel efficiency. These techniques are applicable to tracking employment of other driving best practices as well.

Abstract: A method is provided for determining an adhesion potential of a tire mounted on a wheel and travelling over ground. The method utilizes a database constructed to contain information obtained by evaluating experimental data on an evolution of a rolling radius of the tire as a function of predetermined rolling conditions of the tire on ground of variable and known adhesion. Based on the information in the database, an estimation model (Madpot) of an adhesion potential is established by determining a function linking an adhesion potential (?max) of the tire to a rolling radius (RRt) of the tire and to vehicle parameters. The rolling radius (RRt) of the tire is determined while the tire is rolling. The adhesion potential (?max) of the tire is evaluated by application of the estimation model (Madpot) and as a function of the vehicle parameters.

Abstract: If the difference of the manual driving operation amount, detected by a manual driving operation amount detection portion, from the autonomous driving operation amount, calculated by an autonomous driving operation amount calculation portion, is equal to or smaller than an operation amount threshold during manual driving, a driving state switching portion switches the driving state from manual driving to autonomous driving in response to an autonomous driving switching request from a host vehicle's driver. This configuration prevents the switching from manual driving to autonomous driving if the driver's manual driving operation differs much from the autonomous driving operation with a high possibility that the autonomous driving operation suitable for the actual traveling environment will not be performed.

Abstract: An embodiment of a control system includes a sensing element configured to detect a gesture from at least one user in a vehicle including a handwheel, and a gesture control module configured to receive gesture information from the sensing element and control at least one of the handwheel and the vehicle based on the gesture information.

Abstract: Systems and methods for quantifiable assessment of vehicle driver performance based upon objective standards are disclosed. The physical and/or control states of a vehicle are monitored by sensors during a driving trip. Measurement data, optionally comprising a measurement signal, is composed from parameters selected from the measured physical and/or control states. The measurement data is then compared to reference data, optionally comprising a reference signal, comprising the same or similar physical and control state parameters, for the same or analogous driving trip or portion thereof, including discrete driving tasks, as determined by one or more of: a known driver of specific attributes, a population average, or an autonomous driving algorithm. A driver performance level may be determined as one or more characteristic metrics of a driving task, according to one or more path metrics of a driving task, or as a signal distance metric between the reference and measurement signals.

Abstract: A method for making a railcar having a span bolster is disclosed. The method involves fabricating and joining the components of the span bolster in a manner such that a camber is built into span bolster. A camber is cut into longitudinal supports that span the length of the bolster. A jig is used to shape top and bottom plates prior to attaching the plates to the longitudinal supports, thus forming the bolster. Truck assemblies are attached to the bolster and a railcar body mounted to the combined unit.

Abstract: A bogie for a high-speed railway vehicle includes a wheel set, an axle box, a primary spring suspension device, a frame, a secondary spring suspension device and a foundation braking device. A wheel of the wheel set has an LMA wheel tread. The foundation braking device is mounted by a three-point hitch structure. The axle box is a structure which is separatable in a vertical direction, and an off-line safety protecting device is mounted at a lower portion of the axle box. A traction rod of the secondary spring suspension device is a single traction rod. A center pin is provided with an integral hoisting device. Two anti-yaw dampers, as a group, are arranged at either side of the secondary spring suspension device, and the two anti-yaw dampers have the same damping coefficient.

Abstract: A railroad car draft gear is provided which includes a housing. The housing is a unitary structure, having an open end and a closed end. Compressible spring elements are located inside the housing, with an end of the spring element located against the interior side of the closed end. A friction assembly is also located within the housing, near the open end. The friction assembly provides energy absorption during compression cycles. The spring element restores the friction assembly to its fully extended positon after a compression event.

Abstract: A railroad crossing warning system includes a beam emitter for generating a focused beam of energy, and a receiver for receiving the focused beam of energy. A pair of weatherproof housings secures the emitter and receiver diagonally at a railroad intersection. A base station is communicatively linked to the beam emitter and the receiver, and a base station communication unit transmits an obstruction warning to an approaching train.

Abstract: An arrival time and location targeting system for a train, the system including at least one computer programmed or configured to: (a) receive at least one target location associated with a forward route of the train; (b) determine required time of arrival at the at least one target location based at least partially on the current location of a leading edge of the train; (c) determine an estimated time of arrival of the leading edge of the train at the at least one target location based at least partially on the current location of the leading edge of the train and the current speed of the train; and (d) based at least partially on the difference between the determined required time of arrival and the determined estimated time of arrival, generate a target speed of the train. A computer-implemented arrival time and location targeting method is also provided.

Abstract: A travel cooler, includes a body comprising a base, sidewalls, and a lid connected together to define an interior, insulated containment space for holding cooler items. A lengthwise dimension of the cooler extends between opposite ends of the cooler, and the body defines recessed exterior surface slots extending along a lengthwise extent of the cooler. The cooler further includes a U-shaped handle having two legs connected by a handle portion. The cooler is transitionable between a first configuration, in which the legs of the U-shaped handle extend a substantial length from the body of the cooler, and a second configuration, in which the legs of the U-shaped handle are received within the recessed exterior surface slots extending along a lengthwise extent of the cooler, the handle portion extending in close proximity to an end of the body of the cooler.

Abstract: The present disclosure provides vehicle transportation and storage assemblies that can include a moving frame coupled to a loading frame and a support frame extending at an angle other than normal from the moving frame to the loading frame. Vehicle moving, storage, and/or maintenance methods are provided that can include supporting a vehicle with an assembly in a first position, with the first position supporting the vehicle substantially parallel to the road surface, and pivoting the assembly to support the vehicle in a second position, the second position supporting the vehicle substantially normal to the road surface.

Abstract: A steering column system includes a steering column shaft, a steering input device coupled to the steering column shaft, an energy absorbing mechanism operatively engaged with at least one of the steering column shaft and the steering input device, a column adjustment assembly configured to translate the steering column shaft between a retracted position and a driving position, and at least one signal indicating if the steering column shaft is in the retracted position or the driving position. When the steering column shaft is in the retracted position, directional control of a vehicle is automated, and when the steering column shaft is returned to the driving position as indicated by the at least one signal, the energy absorbing mechanism is operational.

Abstract: An electronic controlling unit includes a housing configured to accommodate a power module, an input/output board, and a control board. The housing includes a mounting portion and a ceiling portion opposed to each other with a spacing therebetween in one direction, and four side wall portions located between the mounting portion and the ceiling portion. At least one of the at least four side wall portions is an inclined side wall portion inclined inwardly at an acute angle with respect to the mounting portion.

Abstract: A steering angle detecting apparatus for vehicles includes a vernier calculating section that performs vernier calculation based on a steering shaft angle and a motor angle, a neutral period specifying section that specifies a neutral period including a neutral point based on a reference angle calculated by the vernier calculation in the vernier calculating section, and a neutral point specifying section that specifies the neutral point from the neutral period and a stored neutral point value, and outputs a steering angle the neutral point of which is specified.

Abstract: A communication system includes at least one sensor apparatus including at least one sensing element and a transmission circuit, and a microcomputer including a reception circuit and a differential calculator. The sensing element detects a sensor value indicating a physical quantity of a detection target, and the transmission circuit transmits, as a digital signal, a sensor signal including information indicative of the sensor value at a predetermined transmission cycle. The reception circuit receives the sensor signal through a signal line and updates last time sensor value with present time sensor value. The differential calculator calculates, at a predetermined calculation cycle, a time differential value by performing a time differential calculation to the updated using time information provided separate from the sensor value.

Abstract: A method for characterizing a stick-slip condition in a steering system includes transmitting a periodic steering control signal to a rotary actuator to cause rotation of a steering shaft, through a torsion bar and inertia wheel, over a range of steering angles, and applying an axial force to a rack to resist rack displacement from a centered position. A steering torque output value is measured via a torque transducer. A control action is executed when a measured difference between a maximum value of a steering torque required to initiate rack motion/torque breakaway and a minimum value of the steering torque after breakaway for start-up or subsequent steering reversal exceeds a calibrated threshold. A system includes the rotary actuator, steering system, torque transducer, torsion bar, inertia wheel, linear actuator(s) providing an axial force along the rack axis to resist rack displacement from a centered position, and controller programmed as noted above.

Abstract: A method for characterizing a stick-slip or stiction condition in an electrically-assisted steering system includes transmitting a first steering control signal from a controller to a rotary actuator as a periodic steering conditioning signal, receiving a second steering control signal via a steering assist motor throughout the test to electrically assist steering, transmitting a third steering control signal to the rotary actuator to cause alternate rotation of the steering shaft to a target angle rate at constant acceleration/deceleration, and measuring a steering torque output from the rotary actuator. A control action is executed when a difference in local maximum and minimum peak amplitudes of the steering torque output exceeds a calibrated threshold difference indicative of stiction. A system includes a rotary actuator, the steering system, a torque transducer operable for measuring a steering torque imparted to the steering shaft by the rotary actuator, and the controller noted above.

Abstract: Disclosed are a tie rod end and a method for manufacturing a tie rod end. The tie rod end includes a ball stud that has a head and a stud portion connected to one side of the head, a ball seat that surrounds the head such that the head can move within a predetermined angle range, a housing that has an internal space for receiving the head and the ball seat, and a grease pocket that is formed at a side of the internal space to be applied with a grease and is surrounded by an outer surface of the other side of the head and an inner surface of the housing.

Abstract: A toe optimization system for a vehicle with first and second rear wheels defining a rear toe angle. The vehicle includes a plurality of sensors and first and second actuators operatively connected to the first and second rear wheels, respectively, for varying the rear toe angle. A controller has a processor and tangible, non-transitory memory on which is recorded instructions for executing a method for controlling the rear toe angle. Execution of the instructions by the processor causes the controller to select one of a plurality of vehicle states. Each of the plurality of vehicle states has a respective toe setting. The controller is configured to actuate the first and second actuators to vary the rear toe angle to the respective toe setting. By actively controlling the rear toe angle, the agility and stability of the vehicle can be optimized according to the specific vehicle state.

Abstract: Omnidirectional moving device and system are provided. The device includes a chassis member, at least a pair of treading members and a wheel arrangement. Each of the treading members can move in same or opposite directions. Each of the treading members, when moving in same direction, may enable the wheel arrangement to move in the same direction as thereof so as to enable the device to be moved in a second direction (D2); and when adapted to be moved in opposite directions, enables the wheel arrangement to swings at a position thereof to enable the device to be moved in a third direction (D3).

Abstract: A backup assist system for a vehicle reversing a trailer includes a trailer sensor module generating a trailer yaw rate and a vehicle sensor system generating a vehicle yaw rate and a vehicle speed. The system further includes a controller determining an estimated length of the trailer based on an estimated hitch angle, the vehicle yaw rate, the vehicle speed, and the trailer yaw rate in view of a kinematic relationship.

Abstract: In a steering assist device, a correction gain setting unit sets correction gain to one if it determines that that the sign of a lateral deviation change rate is different from that of a second derivative value of a lateral deviation. The correction gain setting unit sets the correction gain to a predetermined value that is larger than one, if it determines that that the sign of the lateral deviation change rate is the same as that of the second derivative value of the lateral deviation. A gain multiplication unit corrects a lane keep assist current value calculated by a lane keep assist current value calculation unit by multiplying the lane keep assist current value by the correction gain set by the correction gain setting unit.

Abstract: A communication system includes a sensor apparatus, which includes sensing elements and a transmission circuit, and a microcomputer, which includes a reception circuit, a difference calculator, and a differential calculator. The transmission circuit shifts a transmission time point of one of sensor signals including sensor value detected by one of the sensing elements by a predetermined period with respect to a transmission time point of another one of sensor signals including sensor value detected by another one of the sensing elements. The predetermined period is set shorter than a transmission cycle of the transmission circuit. The difference calculator calculates a difference value so that an offset error among the sensing elements is compensated or a fluctuation caused by a variation in slopes of output characteristics of the sensing elements is reduced.

Abstract: An impact absorbing assembly comprises a CFRP part including a first portion and a second portion that are connected by a metal bending hinge connector. The metal bending hinge connector bends in response to an impact force being applied to the assembly to inhibit the CFRP part from cracking The metal bending hinge connector may be a tubular member that defines an opening extending from a first end to a second end of the tubular member. The tubular member receives the first CFRP part in the first end and the second CFRP part in the second end. The impact absorbing assembly may be, for example, a longitudinally extending rail or a sub-frame arm.

Abstract: A vehicle body side frame is a member that absorbs applied impact load by bending under the impact load. The vehicle body side frame includes plural ultrahigh strength portions provided at intervals along a longitudinal direction, and plural high strength portions interposed between the plural ultrahigh strength portions. A tensile strength of the ultrahigh strength portions exceeds 1400 MPa, and a tensile strength of the high strength portions is from 500 MPa to 1000 MPa. The high strength portions are formed with a sheet thickness greater than that of the ultrahigh strength portions. A front stress concentrating portion, a central stress concentrating portion, and a rear stress concentrating portion are respectively formed to a front high strength portion, a central high strength portion, and a rear high strength portion.