Abstract: A cylinder device, which is provided with: a substrate having a cylinder hole and a reservoir union port; a piston which is inserted into the cylinder hole; a regulation member which regulates the rearward limit of the piston; a reservoir having a liquid supply part; and a seal member which is for the reservoir and which is externally fitted to the liquid supply part. Therein: the substrate comprises a mounting hole and a first communication hole which open to the reservoir union port and the cylinder hole; the regulation member is inserted into the mounting hole (11h); and the liquid supply part has a cut-out section and a tip section arranged so as to face the regulation member. This structure enables the number of components to be reduced, reduces the size of the substrate, and also prevents air from collecting inside the reservoir union port.

Abstract: A hydraulic-pressure generator including: primary and secondary pistons displaced corresponding to displacement of a brake pedal; a first pressure chamber communicating with a first hollow in the primary piston and generating in brake fluid hydraulic pressure corresponding to the displacement of the primary piston; a second pressure chamber communicating with a second hollow in the secondary piston and generating in the brake fluid hydraulic pressure corresponding to the displacement of the secondary piston; one or more first communication openings formed in a peripheral wall surrounding the first hollow; and second communication openings formed in a peripheral wall surrounding the second hollow. The flow rate of the brake fluid through the one or more first communication openings is different from the flow rate of the brake fluid through the second communication openings.

Abstract: An electric brake actuator provided with a main reservoir attached to a vehicle frame, a first reservoir attached to an input device and coupled to the main reservoir via a pipe, and a second reservoir coupled to the main reservoir via another pipe and directly mounted to a motor cylinder, wherein the second reservoir is disposed below the main reservoir in the vertical up and down direction.

Abstract: Disclosed are an electronic brake system and a control method thereof. The electronic brake system includes a master cylinder including a piston, an output rod contacting the piston, an input rod configured to be moved forward by a driver's manipulation of a brake pedal and arranged coaxially to the master cylinder and spaced a predetermined isolation gap apart from the output rod, an electrically-driven booster including a motor, a ball screw to move the output rod, and a motion converting unit to move the ball screw forward and backward by converting rotational movement of the motor into linear movement, and an electronic control unit (ECU) to control operation of the motor based on the size of the isolation gap. When the ball screw is moved backward in an ABS mode, the ECU stops backward-movement of the ball screw before the output rod collides with the input rod.

Abstract: A lid member has an external shape inscribing a quadrilateral formed by two sets of two facing sides, and has: a pair of first cut-out sections configured by cutting out, in the same size, a pair of diagonal corners from among the two sets of diagonal corners of the quadrilateral; and a pair of second cut-out sections configured by cutting out the other diagonal corners in the same size. The outer shape of the lid member is formed in a point-symmetric shape relative to the center of an opening in a peripheral wall section. The first cut-out sections have a larger surface area than the second cut-out sections, and one out of the pair of first cut-out sections is configured so as to be arranged in the vehicle progression direction and at the bottom in the vertical direction, when a base body is mounted to a vehicle.

Abstract: A control device for a rail vehicle, the rail vehicle having a braking system with at least one dynamic braking device and at least one further braking device. The control device determines the brake force exerted by the dynamic braking device during braking based on deceleration data, which represent an overall deceleration of the rail vehicle, tractive resistance data, which represent a tractive resistance of the rail vehicle, and braking data, which represent a brake force exerted by the at least one further braking device. Also disclosed is a braking system having the control device, a rail vehicle, and a corresponding method.

Abstract: There is provided a brake apparatus configured to identify a fluid leak spot while generating a braking force. The brake apparatus is configured to drive pump 7 to supply a brake fluid to a first fluid passage (fluid passage 11P, discharge passage 13P) and a second fluid passage (fluid passage 11S, discharge passage 13S), switch communicating valves 23P and 23S alternately between open and closed positions more than once, and detect a brake-fluid leakage in the first or second fluid passage on the basis of magnitudes of detection values detected by hydraulic-pressure sensors 92P and 92S during the open-close switching.

Abstract: A method is provided for optimizing power consumption of a vehicle which may include sending data from a vehicle Electronic Control Unit and vehicle Global Positioning System receiver to a network cloud and/or server upon starting the vehicle, calculating a most probable final destination and most probable optimized route of the vehicle in the network cloud and/or server based on the sent vehicle data, and calculating a most probable driving mode map in the network cloud and/or server. The method may further include calculating an optimized power utilization of propulsion sources for the vehicle in the network cloud and/or server, returning the optimized power utilization of propulsion sources to the vehicle from the network cloud and/or server, and using the optimized power utilization of propulsion sources to control drive train modes and/or peripheral equipment of the vehicle during driving in order to optimize the power consumption of the vehicle.

Abstract: A control system is provided in a vehicle including an internal combustion engine, a second MG, and a first MG. The control system starts the engine when required vehicle output becomes equal to or larger than a predetermined start threshold value, and stops the engine when the required vehicle output becomes equal to or smaller than a predetermined stop threshold value. The control system controls the engine so that output power equal to or larger than a predetermined output lower-limit value is generated, during a period from the time when the required vehicle output becomes equal to or larger than the predetermined start threshold value to the time when the required vehicle output becomes equal to or lower than the predetermined stop threshold value. The predetermined output lower-limit value is set to the predetermined start threshold value used when the required vehicle output becomes equal to or larger than the predetermined start threshold value.

Abstract: A method can be used to control a hybrid vehicle and includes the following steps: (a) receiving, via a control module, an input; (b) determining, via the control module, whether the hybrid vehicle is traveling on a highway based, at least in part, on a vehicle speed and an output torque request; (c) commanding, via the control module, the hybrid powertrain to switch from a charge-depletion mode to a blended mode if the hybrid vehicle is traveling on a highway; and (d) commanding, via the control module, the hybrid powertrain to use energy from the energy storage device via the electric motor-generator so as to maintain a substantially constant target state of charge (SOC) discharge rate.

Abstract: A hybrid control device calculates engine rotational speed and engine torque based on cooling water temperature for an engine and a charging state of a main battery. The hybrid control device operates the engine in a maximum charging efficiency mode, when the cooling water temperature is lower than a target temperature value and the main battery has a remaining charging capacity. In the maximum charging efficiency mode, the hybrid control device calculates such engine rotational speed and engine torque, which realize engine operation according to which a fuel consumption amount for a unit amount of charging electric power is minimized. As a result, efficiency of a vehicle control system is improved as a whole, to thereby improve fuel consumption ratio.

Abstract: A transmission control method for a belt type mild hybrid vehicle includes collecting, by an integrated control unit, shifting information, setting, by the integrated control unit, a target torque of a motor generator in accordance with the shifting information, and controlling, by a motor control unit, the motor generator. In addition, a transmission control apparatus for a belt type mild hybrid vehicle which performs the transmission control method includes a motor generator that is interworked with an engine and a belt, an integrated control unit that collects shifting information and sets a target torque of the motor generator in accordance with the shifting information, and a motor control unit that controls the motor generator in accordance with the target torque set by the integrated control unit.

Abstract: A hybrid vehicle includes a battery, a generation unit having an internal combustion engine and a generator configured to supply electric power generated to a motor or the battery, the motor, and a mount which connects the internal combustion engine to a vehicle body. An internal combustion engine control device for the vehicle includes a generation unit activation determination portion which determines whether or not the generation unit needs to be activated to operate, a mount displacement quantity deriving portion which derives a mount displacement quantity indicating an extended/contracted length of the mount, and an internal combustion engine control portion which prohibits a start of the internal combustion engine a case the mount displacement quantity exceeds a threshold.

Abstract: The present invention provides a parking control system including: a parking mode selection unit that supports a first-stage selection and a second-stage selection, wherein a parallel parking mode or a perpendicular parking mode is selected in the first-stage selection, and a head-in parking mode or a reverse parking mode is selected in the second-stage selection in cases where the perpendicular parking mode is selected in the first-stage selection; a sensor unit comprising a plurality of sensors mounted on one or more of the front, rear, and sides of a vehicle; a parking space search unit that searches for a parking space based on a value detected by the sensor unit; a path setting unit that sets a parking path along which the vehicle is parked in the parking space, which is discovered by the parking space search unit, according to the parking mode selected by the parking mode selection unit; and a parking controller that controls the vehicle to move along the parking path set by the path setting unit.

Abstract: A system for informing a driver of a vehicle of a surrounding hazard and road position of the vehicle. The system includes at least one sensor configured to identify location of the hazard relative to the vehicle. A controller is configured to: receive inputs from the at least one sensor regarding location of the hazard; determine a threat potential of the hazard based on at least one of location of the hazard relative to the vehicle, speed of the vehicle, and heading of the vehicle; and send commands to a display for visually displaying the hazard to the driver based on the determined threat potential of the hazard.

Abstract: A trailer backup assist system includes a sensor that senses a hitch angle between a vehicle and a trailer. The trailer backup assist system also includes a steering input device that provides a backing path of the trailer. Further, the trailer backup assist system includes a controller that generates a steering command for the vehicle based on the hitch angle and the backing path. The controller generates a countermeasure for operating the vehicle when the steering input device fails to provide the desired backing path fails or the controller otherwise fails to sense the input signal from the steering input device.

Abstract: The adaptive cruise control system interlocking with the LKAS includes: a radar configured to detect a preceding vehicle ahead and measure an inter-vehicle distance; and an electronic control unit configured to control acceleration and deceleration of a vehicle according to a request acceleration calculated to maintain an appropriate distance from the preceding vehicle. The electronic control unit calculates a maximum request acceleration that is changed according to an auxiliary steering torque received from the LKAS which prevents lane departure and a change amount in the maximum request acceleration, and controls acceleration and deceleration of the vehicle based on a final request acceleration determined by using the calculated maximum request acceleration, the calculated change amount in the maximum request acceleration, and the calculated request acceleration.

Abstract: A vehicle controller includes an hybrid vehicle (HV) ECU, a motor-generator (MG) ECU, a brake ECU, a first communication line that enables one-to-one connection between the HV ECU and the MG ECU, and a second communication line that enables connection among plural ECUs including the HV ECU and the brake ECU. The MG ECU calculates an operation torque of first and second MGs. The MG ECU is communicable with the brake ECU via the second communication line. In addition, the controller includes a microcomputer that serves as a travel state determiner for determining whether a travel state of a hybrid vehicle is a transition state in which a drive wheel alternatively slips and grips. Based on a determination result of the microcomputer, the controller switches to the first communication line in a normal state and to the second communication line in the transition state.

Abstract: A control system for a vehicle operable to control a driveline of a vehicle to vary and amount of torque coupling between first and second groups of one or more wheels, the control system being operable automatically to cause application of brake torque to a wheel of the first or second groups of one or more wheels in response to detection of loss of traction of one or more wheels, wherein if the amount of brake torque or brake pressure of a braking system employed to apply the brake torque exceeds a threshold value in response to the detection of loss of traction, the control system is operable to cause the driveline to reduce the amount of torque coupling between the first and second groups of wheels.

Abstract: In at least one embodiment, a method and a apparatus for restricting audio transmission in a vehicle is provided. The apparatus comprises a control module. The control module is configured to receive an audio feed signal including audio content and a content advisory indicator and compare the content advisory indicator to predetermined criteria. The control module is further configured to restrict transmission of the audio data based on the comparison of the content advisory indicator to the predetermined criteria.

Abstract: A system and method for mitigating unintended operation of in-vehicle controls is described herein. The system and method analyze data and/or signals received from sensors to determine when the vehicle is experiencing changes the in the vehicle's direction, dynamic state and/or status. The analysis may be applied to data and/or signals from one or more sensors alone or in combination. Analysis of the data and/or signals may determine that one or more criterion are met and therefore the vehicle may be an identified state. When the vehicle is in an identified state, the system and method may disable, deaden or otherwise modify the response to one or more controls in order to mitigate unintended operation.

Abstract: A method for influencing gravitational discharge of material from a railcar gate assembly is arranged in material receiving relation relative to a hopper on the railcar. The gate assembly defines a discharge opening and includes a slide gate for controlling the discharge of material from the hopper car. A first portion of the gate assembly is operably disposed above the slide gate and a second portion of the gate assembly is disposed below the slide gate. An adapter is releasably suspended below the discharge opening for influencing the discharge of material from the second portion of the gate assembly.

Abstract: A tip of a pneumatic brake cylinder device is attached rotatably at a base side of a caliper body, and a base end of a first brake lever is attached rotatably to an end part of a cylinder at a side opposite to where the rod protrudes. A center part of the first brake lever is rotatably attached to the body. A front part end of a second brake lever is rotatably attached to a tip of the body, and the base ends thereof come into contact with a tip of the first brake lever. A brake lining and a brake head are attached on an inner surface at a tip of a pressing-force transmission member disposed at a center part front part of the second brake lever. A torque-receiving pin tip is immobilized at the brake head, and a shaft is held on the body via a spherical washer.

Abstract: Methods and systems relate to establishing a communication link with a wayside device, determining whether or not to at least one of update or configure the wayside device in dependence upon at least one update parameter, and when it is determined to update or configure the wayside device, updating or configuring the wayside device from a remote location.

Abstract: A process for the control of movement of rail-based automated transport vehicles (2a, 2b) in a multi-branch rail system (1) that contains in particular switches (4), lifts (10, 11) and other integrated rail-based units, including stations for loading and unloading, with a depiction of rail system (1) in the control system of the automated transport vehicle (2a, 2b) with all integrated rail-based units (4; 10, 11; 13-16; 20, 21, 33) by means of nodes (7-9; 22-25) and edges (26-31) as defined in graph theory.

Abstract: A control system for operating locomotives in a train may include a first lead communication unit located on-board a lead locomotive of a lead consist in the train, an off-board remote controller interface, and a second lead communication unit located on-board a lead locomotive of a trailing consist in the train. The first lead communication unit may be configured to transmit locomotive control commands from the lead locomotive of the lead consist off-board to the off-board remote controller interface. The second lead communication unit located on-board the lead locomotive of the trailing consist in the train may be configured to receive control command signals from the off-board remote controller interface, with the control command signals corresponding to the locomotive control commands transmitted from the lead locomotive of the lead consist.

Abstract: An on-board device is loaded in a moving vehicle traveling on a track. The on-board device determines whether or not a traveling route has been secured, based on station related data indicating data related to a branch on the traveling route of the moving vehicle and acquired from a station interface device of a station to which the branch belongs, and different moving vehicle related data indicating data related to a different moving vehicle acquired from the different moving vehicle on the traveling route. The on-board device determines the traveling of the moving vehicle on the secured traveling route based on the different moving vehicle related data.

Abstract: A diagram creating device has a database and a processing device. The processing device includes a unit which displays names of track sections, names of stations in the track sections, and station line which displays the distances from each station, in parallel to the time axis in the diagram, a unit which displays junction buttons associated with other track sections, near the station line associated with the junction stations belonging to the other track sections in the diagram, and a unit which, when the junction button is pushed, reads the station order data and the junction data based on the track section code of the junction destination, switches part of the station line related to the track section displayed in the diagram for a junction station as a junction point, to the station line subsequent to the junction station belonging to the another track section, and displays the station line.

Abstract: An equipment carrier includes a surface module with a first securing device and a column module with a second securing device. The first securing device on the surface module and the second securing device on the column module are designed corresponding to each other such that the column module and the surface module can be connected to each other with a first, linear movement and a subsequent second, rotational movement of the column module relative to the surface module.

Abstract: A push handle for a shopping trolley contains a holder for a mobile telecommunications terminal, in particular a smartphone. The holder includes a mounting for the telecommunications terminal and a pivot joint by which the mounting can be pivoted between a home position when it rests against the push handle and a holding position when it extends away from the push handle.

Abstract: A steering apparatus includes an upper bracket that supports a column jacket. The upper bracket includes a first member including a first top plate and fixed to the vehicle body, and a second member fixed to the first member and supporting the column jacket. The second member includes: a second top plate fixed to the first top plate, a pair of side plates extending downward from the second top plate and placed on both side of the column jacket; and a pair of restricted portions extended laterally from the pair of side plates, respectively. The first member includes a pair of restricting portions extending downward from the first top plate, the pair of restricting portions each including a second fixed portion fixed to its corresponding restricted portion.

Abstract: To provide a steering device that reduces a hitting sound occurring upon release of clamping by a clamp mechanism and has high operability. A steering device including a clamp mechanism including: a shaft rod bridged across a vehicle-body attachment bracket supporting a steering column; a fixed cam member and a movable cam member configured to cause mutually opposing cam protrusions to be engaged with each other, and axially move the shaft rod in cooperation with each other; and an operation lever for moving the movable cam member. A buffer member is provided between first stopper portions of the fixed cam member and second stopper portions of the movable cam member.

Abstract: A bushing assembly for a steering column having a fixed jacket and a telescope jacket is provided having a set screw configured for insertion into the fixed jacket, and a radial telescope bushing co-acting with the set screw and having a post and a curved bushing portion configured to pre-load the radial telescope bushing against the telescope jacket to provide a lash-free interface between the fixed jacket and the telescope jacket.

Abstract: Provided are a steering control device and a steering control method therefor, which reduce a steering feeling of discomfort due to a pulsed change (short abrupt change) in steering assist torque caused when control such as steering wheel return control is turned on/off, and which acquire a sufficient control effect even when high control response is required, by reducing a fluctuation in steering assist torque caused when one steering assist torque is selected from two or more steering assist torques by low-pass filtering, and by correcting the low-pass filtering depending on a change amount of the selected steering assist torque.

Abstract: The present invention relates to a method and apparatus for controlling electric power steering. In particular, the present invention provides a power steering control method that includes: a breakdown detection step of detecting whether a torque sensor has broken down; an information reception step of receiving steering angle information and vehicle speed information in the case in which the torque sensor has broken down; a compensation target value calculation step of calculating a self-aligning torque, and a damping force, an inertial force, and a frictional force of an electric power steering apparatus by using one or more of the steering angle information and the vehicle speed information; and a current control step of calculating a steering assist force based on the compensation target value and controlling the supply of a motor control current that corresponds to the steering assist force, and an apparatus for the same.

Abstract: An electrohydraulic power steering system includes a sensor for detecting steering information, a motor pump unit generating a hydraulic pressure for assisting steering power depending on a driver's steering wheel operation, and a hydraulic cylinder driven with the hydraulic pressure supplied from the motor pump unit to assist the steering power. A control method of the electrohydraulic power steering system includes acquiring steering angle information depending on the driver's steering operation and information on a steering torque applied through a steering wheel at the time of operating the steering wheel; determining a target steering torque depending on the acquired steering angle; and variably controlling a motor rotational speed of the motor pump unit so that the steering torque acquired through the sensor satisfies the target steering torque.

Abstract: A tunable hydraulic bushing mounts a steering gear to a vehicle frame member. The bushing is filled with a fluid and includes an inertia track and a pressure valve separating first and second fluid chambers or cavities. The inertia track provides uninterrupted fluid communication between the first cavity and the second cavity. The pressure valve is movable between an open position, which allows fluid communication though the pressure valve between the first cavity and the second cavity, and a closed position, which blocks fluid communication though the pressure valve between the first cavity and the second cavity. The pressure valve may be configured to be closed during loads induced by smooth road shake and open during loads greater than smooth road shake.

Abstract: A trailer backup assist system includes a sensor that measures a hitch angle between a vehicle and a trailer. A steering system controls a steering angle of the vehicle between physical angle limits. A controller of the trailer backup assist system generates adaptive angle limits based on a maximum hitch angle rate and generates a steering command within the physical and adaptive angle limits for the vehicle to guide the trailer on a desired curvature.

Abstract: A driving support apparatus has a controller that performs a lane keeping assist that controls a vehicle such that the lateral position of the vehicle is a target lateral position in a running lane, recognizes a lane change operation by the driver for a lane change of the vehicle from the running lane to an adjacent lane, and, when it is determined that steering torque in a lane change direction by the driver has changed from a predetermined threshold or more to less than the predetermined threshold after the lane change operation is recognized and before it is determined that a previously set lane change operation termination condition has been met, sets the lateral position of the vehicle at the time of the determination as the target lateral position.

Abstract: The present invention provides a steering risk decision system and method that determine and provide a steering risk of a vehicle to a driver. The system includes an obstacle sensor that senses an obstacle to generate first sensor data and a driving state sensor senses a driving state of a vehicle to generate second sensor data. In addition, a processor extracts feature points from first sensor data to indicate the obstacle in point and line shapes and predicts a driving region of the vehicle using second sensor data. Further, the processor calculates a relationship between the vehicle and the obstacle using information for the obstacle indicated in the point and line shapes and information for the driving region to determine a steering risk of the vehicle based on the calculated result.

Abstract: A vehicle rear structure located between a backrest and a luggage space includes a first cross member and fixation members. Each fixation member has a joint portion, a first plate and a second plate. The length of a first path extending from a first intersection point of a line passing through a fixation portion at which the second plate is fixed to the vehicle body and an upper side of the second plate through an upper side of the first plate up to the joint portion is as long as a second path extending from a second intersection point of the line and a lower side of the second plate through a lower side of the first plate up to the joint portion.

Abstract: A windshield glass support structure is provided that is capable of absorbing an impact load caused by external force even if the external force is applied at any angle to an outer surface of the windshield glass. The windshield glass support structure includes a windshield support panel that extends toward a lower end of the windshield glass from a cross member, and a glass support member that inclines rearward in the vehicle front-rear direction and upward in the vehicle up-down direction from a front edge of the windshield support panel along a lower side surface of the windshield glass. The glass support member is arranged to be deformable when external force is applied in any direction from a front in the vehicle front-rear direction.

Abstract: A tailgate assembly includes a drum that is rotatable about a drive axis, and an actuator for rotating the drum. A first cable is attached to the drum, and is spooled about the drum in response to rotation of the drum. The first cable extends through an opening in the tailgate structure, and is attached to a sidewall of a cargo box. A first guide assembly includes a first roller guide defining a first roller groove. The first cable is engaged with and guided by the first roller groove. The first guide assembly redirects a path of the first cable, and is rotatable relative to the tailgate assembly about a first guide axis. The first roller guide rotates about the first guide axis to maintain the first cable within the first roller groove as the tailgate assembly rotates about the tailgate axis between an open position and a closed position.

Abstract: A bracket assembly for a tarpaulin support device for an open top of a trailer or vehicle. The bracket may have a bore therethrough for receiving an end of a tube assembly of the tarpaulin support device. The bracket may further have a hole in one side through which a bolt or pin may extend to prevent the tube assembly from rotating. The tube assembly may be a rod, may be one or more concentric tubes, or may be a combination of one or more tubes and a rod. The bracket assembly may comprise a plurality of brackets for holding a series of tube assemblies in arched positions.

Abstract: An aerodynamic drag reducing apparatus is adapted for mounting behind a vehicle. The apparatus includes a first actuator that may reside adjacent one or more lock-rods of a rear door of the vehicle. The first actuator is adapted to deploy a first aerodynamic panel and/or frame of an aerodynamic assembly. The first actuator may be retracted by a tension member. A second actuator is adapted to deploy a second aerodynamic panel and/or frame of the aerodynamic assembly. When an operator or other means moves the second aerodynamic panel to a stowed position of the second panel, tension is developed in the tension member, and the first actuator is thereby retracted. The retraction of the first actuator may move the first panel to a stowed position of the first panel.

Abstract: The invention relates to a transport vehicle having variable width and track width, a chassis (14) and at least one steering axle (16, 18, 20, 22), wherein the chassis (14) comprises two chassis parts (28) each carrying a row of bogies (60) arranged one after the other and are adjustable transverse to a vertical longitudinal medium plane (26) of the transport vehicle. According to the invention only a single longitudinally adjustable transverse track rod (72) is arranged between the two rows of bogies (60) connecting two bogies (60) of the one or the other steering axle (16, 18, 20, 22) and which length is adjustable according to a degree of enlargement or reduction of the width and track width.

Abstract: The present application discloses a track support that includes a variable track frame comprising that includes four or more connector members, hinge joints that connect the connector members and configured to form a polygonal shape having sides each associated with one of the connector members, and a track varying mechanism that can actively change an angle between at least two of the connector members so as to change the polygonal shape of the variable track frame. Track engaging wheels mounted on the connector members can rotate around an axis that intercepts with or is adjacent to the hinge joints. The track engaging wheels can engage with a track belt wrapped around the track engaging wheels.

Abstract: In a windshield device of a saddle-ride type vehicle, a guide rail is fixed to a vehicle front portion; a moving assembly is movably provided on the guide rail; and a windscreen is supported on the moving assembly. The moving assembly includes a slide member movably attached to the guide rail, a screen supporting member configured to support the windscreen, and a link mechanism arranged between the slide member and the screen supporting member. The link mechanism is configured to increase a movement amount of the screen supporting member to an amount greater than a sliding length of the slide member. Such configuration of the windshield device for the saddle-ride type vehicle reduces the size of a moving mechanism including a moving assembly for the windscreen.

Abstract: A transport and load cart in the form of a kick scooter is compact, has a low dead weight and is designed with dimensions that are suitable for transport by train or automobile, and which nonetheless ensures safe transport of bulky and heavy goods together with a person, while improving the handling and reducing the expenditure of force. The longer side of the loading platform is disposed transversely to the travel direction and in a rearwardly inclined and/or displaceable manner relative thereto, and the receiving compartment has a front-side slot for the rechargeable battery.

Abstract: A powered vehicle has a rear frame assembly and a front frame assembly that are pivotally attached to one another, and can be pivoted from a normal fully-extended operating position to a folded position in which the frame assemblies are positioned substantially adjacent to one another, effectively reducing overall vehicle length to about half. One or more latch members lock the front and rear frame assemblies in the fully-extended, normal operating position, and they may be used to lock the frame assemblies in the folded position. The seat support structure may be integrated with the front and rear frame assemblies such that pivoting the frame assemblies toward the folded position collapses the seat support. The steering tiller may also be collapsible toward the front frame assembly. The rear wheels may be mounted on a transaxle that is pivotally mounted on the rear frame assembly. An extendable handle may be provided to assist in the folding operation and to tow the collapsed vehicle on its anti-tip rollers.