Abstract: An occupant protection device includes a vehicle seat including a pair of side supports each provided on a seat cushion so as to be capable of supporting a seated occupant from a side, a seatbelt including a lap belt for waist restraint of the occupant, and an airbag that is provided at the seat cushion, that is capable of receiving a supply of gas and inflating, that is disposed in a position such that, at a time of inflation, at least a portion of the airbag overlaps with the lap belt in an occupant-worn state thereof, in a side view of the seat, and that, by inflating, causes the side support to be displaced and applies tension to the lap belt.

Abstract: The present disclosure provides an occupant protection device including: side support sections pair provided at a seat width direction left and right of a seatback; an outside bag body, provided inside an outside side support section out of the side support sections pair which is disposed at a window section side, that displaces the outside side support section by gas being supplied to and inflating an interior portion of the outside bag body; an inside bag body, provided inside an inside side support section out of the side support sections pair which is disposed at opposite side of the outside side support section, that displaces the inside side support section by gas being supplied to and inflating an interior portion of the inside bag body; and a communicating connection member that places the outside bag body and the inside bag body in communication.

Abstract: A side airbag apparatus is provided between a vehicle body and a back seat, and includes a base housing configured to house an airbag and an inflator, a base member having upper and lower base attachment portions provided to sandwich the base housing in an upper-to-lower direction and attached to a portion of the vehicle body, and a retainer member configured to hold the base housing from a vehicle back side. Right and left engagement claws at an upper end of a back wall of the retainer member are arranged to engage respectively with engagement holes provided at a portion of the vehicle body on the vehicle back side. A virtual plane passing through the upper and lower base attachment portions and extending along a vehicle front-to-back direction passes between the right and left engagement claws.

Abstract: A far-side airbag apparatus includes: an airbag which is fixed via a fixed portion set in a rear end portion of the airbag, and protects an upper body of an occupant, who sits on a vehicle seat positioned apart from a side wall portion of a vehicle in which multiple vehicle seats are provided side by side in a width direction, by deploying and inflating the airbag diagonally forward and upward from the fixed portion between adjacent vehicle seats via inflating gas which is supplied from a gas generator according to a side impact applied to the side wall portion of the vehicle, wherein a rear lower portion of the airbag is formed as a support portion that has a high rigidity and supports an upper portion positioned higher than the rear lower portion of the airbag.

Abstract: There is provided a side curtain airbag apparatus. The side curtain airbag apparatus includes a bag that is inflated and unfolded, a piece of fixing hardware that is fixed to an edge portion of the bag and includes a temporary fixing claw capable of being locked to a locking portion of a vehicle body panel, and a protector that includes a lower contact portion in contact with a lower surface of a bent portion of the vehicle body panel and surrounds the bag.

Abstract: A vehicle interior component is disclosed. The component may be a trim component configured to support an airbag module providing an airbag configured to be deployed through an opening into the vehicle interior. The trim component may comprise a panel comprising a first material and providing a front side and a back side; and a structure formed from a second material molded on the back side of the panel. The panel may comprise a compression-formed component. The compression-formed component may be configured to provide the opening through a door established upon deployment of the airbag to facilitate deployment of the airbag. The structure may be configured to support the airbag module and to direct the airbag toward the door during deployment of the airbag.

Abstract: An airbag device capable of preventing an occupant from contacting a center console and restraining rotation of the occupant head. The airbag includes a first airbag deployed in front of an occupant of a seat to restrain the occupant from moving forward, and a second airbag coupled to a side of the first airbag on a center side of a vehicle interior to restrain the occupant from moving laterally during deployment. The second airbag has a front end portion that reaches a center console during deployment, and a rear end portion positioned further behind a rear end of the first airbag and extending to a center of the head of the occupant during deployment while the occupant is in contact with the first airbag.

Abstract: An inflator (3) includes an inflator main body (10) which is has a tubular shape and has a plurality of gas injection holes (11) on a circumferential surface, and a steel-made collar member (20) which has a gas jet reception part (28) that is disposed so as to face a gas injection holes formation area (R) of the inflator main body (10) across a space.

Abstract: An occupant protection device comprises a pair of bag bodies, that is provided in left and right side support sections in a seat width direction of a seatback of a vehicle, and that displace the side support sections by inflating when supplied with gas; a first gas supply mechanism that supplies gas to the pair of bag bodies during everyday use; and a second gas supply mechanism that supplies gas to at least one out of the pair of bag bodies and that inflates the bag body earlier than in cases in which the pair of bag bodies are inflated by gas supplied by the first gas supply mechanism, in the event that a collision has been predicted or detected.

Abstract: A vehicle pop-up hood device includes a pair of actuators that move a front hood from a closed position to a lifted position, and a single hood lock device that is disposed at a vehicle width direction intermediate portion between the pair of actuators, that includes an anchor recess to which a hood striker is anchored, and a latch, and that is configured so as to be capable of moving from the closed position to the lifted position together with the front hood. The vehicle pop-up hood device further includes a fixing device that fixes the hood lock device in the closed position; and a fixing release device that releases the fixing of the hood lock device by the fixing device in conjunction with actuation of the actuators.

Abstract: In a vehicle body front structure, an operating unit that extends upward to raise a front hood by a predetermined amount when a vehicle collides against an obstacle in front is arranged in a dashboard upper configured to introduce outside air into an interior. The operating unit is mounted in a vehicle body so as to be displaced downward by an external force acting from above after extending upward. An opening portion for drain is provided in a bottom portion of the dashboard upper. The opening portion is arranged at a position where the operating unit can be moved downward by the external force acting from above after extending upward.

Abstract: A remote vehicle disabling system and method. The remote vehicle disabling system includes a master unit in communication with a slave unit. The slave unit is operably connected to a vehicle and one or more operational components of the vehicle. The slave unit can activate or deactivate the operational component and immobilize the vehicle. If the slave unit needs to be overridden, an override switch may be actuated to provide electrical power to the operational components, which form an operational group. The slave unit and master unit are in periodic communication with each other. If the time between communication between the units exceeds a certain amount of time, then the operational component disables the vehicle.

Abstract: A body controller may monitor a vehicle bus for diagnostic requests received from a scan device connected to a diagnostic port when a vehicle perimeter alarm of a body controller is armed. The body controller may reset a predetermined lockout timeout responsive to receipt of a session request from the scan device. Upon expiration of the lockout timeout, the body controller may request to establish the session with the body controller from the scan device for a predetermined access timeout. When the session is established, the body controller may allow a user to program entry devices to the body controller and/or download software updates to the body controller.

Abstract: A plate for an electro-thermal window includes a heatable transparent conductive film, and bus bars that feed power to the transparent conductive film. The bus bars include a left bus bar connected to a left side edge and a right bus bar connected to a right side edge of the transparent conductive film. The transparent conductive film is divided into regions by a slit continuously or discontinuously formed from the left bus bar to the right bus bar. The regions include first and second regions. A distance between the left bus bar and the right bus bar of the first region is shorter than a distance between the left bus bar and the right bus bar of the second region. A width of the first region in a direction orthogonal to the slit is shorter than a width of the second region in the direction.

Abstract: A unitary or one-piece integral image sensor and washing nozzle assembly or module 100, 300, 400 is configured to enclose, protect, and aim multiple image sensors and effectively clean multiple lenses (e.g., 102, 104) simultaneously while using only one nozzle head (e.g., 120, 320 or 420) with at least one optimized spray pattern (e.g., 122). The module includes a housing with a cover or bezel (e.g., 106) that supports and orients the lenses and the nozzle head aims spray at the lenses along a spray axis, with the relative heights and spacings of the nozzle's outlet orifice (e.g., 174) and the surfaces of the lenses (e.g., 102, 104) selected so that a particular spray either glances across and washes a nearest lens (e.g., 102) or impacts and washes over a farthest lens (e.g., 104).

Abstract: A window wiper mechanism includes a base member, a wiper member, and an accessory member. The base member includes an accommodating groove which has an abutting surface and an engaging portion. The abutting surface and the engaging portion are disposed corresponding to each other. The wiper member is disposed on the base member. The accessory member is disposed in the accommodating groove and has an abutting portion and a fastening portion. The abutting portion abuts against the abutting surface of the base member, and the engaging portion and the fastening portion are connected with each other.

Abstract: A wiper blade assembly for a windshield wiper. In one embodiment, the wiper blade assembly includes a connector mounted on a blade support element. The connector has a receiving portion shaped to receive a first part of the end portion of a wiper arm and further has a securing portion shaped to secure a second part of the end portion of the wiper arm.

Abstract: A low profile, integrated camera wash nozzle assembly 1010 is readily and unobtrusively integrated into a vehicle's exterior trim surfaces 1420 to make a more visually appealing exterior design while not compromising spray performance. A system and nozzle assembly (e.g., 710, 810, 1010) for cleaning an exterior objective lens or wide-angle sensor's exterior surface 1022 to remove accumulated debris sprays washer fluid at a selected shallow angle which is substantially transverse to the lenses central viewing axis 1050. A low-profile conformal housing fixture 1011 is adapted to receive and aim a very compact fluidic circuit insert 1200 that can generate a wide spray which substantially covers the lens surface, despite being very close to the edge of the lens 1022.

Abstract: A vehicle braking arrangement includes a braking plate connected to a vehicle by a link arm. The braking plate is movable from a rest position to a braking position where contact is made with the ground, and includes a sealing rim arranged to at least partially contact the ground such that an at least partly enclosed volume is formed. The vehicle braking arrangement includes an expandable chamber formed between a lower plate, at least one connecting side wall and an upper plate, which chamber is connectable to the volume. Upon activation, the chamber's volume is expanded by movement of the lower plate away from the upper plate. Then the pressure is lowered in the volume which results in that the braking plate is pressed against the ground. In this way, a retaining force is obtained.

Abstract: A steering brake locking system for a vehicle, such as an agricultural tractor, has at least first and second adjacent steering brake pedals, and a locking pin arranged to selectively lock the pedals together. The locking pin and at least a portion of the first and second pedals are formed from a conductive material, such that an electrically conductive path is formed between the first and second pedals through the locking pin when the pin is used to lock the pedals together. The locking status of the pedals can be determined by measuring the electrical conductivity between the first and second pedals.

Abstract: Provided is a motorcycle which can provide a space inside a main frame to place other members therein, and make it difficult for an outside impact to be transmitted to a hydraulic unit. A motorcycle comprises a head pipe which supports a rotary shaft around which a handle is rotatable with respect to a vehicle body; a pair of right and left main frames extending in a forward and rearward direction from the head pipe; and a hydraulic unit mounted to one of the pair of right and left main frames, wherein the pair of right and left main frames have increased-space portions, which define a space with a dimension increasing in an obliquely rearward direction from the head pipe toward maximum-space portions of the main frames, and wherein the hydraulic unit is mounted to an outer portion of the increased-space portion of one of the main frames.

Abstract: The invention relates to a valve unit for modulating the pressure in a pneumatic brake system, comprising a brake pressure inlet, a brake pressure outlet, a vent outlet, a diaphragm inlet valve, a diaphragm outlet valve, and a pilot valve for each diaphragm valve, the pilot valves being arranged in an elongate valve housing (having a main housing and a housing cover. The inlet valve pilot valve and the outlet valve pilot valve are arranged substantially centrally above the diaphragms of the inlet valve and the outlet valve in the housing cover and with the actuation axes of the pilot valves running parallel to the parting plane, and the housing cover includes a central insert which has valve bores and control channels and into which the solenoids and the mechanical components of the pilot valves are inserted, the central insert being encapsulated with a plastic material.

Abstract: A method for the temperature-dependent control of a pressure control valve of a vehicle comprising an inlet valve and an outlet valve includes detecting a predefined pressure difference to be controlled by the pressure control valve, determining a present valve body temperature, wherein, for this purpose, a temperature change proceeding from a starting temperature is considered depending on at least one detected valve body influencing variable, determining, depending on the pressure difference to be controlled and on the determined present valve body temperature, at least one of a temperature-adjusted pulse duration for the inlet valve and a temperature-adjusted pulse duration for the outlet valve, and controlling at least one of the inlet valve and the outlet valve of the pressure control valve via the particular temperature-adjusted pulse duration in order to effectuate the detected pressure difference at the determined valve body temperature.

Abstract: A hydraulic control system for a machine, the machine having a service brake and a parking brake, includes a hydraulic fluid tank, a pump configured to withdraw hydraulic fluid from the hydraulic fluid tank, and a first accumulator and a second accumulator fluidly connected to the pump. The first and second accumulators configured to supply the hydraulic fluid to the service brake and the parking brake. Further, a resolver valve fluidly coupled between the first and second accumulators and configured to selectively supply the hydraulic fluid from one of the first and second accumulators to the parking brake.

Abstract: The present invention addresses the problem of standardizing a front shell of a booster shell of a negative pressure-type booster device by modifying the shape of a reinforcement rib provided to the front shell so as to satisfy the demand for varying the installation pitch and installation angle of tie-rod holes with one and the same front shell. A front shell configuring a booster shell of a negative pressure-type booster device in combination with a rear shell includes a reinforcement rib formed by bending the shells, wherein the reinforcement rib is formed along a virtual ellipse of which the center is located at the center of the front shell, with the major axes of the ellipse disposed on a line connecting the centers of two tie-rod holes provided in the front shell.

Abstract: A vehicular braking device can shorten the time between pilot pressure input to a regulator and generation of servo pressure, and reduce product-by-product time variations for servo pressure generation. This vehicular braking device comprises: a servo pressure rising start time measurement unit that measures, in advance, a servo pressure rising start time which is the time from pilot pressure input to a first pilot chamber by opening a pressure increase valve to when a servo pressure starts to rise, and stores the servo pressure rising start time in a storage unit; a pilot pressure increase time calculation unit that calculates a pilot pressure increase time based on the servo pressure rising start time stored in advance in the storage unit; and a pre-fill control unit that increases the pilot pressure for the pilot pressure increase time by opening the pressure increase valve when brake pedal operation is detected.

Abstract: With the use of electric power supplied from a vehicle power source, an electric motor is controlled based on a movement amount of an input rod by a master-pressure control device. A primary piston is thrust through an intermediation of a ball-screw mechanism to generate brake fluid pressure in a master cylinder. The brake fluid pressure generated by the master cylinder is fed-back by an input piston through an intermediation of the input rod to a brake pedal. When system end conditions such as the OFF state of the ignition switch are satisfied, the master-pressure control device executes power-supply interruption control to interrupt the vehicle power source and supply necessary electric power from an auxiliary power source, to thereby continue brake control with electric power stored in the auxiliary power source.

Abstract: An expansion module is disclosed for use in a communication network. The expansion module may include a housing, an input interface connected to the housing and configured to externally connect with at least one analog device, and an output interface connected to the housing and configured to externally connect with the communication network. The expansion module may also include at least one processor located in the housing and configured to receive analog signals from the input interface, to convert the analog signals to digital signals, and to direct the digital signals to the output interface. The expansion module may also include at least one sensor located in the housing and configured to generate digital signals indicative of a performance parameter associated with a fluid in communication with the housing.

Abstract: An engine (10) that jets out combustion gas as a driving force is provided. The engine (10) includes a combustion chamber (11), a fuel supplying path (13) that mixes fuel and air and supplies to the combustion chamber (11), an igniter (42) that ignites the mixed gas in the combustion chamber (11), a gas ejecting path (15) that ejects combustion gas (51) from the combustion chamber (11) though a nozzle (18a); and an opening-closing apparatus (80) that opens and closes the gas ejecting path (15). The gas ejecting path (15) is opened by the opening-closing apparatus (80) immediately before ignition, simultaneously with ignition, or immediately after ignition.

Abstract: A control system of a hybrid electrical vehicle and a control method for a hybrid electrical vehicle are provided.

Abstract: A method for controlling a hybrid vehicle is provided. The method includes setting a driving path of the vehicle based on an input destination and current position and predicting a future speed of the vehicle using information regarding the driving path, environmental information, and driving pattern information of a driver. An optimum power distribution map is derived including an optimum SOC trajectory and a power distribution ratio of the engine and the motor using the predicted future speed. Additionally, engine power and motor power is distributed using the optimum SOC trajectory and a power distribution ratio of the engine and the motor.

Abstract: A method and an apparatus for controlling an operation mode of a hybrid electric vehicle and a hybrid electric vehicle are provided in the present disclosure. The method includes: detecting a current state of charge of a power battery and an expected torque at wheels in the hybrid electric vehicle; maintaining a current operation mode of the hybrid electric vehicle, if it is detected that the current state of charge enters a state hysteresis area or the expected torque at wheels enters a torque hysteresis area; obtaining a duration of the current operation mode and determining a next operation mode of the hybrid electric vehicle according to the duration, the current state of charge and the expected torque at wheels, if it is detected that the current state of charge exits the state hysteresis area and the expected torque at wheels exits the torque hysteresis area.

Abstract: After an alkaline secondary battery is determined to be in an over-discharge state, a battery pack is discharged while an electrolytic solution contained in the alkaline secondary battery in the over-discharge state is decomposed so that traveling using power of a motor is performed. The electrolytic solution remains in the alkaline secondary battery even when the alkaline secondary battery is in the over-discharge state. The alkaline secondary battery in the over-discharge state can be discharged and a vehicle can be allowed to travel by decomposing the electrolytic solution. In this manner, a traveling distance available during evacuation traveling of the vehicle can be increased.

Abstract: A hybrid vehicle comprises an internal combustion engine, a traction motor, a starter motor, and a battery bank, all controlled by a microprocessor in accordance with the vehicle's instantaneous torque demands so that the engine is run only under conditions of high efficiency, typically only when the load is at least equal to 30% of the engine's maximum torque output. In some embodiments, a turbocharger may be provided, activated only when the load exceeds the engine's maximum torque output for an extended period; a two-speed transmission may further be provided, to further broaden the vehicle's load range. A hybrid brake system provides regenerative braking, with mechanical braking available in the event the battery bank is fully charged, in emergencies, or at rest; a control mechanism is provided to control the brake system to provide linear brake feel under varying circumstances.

Abstract: Briefly stated, technologies are generally described for harvesting energy for a vehicle having an engine and a torque converter. In various examples, an energy harvesting system is described, where the torque converter may be configured to have an input shaft driven by the engine, and an output shaft. Each of the input shaft and output shaft of the torque converter may be mechanically coupled to one of a first portion and a second portion of an electric generator. The electric generator may generate electrical energy using a rotational speed difference between the input shaft and the output shaft of the torque converter. As a result, the electric generator may store at least a portion of the electrical energy, which otherwise would be lost at the torque converter, in a charge storage device. The stored electrical energy may be transmitted to an assist motor configured to drive a rotation of wheels.

Abstract: A method is provided to start a combustion engine in a hybrid powertrain, comprising a gearbox with input shaft and output shaft; which combustion engine is connected to the input shaft; a first planetary gear connected to the input shaft; a second planetary gear connected to the first planetary gear; first and second electrical machines, respectively connected to the first and second planetary gears; at least one gear pair, connected with the first planetary gear and the output shaft; and at least one gear pair, connected with the second planetary gear and the output shaft. The method comprises connecting the rotatable components of the second planetary gear with each other by connecting, via a second coupling device, a second sun wheel arranged in the second planetary gear and a second planetary wheel carrier with each other, and activating the first and second electrical machines to start the combustion engine.

Abstract: In a situation where it is predicted that a symbol of target torque reverses by turns to be positive and negative alternately, the hybrid ECU carries out an increasing correction of the target torque, in which the target torque is corrected by increasing the target torque by a set amount ?T in a negative direction when a specific condition, in which it is judged that the degree of the vertical vibration of a vehicle body is larger than a standard value and it is judged there is no acceleration demand, is satisfied, and makes the vibration suppression control torque not to be contained in the target torque when the specific condition is not satisfied. Thereby, even when carrying out free run, the sprung vibration suppression control can be carried out during bad road running, and braking force can be suppressed and fuel consumption can be improved during good road running.

Abstract: An operating method for a hybrid vehicle having at least two drive engines, of which the first drive engine is a combustion engine with internal combustion and can be supplied with fuel from a first energy storage device, and a second drive engine, which can be supplied with energy from a second energy storage device. In order to determine a control command with which the first drive engine can be shut off the method includes determining a state value for the filling degree of the first energy storage device. The method also includes detecting a filling degree of the second energy storage device, and comparing said state value for the filling degree to a target state value. Depending on said comparison, the method also includes determining a control command for the first drive engine.

Abstract: An electric vehicle control apparatus includes a first motor generator, a booster, and a controller. The booster boosts an input voltage to the first motor generator. The controller controls the first motor generator to drive a load with regenerative power supplied during braking of an electric vehicle and to be driven at an inefficient operating point within an operable range of the first motor generator in a case where the regenerative power is used, the booster boosting an input voltage to the first motor generator so as to expand the operable range.

Abstract: A vehicle includes an engine, a first MG (motor generator), a second MG, a planetary gear mechanism provided among the engine, the first MG and the second MG, a battery, and an ECU. The ECU executes batteryless travel control when the battery is abnormal. The batteryless travel control includes engine F/B control for controlling a rotation speed of the engine to become a target rotation speed, and power balance control for controlling a requested driving force to be output and allowing a power generated by the first MG to become equal to a power discharged by the second MG. When the rotation speed of the engine is higher than a threshold speed higher by a prescribed value than the target rotation speed while the batteryless travel control is in execution, the ECU decreases the requested driving force.

Abstract: Disclosed are driver assistance apparatus and a control method for the same. The driver assistance apparatus includes a sensing unit configured to acquire information regarding an object outside a vehicle, the object including a first other vehicle being driven in the vicinity of the vehicle, and a processor configured to judge whether the first other vehicle is a dangerous vehicle based on at least one of the information regarding the object, user input provided from a driver of the vehicle, information regarding the state of the driver, and information regarding the first other vehicle provided from a second other vehicle being driven in the vicinity of the vehicle, and to execute at least one predetermined operation upon judging that the first other vehicle is a dangerous vehicle.

Abstract: A recognition support system includes: an object detection device detecting an object that is located in a periphery of a host vehicle; a direction sensing device sensing a direction to which a driver intends to turn the host vehicle; a range setting device setting a notification range based on the direction sensed by the direction sensing device; a selecting device defining the object, which is detected by the object detecting device, as a specified object when the object moves independently from the host vehicle, and selecting the specified object, which is located within the notification range, to be presented to the driver based on a state of the specified object; and an information presenting device presenting an information enabling the driver to recognize the specified object selected by the selecting device.

Abstract: A system for controlling from a path of a first vehicle a second vehicle to a complementary path, the system comprising a first vehicle sub-system having a memory for time and (X, Y) position co-ordinates of the first vehicle's path; a GPS receiver for determining time and actual (X, Y) position coordinates of the first vehicle, means for comparing the first vehicle's actual position with path position at determined times as test path errors and means for transmitting the test path errors and a second vehicle sub-system having a memory for time and (X, Y) position coordinates of the second vehicle's path; a GPS receiver for determining time and actual (X, Y) position coordinates of the second vehicle, means for receiving the test path errors, means for computing a modified path of the second vehicle taking account of the test path errors and means for controlling the second vehicle.

Abstract: Various embodiments of the present disclosure provide systems and methods for predictive road sensing to minimize transient electrical load issues in a vehicle. More specifically, various embodiments include a system and method for minimizing electrical load issues in a vehicle by sensing a vehicle's surroundings using sensing devices (such as sensors, or a camera), utilizing detected road condition information to determine a need for starting and/or operating a motor, and preemptively soft starting the motors to avoid a spike in transient load for the vehicular control system.

Abstract: A method for controlling a deceleration device of a motor vehicle, wherein a control apparatus receives a request signal from a vehicle component for vehicle deceleration. Protection against mistriggering of the deceleration device is provided. Also provided is an integrity level of the vehicle component to be ascertained, a time profile for a deceleration performance of the deceleration device obtained during a braking process to be ascertained, for different times, a respective current minimum integrity level that is at least necessary for the time profile ascertained hitherto to be ascertained, and performance limiting to be performed for the request signal if the current minimum integrity level is higher than the integrity level of the vehicle component.

Abstract: An autonomous vehicle control system includes a sensing system, a remote vehicle determination system and a controller. The sensing system is disposed on a host vehicle and is configured to sense a visual condition of a driver of the host vehicle. The remote vehicle determination system is disposed on the host vehicle, and is configured to determine a position of a remote vehicle in an area adjacent the host vehicle. The controller is configured to control the autonomous vehicle control system to move the host vehicle relative to a lane marker based on the visual condition and the position of a remote vehicle.

Abstract: A vehicle control device includes a detection unit which detects a peripheral vehicle, the peripheral vehicle traveling around an own vehicle, and a prediction unit which refers to a detection result of the detection unit so as to predict position change of the peripheral vehicle, and in a case where a second vehicle, which travels in immediately back of the first vehicle, is predicted to catch up with a first vehicle between the first vehicle and the second vehicle, predicts position change of the second vehicle on the assumption that the second vehicle travels in a manner to follow the first vehicle while keeping a certain distance with respect to the first vehicle after the second vehicle catches up with the first vehicle.

Abstract: A fall protection system that is easy to assemble, up to international safety standards, and allows fluid progression. The system includes an at least engagement hook, an at least one bifurcating plate, an at least one cable tensioning anchor, and an at least one T-shaped anchor plate. The engagement hook includes a C-shaped body, a first stud, and a second stud. The first stud and the second stud are integrated through the C-shaped body, on either side of an interlocking gap of the C-shaped body. The user is attached to the engagement hook by a tether attachment hole of the C-shaped body. The bifurcating plate includes a cross-shaped body and a plurality of third studs. Each of the third studs is integrated through a corresponding leg of the cross-shaped body. The bifurcating plate, the cable tensioning anchor, and the T-shaped anchor plate are tethered by a system of cables.

Abstract: Examples for a traction system are provided. In one example, the traction system includes a nozzle coupled to an air source and configured to be selectively aimed toward a determined portion of a rail surface of a rail, and a conduit configured to supply pressurized air from the air source to the nozzle, the nozzle flexibly coupled thereto. The nozzle is configured for the aim of the nozzle to be controlled to change its aiming direction in response to a change in curvature of the rail, whereby a stream of air from the nozzle impacts the determined portion during movement of the vehicle through the curvature of the rail.

Abstract: To be able to manufacture an operator control arrangement cost-effectively, the display and operator control units are embodied such that they are functionally identical and interchangeable. A calculation unit is provided which converts process data of functional units of a rail vehicle into image data and processes operator control data on the basis of operator control actions performed at the display and operator control units. The display and operator control units are connected to the calculation unit via a data network by a network protocol for transmitting the image data and the operator control action data. A status unit is connected to the data network, which status unit determines the respectively valid status of the operator control arrangement by a rail-vehicle-specific configuration logic of the possible combinations of the display and operator control units and the calculation unit as a function of the respective status of the rail vehicle.