Abstract: Airbag cushion assemblies comprising cushion protective structures and related methods of assembly. Some embodiments may comprise an airbag cushion and a protector or protective structure, such as a protective wrapper, comprising a first portion and a second portion. The first portion may be wrapped around the airbag cushion, and the second portion may be positioned adjacent to a deployment side of the airbag cushion such that the protective wrapper is configured to expand upon deployment of the airbag cushion so as to define a pocket for protecting the airbag cushion during deployment. In some embodiments, the pocket may be configured to enclose the airbag cushion about an entire perimeter of the airbag cushion during deployment.

Abstract: An airbag device for a driver's seat, includes: an inflator; a main body airbag that receives a supply of gas from the inflator and is inflated and expanded at a vehicle rear side of a steering wheel; and an annular airbag that is connected to an outer peripheral portion of a rear surface at a vehicle rear side of the main body airbag, and that receives a supply of gas from the main body airbag and is inflated and expanded from the outer peripheral portion toward a vehicle rear side, and whose inflated and expanded state, as seen from the axial direction rear side of the steering wheel, is formed in an annular shape having an outer diameter that is larger than an outer diameter of the main body airbag and having an inner diameter that is smaller than the outer diameter of the main body airbag.

Abstract: The present disclosure generally relates to a three-chambered airbag and associated system. The three-chambered airbag may comprise pressure differentials between the different chambers.

Abstract: An airbag device capable of restraining an obliquely forward movement of an occupant. The airbag device includes: an inflator which is operated by a signal from a sensor that detects a collision and which discharges expansion gas; to deploy and expand the airbags. The airbags include: a first airbag which deploys to the front of an occupant for restraining a forward movement of the occupant; and a second airbag which is joined to a side part of the first airbag on a cabin center side and restrains an obliquely forward movement of the occupant. The collision sensor is capable of discriminating between a first collision mode which is not accompanied by rotation of the vehicle and a second collision mode which is accompanied by a rotation of the vehicle in a horizontal plane, and the second airbag is deployed only when the second collision mode occurs.

Abstract: An air-bag for a motor vehicle is formed from first and second superposed layers of fabric, each woven from a plurality of yarns. The layers of fabric are connected to each other at least partially through interweaving of the yarns of the two layers with each other. The air-bag includes at least one inflatable region, in which the two layers of fabric are substantially not connected to each other, and at least one non-inflatable region. There is a first number of crossing points of yarns that form the one layer of fabric, and there is a second number of connections between the two layers, wherein at each connection a yarn of the layer of fabric extends across to the other layer and passes over the far side of the a yarn of the other layer, and wherein the second number is no more than 0.0033 times the first number.

Abstract: Embodiments include a vehicle airbag assembly comprising an airbag including a first chamber and a second chamber, a first internal vent permitting gas entry into the first chamber, and a second internal vent permitting gas entry into the second chamber, where the first chamber has a greater volume than the second chamber in an inflated state of the airbag, and the first internal vent is configured for a larger gas flow than the second internal vent. Embodiments also include a vehicle airbag assembly comprising an airbag including a first chamber and a second chamber and at least one internal tether coupled to the second chamber for restricting an inflated depth of the second chamber, where the first chamber has an unrestricted depth and a volume that is larger than a volume of the second chamber in an inflated state of the airbag.

Abstract: A vehicle airbag device is provided, the vehicle airbag device including (1) an airbag that is folded and stowed inside an airbag case, the airbag being inflated and deployed on being supplied with gas, (2) a mid-collision gas supply section that supplies gas into the airbag during a vehicle collision, and (3) a pre-collision gas supply section that, in a case in which it has been determined prior to a vehicle collision that a vehicle collision is unavoidable, supplies gas into the airbag at a lower temperature than a temperature of gas supplied into the airbag from the mid-collision gas supply section.

Abstract: A seatbelt web guide assembly is adapted to be fixed to a seat back and comprises a web guide in the shape of a loop and a track base adapted to be fixed to a seat back. The track base has a housing and a sliding element. The housing is adapted to be fixed to the seat back and defines a sliding axis. A sliding element is slideably disposed in a guide feature of the housing defining the sliding axis. The web guide is connected to the sliding element for movement therewith along the sliding axis. A spring is disposed between the housing and the sliding element, biasing the sliding element relative to the housing.

Abstract: This seatbelt comprises a cushion with a means to attach it to the automobile's seatbelt. It is characterised in that the cushion has a middle opening and one opening at each front corner, as well as two straps attached to the back corners of the cushion, with fasteners at the other end. These straps can be passed through the front openings or the middle one. This seatbelt protects the user's abdomen in case of a collision or crash with another vehicle, and it can be worn whether the user is wearing a skirt or dress or trousers.

Abstract: The invention relates to a pressure unit (64) for pressurizing a belt shaft (12) in a seat belt system comprising a screw (66) for fastening the pressure unit (64) to a frame (18) of the seat belt system, the screw (66) including a screw head (68) and a screw shank (70), wherein the pressure unit (64) comprises a fastening portion (72) having a screw hole (74) for inserting the screw shank (70), wherein radial play is provided between the screw hole (74) and the screw shank (70) and the fastening portion (72) on the screw head side includes mounting arms (76) for axially fixing the screw (66) in a pre-assembly position. Moreover, the invention also comprises an end fitting (11) of a seat belt system comprising such pressure unit (64).

Abstract: A vehicle seat assembly comprising a seat bottom, a seat bottom release, a seat back, a seat back release, and a locking assembly. Upon activation of the seat bottom release, the seat bottom can move along a seat bottom travel path in a longitudinal direction of the vehicle to a forward position close to an instrument panel of the vehicle. Upon activation of the seat back release, the seat back can pivot to a forward position close to the seat bottom. The locking assembly can operate to lock the seat bottom, the seat back, or both, in their respective forward positions such that the seat bottom, the seat back, or both, obstruct operational access to a user operational component, such as the steering wheel or glove box door, on the instrument panel.

Abstract: A vehicle computing system includes a processor connected to a transceiver and programmed to prompt an occupant via a user interface to pair a device detected by the transceiver. The processor is further programmed to receive input at the user interface to associate the device with a pre-approval setting for enabling a vehicle start request when the device having the pre-approval setting and a vehicle key are detected by the processor.

Abstract: The present disclosure provides an information processing method and an information processing system. The information processing method is used for controlling a vehicle door, which includes: detecting an action of a vehicle door controlled by an user and feedbacking the action to a processing module through a detecting module; transmitting a control command to a control module according to the detected action through the processing module; and performing the control command to select at least one vehicle door from all vehicle doors and operate the selected vehicle door through the control module. In the technique scheme of the present disclosure, the processing module transmits the control command to the control module according to the detected action; the control module performs the control command to select at least one vehicle door from all vehicle doors and operate the selected vehicle door, thereby increasing the convenience of operating the vehicle door.

Abstract: The present disclosure provides an information processing method and an information processing system. The information processing method is used for controlling a vehicle door, which includes: detecting an action of a vehicle door controlled by an user and feedbacking the action to a processing module through a detecting module; transmitting a control command to a control module according to the detected action through the processing module; and performing the control command to select at least one vehicle door from all vehicle doors and operate the selected vehicle door through the control module. In the technique scheme of the present disclosure, the processing module transmits the control command to the control module according to the detected action; the control module performs the control command to select at least one vehicle door from all vehicle doors and operate the selected vehicle door, thereby increasing the convenience of operating the vehicle door.

Abstract: Various embodiments of the present disclosure provide a system and method for enabling a user to provide advanced notice to the vehicle that that the user will be approaching the vehicle within a designated period of time and automatically releasing a vehicle latch upon the arrival of the user at the vehicle. In one embodiment, the user's key fob is paired with a mobile device and the user's command is relayed from the key fob to the vehicle telematics control unit (TCU). The vehicle TCU communicates with the vehicle body control module to detect the key fob when the user arrives at the vehicle and to automatically release the latch upon the arrival of the user.

Abstract: In an on-board communication system, an on-board device transmits detection signals from a plurality of antennas provided in a vehicle, and a plurality of portable devices transmits response signals corresponding to the received detection signals. The on-board device performs position detection of the portable devices by receiving the response signals transmitted from the portable devices. Prior to transmission of the detection signals, the antennas transmit a processing start signal. The processing start signal and the detection signals are signals received in common by the plurality of portable devices. Each portable device includes a portable reception unit that receives the detection signals, and a portable transmission unit that, when the portable reception unit has received the detection signals, transmits the response signals, which include information corresponding to the received detection signals.

Abstract: A method for detecting a vehicle intrusion includes a first signal transmission process for alternately transmitting a first signal of a waveform through a first transmission module and a second transmission module at a predetermined period, a first intrusion determination process for analyzing a reflected wave received in response to the transmitted first signal to determine whether the intrusion occurred, a second signal transmission process for transmitting a second signal of a pulse waveform, upon detecting the intrusion as a result of the first intrusion determination process, a second intrusion determination process for analyzing a waveform of a reflected wave received in response to the transmitted second signal to determine whether the intrusion occurred, and transmitting a predetermined alarm message indicating that the intrusion occurred upon detecting the intrusion as a result of the second intrusion determination process.

Abstract: The invention relates to a drive mechanism and a wiper system for a vehicle. The mechanism comprises a coupling member (22), a drive head (10) having means (20) for connecting to a wiper blade arm (48) and a slide (32) arranged so as to rotatably engage the member with the head when a value of a torque applied to the head relative to the member is less than a predetermined threshold, and, when this is not the case, to rotatably disengage the member and the head by sliding in a direction perpendicular to a rotational axis of the member.

Abstract: A windshield cleaning system includes a vehicle that has a windshield and a pair of windshield wipers. Each of the windshield wipers includes a wiper blade that is removably coupled to an associated one of the windshield wipers. A pair of abrasive strips is provided. Each of the abrasive strips is attached to the wiper blade of an associated one of the windshield wipers. Thus, each of the abrasive strips frictionally removes debris from the windshield.

Abstract: Adapter for a windscreen wiper, in particular a motor vehicle windscreen wiper, said adapter being intended to connect a wiper blade (12) to an end piece (28?) of a first driving arm (14?), of the laterally locking type that is secured to a cylindrical rod (33) that defines an articulation axis of the adapter with respect to said blade, said adapter comprising a longitudinal body comprising two substantially parallel first longitudinal lateral wails that are connected together by a transverse wall, said body being connected at one longitudinal end to a cowling (46) that has a transverse dimension larger than said body, characterized in that said body has, at a longitudinal distance from said cowling, a transverse orifice (45) configured to receive said cylindrical rod, and in that said cowling comprises, on a first side of said adapter, a lateral face configured to cooperate with said end piece by bearing.

Abstract: Adapter for a windscreen wiper (10), in particular a motor vehicle windscreen wiper, said adapter being intended to connect a wiper blade (12) to an end piece (28?) of a first driving arm (14?), of the laterally locking type that is secured to a cylindrical rod (33) that defines an articulation axis of the adapter with respect to said blade, said adapter comprising a longitudinal body comprising two substantially parallel first longitudinal lateral walls that are connected together by a transverse wall, said body being connected at one longitudinal end to a cowling (46) that has a transverse dimension larger than that of said body, characterized in that said cowling has a transverse orifice configured to receive said cylindrical rod.

Abstract: Adapter (26) for a windscreen wiper, in particular a motor vehicle windscreen wiper, said adapter being intended to connect a wiper blade to an end part (28) of a driving arm, which has a substantially U-shaped cross section, said adapter comprising a body configured to be inserted into said end part such that said body extends at least in part between two substantially parallel lateral legs (32a, 32b) of the end part, characterized in that said adapter also comprises two substantially parallel lateral walls (52a, 52b) which extend on either side of said body and which are spaced apart laterally from said body in order to allow the lateral legs of the end part to be fitted between said body and said lateral walls, and in that the lateral spacings between the body and said lateral walls are designed to receive at least two end parts (28) of arms having different lateral dimensions.

Abstract: A washer nozzle for a vehicle is provided. The washer nozzle includes a multi-step locking portion having a plurality of projections formed on the top of the housing and a fixing groove where a lower interior-side end of a mounting aperture formed at a vehicle body is inserted is formed on the bottom of the housing. The washer nozzle is inserted in the mounting aperture and the washer nozzle is configured to rotate to adjust an angle about the fixing groove in which the lower interior-side end of the mounting aperture is inserted. Further, one selected projection of the multi-step locking portion is configured to be locked to a portion of the vehicle body to maintain the adjusted angle of the washer nozzle.

Abstract: In one embodiment, the windshield wiper fluid refilling system includes a removable filter configured to receive fluid through a first opening from outside an automobile. The removable filter includes one more filtering components therein for removing contaminants from the fluid. A reservoir is configured to couple to the removable filter and receive the fluid from the removable filter through a second opening formed therein. The reservoir including a pump inlet configured to pump the fluid from the reservoir to a windshield of the automobile. The windshield wiper fluid refilling system allows the wiper fluid to be refilled without needing access to the hood of the automobile.

Abstract: Method for controlling a system for wiping and washing a window (2) of a vehicle, comprising at least two wiping cycles comprising: a first step in which the wiper blade member (1) is actuated in order to move over the window (2) between a first starting position (P0) and an end position (P2), and a second step in which the wiper blade member (1) is actuated in order to move over the window (2) in the opposite direction from the end position (P2) as far as a second starting position (P1), characterised in that the first cycle which is carried out wipes all the wiping zone with means (10, 13, 14) for projecting a washing liquid which are actuated at least during the first step, and in that a second wiping cycle has the same first starting position (P0) and a second starting position (P1) which is offset towards the end position (P2) relative to the first starting position (P0).

Abstract: An overhead snow moving device for moving snow positioned overhead includes a plurality of rods. Each rod has a first end and a second end, and comprises a plurality of nested sections. Supports are coupled to and extend between the rods proximate to top ends of the nested sections. A strut is coupled to and extends between the rods proximate to the first ends of the rods. First couplers are positioned proximate to the top ends of the nested sections. Second couplers, complimentary to the first couplers, are positioned proximate to bottom ends of the nested sections. Each of a plurality of extenders is angularly coupled to and extends from a respective second end of a rod. A plow is coupled to each of the extenders distally from the second ends of the rods.

Abstract: To decrease the off-load turn-around time of HGVs, the invention involves inter alia a system including a vehicle outrigger and landing gear apparatus (VOLGA) adapted to support a load the apparatus including a goods supportable frame mountable to and detachable from a HGV; a plurality of pneumatically moveable outrigger arms fitted to the frame each moveable between a stowed and a deployed position; a landing gear including a ground contactable leg operatively connected to each outrigger arm and pneumatically moveable between a stowed and a deployed position to support the frame above the ground in the deployed position; and a plurality of locking pins each moveable between a locked and an unlocked position so as to lock each of the arms and legs in their stowed or deployed position; and a HGV including means to connect the vehicle's pneumatic system to the pneumatically operable arms and legs of the VOLGA.

Abstract: A method of controlling a vehicle includes, in response to vehicle speed being approximately zero and a driver braking torque request being greater than a park interlock threshold, commanding vehicle brakes to provide an augmented braking torque. The augmented braking torque has a magnitude that is greater than the magnitude of the braking torque request. The braking torque returns to the level of the driver braking torque request following completion of a gear shift event.

Abstract: A pressure control valve arrangement for controlling fluid pressure in a brake system of a vehicle includes two diaphragm valves and two electromagnetic control valves, activatable by an electronic control device, for the pilot control of the diaphragm valves. The two electromagnetic control valves have a double magnet with two magnet coils and magnet armatures and are actuatable by current being applied to the magnet coils. The housing has at least one pressure medium connection, connected to a service brake valve, for acting with pressure upon and/or relieving the pressure of the pressure control valve arrangement and at least one connection for connecting to a brake cylinder. A plane of symmetry of the mid-axes of the magnet coils of the double magnet is arranged in parallel and offset by the amount of an eccentricity, with respect to a mid-axis of the pressure medium connection.

Abstract: A vehicle brake device includes a pressure adjusting device wherein as the volume of a pilot chamber is changed by the movement of a piston and the flow rate of liquid flowing in and out of the pilot chamber increases, the amount of movement of the piston increases with reference to the piston position in an equilibrium state where the force corresponding to the pilot pressure and the force corresponding to the output pressure are balanced, whereby the flow rate of the liquid flowing in and out of an output chamber increases. A control device, when judged by a limitation necessity judging portion that the gradient of output pressure should be limited, implements at least one of pressure increasing gradient limit control for opening a pressure decreasing electromagnetic valve under pressure increasing control, or pressure decreasing gradient limit control for opening a pressure increasing electromagnetic valve under pressure decreasing control.

Abstract: A support unit includes a first flange portion, a second flange portion and a guiding portion, wherein the first flange portion has a first engagement geometry for securing the support unit to a chassis, wherein the second flange portion has a second engagement geometry for securing a brake cylinder, wherein the guiding portion is arranged adjacent to the second flange portion and has a guiding geometry for guiding a guiding element along a guiding axis, wherein an expansion wedge unit is provided adjacent to the guiding portion and wherein the expansion wedge unit has a housing which is constructed integrally with the guiding portion.

Abstract: A brake wear analysis system is presented for use within a work machine. The brake wear analysis system includes a brake charge system as well as at least one accumulator connected to the brake charge system. The at least one accumulator operable to flow a fluid from the accumulator to a brake control valve based on an executed braking action. A change of pressure within the at least one accumulator being received by a pressure sensor connected to the brake charge system and transmitted to a brake wear analysis module within the controller of the work machine. The brake wear analysis module being configured to compare the flow of fluid from the at least one accumulator with a predetermined condition resulting in a determination of whether or not a braking mechanism of the work machine is functioning in a worn condition.

Abstract: A cleaning method and system for anti-lock breaking systems (ABS), includes a nozzle mounted in close proximity to an ABS sensor. The nozzle is configured to emit pressurized fluid directed toward at least one of a sensor fixed component or sensor rotating component to remove dust, dirt, or other debris.

Abstract: A vehicle brake management device is disclosed. The vehicle brake management device of the present invention: detects, in real time, whether the brake performance of a vehicle in motion is abnormal such that a driver or a mechanic can easily check the abnormality, thereby identifying causes thereof according to a brake failure, and can repair or replace abnormal parts; displays an alert when a brake system malfunctions, particularly when in motion, so as to enable the driver to check the malfunction; and prevents starting so as to disable operations when an engine restarts after the operation has finished, thereby remarkably reducing the risk for the occurrence of an accident and increasing vehicle reliability to consumers.

Abstract: An emergency stop system includes a hazard switch that is a momentary switch, an automatic stop controller that performs automatic stop control for causing a vehicle to automatically stop when a predetermined condition is met, and a hazard light controller that controls hazard lights. While automatic stop control is not being performed, the hazard light controller switches the hazard lights between a flashing state and a turned-off state each time a user presses the hazard switch. The hazard light controller brings the hazard lights into the flashing state upon start of the automatic stop control, and turns off the hazard lights (i.e., transitions the hazard lights to the turned-off state) upon depression of the hazard switch while the hazard lights are flashing during execution of the automatic stop control.

Abstract: A vehicle control device mounted on a hybrid vehicle that includes an engine, a motor, and a secondary battery for supplying power to the motor and that is capable of charging the secondary battery using electromotive force generated by the engine. This vehicle control device includes a target setting unit that sets a target charging rate of the secondary battery and a prediction unit that, on a traveling route of a host vehicle, acquires a parking point where it is predicted that a parking time will become longer than a predetermined threshold. The target setting unit is configured to change a setting of the target charging rate, when the host vehicle arrives at a point-before-parking-point that is a predetermined distance before the predicted parking point, to a value smaller than a basic target charging rate that is a target charging rate before the host vehicle arrives at the point-before-parking-point.

Abstract: A method for controlling a powertrain of a vehicle includes calculating, via a controller, an optimal torque target for the powertrain as a function of system limits of the vehicle. The method includes commanding, via transmission of an output torque signal, an actual output torque of the powertrain to pursue or follow the calculated optimal torque target during a steady-state torque request condition. Additionally, the method includes detecting a predetermined vehicle event during the steady-state torque request condition, and shaping the output torque signal via the controller. A variable gain factor may be used in response to detection of the predetermined vehicle event to allow the output torque signal to temporarily deviate from the calculated optimal torque target during the steady-state torque request condition. A powertrain has an engine, an electric machine, and a controller programmed to execute the method.

Abstract: Systems and methods for traffic learning are described. One embodiment of a method includes predicting a vehicle route of a vehicle, determining historical traffic data related to at least one segment along the vehicle route, and determining an energy traffic budget for electric power consumption of the vehicle along the vehicle route, where the energy traffic budget is learned from the historical traffic data. Some embodiments include creating a schedule for transitioning between gasoline power and electric power for the vehicle route, implementing the schedule as the vehicle traverses the vehicle route, and in response to encountering traffic along the vehicle route, implementing the energy traffic budget.

Abstract: Inverterless running control is control in which an inverter is set to a gate cut-off state, an engine is driven to mechanically rotate a motor-generator and to generate in the motor-generator, counter-electromotive torque in accordance with a difference between a counter-electromotive voltage of the motor-generator and a system voltage, and a vehicle runs with drive torque applied to an output shaft as reaction force of the counter-electromotive torque. An ECU controls drive torque to produce driving force determined by an accelerator position by raising or lowering the system voltage during inverterless running control.

Abstract: A vehicle control apparatus of the invention is applied to a hybrid vehicle. The apparatus executes an enlarged regeneration control for applying an increased regeneration braking force larger than a normal regeneration braking force to at least one vehicle wheel when a position where it is predicted that a deceleration of the hybrid vehicle ends is set as a target deceleration end position and the acceleration operation amount is zero. The apparatus executes a downslope prediction control when determining that a downslope zone exists on a scheduled traveling route of the hybrid vehicle in order to decrease a battery charge amount. The apparatus forbids an execution of the enlarged regeneration control when both a condition for executing the downslope prediction control and a condition for executing the enlarged regeneration control are satisfied.

Abstract: In a hybrid vehicle configured such that a sun gear, a carrier and a ring gear of a planetary gear are respectively connected with a rotating shaft of a motor MG1, a crankshaft of an engine and a driveshaft and that a motor MG2 is connected with the driveshaft, when a required braking force that is to be output to the driveshaft is equal to or less than a reference value Tref in an accelerator-off state, the braking force by engine braking is output to the driveshaft by motoring of the engine by the motor MG1. When the required braking force becomes greater than the reference value Tref, on the other hand, the power output from the engine by load operation of the engine in a reverse rotating direction is output as the braking force to the driveshaft.

Abstract: A controller of a hybrid vehicle is configured to operate the internal combustion engine with ignition timing of the internal combustion engine during the execution of the first warm-up control for operating the internal combustion engine at a first operating point further on a retard side than ignition timing of the internal combustion engine during the execution of the second warm-up control for operating the internal combustion engine at a second operating point, regardless of the driving force required for traveling after the execution of the first warm up control. The controller is configured to set the output of the internal combustion engine and the operation characteristic of the intake valve in accordance with a predetermined characteristic relationship in which the output of the internal combustion engine and the operation characteristic of the intake valve correspond to each other during the execution of the second warm-up control.

Abstract: A method controls a hybrid transmission for a motor vehicle that can operate according to at least two kinematic modes involving various connections of at least one heat engine, at least one electric motor and at least two drive wheels, The method includes controlling the transition between kinematic nodes in accordance with the current kinematic mode during the start of the transition and a kinematic mode setting, if it is determined that the current kinematic mode is not equal to the kinematic mode of the transition and that the kinematic mode setting is not equal to the final kinematic mode, making a decision regarding the suitability of a transition interruption, during a change of request of the driver during which it is determined whether an interruption of the action is underway, and then continuing the transition or undertaking a new transition according to the result.

Abstract: Systems and methods for operating a driveline of a hybrid powertrain that includes a motor/generator and driveline disconnect clutch are described. The systems and methods may adjust a torque capacity of the driveline disconnect clutch during engine starting. Torque output from the motor/generator may also be adjusted during engine starting.

Abstract: A method for learning a touch point of an engine clutch of a hybrid electric vehicle including a motor connected to a transmission and an engine selectively connected to the motor through the engine clutch includes determining whether a learning condition of the touch point of the engine clutch is satisfied, releasing a transmission clutch and controlling a motor speed when the learning condition is satisfied, increasing a coupling pressure of the engine clutch when a change amount of the motor speed is less than a first predetermined value, comparing a change amount of a motor torque according to the increased coupling pressure of the engine clutch with a second predetermined value, and learning the touch point of the engine clutch when the change amount of the motor torque is greater than or equal to the second predetermined value.

Abstract: A method for shift control of a hybrid vehicle includes determining a target speed of a transmission resulting from a shifting operation, and performing torque intervention control that controls a motor torque in a state where an engine torque is maintained as a current torque until an input shaft speed of the transmission reaches the target speed, wherein the step of performing torque intervention control comprises: detecting a motor speed, obtaining an operating point of the motor that maximizes charging power of the motor based on a charging power of the motor according to the motor speed, and controlling the motor torque based on the operating point of the motor.

Abstract: A transaxle may include a motor, an input shaft, first and second output shafts, and first and second clutches. The input shaft has first and second ends. The first end of the input shaft is structured to receive an engine power from an engine. The second end of the input shaft is structured to receive motor power from the motor. The first output shaft is driven by power outputted from the input shaft. The second output shaft is driven by the motor power. The second output shaft is extended coaxially to the input shaft. The first clutch is interposed between the motor and the input shaft. The second clutch is interposed between the motor and the second output shaft. The first clutch and the second clutch are coaxially disposed between the second end of the input shaft and an axial end of the second output shaft.

Abstract: A hybrid electric vehicle drive apparatus has a setting portion for setting a limit value of a driving torque that a motor outputs when driving a hybrid electric vehicle by the power of the motor only, based on a maximum torque that the motor enables to output and a starting torque used to start an internal combustion engine by the motor. The setting portion sets the limit value to a first value and sets the limit value to a second value which is greater than the first value when a vehicle speed of the vehicle does not increase even though an accelerator pedal position degree increases while the vehicle is being driven only by the motor.

Abstract: To provide drive torque control capable of avoiding acceleration failure even when a wheelie occurs. A drive torque control method for a vehicle detects or computes a wheelie amount of the vehicle, reduces drive torque that is applied to a rear wheel to be lower than the drive torque in a normal state when the wheelie occurs, and maintains or increases the drive torque when the wheelie amount is reduced.

Abstract: Systems, apparatus, and methods implemented in algorithms, software, firmware, logic, or circuitry may be configured to process data and sensory input in real-time to determine whether an object external to an autonomous vehicle may be a potential collision threat to the autonomous vehicle. The autonomous vehicle may be configured to deploy one or more bladders positioned external to the autonomous vehicle to absorb forces from an impact to the vehicle by the object. A perception system of the vehicle may receive a sensor signal and generate object data associated with the object. A planner system of the vehicle may process the object data to predict an impact time and an impact location on the vehicle. The planner system may cause a drive system of the vehicle to maneuver the vehicle to position an impact-absorbing structure and/or one or more bladders of the vehicle to coincide with the predicted impact location.