Abstract: A parking assist system for a vehicle is provided that includes a speed limiting controller configured to set a speed limit for the vehicle during a maneuver and an audio sensor configured to sense an ambient sound within the vehicle. The speed limiting controller is configured to reduce the speed limit based on the sensing of the ambient sound within the vehicle.

Abstract: Systems and methods implemented in algorithms, software, firmware, logic, or circuitry may be configured to process data and sensory input to determine whether an object external to an autonomous vehicle (e.g., another vehicle, a pedestrian, road debris, a bicyclist, etc.) may be a potential collision threat to the autonomous vehicle. The autonomous vehicle may be configured to implement active safety measures to avoid the potential collision and/or mitigate the impact of an actual collision to passengers in the autonomous vehicle and/or to the autonomous vehicle itself. Interior safety systems, exterior safety systems, a drive system or some combination of those systems may be activated to implement active safety measures in the autonomous vehicle.

Abstract: Example implementations may relate to an obstacle detection system. In particular, an example device may include a light emitter, a line-image sensor, and a controller that are mounted on a rotatable component. In an example embodiment, the line-image sensor may receive light signals emitted from the light emitter. The controller may be communicatively coupled to the light emitter and line-image sensor and configured to determine a multipath signal based on the time of flight of the light signal and the position along the line-image sensor at which the line-image sensor received the given reflected light signal.

Abstract: Methods, computer systems, and servers for processing collision avoidance feedback to vehicles using vehicle-to-vehicle wireless communication, are provided. One method includes detecting proximity separation between a first vehicle and a second vehicle (e.g., and other vehicles within the proximity separation). At least one of the sensors of the first vehicle or the second vehicle determines that a proximity separation is less than a threshold distance. A pairing algorithm is triggered between electronics of the first and second vehicle to enable direct communication for data exchange between the first and second vehicles. The method includes triggering a warning to one or both of the first and second vehicles if the data exchange determines that a probability exists that a heading of the first or second vehicles will result in a collision between the first and second vehicles.

Abstract: A vehicular collision avoidance system includes a first image processor that processes image data captured by a forward-viewing camera to detect vehicles and determine vehicles present in the occupied lane and adjacent lane, and a second image processor that processes image data captured by a rearward-viewing camera to detect the presence of vehicles and determine vehicles present in the occupied lane and adjacent lane. Information relating to the vehicles is wirelessly transmitted between the vehicles. Responsive at least in part to at least one of (i) image processing of image data captured by the forward-viewing camera and/or rearward-viewing camera, (ii) sensor data sensed by at least one other sensor, and (iii) information transmitted to or from the equipped vehicle via the car2car (v2v) communication system, the collision avoidance system is operable to determine imminence of collision with the equipped vehicle by another vehicle present exterior the equipped vehicle.

Abstract: A vehicle control apparatus includes a generation unit configured to generate a locus of a position of an own vehicle for each predetermined time in a future as a trajectory of the own vehicle, a traveling control unit configured to control a traveling of the own vehicle on the basis of the trajectory generated by the generation unit, and a storage control unit configured to cause a storage unit to store information indicating a steering component corresponding to a trajectory previously generated by the generation unit when the own vehicle is stopped.

Abstract: A vehicle control apparatus includes a trajectory generation unit configured to generate a locus of a position of an own vehicle for each predetermined time in a future as a trajectory of the own vehicle, a target speed calculation unit configured to calculate a target speed of the own vehicle for each position on the trajectory generated by the trajectory generation unit, a traveling control unit configured to control traveling of the own vehicle on the basis of the target speed calculated by the target speed calculation unit, a derivation unit configured to derive a difference between a position on the trajectory generated by the trajectory generation unit and a current position of the own vehicle every time the predetermined time elapses, and a correction unit configured to correct the target speed calculated by the target speed calculation unit on the basis of the difference derived by the derivation unit.

Abstract: A method for operating a longitudinal control device of a motor vehicle in a traffic circle, includes: locating the motor vehicle in the traffic circle; substantially maintaining a constant speed of the motor vehicle between entering the traffic circle and turning to exit the traffic circle; and precisely accelerating the motor vehicle while exiting the traffic circle.

Abstract: A vehicle adjusts a distance between a subject vehicle and a front vehicle according to a height of the front vehicle. The vehicle includes a distance sensor, and a processor which determines data of the front vehicle among data obtained by the distance sensor, and maintains a distance to the front vehicle equal to or more than a predetermined distance when a longitudinal dispersion value of the determined data is a predetermined reference value or more.

Abstract: A vehicle control apparatus includes a specification unit configured to specify a speed of an object located in front of an own vehicle and a distance between the object and the own vehicle, a calculation unit configured to calculate a target speed of the own vehicle on the basis of the speed of the object specified by the specification unit and a value based on the distance, and a traveling control unit configured to control traveling of the own vehicle on the basis of the target speed calculated by the calculation unit.

Abstract: A control method of a vehicle includes summing weight values according to shift types through a controller during kickdown shifts of the vehicle, calculating a control constant based on the acquired sum of the weight values and the number of times of kickdown shifting through the controller, after summing of the weight values, and adjusting at least one of a shift pattern and an engine RPM based on the calculated control constant through the controller, after the calculation of the control constant.

Abstract: A control method of a vehicle includes executing one of a plurality of clutch protection logics according to estimated clutch temperatures by a controller. A control constant is counted according to the executed clutch protection logic by the controller. At least one of a shift pattern and an engine revolutions per minute (RPM) are adjusted based on the counted control constant.

Abstract: Described herein is a control system for a vehicle having a continuously variable transmission (CVT) having a ball planetary variator (CVP), providing a smooth and controlled operation. In some embodiments, the control system implements an optimization sub-module. System losses in a CVP equipped vehicle consist of the following: CVP efficiency losses, hydraulic pump losses, clutch energy losses, mode shift losses, torque converter losses, and engine losses (defined as deviation from best Brake Specific Fuel Consumption point), among others. Driver torque demand can be satisfied by an infinite combination of operating points consisting of a chosen engine operating point, CVP ratio, and mode selection. The required clamping load and line pressure requirements resulting from these choices further influences losses. Methods described herein select a system operating point that minimizes total system losses.

Abstract: Methods and systems for improving operation of a vehicle driveline that includes an engine and an automatic transmission with a torque converter are presented. In one non-limiting example, the engine may be stopped while a vehicle in which the engine operates is rolling. A transmission coupled to the engine may be shifted as the vehicle rolls so that vehicle response may be improved if a driver requests an increase of engine torque.

Abstract: Methods and systems for improving operation of a vehicle driveline that includes an engine and an automatic transmission with a torque converter are presented. In one non-limiting example, the engine may be stopped while a vehicle in which the engine operates is rolling. A transmission coupled to the engine may be shifted as the vehicle rolls so that vehicle response may be improved if a driver requests an increase of engine torque.

Abstract: A lock-up clutch control device is provided for a vehicle, in which, when the accelerator pedal is released in a slip engagement mode, lock-up re-engagement with reduced engagement shock is performed, thereby improving fuel economy. A torque converter having a lock-up clutch is disposed between an engine and a continuously variable transmission. The vehicle is provided with a coast lock-up control unit configured to bring the engine in a fuel cut-off state when the accelerator pedal is released in a slip engagement mode in which a differential rotation is present in the lock-up clutch with the accelerator pedal being depressed. Upon accelerator fool release operation, the coast lock-up control unit performs an engine torque control to synchronize engine rotation speed and turbine rotational speed, re-engages the lock-up clutch in a rotation synchronization state, and, after the re-engagement, and performs fuel cut-off.

Abstract: A method for operating a vehicle drive train includes operating the vehicle drive train with a drive unit switched on, with the drive unit connected to an output by a transmission, and with a positive-locking shifting element open. In response to a coasting operating state request for the vehicle drive train and a rotational speed of a transmission output being greater than a threshold, the drive unit is switched off and power flow between the drive unit and the output is interrupted by opening at least one of a plurality of frictional-locking shifting elements. The method also includes closing the positive-locking shifting element during the coasting operating state and no later than a leave coasting operating state request.

Abstract: Methods for controlling vacuum within a brake booster by modifying powertrain operation include determining an intake manifold vacuum in response to actuation of a brake pedal. Increasing the intake manifold vacuum if the brake booster vacuum is less than a desired brake booster vacuum. In some embodiments, the transmission is downshifted to increase engine speed and intake manifold vacuum.

Abstract: A motor vehicle having a braking device and drive engine which can be used independently of one another for decelerating the vehicle. A method of controlling the vehicle during a thrust operation includes steps of detecting a requirement to change a currently engaged first gear in a transmission that transfers the braking force from the engine; determining a first deceleration brought about by the engine in the first gear; determining a second deceleration brought about by the engine in a second gear to be engaged; and changing the gear by disengaging a clutch that couples the engine to the transmission, the first gear is disengaged, the second gear is engaged, and the clutch is again engaged. In this case, the braking device is controlled, during the gear change, in such manner that any jerk experienced by the vehicle is below a predetermined value.

Abstract: A maintenance vehicle having a frame supported by a pair of traction wheels and at least one steered wheel. The maintenance vehicle also includes a steering assembly having a pair of control levers for directly controlling a pair of transmissions that drive the traction wheels, a pair of sensors for measuring a characteristic of each transmission, the sensors being operatively connected to a system controller which generates an output signal to a steering controller for independently controlling the steering of the steered wheel(s).

Abstract: A system and method for use in an automotive vehicle configured to determine an action to be taken as the automotive vehicle approaches a traffic signal. The system and method determines a distance to stop, and processes the state of the traffic signal, and the road surface condition to calculate the action to be taken so as to help the driver make decisions when approaching the traffic signal.

Abstract: An engine starting system for hybrid vehicle is provided. The engine starting system is applied to a hybrid vehicle in which a friction clutch is disposed between an engine and a power distribution device. In order to reduce gear noise and vibrations, a second motor establishes a cancel torque to cancel a reaction torque acting on an axle when starting the engine. The engine starting system is configured to increase the torque of the second motor in a direction of a drive torque rotating the axle, when starting the engine while bringing the friction clutch into engagement in a slipping manner.

Abstract: Parameters that characterize a current driving situation of the motor vehicle are acquired. On the basis of the acquired parameters a current level of monotony is determined as a characterization of a monotony of the current driving situation. Whether the calculated current level of monotony exceeds a predetermined threshold is checked, and an exercise for the driver to increase concentration on driving the motor vehicle is performed when the threshold is exceeded.

Abstract: A method and system for predicting a driving path of a neighboring vehicle which may influence a subject vehicle is provided. The subject vehicle detects a segment adjacent to the neighboring vehicle which is currently driven and searches all segments connected to the segment. The method prevents a collision between the subject vehicle and the neighboring vehicle that occurs due to misrecognition of a position, a driving direction, or velocity of the neighboring vehicle, and more accurately predicts the driving path of the neighboring vehicle. The method includes receiving information of a neighboring road on which a subject vehicle is driven from a detailed map and detecting a segment showing the neighboring vehicle which is being currently driven from the information of the neighboring road. Segments are detected that are connected to the segment and the driving path of the neighboring vehicle is predicted.

Abstract: By measuring speeds and deflection angles of two front wheels in real time, and according to values of gravity sensors at four wheel axles, and an axle base and a wheel base of an automobile, a center of gravity of the automobile is determined; moving speeds of the left and right front wheels of the automobile around an instantaneous center during cornering are converted into moving speeds at the center of gravity of the automobile respectively, and an average value of the two automobile speeds at the center of gravity of the automobile is taken as an actual driving speed of the vehicle during cornering; meanwhile, an automobile speed may be controlled according to force conditions of four wheels.

Abstract: A drive assist system that includes circuitry that obtains information including at least one of acceleration/deceleration information and direction-of-travel information from a memory that stores at least one of the acceleration/deceleration information provided in relation to at least one of a set of a plurality of sections of a road and the direction-of-travel information provided in relation to at least one of the set of the plurality of sections of the road; obtains location information of a vehicle; and performs at least one of a acceleration/deceleration drive assist with regard to acceleration and/or deceleration of the vehicle based on the location information and the acceleration/deceleration information, and a direction drive assist with regard to a direction of travel of the vehicle based on the location information and the direction-of-travel information.

Abstract: Biometric data is received from a wearable device. The biometric data concerns a vehicle operator measured by at least one sensor in the wearable device. A load score is determined. The load score is a measurement of operator capacity to operate the vehicle based at least in part on the biometric data from the wearable device. At least one vehicle component is actuated based at least in part on the load score.

Abstract: A method and system for executing gesture based control of a vehicle system that include receiving at least one signal that pertains to at least one muscle movement from sensors disposed within a gear shift knob. The method and system also include determining at least one gesture based on the at least one signal. Additionally, the method and system include determining an interaction command with the vehicle system based on the at least one gesture. The method and system further include outputting the interaction command to the vehicle system.

Abstract: An input device includes an input unit having at least one button arranged to produce a sound signal when pressed, a sound collector for collecting the sound signal produced from the button, a memory for storing control command information cone sponding to a frequency of the sound signal produced from the button, and a controller for determining a control command corresponding to the frequency of the sound signal produced from the button based on the information stored in the memory, and for sending the control command to a subject to be controlled.

Abstract: A system, for use in implementing a vehicle function based on user gesture, including a hardware-based processing unit and a hardware-based storage device. The storage device includes a user-gesture determination module that, when executed by the hardware-based processing unit, determines a user gesture, made by a user proximate a vehicle, wherein the user gesture is not an under-vehicle user kick. The storage device also includes a vehicle-function identification module that, when executed by the hardware-based processing unit, determines a vehicle function pre-associated with the user gesture determined. The storage device further includes a vehicle-function activation module that, when executed by the hardware-based processing unit, initiates performance of the vehicle function identified. In various embodiments the technology includes the storage device, and processes including any of the operations described.

Abstract: A cable car system for transporting people includes at least one vehicle to be coupled along a line to a transport cable, to be moved by the cable in stations and to be moved past at least one embarkation or disembarkation area in which passengers board or leave the vehicle. A conveyor is provided in the embarkation or disembarkation area. A screen is provided for the passengers between the motion path of the vehicle and the embarkation and disembarkation area, to protect the passengers against climatic and acoustic conditions prevailing outside the station building. The screen has at least one opening through which the passengers move to the at least one vehicle or to the disembarkation area. The conveyor is located within the opening and extends only over a part of the length of the opening in the motion direction of the vehicle.

Abstract: The invention relates to a winch system intended, in particular, for water sports, comprising at least one frame, at least one motor, a brake system, and a main tension cable wound around two spools, each spool being actuated by a motor such that when one of the spools unwinds the main cable, the other spool winds up the cable such as to maintain both the unwinding speed and the tension required for the main cable.

Abstract: A zip line includes a substantially rigid track supported above a ground surface by a plurality of supports, a trolley which moves along the track, and a rider support suspended from the trolley. The track is comprised of a plurality of track segments connected together such that adjacent track segments have substantially no freedom of movement relative to each other, and such that adjacent track segments present a substantially smooth, continuous, and uninterrupted surface. The track includes a run and a flange extending upwardly from the run. The trolley comprises a frame having upper wheel mounts to which first and second upper wheels are rotatably mounted. The first upper wheels are oriented such that they engage an upper surface of the track run and the second upper wheels are oriented such that they will engage the track flange upon rotational movement of the trolley relative the track run.

Abstract: A loading train has at least two loading wagons for transporting and storing bulk material. The loading wagons each have a wagon frame supported on on-track undercarriages, a storage box with a bottom conveyor belt which is situated in the bottom region of the storage box and extends in the longitudinal direction of the wagon, and a pivotable transfer conveyor belt adjoining the bottom conveyor belt and projecting beyond the wagon frame. A tilt protection device is provided between the front-most, first loading wagon with regard to a transport direction of the bottom conveyor belt, and the following, second loading wagon. The tilt protection device is configured for contacting the rearward wagon frame end of the first loading wagon in order to block an upward movement of the wagon frame.

Abstract: An information processing device in an embodiment includes a storage and an operation curve generator. The storage stores therein linear data including a slope and a curve for each set of certain locations, and train data including an acceleration-deceleration characteristic. The operation curve generator sets a plurality of deceleration section candidates on the basis of the linear data about the set of certain locations stored in the storage, obtains, for each of the deceleration section candidates, a change rate of energy consumption when the deceleration is performed by a certain speed using a preset operation curve, the linear data, and the train data, selects the section in which the change rate of energy consumption in the obtained change rates of energy consumption is the largest from the deceleration section candidates, and updates the preset operation curve utilizing the selected deceleration section and the certain speed.

Abstract: A rail crossover control system for a rail track section is disclosed. The rail track section has first and second rail tracks, a crossover track section extending between the first and second rail tracks, at least one first set of rail switches arranged to controllably determine whether a train continues on the first track or is diverted from the first track onto the crossover track section, and at least one second set of rail switches arranged to controllably determine whether a train continues on the second track or is diverted from the second track onto the crossover track section. The system comprises at least one interlocking control unit arranged to control the first and second sets of rail switches according to determined train routes, and an obstruction detector arranged to detect presence of an obstruction on the crossover track section and generate an obstruction signal when an obstruction is detected.

Abstract: A system and method for controlling locomotives. The system includes a remote control unit (RCU) comprising a processing device and a computer-readable storage medium and a locomotive control unit (LCU) comprising a processing device and a computer-readable storage medium. The LCU is coupled to a locomotive control system of a locomotive for controlling the locomotive and acquiring data therefrom. The LCU is configured for listening to a common radio-frequency channel for a transmission by a network node, waiting for the channel to become free, and transmitting a message after the channel has become free. The RCU is configured for listening to a common radio-frequency channel for a transmission by a network node, waiting for the channel to become free, and transmitting a message after the channel has become free. The system may include one or more repeaters for extending an operational area of the system.

Abstract: A container may include six sides that may define eight corners. Six wheels may be included with one disposed at each of six of the eight corners.

Abstract: The present invention provides electric pullet truck in the technical field of land transportation equipment. The electric pullet truck comprises a frame including two forks; a steering drive assembly including i) a drive wheel component disposed behind the frame; ii) an oil cylinder component to drive the forks up, which includes an cylinder body and a plunger which could telescopically move within the cylinder body, wherein the cylinder body is fixedly connected with the drive wheel component; iii) a supporting seat component including an annular sleeve and two support arms extending from both sides of the annular sleeve, wherein the annular sleeve is covered outside of a lower portion of the oil cylinder body; and iv) a handle seat component fixedly connected with an upper portion of the cylinder body. The electric pullet truck of the invention has advantages like a high degree of integration and smooth steering.

Abstract: A stroller in accordance with the present disclosure includes a rolling frame and a juvenile seat coupled to the rolling frame. A seat cover is coupled to a seat bottom and back of the juvenile seat.

Abstract: In one aspect of the invention, a torsion bar assembly is provided. The assembly includes a first shaft having a first bore, a second shaft having a second bore, the second shaft operatively coupled to the first shaft, and a torsion bar positioned within the first and second bores. The torsion bar includes a splined first end having a first diameter extending to a first end face having a diameter generally the same as the first diameter, a splined second end having a second diameter extending to a second end face having a diameter generally the same as the second diameter, and an active diameter extending between the splined first end and the splined second end. The torsion bar is fabricated from a material having a hardness greater than 45 Rockwell C-Scale.

Abstract: A steering device of a vehicle includes a main housing, a movable column member, a steering shaft being provided in the movable column member, a link mechanism being swingably supported about a first pivot shaft relative to a fixed bracket, the link mechanism being swingably supported about a second pivot shaft relative to the main housing, an electric tilt mechanism adjusting the steering shaft at a predetermined tilt angle by operating the link mechanism, and at least first and second bearing members that are provided between the main housing and the movable column member, one of the first and second bearing members being disposed rearwardly of a vehicle body relative to the other of the first and second bearing members, the one including a part that is arranged within a surface including the second pivot shaft and being orthogonal to an axis of the steering shaft.

Abstract: A steering column assembly includes an upper jacket assembly received within a lower jacket assembly and an energy absorption strap. The energy absorption strap has a first portion that defines a first slot that receives a first fastener to couple the first portion to a telescope drive bracket disposed on the upper jacket assembly. A second portion defines a second opening that receives a second fastener to couple the second portion to the upper jacket assembly.

Abstract: An automobile steering system for controlling the steering of left and right front wheels of an automobile, a left support shaft being provided on the left front wheel, and a right support shaft being provided on the right front wheel, the automobile steering system having a steering wheel, a steering transmission device, a left rotary table, a right rotary table and a steering device, wherein the steering wheel is connected to one end of the steering transmission device, and the other end of the steering transmission device is jointed with the steering device; the left and right rotary tables are respectively located at two ends of the steering device, the left rotary table being connected to the left support shaft, and the right rotary table being connected to the right support shaft; and the steering device has a left steel wire rope, a right steel wire rope and a synchronous belt, two ends of the left steel wire rope are respectively wound around the left rotary table and the synchronous belt, and two end

Abstract: The present invention relates to an electric power steering apparatus. The electric power steering apparatus includes: a rack housing including a sliding recess that is formed between a motor coupling hole in which a motor pulley is mounted and a ball nut coupling hole in which a nut pulley is mounted, the sliding recess being formed to extend in a direction perpendicular to a longitudinal direction where a belt is mounted; and a tension adjusting member including a central shaft one end of which is inserted into the sliding recess, a connection member coupled to another end of the central shaft, a pair of rollers coupled to opposite ends of the connection member to tighten opposite sides of an outer peripheral face of the belt, the central shaft being slid along the sliding recess to adjust the tension of the belt.

Abstract: [Problem] An object of the present invention is to provide an electric power steering apparatus that is possible to actively return the steering wheel to the neutral point at the vehicle running state to give back to a straight running state by calculating the return control current corresponding to the steering angle and the motor angular velocity/Gr ratio and by compensating the current command value.

Abstract: A vehicle steering device, in which a steering member and a steering operation mechanism are not mechanically coupled, includes a reaction force motor that applies a reaction force to the steering member, and a reaction force motor control unit that controls the reaction force motor. The reaction force motor control unit includes a target rotational angle setter that sets a target rotational angle for an output shaft at a position close to the side of the neutral position of the output shaft with respect to the rotational angle of the output shaft corresponding to a steered angle limit value by a rotational angle matching steering torque detected by a torque sensor when a steered angle has reached the steered angle limit value and the steering torque that is larger than the steering torque at the time when the steered angle limit value was reached is applied to a steering wheel.

Abstract: The present invention provides a power assist steering system for a vehicle having a wheel. The steering system includes a first reciprocating member coupled to the wheel such that reciprocating movement of the first reciprocating member provides turning movement of the wheel, a steering input engaged with the first reciprocating member such that rotation of the steering input provides reciprocating movement of the first reciprocating member, and a steering assist assembly including a second reciprocating member engaged with the steering input such that reciprocating movement of the second reciprocating member provides an assist force to the steering input. Preferably, the first and second reciprocating members engage the steering input at locations opposed to each other and also move along paths that are substantially parallel to each other.

Abstract: A webbing device for a vehicle underbody can comprise a plurality of rows of ribs and members that extend between the ribs to provide rigidity and force load distribution. The webbing device can comprise channels to receive a variety of structural components of the underbody and can accommodate underbodies of various sizes without altering its rigidity and force load distribution.

Abstract: A vehicle body front structure includes: a bracket 21 that is placed on a lower portion of a front side frame 12; and a front subframe 16 that is attached to a lower portion of the bracket with a bolt 22. The bracket includes: a closed-end hollow bracket body 30 that is suspended from the front side frame; a bulkhead 40 that is located above a bottom plate 31 of the bracket body and vertically partitions the bracket body; and a collar 50 that extends from the bulkhead to the bottom plate of the bracket body. A thickness t2 of the bulkhead is smaller than a thickness t1 of the bracket body. The bulkhead joined to the bracket body has a bulkhead-side flange 44 joined to the front side frame.