Abstract: The present invention is related to decorative surface coverings, in particular floor or wall coverings, exhibiting low VOC emission, comprising one or more adjacent plasticized polyvinyl chloride layers and a polyurethane top-layer, said top-layer being obtained from the actinic irradiation of an aqueous ethylenically unsaturated polyurethane dispersion after evaporation of the water part. The decorative surface coverings comprise a mechanical embossed textured and/or patterned structure.

Abstract: An auxiliary drive mechanism for moving a motor vehicle through mud, sand or snow includes an axle, one or two central hubs perpendicular to the axle and parallel with a pair of drive wheels for rotation about the axle. The mechanism also includes four to six outwardly extendable arms fixed to the central hub and rotatable therewith as well as a plurality of arc-shaped drive members with one of the drive members fixed to each of the outwardly extendable arms. Each of the outwardly extendable arms further includes a piston and a mass of hydraulic fluid for extending the arms outward beyond the diameter of a vehicle's drive wheels and tires. The mechanism further includes a mechanism for increasing a flow of hydraulic fluid to the pistons.

Abstract: Water drain holes, located through the sidewalls of hollow rims for vehicle wheels not sealed from water ingress, is described herein to provide an egress for accumulated water. The water drain holes in a wheel rim can be for any type of vehicle utilizing a hollow rim design for wheels when not sealed from water ingress. Without drain holes, accumulated water inside a hollow rim adds significant weight, which produces undesirable effects, such as resistance to the vehicle driver input to accelerate, steer, and otherwise control the vehicle, such as but not limited to a bicycle. Also, accumulated water inside a hollow rim enables increased galvanic current conductivity, producing corrosion.

Abstract: A wheel for use with a bicycle includes a hub for mounting the wheel to a bicycle, a rim about which a tire is mountable, and a plurality of spokes that extend between the hub and the rim. The rim and/or one or more of the spokes have a leading and/or trailing edge, at least part of which has an undulating configuration.

Abstract: A castor includes a wheel support and at least one roller mounted on the wheel support. The at least one roller has a peripheral portion provided with a hollow air chamber which is provided with a plurality of hollow air columns. One of the hollow air columns is provided with an air inlet. The at least one roller is made of soft material that is made by a blow molding operation. The soft material is initially made into a tubular blank by a blow molding machine. A gas is then filled into the soft material to blow and shape the soft material in a die at a high temperature to form the at least one roller. The at least one roller is then stripped from the die.

Abstract: The present invention relates to a pneumatic tire having a non-spliced film innerliner comprised of a plurality of film layers where said film layers are of varied film moduli physical properties.

Abstract: When the passenger-vehicle pneumatic radial tire of the disclosure is assembled to a rim and filled with an internal pressure of 250 kPa or more, an SW/OD ratio is 0.26 or less if the tire has a sectional width SW of less than 165 (mm), whereas a sectional width SW and an outer diameter OD (mm) of the tire satisfy a relation of 2.135×SW+282.3?OD if the tire has a sectional width SW of 165 (mm) or more, a dynamic storage modulus E? at 30° C. of the tread rubber is 6.0 MPa to 12.0 MPa and a loss tangent tan ? at 60° C. of the tread rubber is 0.05 to 0.15, and a dynamic storage modulus E? at 30° C. of the buttress rubber is ½ or less, and a loss tangent tan ? at 60° C. of the buttress rubber is 0.1 or less.

Abstract: When the tire is assembled to a rim and filled with an internal pressure of 250 kPa or more, an SW/OD ratio of the tire is 0.26 or less if the tire has a sectional width SW of less than 165 (mm), whereas a sectional width SW and an outer diameter OD (mm) of the tire satisfy a relation of 2.135×SW+282.3?OD if the tire has a sectional width SW of 165 (mm) or more, the tread rubber has a dynamic storage modulus E? at 30° C. of 6.0 MPa to 12.0 MPa and a loss tangent tan ? at 60° C. of 0.05 to 0.15, and when a tread surface is equally divided into four regions in a tire width direction, a shoulder circumferential sipe extending in a tire circumferential direction is disposed in the shoulder portion.

Abstract: An air-less tire has, formed on a tread ring: tread rubber for forming a ground contact surface; an outer reinforcement cord layer provided nearest the tread rubber; an inner reinforcement cord layer provided inside the outer reinforcement cord layer in the radial direction of the tire; and a shear rubber layer provided between the outer reinforcement cord layer and the inner reinforcement cord layer. The outer reinforcement cord layer includes: a first cord layer having first cords arranged tilted relative to the circumferential direction of the tire; and a second cord layer provided outside the first cord layer in the radial direction of the tire and having second cords arranged tilted relative to the circumferential direction of the tire in the direction opposite the direction in which the first cords are tilted. The inner reinforcement cord layer includes a third cord layer having third cords arranged parallel to the circumferential direction or the axial direction of the tire.

Abstract: Tire comprising a crown reinforcement formed of two working crown layers having unequal axial widths, layer C of rubber compound between ends of the working crown layers, layer S of polymer compound in contact with at least one working crown layer and in contact with the carcass reinforcement and the crown reinforcement comprising a layer of circumferential reinforcing elements arranged radially between two working crown layers. Distance d between the end of the axially narrowest working layer and the working layer separated from the axially narrowest working layer by the layer C is 1.1ø<d<2.2ø, ø being the diameter of the reinforcing elements of the layer of circumferential reinforcing elements, in a meridian plane. The thickness of layer C is substantially constant and the complex dynamic shear modulus G*, measured at 10% and 60° C. on the return cycle, of layer S is greater than 1.35 MPa.

Abstract: Tire comprising a crown reinforcement formed of at least two working crown layers of reinforcing elements, a first layer C of rubber compound being placed between at least the ends of the said at least two working crown layers, a second layer S of polymer compound being in contact with at least one working crown layer and in contact with the carcass reinforcement and the crown reinforcement comprising at least one layer of circumferential reinforcing elements. The elastic modulus under tension at 10% elongation of the first layer C is less than 8 MPa, the maximum tan(?) value, denoted tan(?)max, of the first layer C is less than 0.100, and the complex dynamic shear modulus G*, measured at 10% and 60° C. on the return cycle, of the said second layer S of polymer compound is greater than 1.35 MPa.

Abstract: A pneumatic tire includes a tread, a carcass and a belt. The belt includes inner and outer layers including steel cords and topping rubbers such that the cords in each layer are parallel-aligned and inclined with respect to equatorial plane and inclination directions of the cords in the layers are opposite to each other with respect to the plane, inclination angle ?s of the cords in the inner layer at edge is larger than inclination angle ?c at the plane, the edge of the inner layer is at position of 0.9 times axial direction width, inclination angle ?s of the cords in the outer layer at edge is larger than inclination angle ?c o at the plane, the edge of the outer layer is at position of 0.9 times axial direction width, and difference between the angles as and ac is larger than difference between the angles ?s and ?c.

Abstract: A pneumatic tire 2 includes a buttress reinforcing layer 22. A carcass 12 includes a first ply 38 and a second ply 40. The first ply 38 and the second ply 40 each have a main portion that is extended on and between beads 10 on both sides. The buttress reinforcing layer 22 extends along the first ply 38 and the second ply 40 between the first ply 38 and the second ply 40. An outer end 22a of the buttress reinforcing layer 22 is disposed inward of a shoulder region S of a tread 4 in a radial direction. An inner end 22b of the buttress reinforcing layer 22 is disposed at a maximum width position of the tire or disposed outward of the maximum width position of the tire in the radial direction.

Abstract: Heat radiation of circumferential direction grooves on a plurality of blocks on shoulder portion sides is enhanced. A block has a first wall surface formed from a position where a lateral groove is opened into a first circumferential direction groove toward an upstream side of an air flow, a second wall surface formed from a position where the lateral groove is opened into a second circumferential direction groove toward the upstream side of the air flow, and a block corner portion formed at a position where the lateral groove is opened into the first circumferential direction groove. A virtual surface obtained by extending the first wall surface of the block on the upstream side G intersects with the block corner portion of the block on the downstream side or passes through a position in the first circumferential direction groove on the tread center portion side of the block corner portion.

Abstract: A tire 1 has a tread portion 2 provided with: pair of axially innermost circumferentially continuously extending crown main grooves 3; outward transverse grooves 8 extending axially outwardly therefrom; and inward transverse grooves 9 extends axially inwardly extending therefrom. The crown main groove 3 is a zigzag groove comprising axially outer segments 15 and axially inner segments 16 extending in the tire circumferential direction, and oblique segments 17 connecting between the segments 15 and 16. The inward transverse grooves 9 are connected to axially inner intersections 18 at which the axially inner segments 16 intersect with the oblique segments 17. The outward transverse grooves 8 are connected to axially outer intersections 19 at which the axially outer segments 15 intersect with the oblique segments 17.

Abstract: A pneumatic tire has a side protector 9 comprising first protect ribs 11 and second protect ribs 12 arranged alternately in the circumferential direction. The first protect ribs 11 each have a main part 13 extending radially inwardly in the form of an s shape. The second protect ribs 12 each have a main part 14 extending radially inwardly in the form of an L shape.

Abstract: The invention relates to a bicycle tyre. A puncture-resistant fibre layer (4) having a plurality of polymer, parallel running tyre reinforcing elements (12) is arranged between the tyre tread (2) and the tyre carcass. Said reinforcing elements (12) are arranged at an angle of between approximately 80 and 110 degrees with respect to the peripheral direction (13) of the bicycle tyre.

Abstract: A foldable tire includes a tire main body provided at two edges thereof with two tire beads respectively. A plurality of rings are disposed in each of the tire beads. Each of the rings has a reinforcing core, which includes a plurality of flexible steel filaments helically entwined with each other and has a diameter ranging from 0.2 millimeters to 0.5 millimeters, and a cladding layer clothing the reinforcing core, so that the reinforcing cores located in each of the tire beads are separated from each other.

Abstract: In a tire 2, each load support layer 22 extends from a side portion 24 of the tire 2 to a radially inner side of a belt 14 at an inner side of a carcass 12. A ratio (SP/WB) of a width SP from an equator plane to an outer edge 48 of the load support layer 22, relative to a width WB from the equator plane to an edge of the belt 14, in an axial direction is equal to or greater than 0.1 and equal to or less than 0.6.

Abstract: In a pneumatic tire 2 according to the present invention, in the vicinity of a bead 10 portion, a main portion 42 of a carcass ply 40 is passed through the vicinity of a neutral surface. A tensile force and a compressive force applied to the main portion 42 are small. In the tire 2, occurrence of pinch cut is suppressed. In addition, this structure alleviates a force applied to the main portion 42 even during run-flat running. In the tire 2, damage is less likely to occur even during run-flat running for a long period of time. The tire 2 has excellent run-flat durability. Furthermore, in the tire 2, an increase in the vertical stiffness constant or weight thereof is suppressed.

Abstract: In a side reinforcing type tire 2, when a cross-sectional height of the tire 2 is denoted by L, a height in a radial direction from a bead base line to an outer edge of a core 34 is denoted by HC, a point on a turned-up portion 42 of a carcass ply 38 at which point a height in the radial direction from the bead base line is 0.35 times of the height L is denoted by P1, and a point on the turned-up portion 42 at which point the height in the radial direction from the bead base line is equal to the height HC is denoted by P2, the turned-up portion 42 has, between the point P1 and the point P2, a shape that is a curved line projecting inward in an axial direction, a straight line, or a combination thereof.

Abstract: Provided is a pneumatic tire comprising a carcass 1 as a skeletal structure composed of at least one carcass ply extending toroidally between a pair of bead portions 11, at least one layer of a belt 2 located on the outer side of the carcass in the tire radial direction of the crown portion. The tire is provided with a cushion rubber 13C and a tread rubber 13G forming a tread portion in turn on the outer side of the belt in the tire radial direction, and a composite fiber 3 containing a conductive fiber and a non-conductive fiber is extended at least from the pair of bead portions to portions in contact with the cushion rubber or a pair of belt under cushions, so as to expose the composite fiber to both surfaces of the carcass at the outer and inner sides of the tire.

Abstract: A first tire pressure sensor module is configured to provide information related to a pressure of a tire of a vehicle and comprises a pressure sensor configured to determine the information related to the pressure of the tire. The pressure module further includes a controller configured to selectively operate the tire pressure sensor module in an active state and in an inactive state, wherein an energy consumption of the tire pressure sensor module is lower in the inactive state than in the active state. The controller is further configured to control an output of the information related to the pressure of the tire in the active state, and operate the tire pressure sensor module in the inactive state based on determining that information related to a velocity of the tire indicates a velocity above a threshold.

Abstract: A vehicle drive arrangement for a vehicle of the type having differential power transmission arrangement that converts the rotatory motion of the rotatory power shaft to rotatory motion of first and second drive shafts disposed substantially orthogonal the rotatory power shaft. Primary leaf springs are each coupled at their respective centers to respective drive shafts by pivotal arrangements. The first and second primary springs may include helical springs that are used in place of, or in combination with, the primary leaf springs. Secondary leaf springs may be splayed and therefore need not be arranged parallel to the primary leaf springs. Control over vehicle kinematics is enhanced by configuring the resilience of a fulcrum bumper using resilient, rheological, or active systems. An active system will control vehicle height while stationary to facilitate loading and unloading of the vehicle.

Abstract: A spring pad arranged between a terminal winding of a helical spring of a vehicle wheel suspension. The winding defines a rolled spring end. A spring plate supports the helical spring. The spring pad having a layered structure having two layers different in their rigidity. The first layer has a higher rigidity than the second layer. The first layer is an outer layer of the layered structure that may engage the terminal winding of the helical spring.

Abstract: The invention relates to a device for adjusting the height of a vehicle body, having two components, which can be moved longitudinally relative to each other, and a movement thread, which is arranged between these components. The movement thread includes a partial thread which is designed as a spindle paired with a first component and a partial thread which is designed as a spindle nut paired with the other component. The partial threads are designed to be axially movable relative to each other by a rotational drive.

Abstract: A control method includes calculating a roll angle and a roll angular velocity of a vehicle, setting damping forces applied to front and rear wheel dampers to execute first and second modes according to signs of the roll angle and roll angular velocity, and controlling the front and rear wheel dampers in consideration of the damping forces. Upon determination that the signs of the roll angle and the roll angular velocity are different, in the first mode, damping force greater than front wheel reference force and damping force smaller than rear wheel reference force are set to be applied to the front wheel dampers and the rear wheel dampers, respectively, and in the second mode, damping force smaller than the front wheel reference force and damping force greater than the rear wheel reference force are set to be applied to the front wheel dampers and the rear wheel dampers, respectively.

Abstract: A shock absorber for a vehicle having a damper and a first and second springs mounted coaxially around the damper and a preload adjuster for partially compressing at least one of the springs independently of the compression stroke. In one embodiment the preload adjuster is remotely controllable. In another embodiment the shock absorber includes an additional mechanism for preloading at least one of the springs.

Abstract: A twist axle assembly (20) of a vehicle includes a pair of trailing arms (22) and a twist beam (24) having a base portion (46) extending along an axis (A) between first and second twist beam ends (42, 44). The twist beam (24) includes a pair of side walls (48) extending downwardly from the base portion (46) and each disposed in spaced relationship with the trailing arms (22). At least one mounting bracket (54) extends from a first mounting bracket end (56) disposed in abutting relationship with a respective trailing arm (22) to a second mounting bracket end (58) disposed in overlaying relationship the side walls (48) of the twist beam (24) for allowing the mounting bracket to axially slip or slide along the side walls (48) of the twist beam (24) and provide for lateral or axial adjustment of the twist axle assembly (20) during the manufacturing process.

Abstract: A battery temperature control device for a vehicle, which heats the interior of the vehicle and a battery, and an air conditioner for a vehicle having same, the battery temperature control device including: a refrigerant circulation line (R) having a compressor (110), an indoor heat exchanger (130), expansion means (140, 150) and an outdoor heat exchanger (120); a coolant circulation line (W) which circulates a heater core (240) mounted to heat the interior of the vehicle; and a coolant heat exchanger (220) mounted to exchange heat between refrigerant circulating the refrigerant circulation line (R) and coolant circulating the coolant circulation line (W). Battery (210) is arranged on the coolant circulation line (W). The coolant circulation line which can heat the interior of the vehicle and the battery at the same, allowing the battery temperature control device and the air conditioner can heat the vehicle's interior and the battery effectively.

Abstract: An HVAC system for a vehicle includes infrared skin temperature sensors for measuring actual skin temperatures of the driver and a cabin temperature sensor for measuring an actual cabin temperature of ambient air within the passenger cabin. A controller module stores a target cabin temperature. The controller module controls the HVAC system according to a first error between the target cabin temperature and the actual cabin temperature. A personalization module stores a target skin temperature, and the personalization module determines an offset to be applied to the target cabin temperature according to a second error between the target skin temperature and the actual skin temperature. Infrared temperature measurements are collected for the left and right sides of a person's face, and the actual skin temperature is selected as the one that deviates most from the actual cabin temperature.

Abstract: A refrigeration cycle device includes: a low-temperature side pump that draws and discharges a low-temperature side heat medium; a compressor that draws, compresses, and discharges a refrigerant; a heat radiation device that dissipates heat from a high-pressure refrigerant discharged from the compressor; a decompression device that decompresses the high-pressure refrigerant having heat dissipated by the heat radiation device; an internal heat exchanger that exchanges heat between the high-pressure refrigerant flowing out of the heat radiation device and the low-pressure refrigerant flowing out of a heat-medium cooler; a low-pressure refrigerant temperature sensing portion that detects or senses a temperature in connection with a temperature of the low-pressure refrigerant having heat exchanged in the internal heat exchanger; and a superheat-degree control unit that controls a degree of superheat of the low-pressure refrigerant having heat exchanged in the internal heat exchanger, based on the temperature dete

Abstract: An air conditioning control device includes an operation detector that detects a touch operation made in an operation area by a detection target, and a controller that sets, in the operation area, a two-dimensional coordinate system having a first axis related to a first setting value and a second axis related to a second setting value, and outputs a control signal to control an air conditioning device in accordance with the first setting value and the second setting value based on coordinates of the detection target in the two-dimensional coordinate system, the coordinates being detected by the operation detector.

Abstract: An air conditioning refrigerant circuit (6) includes an engine-driven compressor (7) and an electric compressor (11), which are arranged in parallel. When the engine is running, the engine-driven compressor (7) is used. When the engine stops, e.g., when idling stops, the electric compressor (11) is used. At the startup of the engine by a manual operation such as ignition by a key, the engine-driven compressor (7) is kept at rest and instead, the electric compressor (11) is operated for a predetermined time. After the predetermined time, the engine-driven compressor (7) is operated. In this way, the oil recovery to the electric compressor is promoted.

Abstract: An air sanitization device is provided that utilizes radiant catalytic ionization to produce purifying plasma comprising highly oxidative molecules that greatly decrease the amount of volatile organic compounds, carbon monoxide and particulate matter within the HVAC system and the interior of transportation vehicle. The air sanitation device includes surfaces coated or impregnated with a noble alloy that comprises predominately titanium dioxide and a UV light source that directs UV light onto the surfaces of coated surfaces to generate, via the radiant catalytic ionization reaction the purifying plasma. Integration of the air sanitization device into a vehicle HVAC system greatly decreases irritant molecules within the vehicle.

Abstract: The present invention discloses a sun shading device, a sun shading method and a transportation vehicle. The sun shading device comprises a support and a light adjusting device provided on the support, the light adjusting device at least partially blocks external light by adjusting its light transmission rate. In the technical solutions of the sun shading device, the sun shading method based on the sun shading device, and the transportation vehicle comprising the sun shading device provided in the present invention, the sun shading device may not only block light, but also avoid blocking a user's view.

Abstract: Systems, methods, and devices for a vehicle door or window are disclosed herein. A vehicle includes a vehicle body and a cabin located within the body of the vehicle, wherein the cabin includes an interior that is configured to accommodate at least one person. The vehicle includes at least one seat located in the interior of the cabin that is configured for seating a user. The vehicle includes at least one door that provides ingress and egress to the interior of the cabin of the vehicle, and the at least one door is located with respect to the body such that the door opens to provide ingress and egress into the cabin from a backside of the seat.

Abstract: A cover for a vehicle roof, which can be raised in its rear region by deployment means in order to open the opening. The deployment means may have a cover having a front edge and a rear edge, which lies opposite the front edge. The deployment means may have a sliding carriage which can be displaced in a guide rail in the vehicle longitudinal direction by a drive. The deployment means may also have a deployment lever that has a front end region, a rear end region and a coupling element arranged between the front end region and rear end region. The deployment means may have a slotted guide carriage arranged to be displaceable in the guide rail in the vehicle longitudinal direction, and a control rod coupled to the sliding carriage and guided to be displaceable relative to the guide rail in the vehicle longitudinal direction.

Abstract: A cover assembly (10) for a vehicle having an integrated fiber windshield rod (14) that is connected to a windshield area and held in place using windshield footman loop portions (22) eliminating the need for a windshield channel or windshield header. The windshield footman loop portions (22) have a plate (24) with a snap stud (26) for attaching a snap eyelet (32) of a web strap (30) to secure the fiber windshield rod (14) in place, which is connected to a fabric cover. The cover assembly (10) has a plurality of straps (16, 20) to secure the sides and rear of the cover assembly to sport bars (18, 21) of the vehicle. The fabric cover assembly (10) creates a sun screen and/or soft top liner effect over at least the vehicle cockpit and is storable in the installed position while the vehicle roof hard top roof assembly or soft top roof assembly is also in installed position on the vehicle.

Abstract: A tonneau cover system clamp can include first and second clamp members with first and second clamping surfaces, respectively. The second clamp member can be slidably coupled to an elongate member relative to the first clamp member. A locking mechanism can be movable to engage the elongate member to prevent lateral translation of the second clamping surface relative to the first clamping surface in response to the first and the second clamp members being in the locked position. The locking mechanism can be movable to release the elongate member to allow lateral translation of the second clamping surface relative to the first clamping surface in response to the first and the second clamp members being in the unlocked position. A biasing member can apply a biasing force biasing the first clamp member and the second clamp member toward the proximal end of the elongate member.

Abstract: A mounting structure of an exterior belt is provided. The structure includes a frame and an end piece, and a door is coupled with an outer panel having a mounting aperture formed exterior an inner panel. Additionally, a first clip is formed at the end piece, and has a protrusion and a first slit formed at a front of the protrusion. A second clip is slidably coupled to the first clip and has a protruding portion. The second clip is inserted into the mounting aperture when the protruding portion is fitted into the first slit, and when one end thereof comes into contact with the inner panel when the protrusion is inserted into the mounting aperture, the other end thereof is moved backward toward the first clip, to restrict the first clip in the mounting aperture.

Abstract: A vehicle frame water baffle arrangement, a water baffle and method include a first closed section of a vehicle frame, a second closed section of the vehicle frame arranged adjacent the first closed section of the vehicle frame, and a water baffle. The water baffle has a body arranged complementarily within the first closed section to inhibit passage of water thereby within the first closed section and a water spout extending from the body of the water baffle into the second closed section to direct water arriving at the water baffle into the second closed section.

Abstract: An apparatus includes a first sheet having one or more holes are arranged proximate each corner. First, second, third, and fourth connecting cords, each connecting cords including an elastic band and first and second hooks, are used to secure the first sheet to a vehicle in such a manner as to cover portions of the hood, front windshield, and roof of the vehicle. A second sheet is used in a similar manner to cover the rear portions of the vehicle. After snow accumulates on the vehicle, a person standing in front of the vehicle may easily remove the first sheet (and snow thereon) by pulling the first sheet toward the front of the vehicle. The second sheet (and snow thereon) may be removed in a similar manner.

Abstract: An in-wheel motor drive device includes a motor part, a speed reducer part, a wheel bearing part, a casing, and a lubrication mechanism configured to supply lubricating oil to the motor and speed reducer parts. A rotation shaft of a motor in the motor part is configured to drive an input shaft of a speed reducer having eccentric portions to rotate. The speed reducer part reduces a speed of rotation of the input shaft of the speed reducer and transmits the rotation to an output shaft of the speed reducer. The wheel bearing part is connected to the output shaft of the speed reducer. The motor part includes a stator fixed to the casing and a rotor arranged at the rotation shaft of the motor. A shielding plate that reduces stirring resistance of the lubricating oil generated by rotation of the rotor is arranged in the motor part.

Abstract: An in-wheel motor drive device includes a motor part, a speed reducer part, a wheel bearing part, a casing, and a lubrication mechanism that supplies lubricating oil to the motor and speed reducer parts. A rotation shaft of a motor in the motor part drives an input shaft of a speed reducer. The speed reducer part reduces a rotation speed of the input shaft and transmits the rotation to an output shaft. The lubrication mechanism includes an oil path in the speed reducer part, which discharges oil inside the speed reducer part to the motor part, and an oil path in the motor part, which discharges oil inside the motor part to an oil tank together with the oil from the speed reducer part. The motor part includes a partition plate that guides the oil from the speed reducer part to the oil path in the motor part.

Abstract: A fuel control regulator system for a vehicle is disclosed in which a restraint control module registers an acceleration/deceleration that falls outside of predetermined limits. In one embodiment, the fuel control regulator system includes a vehicle including steering, an accelerator, brakes, one or more audio devices in proximity to one or more front crash sensors recording sensor data, a processor, and memory. The restraint control module is coupled to the processor and configured to dynamically adjust a threshold to lie outside of an amplitude of the sensor data of the one or more front crash sensors compromised by sound from the one or more audio devices. In another embodiment, the fuel control regulator system adjusts the sensor data of an affected front crash sensor to lie within an existing threshold. In yet another embodiment, the fuel control regulator system ignores the sensor data of an affected front crash sensor.

Abstract: Removable devices and systems for operating the four wheel drive (4WD) system of a tow vehicle having an electronically controllable part time 4WD system including a selectable 4WD low range mode are described. The removable device may comprise a first interface for coupling the removable device to a selector, the selector providing an indication of a desired operating mode for the 4WD system; a second interface for coupling the removable device to a controller-area network bus of the tow vehicle; a memory storing vehicle control codes; and at least one controller communicatively coupled to both the first interface and the second interface. The removable device, and system, may allow a vehicle operator to operate the tow vehicle in two-wheel drive low range mode.

Abstract: A driving support apparatus is provided with: a first determinator configured to determine collision possibility of a vehicle; a first controller configured to perform deceleration, on the basis of the collision possibility; a second determinator configured to determine whether or not a driver has an intention to accelerate; a second controller configured to stop the deceleration performed by the first controller, if it is determined that the driver has the intention to accelerate; a third determinator configured to determine whether or not a driving operation by the driver is a predetermined erroneous operation; a third controller configured to suppress acceleration based on the driving operation if it is determined that the driving operation is the predetermined erroneous operation; and a fourth controller configured not to allow the second controller to stop the deceleration if the acceleration is suppressed by the third controller.

Abstract: A method and system are presented for configuring a vehicle operating environment. An initial VOE configuration file and a VOE components file are provided to a VOE configuring application. A user employs the application to modify the VOE configuration file. The modified VOE configuration file is provided to a vehicle, where the vehicle uses the modified VOE configuration file to configure an operating environment of the vehicle.

Abstract: This vehicle ground fault detection apparatus maintains a high level of insulation in an aluminum electrolytic capacitor to improve long-term reliability. This vehicle ground fault detection apparatus (10) detects a ground fault of a DC power supply by connecting the positive terminal or the negative terminal of a high-voltage power supply to one terminal of a coupling capacitor (15) provided with aluminum electrolytic capacitors (C1, C2, C3), applying a square-wave pulse signal to a measurement point at the other terminal of the coupling capacitor, and detecting a voltage signal generated at the measurement point. The vehicle ground fault detection apparatus (10) includes a charger and discharger (CPU 13) that charges and discharges the coupling capacitor when a ground fault of the DC power supply is not being detected.